ARINC REPORT 443

DATA COLLECTION FOR VISUAL DATABASES

PUBLISHED: April 7, 2010

AN DOCUMENT
Prepared by FSEMC
Published by
AERONAUTICAL RADIO, INC.
2551 RIVA ROAD, ANNAPOLIS, MARYLAND 21401-7435
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 ©2010 BY
AERONAUTICAL RADIO, INC.
2551 RIVA ROAD ANNAPOLIS, MARYLAND
21401-7435 USA

ARINC REPORT 443

DATA COLLECTION FOR VISUAL DATABASES

Published: April 7, 2010

Prepared by the FSEMC

Report 443 Adopted by the FSEMC Steering Committee January 27, 2010
 FOREWORD

Aeronautical Radio, Inc., the FSEMC, and ARINC Standards

ARINC organizes aviation industry committees and participates in related industry activities that
benefit aviation at large by providing technical leadership and guidance. These activities directly
support aviation industry goals: promote safety, efficiency, regularity, and cost-effectiveness in
aircraft operations.

ARINC Industry Activities organizes and provides the secretariat for international aviation
organizations (AEEC, AMC, FSEMC) which coordinate the work of aviation industry technical
professionals and lead the development of technical standards for airborne electronic
equipment, aircraft maintenance equipment and practices and flight simulator equipment and
used in commercial, military, and business aviation. The AEEC, AMC, and FSEMC develop
consensus-based, voluntary standards that are published by ARINC and are known as ARINC
Standards. The use of ARINC Standards results in substantial benefits to the aviation industry
by allowing avionics interchangeability 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 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 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 release of an ARINC Standard does not obligate any organization 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
manufacturer’s product designed or built to 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:

An Errata Report solicits any corrections to the text or diagrams in this ARINC Standard.

An ARINC IA Project Initiation/Modification (APIM) form solicits any recommendations for

addition of substantive material to this volume which would be the subject of a new Supplement.

ii
 ARINC REPORT 443
TABLE OF CONTENTS

1.0 INTRODUCTION ...........................................................................................................1

1.1 Background ....................................................................................................................1
1.2 Purpose of this Document ..............................................................................................1
1.3 Use of This Document ...................................................................................................1
1.4 History ............................................................................................................................2
1.5 Reference Documents ...................................................................................................2
1.5.1 ARINC Standards ......................................................................................................2
1.5.2 Non-ARINC Standards and Guidance.......................................................................2
1.6 Document Conventions ..................................................................................................3
1.7 Industry Consensus .......................................................................................................3
2.0 CRITICAL DATA ELEMENTS ........................................................................................4
2.1 General Data Collection .................................................................................................4
2.1.1 Airfield Data from Airport Engineering Group ............................................................4
2.1.1.1 Airfield Lighting .....................................................................................................5
2.1.1.2 Runway Markings .................................................................................................6
2.1.1.3 Taxiway Markings .................................................................................................8
2.1.1.4 Airfield Signage ....................................................................................................8
2.1.1.5 Airfield Layout .......................................................................................................9
2.1.1.6 Airport Parking Layout ........................................................................................11
2.1.1.7 Airfield Buildings .................................................................................................11
2.1.1.8 Obstruction Charts ..............................................................................................12
2.1.1.9 Sloping Runways ................................................................................................12
2.1.2 Aeronautical Maps and Charts ................................................................................13
2.2 Photographic Data Requirements ................................................................................14
2.2.1 Ground Photographs ...............................................................................................15
2.2.1.1 Day Scene – Aprons ...........................................................................................16
2.2.1.2 Day Scene – Runways .......................................................................................16
2.2.1.3 Day Scene – Flight Line Areas ...........................................................................17
2.2.1.4 Day Scene – Customer Specific Apron ..............................................................17
2.2.1.5 Day Scene – Control Tower Views .....................................................................18
2.2.1.6 Day Scene – Docking Systems ..........................................................................19
2.2.2 Night Scene .............................................................................................................19
2.2.3 Aerial Photographs ..................................................................................................21
APPENDIX A GLOSSARY .......................................................................................................24
APPENDIX B LIST OF ACRONYMS .......................................................................................28
ARINC Standard - Errata Report
ARINC IA Project Initiation/Modification (APIM)

