(a) The evaluation and qualification of an FSTD by a contracting State to the Convention on International Civil Aviation for the sponsor of an FSTD located in that contracting State may be used as the basis for issuing a U.S. statement of qualification (see applicable QPS, attachment 4, figure 4) by the NSPM to the sponsor of that FSTD in accordance with--
(1) A BASA between the United States and the Contracting State that issued the original qualification; and
(2) A Simulator Implementation Procedure (SIP) established under the BASA.
(b) The SIP must contain any conditions and limitations on validation and issuance of such qualification by the U.S.
Sec. Appendix A to Part 60--Qualification Performance Standards for
Airplane Full Flight Simulators ________________________________________________________________________
Begin Information
This appendix establishes the standards for Airplane FFS evaluation and qualification. The NSPM is responsible for the development, application, and implementation of the standards contained within this appendix. The procedures and criteria specified in this appendix will be used by the NSPM, or a person assigned by the NSPM, when conducting airplane FFS evaluations.
Table of Contents 1. Introduction.2. Applicability (Sec. Sec. 60.1 and 60.2).3. Definitions (Sec. 60.3).4. Qualification Performance Standards (Sec. 60.4).5. Quality Management System (Sec. 60.5).6. Sponsor Qualification Requirements (Sec. 60.7).7. Additional Responsibilities of the Sponsor (Sec. 60.9).8. FFS Use (Sec. 60.11).9. FFS Objective Data Requirements (Sec. 60.13).10. Special Equipment and Personnel Requirements for Qualification of
the FFS (Sec. 60.14).11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15). 12. Additional Qualifications for a Currently Qualified FFS
(Sec. 60.16).13. Previously Qualified FFSs (Sec. 60.17).14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec. 60.19).15. Logging FFS Discrepancies (Sec. 60.20).16. Interim Qualification of FFSs for New Airplane Types or Models
(Sec. 60.21).17. Modifications to FFSs (Sec. 60.23).18. Operations With Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25).19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (Sec. 60.27).20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29).21. Record Keeping and Reporting (Sec. 60.31).22. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (Sec. 60.33).23. Specific FFS Compliance Requirements (Sec. 60.35).24. [Reserved]25. FFS Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37).Attachment 1 to Appendix A to Part 60--General Simulator Requirements.Attachment 2 to Appendix A to Part 60--FFS Objective Tests.Attachment 3 to Appendix A to Part 60--Simulator Subjective Evaluation.Attachment 4 to Appendix A to Part 60--Sample Documents.Attachment 5 to Appendix A to Part 60--Simulator Qualification
Requirements for Windshear Training Program Use.Attachment 6 to Appendix A to Part 60--FSTD Directives Applicable to
Airplane Flight Simulators.
End Information ________________________________________________________________________
1. Introduction ________________________________________________________________________
Begin Information
a. This appendix contains background information as well as regulatory and informative material as described later in this section. To assist the reader in determining what areas are required and what areas are permissive, the text in this appendix is divided into two sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements sections contain details regarding compliance with the part 60 rule language. These details are regulatory, but are found only in this appendix. The Information sections contain material that is advisory in nature, and designed to give the user general information about the regulation.
b. Questions regarding the contents of this publication should be sent to the U.S. Department of Transportation, Federal Aviation Administration, Flight Standards Service, National Simulator Program Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, Georgia 30354. Telephone contact numbers for the NSP are: Phone, 404-832-4700; fax, 404-761-8906. The general e-mail address for the NSP office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web site address is: http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/. On this Web site you will find an NSP personnel list with telephone and e-mail contact information for each NSP staff member, a list of qualified flight simulation devices, advisory circulars (ACs), a description of the qualification process, NSP policy, and an NSP ``In-Works'' section. Also linked from this site are additional information sources, handbook bulletins, frequently asked questions, a listing and text of the Federal Aviation Regulations, Flight Standards Inspector's handbooks, and other FAA links.
c. The NSPM encourages the use of electronic media for all communication, including any record, report, request, test, or statement required by this appendix. The electronic media used must have adequate security provisions and be acceptable to the NSPM. The NSPM recommends inquiries on system compatibility, and minimum system requirements are also included on the NSP Web site.
d. Related Reading References.
(1) 14 CFR part 60.
(2) 14 CFR part 61.
(3) 14 CFR part 63.
(4) 14 CFR part 119.
(5) 14 CFR part 121.