iii
 ARINC REPORT 443 – Page 1

1.0 INTRODUCTION

1.0 INTRODUCTION
1.1 Background
The aviation industry is focused on efficiency and cost savings. As an example, the
industry is heavily invested in flight training using simulation devices. The simulator
equipment can run all day with zero fuel burn and is simpler and less expensive to
operate than the airplane. In contrast, using an actual aircraft for aircrew training is
inefficient as it will take the aircraft out of revenue service and the cost of operation
(i.e., fuel burn, maintenance, etc.) is a magnitude greater than a simulator.
Flight Simulation Training Devices (FSTD) are used to train aircrew on basic
airmanship, normal procedures, emergency procedures, and most important to this
discussion: actual airfield procedures and usage.
Recent changes in the regulatory requirements concerning the accuracy and fidelity
of visual databases has led to necessary improvements in the visual databases
used in the training and an emphasis on maintaining their currency with their real
world sources. The regulatory authorities have stringent requirements to ensure as
close to real world realism in the simulation.
In the creation and modification of visual elements and databases, software
modelers need timely and accurate information on the physical objects and
characteristics that make up an airfield. To ensure regulatory compliance, this data
on airfields and their additions, changes, and surrounding areas must be made
available to the visual database modelers directly from the airfield authorities in a
timely manner. Regulatory authorities have mandated that visual databases be
rendered current within a relatively short period of time.
1.2 Purpose of this Document
The purpose of this report is to:
 Illustrate to airfield and airport authorities the need for timely, accurate
information regarding actual or planned changes to the physical airfield.
 Recognize the changes in regulatory requirements in flight training,
specifically visual database elements used in simulation.
 Identify critical data elements for designing visual databases.
 Describe the elements and their uses in a simulated training environment.
The list and descriptions of required visual database data elements will provide
guidance to airfield and airport authorities and suppliers of data regarding minimum
levels of data required to accurately create and maintain a visual representation of
an airfield or other aircraft operating area.
The report will also be used to provide information from airfield operators and
managers concerning physical changes or additions to runways, taxiways, land-side
gates, and the surrounding area.
1.3 Use of This Document
This report is organized into the following sections:
Section 1 Provides overview and references to this report.
Section 2 Identifies the minimum critical data elements required to accurately
represent an airfield in a simulated training.
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1.0 INTRODUCTION

Appendix A Is a glossary of terms used in this report.

Appendix B Is a list of acronyms used in this report.
1.4 History
Notwithstanding the dead-reckoning training of instrument and navigation training,
visual simulation has played a very large and important part of the simulation and
training industry. Early examples of using visual simulation were moving cameras
and model boards that displayed on Cathode Ray Tubes (CRTs).
The simple fidelity of the first Computer Generated Imagery (CGI) systems was a
rudimentary step towards more realistic visual systems. But with the advent of faster
computers and cheap memory, visual models become more detailed and accurate.
The gaming industry developed advanced graphics rendering processors and
software and the flight simulation industry capitalized on the advances in this visual
modeling. The industry also benefited from more advanced image generators and
Commercial-off-the-Shelf (COTS) components resulting in increased realism and
detail.
The technology evolution today is faster than ever. Liquid Crystal on Silicon (LCoS)
projection systems produce sharper and brighter images, and unlike CRTs, LCoS
projectors are far easier to maintain.
As displays and computing capability increased, the level of realism increased.
Flight training became more reliable and was increasingly used to train crews in lieu
of using actual aircraft.
The requirements for accurate, repeatable training and the need for timely,
accurate, and complete visual database information is the key for quality pilot
training in a simulation environment.
1.5 Reference Documents
1.5.1 ARINC Standards
ARINC Standards are often used in the aviation industry, and in all cases, it is
intended that the latest versions of the referenced documents apply.
1.5.2 Non-ARINC Standards and Guidance
In the development of this document, several non-ARINC guidance documents were
referenced. In all cases, it is intended that the latest versions of the referenced
documents apply. The following are examples of documents not published by
ARINC:
IATA Publication: Flight Simulator Design & Performance Data Requirements
14 CFR Part 60: Flight Simulation Training Device Initial and Continuing
Qualification and Use
AC 120-40B: Airplane Simulator Qualification
FAA AFS-205 Flight Simulation Training Device Qualification Guide: Various
Bulletins
Joint Aviation Requirements (JAR)-FSTD A: Aeroplane Flight Simulation Training
Devices
JAR-FSTD H: Helicopter Flight Simulation Training Devices
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1.0 INTRODUCTION

ICAO 9625: Manual of Criteria for the Qualification of Flight Simulation Training
Devices
NPA 2008-22D: Certification Specifications for Aeroplane Flight Simulation Training
Devices
EASA CS-FSTD (A,H): Certification Specifications for Aeroplane Flight Simulation
Training Devices
1.6 Document Conventions
ARINC reports are voluntary standards intended to ensure interchangeability and
interoperability between equipment, independent of manufacturer or host airframe.
The simulation functionality reflected in this standard is provided to ensure a
minimum level of operability of flight training devices in the simulation environment.
In this standard, the following terms carry key significance:
Term Usage
Identifies functions and capabilities required of avionics and aircraft
Shall equipment to meet the minimum level of compliance intended by this
standard.
Should Used to recommend approaches to optimize simulation functionality.
Will/Is/Does Used to express a statement of fact based on other requirements.
May Used to express an optional capability or choice.

1.7 Industry Consensus

This document was developed by a group of industry experts in aircraft flight
simulation and training. Included are several members from the visual modeling
industry who bring software modeling and graphics expertise to the table.
During discussions at the Visual Database Currency (VDC) Working Group
meetings, the members repeatedly stressed that it was difficult, if not impossible, to
obtain accurate data on airport changes or new construction. Airfield managers are
reluctant to give engineering data out without a basic understanding of where and
how the data will be used.
The VDC members saw an opportunity to determine the minimum required data to
accurately represent an airfield in a visual model. This list of critical elements would
be published in an industry recognized document, to assist visual database
modelers in obtaining airfield data.
In short, the flight training and simulation industry has collaborated in authorship of
this document, and the document represents the industry’s consensus with regards
to visual database currency requirements.
ARINC REPORT 443 - Page 4

2.0 CRITICAL DATA ELEMENTS

2.0 CRITICAL DATA ELEMENTS

The following information outlines the critical elements required for visual
representations of the airfield in flight simulation training. This is a list of
minimum required elements. However, some visual developers may
require more information to suit the needs of their flight crew training.
2.1 General Data Collection
2.1.1 Airfield Data from Airport Engineering Group
Airfield data collected should include plans and charts with scales
preferably between 1:2000 and 1:10000. Where available, drawings
should display a grid, projection information, and geodetic datum. The
optimal data source is CAD data of the airport layout and buildings in
DWG or DXF format, where appropriate. Visual developers are capable of
using various types of data support by ESRI ArcView and AutoCAD,
Microstation files (DGN format) should be converted to DWG or DXF,
satellite data, and photos.
The content of these plans should provide all relevant information with
respect to:
 Runway Lighting - Approach systems, lead in lights, edge lights,
centre lights, visual landing aids etc., showing lamp spacing,
positioning and colour. Particularly unique or non-standard
systems such as lead-in lighting systems
 Taxiway Lighting – Including edge, centerline, high speed turnoffs,
hold point lights, LAHSO and SMGCS (Land and Hold Short
Operations, Surface Movement Guidance Control System)
 Runway Markings – Location, color, and dimensions of the
markings
 Taxiway Markings – All taxiway markings, hold positions, apron
markings, lead-in lines, parking positions, SMGCS, and LAHSO
 Airfield Signage – Locations of the signs, colors, and
identifications
 Airport Layout – Including runways, taxiways, aprons and service
roads. Surface type information (i.e., concrete, gravel, asphalt)
 Buildings – Locations and dimensions of all airfield buildings
preferably with annotations giving the building names and
functions. Architectural drawings may be available for important
buildings and may be obtained from airport authorities or the
architectural/engineering firm who designed the airport
 Obstruction Charts – Location and dimensions of all airfield
obstructions together with information describing the lighting
 Sloping Runways – Cross and long sections of the runways and
taximark area, showing the profiles
It is important to note that if there are non-standard features on the
airfield, then the above described plans for the features are essential.
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2.0 CRITICAL DATA ELEMENTS