(6) 14 CFR part 125.
(7) 14 CFR part 135.
(8) 14 CFR part 141.
(9) 14 CFR part 142.
(10) AC 120-28, as amended, Criteria for Approval of Category III Landing Weather Minima.
(11) AC 120-29, as amended, Criteria for Approving Category I and Category II Landing Minima for part 121 operators.
(12) AC 120-35, as amended, Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.
(13) AC 120-40, as amended, Airplane Simulator Qualification.
(14) AC 120-41, as amended, Criteria for Operational Approval of Airborne Wind Shear Alerting and Flight Guidance Systems.
(15) AC 120-57, as amended, Surface Movement Guidance and Control System (SMGCS).
(16) AC 150/5300-13, as amended, Airport Design.
(17) AC 150/5340-1, as amended, Standards for Airport Markings.
(18) AC 150/5340-4, as amended, Installation Details for Runway Centerline Touchdown Zone Lighting Systems.
(19) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.
(20) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting System.
(21) AC 150/5345-28, as amended, Precision Approach Path Indicator (PAPI) Systems.
(22) International Air Transport Association document, ``Flight Simulator Design and Performance Data Requirements,'' as amended.
(23) AC 25-7, as amended, Flight Test Guide for Certification of Transport Category Airplanes.
(24) AC 23-8, as amended, Flight Test Guide for Certification of Part 23 Airplanes.
(25) International Civil Aviation Organization (ICAO) Manual of Criteria for the Qualification of Flight Simulators, as amended.
(26) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society, London, UK.
(27) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and Instrument Ratings).
(28) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs.
(29) Aeronautical Radio, Inc. (ARINC) document number 436, titled Guidelines For Electronic Qualification Test Guide (as amended).
(30) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for Design and Integration of Aircraft Avionics Equipment in Simulators (as amended).
End Information ________________________________________________________________________
2. Applicability (Sec. Sec. 60.1 and 60.2) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of sponsor rules to persons who are not sponsors and who are engaged in certain unauthorized activities.
End Information ________________________________________________________________________
3. Definitions (Sec. 60.3) ________________________________________________________________________
Begin Information
See Appendix F of this part for a list of definitions and abbreviations from part 1 and part 60, including the appropriate appendices of part 60.
End Information ________________________________________________________________________
4. Qualification Performance Standards (Sec. 60.4) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.4, Qualification Performance Standards.
End Information ________________________________________________________________________
5. Quality Management System (Sec. 60.5) ________________________________________________________________________
Begin Information
See Appendix E of this part for additional regulatory and informational material regarding Quality Management Systems.
End Information ________________________________________________________________________
6. Sponsor Qualification Requirements (Sec. 60.7) ________________________________________________________________________
Begin Information
a. The intent of the language in Sec. 60.7(b) is to have a specific FFS, identified by the sponsor, used at least once in an FAA-approved flight training program for the airplane simulated during the 12-month period described. The identification of the specific FFS may change from one 12-month period to the next 12-month period as long as the sponsor sponsors and uses at least one FFS at least once during the prescribed period. No minimum number of hours or minimum FFS periods are required.
b. The following examples describe acceptable operational practices:
(1) Example One.
(a) A sponsor is sponsoring a single, specific FFS for its own use, in its own facility or elsewhere--this single FFS forms the basis for the sponsorship. The sponsor uses that FFS at least once in each 12-month period in the sponsor's FAA-approved flight training program for the airplane simulated. This 12-month period is established according to the following schedule:
(i) If the FFS was qualified prior to May 30, 2008, the 12-month period begins on the date of the first continuing qualification evaluation conducted in accordance with Sec. 60.19 after May 30, 2008, and continues for each subsequent 12-month period;
(ii) A device qualified on or after May 30, 2008, will be required to undergo an initial or upgrade evaluation in accordance with Sec. 60.15. Once the initial or upgrade evaluation is complete, the first continuing qualification evaluation will be conducted within 6 months. The 12-month continuing qualification evaluation cycle begins on that date and continues for each subsequent 12-month period.
(b) There is no minimum number of hours of FFS use required.
(c) The identification of the specific FFS may change from one 12-month period to the next 12-month period as long as the sponsor sponsors and uses at least one FFS at least once during the prescribed period.
(2) Example Two.