The following figures show examples of required information to ensure

modelers are able to create accurate visual representations of airfields
and surrounding areas.
2.1.1.1 Airfield Lighting
Figures 2-1 and 2-2 are examples of an airfield’s lighting engineering
data. This data is important to build accurate visual representations of an
airport.

Figure 2-1 – Example of Runway and Taxiway Lighting Chart

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2.0 CRITICAL DATA ELEMENTS

Figure 2-2 – Approach System Lighting

2.1.1.2 Runway Markings
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2.0 CRITICAL DATA ELEMENTS

The illustrations in Figure 2-3 below show depictions of runway markings.

It is necessary to collect runway information showing location, color, and
dimensions of the markings.

Figure 2-3 – Examples of Runway Markings with Dimensions

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2.0 CRITICAL DATA ELEMENTS

2.1.1.3 Taxiway Markings

Figure 2-4 shows a depiction of taxiway markings. It is necessary to
collect taxiway information showing the taxiway markings, hold positions,
apron markings, lead in lines, parking positions, SMGCS, and LAHSO.

Figure 2-4 – Apron Markings

2.1.1.4 Airfield Signage
The illustrations in Figure 2-5 below show depictions of airfield signage. It
is necessary to collect information showing the location of the signs, type,
colors, and sign identification.
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2.0 CRITICAL DATA ELEMENTS

Figure 2-5 – Examples of Airfield Signage Chart

2.1.1.5 Airfield Layout
Figure 2-6 shows a depiction of an airfield layout. It is necessary to collect
information showing all areas of the airfield, including runways, taxiways,
aprons, and service roads. Additionally, the information should indicate
surface type information (i.e., concrete, gravel, or asphalt).
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2.0 CRITICAL DATA ELEMENTS

Figure 2-6 – Example of Airport Layout

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2.0 CRITICAL DATA ELEMENTS

2.1.1.6 Airport Parking Layout

Figure 2-7 shows depictions of parking layout. It is necessary to collect
information of an airfield’s parking layout.

Figure 2-7 – Example of Parking Layout

2.1.1.7 Airfield Buildings
Figure 2-8 shows a depiction of a building footprint. It is necessary to
collect information on an airfield’s structures. This includes the locations
and dimensions of all airfield buildings preferably with annotations giving
the building names and function. Architectural drawings may be available
for important buildings (they may be obtained from airport authorities or
the architectural/engineering firm who designed the airport).
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2.0 CRITICAL DATA ELEMENTS

Figure 2-8 – Airport Building Footprint

2.1.1.8 Obstruction Charts
It is necessary to collect information on an airfield’s obstructions including
locations and dimensions. This information should also include the
airfield’s lighting locations and dimensions.
2.1.1.9 Sloping Runways
It is necessary to collect information on runway slopes and elevation
changes. This should include the cross and long sections of the runways
and taximark areas, showing the corresponding profiles. See Figure 2-9.
 If non-standard features are present then the above-described
plans for the features are essential.
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2.0 CRITICAL DATA ELEMENTS

Figure 2-9 – Profile of Runway

2.1.2 Aeronautical Maps and Charts
In order to create, modify and maintain an accurate representation of an
airfield, specific information about the identification and procedures must
be available. This information is key to efficiently training flight crews on
specific airports, and maintaining currency through simulated flight
training.
To ensure timely and accurate data is incorporated into flight training
simulation devices, the following information must be collected:
 Airport Information Charts
 Aeronautical Information Publications
 Precision Approach Charts
 Aeronautical Obstruction Charts
 Aerodrome Obstruction Charts
 Visual approach charts for IFR and VFR visual procedures
If available, the following should be collected:
 Aircraft parking, taxiing, and docking charts
 Location and the color of the windsock
Figures 2-10 and 2-11 are general examples of an airport information
chart and an Airport Informational Publication.
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2.0 CRITICAL DATA ELEMENTS

Figure 2-10 – Example of an Airport Information Chart

Figure 2-11 – Example of an AIP

2.2 Photographic Data Requirements
Photographs at site airfields are required. To support this effort, security
clearances (where required), access to the airfield, the issuing of gate
passes and line badges, and assignment of escorts are required to be
established in advance. Access to the airfield is required during the day
and night, although night photography is less extensive. Figure 2-12
shows the views from a runway threshold.
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2.0 CRITICAL DATA ELEMENTS

Figure 2-12 – Series of Pictures Taken From the Runway Threshold

2.2.1 Ground Photographs
For the day scene the following aspects will be concentrated on:
 Aprons – Capture all relevant buildings facades from far and close
proximity. Photographs should be taken from locations orthogonal
to the surface being photographed.
 Runways – For verification of all runway markings, colors, and
lighting systems. Photographs are also required for any unusual
runway features as well as surface type. Access to the threshold
is desired allowing panoramic series of photographs to be taken
(360 degrees).
 Flight Line Areas – For photographing of facilities and significant
structures relevant to the customers’ requirements.
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2.0 CRITICAL DATA ELEMENTS

 Customer Specific Apron – For photographing the parking areas

of the specific aircraft, enabling modelers to identify visual
perspective, obstructions, and apron markings.
 Control tower access - From there the modeler will shoot a
panoramic series (360 degrees) of photographs. From this high
vantage point one is able to photograph any obstruction, terrain,
unique buildings, or landmarks.
 Docking system – For the identified customer gate, the modeler
will take photographs of the effective docking system.
2.2.1.1 Day Scene – Aprons
Figure 2-13 shows how an airfield building’s surfaces are photographed
for the visual modeler to accurately represent the building in a simulation
database.

Figure 2-13 – Example of Picture Showing Building Facades

2.2.1.2 Day Scene – Runways
Photographs of runways are required for verification of all runway
markings, colors and lighting systems. Photographs are also required for
any unusual runway features as well as surface type (Figure 2-14).
Access to the threshold is desired allowing panoramic series of
photographs to be taken (360 degrees).
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2.0 CRITICAL DATA ELEMENTS

Figure 2-14 – Example of Picture Showing Unusual Features

2.2.1.3 Day Scene – Flight Line Areas
Many times a manufacturer or operator of a flight simulator will require
more visual detail in the database representing general flightline areas.
The purpose of this detail is to increase the realism and fidelity of flight
simulation training.
It is important to capture photographs of facilities and significant
structures relevant to the simulator customer’s requirements.
2.2.1.4 Day Scene – Customer Specific Apron
A simulator user may also require visual details of their specific aircraft
parking areas. The process is the same, but the photos and drawings of
these areas should enable the database modeler to identify visual
perspective and apron markings (Figure 2-15).

Figure 2-15 – Picture of a Parking Area for Perspective

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2.2.1.5 Day Scene – Control Tower Views

The visual database model should include panoramic views from the
airport control tower(s). This necessitates access to the control tower to
photograph and illustrate the airfield in greater detail.
From this vantage point the modeler will be able to photograph any
obstructions, terrain, and unique buildings or landmarks.
Figures 2-16 and 2-17 depict the photographs taken from an elevated
observation point, typically the airfield’s control tower.

Figure 2-16 — Picture from Control Tower of Airfield

Figure 2-17 — Picture from Control Tower of Airfield

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2.0 CRITICAL DATA ELEMENTS

2.2.1.6 Day Scene – Docking Systems

The docking systems of terminal gates are to be photographed for the
modeler to accurately represent the visuals in the simulation (Figure
2-18).