(a) A sponsor sponsors an additional number of FFSs, in its facility or elsewhere. Each additionally sponsored FFS must be--
(i) Used by the sponsor in the sponsor's FAA-approved flight training program for the airplane simulated (as described in Sec. 60.7(d)(1));
OR
(ii) Used by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the airplane simulated (as described in Sec. 60.7(d)(1)). This 12-month period is established in the same manner as in example one;
OR
(iii) Provided a statement each year from a qualified pilot (after having flown the airplane, not the subject FFS or another FFS, during the preceding 12-month period), stating that the subject FFS's performance and handling qualities represent the airplane (as described in Sec. 60.7(d)(2)). This statement is provided at least once in each 12-month period established in the same manner as in example one.
(b) No minimum number of hours of FFS use is required.
(3) Example Three.
(a) A sponsor in New York (in this example, a Part 142 certificate holder) establishes ``satellite'' training centers in Chicago and Moscow.
(b) The satellite function means that the Chicago and Moscow centers must operate under the New York center's certificate (in accordance with all of the New York center's practices, procedures, and policies; e.g., instructor and/or technician training/checking requirements, record keeping, QMS program).
(c) All of the FFSs in the Chicago and Moscow centers could be dry-leased (i.e., the certificate holder does not have and use FAA-approved flight training programs for the FFSs in the Chicago and Moscow centers) because--
(i) Each FFS in the Chicago center and each FFS in the Moscow center is used at least once each 12-month period by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the airplane (as described in Sec. 60.7(d)(1));
OR
(ii) A statement is obtained from a qualified pilot (having flown the airplane, not the subject FFS or another FFS, during the preceding 12-month period) stating that the performance and handling qualities of each FFS in the Chicago and Moscow centers represents the airplane (as described in Sec. 60.7(d)(2)).
End Information ________________________________________________________________________
7. Additional Responsibilities of the Sponsor (Sec. 60.9) ________________________________________________________________________
Begin Information
The phrase ``as soon as practicable'' in Sec. 60.9(a) means without unnecessarily disrupting or delaying beyond a reasonable time the training, evaluation, or experience being conducted in the FFS.
End Information ________________________________________________________________________
8. FFS Use (Sec. 60.11) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.11, Simulator Use.
End Information ________________________________________________________________________
9. FFS Objective Data Requirements (Sec. 60.13) ________________________________________________________________________
Begin QPS Requirements
a. Flight test data used to validate FFS performance and handling qualities must have been gathered in accordance with a flight test program containing the following:
(1) A flight test plan consisting of:
(a) The maneuvers and procedures required for aircraft certification and simulation programming and validation.
(b) For each maneuver or procedure--
(i) The procedures and control input the flight test pilot and/or engineer used.
(ii) The atmospheric and environmental conditions.
(iii) The initial flight conditions.
(iv) The airplane configuration, including weight and center of gravity.
(v) The data to be gathered.
(vi) All other information necessary to recreate the flight test conditions in the FFS.
(2) Appropriately qualified flight test personnel.
(3) An understanding of the accuracy of the data to be gathered using appropriate alternative data sources, procedures, and instrumentation that is traceable to a recognized standard as described in Attachment 2, Table A2E of this appendix.
(4) Appropriate and sufficient data acquisition equipment or system(s), including appropriate data reduction and analysis methods and techniques, as would be acceptable to the FAA's Aircraft Certification Service.
b. The data, regardless of source, must be presented as follows:
(1) In a format that supports the FFS validation process.
(2) In a manner that is clearly readable and annotated correctly and completely.
(3) With resolution sufficient to determine compliance with the tolerances set forth in Attachment 2, Table A2A of this appendix.
(4) With any necessary instructions or other details provided, such as yaw damper or throttle position.
(5) Without alteration, adjustments, or bias. Data may be corrected to address known data calibration errors provided that an explanation of the methods used to correct the errors appears in the QTG. The corrected data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation.
c. After completion of any additional flight test, a flight test report must be submitted in support of the validation data. The report must contain sufficient data and rationale to support qualification of the FFS at the level requested.
d. As required by Sec. 60.13(f), the sponsor must notify the NSPM when it becomes aware that an addition to, an amendment to, or a revision of data that may relate to FFS performance or handling characteristics is available. The data referred to in this paragraph is data used to validate the performance, handling qualities, or other characteristics of the aircraft, including data related to any relevant changes occurring after the type certificate was issued. The sponsor must--
(1) Within 10 calendar days, notify the NSPM of the existence of this data; and
(2) Within 45 calendar days, notify the NSPM of--
(a) The schedule to incorporate this data into the FFS; or
(b) The reason for not incorporating this data into the FFS.
e. In those cases where the objective test results authorize a ``snapshot test'' or a ``series of snapshot tests'' results in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snapshot.