Figure 2-18 — Photo of Docking System

2.2.2 Night Scene
For the night scene the following aspects will be concentrated on:
 Access to the Control tower - From here the modeler will shoot a
panoramic series (360 degrees) of photographs. From this high
vantage point one is able to photograph and identify specific
airfield lighting. These photographs will enable the modeler to
identify specific source of illumination such as, light standards,
and apron lighting (colors and density), and any well lit features
located outside of the airfield.
 Buildings – Lighting, texture characteristics, and obstruction
lighting.
 Taximark – Taxiway and apron illumination.
Figures 2-19 through 2-21 are examples of night scenes of an airfield.
These photos would be used by the visual modeler to create an accurate
night scene for use in a simulation.
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2.0 CRITICAL DATA ELEMENTS

Figure 2-19 — Example of Night Scene

Figure 2-20 — Example of Night Scene

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2.0 CRITICAL DATA ELEMENTS

Figure 2-21 — Example of Night Scene

2.2.3 Aerial Photographs
To enable visual developers to achieve this portion of our photo shoot
one may hire a light aircraft, which enables the modeler to photograph the
airfield and surrounding terrain from the air. Listed below are some
specific features photographed while in the air.
 Approach shots of runways and lighting systems (requires runway
lights be turned on)
 Terrain, city, buildings, obstructions surrounding airports or on
approach paths
 Landmarks or large visual features used during arrival and
departure procedures at the airport
Figures 2-22 through 2-24 are examples of aerial views of an airfield.
These photos would be used by the visual modeler to create an accurate
visual representation for use in flight simulation visual databases.
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Figure 2-22 — Photo of Lighting System

Figure 2-23 — Approach Photo

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Figure 2-24 — Aerial View of Airport Buildings and Surrounding Areas

ARINC REPORT 443 - Page 24

APPENDIX A
GLOSSARY

APPENDIX A GLOSSARY
This section defines some of the terms used in this document. In
particular, words that have a special meaning in the context of simulation
are explained. Appendix B is a list of acronyms used in this report.
Aeronautical Information Publications
A publication issues by or with the authority of a state to be a manual
containing thorough details of regulations, procedures and other
information pertinent to flying aircraft in a particular country.
Aeronautical Obstruction Charts
Charts showing graphical airport obstruction information, surfaces,
taxiways, aprons, air navigation facilities.
Aerodrome Obstruction Charts
Presents a profile of the take-off obstruction environment for a specific
airport or in some cases, a single runway.
Application
Software consisting of tasks and/or processes that perform specific
avionics functions on the aircraft.
Apron
An airport area where aircraft are usually parked, loaded, unloaded,
refueled or boarded.
Aviation Industry
The aviation industry includes airlines, training centers, aircraft
manufacturers, vendors, regulatory authorities and training device
manufacturers.
Concurrency (Concurrent)
The process of keeping the simulator configuration at or slightly ahead of
the aircraft configuration. This allows pilots and maintenance personnel to
train on new systems before they experience them on the aircraft.
Data
Data is any information that is used to design, build, operate, maintain,
validate and update training devices. It may come from any source, and
come in any form.
Dead Reckoning
The process of navigation by an estimation of positions derived from
variables such as time, speed, altitude, and headings.
Elevation
The elevation of an airport with relation to sea level, or in reference to
changes in elevation of a runway or taxiway.
 ARINC REPORT 443 - Page 25

APPENDIX A
GLOSSARY

Fidelity
Accuracy or realism of simulation.
Flight and Navigation Procedures Trainer (FNPT)
A training device for limited procedures training.
Flight Training Device (FTD)
A flight deck simulator without a motion base and generally not equipped
with a visual simulation. Aircraft systems are fully or partially simulated,
dependent on the training mission. Such a device is used for training
aircraft operations and procedures.
Full Flight Simulator (FFS) - A flight deck replica of a given aircraft,
representative in appearance, flight performance characteristics, and
system operation. Such a simulator is equipped with a motion base and a
visual simulation system. It is used for flight training and checking.
Host
The simulator host computer is the device(s) that executes the simulation
software and controls the connection to the avionics.
Land and Hold Short Operations (LAHSO)
An air traffic control procedure intended to increase airport capacity
without compromising safety.
Model (simulation operation)
A mathematical representation of a physical system.
Operator
A Training Device Operator is an organization that provides aviation
training through the use of training devices.
An operator can also assume the role of a Training Device Manufacturer
when taking delivery of a device, and particularly during updates.
Precision Approach Charts
Provides terrain profile information within a defined portion of the final
approach.
Qualification
Following an evaluation of the simulator, the regulatory authority will
certify that it meets the criteria defined by the applicable regulatory
authority for a specific level of Qualification. The simulator evaluation will
include objective validation tests, subjective tests, and functional checks.
Runway
An area used by aircraft for take-off and landing.
ARINC REPORT 443 - Page 26

APPENDIX A
GLOSSARY

Simulation
A virtual representation, as close to real as practically possible. A
simulation generally entails representing certain key characteristics or
behaviors of a selected physical or abstract system.
Slope
A difference in elevation of a taxiway or runway.
Surface Movement Guidance Control System (SMGCS)
A system of controlling surface movement on an airport in low visibility
conditions.
Supplier
A Supplier is any provider of data, including visual models, and includes
the Aircraft Manufacturer and Vendors.
General terminology used in this specification for FFS, FTD, FBS, Part
Task Trainer, Maintenance Training Simulator.
Taxiway
Areas of an airport for movement of aircraft to or from the runways and
aprons.
Threshold
The first part of a runway that can facilitate landing or take-off operations.
Training Device Data Package
A Training Device Data Package is the information provided by one or
more sources, applicable to a specific aircraft or system(s). It should
consist of all of the data required for the design, build, operation,
validation, update and maintenance of the training device, in accordance
with the qualification level of the training device.
The Training Device Data Package may include the Aircraft Data
Package (visual) and Simulation Software Package(s).
Training Device Manufacturer
A Training Device Manufacturer is an organization engaged in the design
and manufacture of training devices.
An operator can also assume the role of a Training Device Manufacturer
when taking delivery of a device, and particularly during updates.
Update
An update is a modification to a training device that incorporates a new
revision to an existing simulated system or aircraft model.
Upload
The transfer of data from the simulator host computer to the avionics.
Verification
The process of proving adherence to requirements.
 ARINC REPORT 443 - Page 27

APPENDIX A
GLOSSARY

Verification Data
Data used to confirm that the training equipment supplier has correctly
implemented the data supplied.
Validation
The process of verifying the performance of a simulator is representative
of the airplane.
Validation Data
Data used to confirm that the simulation of a system and/or aircraft
characteristics conform to those of the aircraft.
Windsock
A conical textile tube designed to indicate wind direction and relative
force.
ARINC REPORT 443 - Page 28

APPENDIX B
LIST OF ACRONYMS

APPENDIX B LIST OF ACRONYMS

CAD Computer Aided Drawing

COTS Commercial Off The Shelf
CGI Computer Generated Imagery
CRT Cathode Ray Tube
DGN Design (Microstation Drawings)
DXF Drawing Interchange Format
EFB Electronic Flight Bag
ESRI Environmental Systems Research Institute
FAA Federal Aviation Administration
FBS Fixed Base Simulator
FFS Full Flight Simulator
FMS Flight Management System
FSTD Flight Simulation Training Device
GPS Global Positioning System
HDG Heading
HUD Head-Up Display
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
ILS Instrument Landing System
LAHSO Land and Hold Short Operations
LCOS Liquid Crystal on Silicon
SMGCS Surface Movement Guidance Control System
VDC Visual Database Currency Working Group
VFR Visual Flight Rules
 ARINC Standard – Errata Report
1. Document Title
ARINC Report 443: Data Collection for Visual Databases
Published: April 7, 2010

2. Reference

Page Number: Section Number: Date of Submission:

3. Error
(Reproduce the material in error, as it appears in the standard.)

4. Recommended Correction
(Reproduce the correction as it would appear in the corrected version of the material.)

5. Reason for Correction (Optional)

(State why the correction is necessary.)

6. Submitter (Optional)
(Name, organization, contact information, e.g., phone, email address.)

Please return comments to fax +1 410-266-2047 or to sbuckwal@arinc.com

Note: Items 2-5 may be repeated for additional errata. All recommendations will be evaluated by the staff. Any
substantive changes will require submission to the relevant subcommittee for incorporation into a subsequent
Supplement.

[To be completed by FSEMC staff ]

Errata Report Identifier: Engineer Assigned:

Review Status:

ARINC Errata Form

11/24/2004
 ARINC Project Initiation/Modification
04/07/10

ARINC IA Project Initiation/Modification (APIM)

Name of proposed project APIM #: _____

Name for proposed project.
Suggested Subcommittee assignment
Identify an existing group that has the expertise to successfully complete the
project. If no such group is known to exist, a recommendation to form a new
group may be made.
Project Scope
Describe the scope of the project clearly and concisely. The scope should
describe “what” will be done, i.e., the technical boundaries of the project.
Example: “This project will standardize a protocol for the control of printers. The
protocol will be independent of the underlying data stream or page description
language but will be usable by all classes of printers.”

Project Benefit
Describe the purpose and benefit of the project. This section should describe
“why” the project should be done. Describe how the new standard will improve
competition among vendors, giving airlines freedom of choice. This section
provides justification for the allocation of both IA and airline resources. Example:
“Currently each class of printers implements its own proprietary protocol for the
transfer of a print job. In order to provide access to the cockpit printer from
several different avionics sources, a single protocol is needed. The protocol will
permit automatic determination of printer type and configuration to provide for
growth and product differentiation.”

Airlines supporting effort

Name, airline, and contact information for proposed chairman, lead airline, list of
airlines expressing interest in working on the project (supporting airlines), and list
of airlines expressing interest but unable to support (sponsoring airlines). It is
important for airline support to be gained prior to submittal. Other organizations,
such as airframe manufacturers, avionics vendors, etc. supporting the effort
should also be listed.

Issues to be worked
Describe the major issues to be addressed by the proposed ARINC standard.
Recommended Coordination with other groups
Draft documents may have impact on the work of groups other than the
originating group. The APIM writer or, subsequently, The Committee may
identify other groups which must be given the opportunity to review and comment
upon mature draft documents.
Projects/programs supported by work
If the timetable for this work is driven by a new airplane type, major avionics
overhaul, regulatory mandate, etc., that information should be placed in this
section. This information is a key factor in assessing the priority of this proposed

03_APIM-VerJ_AMC_FSEMC.doc Page 1
 ARINC Project Initiation/Modification
04/07/10

task against all other tasks competing for subcommittee meeting time and other
resources.

Timetable for projects/programs

Identify when the new ARINC standard is needed (month/year).

Documents to be produced and date of expected result

The name and number (if already assigned) of the proposed ARINC standard to
be either newly produced or modified.

Comments
Anything else deemed useful to the committees for prioritization of this work.

Meetings
The following table identifies the number of meetings and proposed meeting days
needed to produce the documents described above.
Activity Mtgs Mtg-Days
Document a # of mtgs # of mtg days
Document b # of mtgs # of mtg days

For IA staff use

Date Received___________ IA staff assigned: __________________________________
Potential impact: ____
(A. Safety B. Regulatory C. New aircraft/system D. Other)
Forward to committee(s) (AEEC, AMC, FSEMC): _________ Date Forward:___________
Committee resolution: ____
(0. Withdrawn 1. Authorized 2. Deferred 3. More detail needed 4. Rejected)
Assigned Priority: ____ Date of Resolution:___________________
A. – High (execute first) B. – Normal (may be deferred for A.)

Assigned to SC/WG ________________________________________

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