End QPS Requirements ________________________________________________________________________
Begin Information
f. The FFS sponsor is encouraged to maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and, if appropriate, with the person having supplied the aircraft data package for the FFS in order to facilitate the notification required by Sec. 60.13(f).
g. It is the intent of the NSPM that for new aircraft entering service, at a point well in advance of preparation of the Qualification Test Guide (QTG), the sponsor should submit to the NSPM for approval, a descriptive document (see Table A2C, Sample Validation Data Roadmap for Airplanes) containing the plan for acquiring the validation data, including data sources. This document should clearly identify sources of data for all required tests, a description of the validity of these data for a specific engine type and thrust rating configuration, and the revision levels of all avionics affecting the performance or flying qualities of the aircraft. Additionally, this document should provide other information, such as the rationale or explanation for cases where data or data parameters are missing, instances where engineering simulation data are used or where flight test methods require further explanations. It should also provide a brief narrative describing the cause and effect of any deviation from data requirements. The aircraft manufacturer may provide this document.
h. There is no requirement for any flight test data supplier to submit a flight test plan or program prior to gathering flight test data. However, the NSPM notes that inexperienced data gatherers often provide data that is irrelevant, improperly marked, or lacking adequate justification for selection. Other problems include inadequate information regarding initial conditions or test maneuvers. The NSPM has been forced to refuse these data submissions as validation data for an FFS evaluation. It is for this reason that the NSPM recommends that any data supplier not previously experienced in this area review the data necessary for programming and for validating the performance of the FFS, and discuss the flight test plan anticipated for acquiring such data with the NSPM well in advance of commencing the flight tests.
i. The NSPM will consider, on a case-by-case basis, whether to approve supplemental validation data derived from flight data recording systems, such as a Quick Access Recorder or Flight Data Recorder.
End Information ________________________________________________________________________
10. Special Equipment and Personnel Requirements for Qualification of
the FFSs (Sec. 60.14) ________________________________________________________________________
Begin Information
a. In the event that the NSPM determines that special equipment or specifically qualified persons will be required to conduct an evaluation, the NSPM will make every attempt to notify the sponsor at least one (1) week, but in no case less than 72 hours, in advance of the evaluation. Examples of special equipment include spot photometers, flight control measurement devices, and sound analyzers. Examples of specially qualified personnel include individuals specifically qualified to install or use any special equipment when its use is required.
b. Examples of a special evaluation include an evaluation conducted after an FFS is moved, at the request of the TPAA, or as a result of comments received from users of the FFS that raise questions about the continued qualification or use of the FFS.
End Information ________________________________________________________________________
11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15) ________________________________________________________________________
Begin QPS Requirements
a. In order to be qualified at a particular qualification level, the FFS must:
(1) Meet the general requirements listed in Attachment 1 of this appendix;
(2) Meet the objective testing requirements listed in Attachment 2 of this appendix; and
(3) Satisfactorily accomplish the subjective tests listed in Attachment 3 of this appendix.
b. The request described in Sec. 60.15(a) must include all of the following:
(1) A statement that the FFS meets all of the applicable provisions of this part and all applicable provisions of the QPS.
(2) A confirmation that the sponsor will forward to the NSPM the statement described in Sec. 60.15(b) in such time as to be received no later than 5 business days prior to the scheduled evaluation and may be forwarded to the NSPM via traditional or electronic means.
(3) A QTG, acceptable to the NSPM, that includes all of the following:
(a) Objective data obtained from traditional aircraft testing or another approved source.
(b) Correlating objective test results obtained from the performance of the FFS as prescribed in the appropriate QPS.
(c) The result of FFS subjective tests prescribed in the appropriate QPS.
(d) A description of the equipment necessary to perform the evaluation for initial qualification and the continuing qualification evaluations.
c. The QTG described in paragraph (a)(3) of this section, must provide the documented proof of compliance with the simulator objective tests in Attachment 2, Table A2A of this appendix.
d. The QTG is prepared and submitted by the sponsor, or the sponsor's agent on behalf of the sponsor, to the NSPM for review and approval, and must include, for each objective test:
(1) Parameters, tolerances, and flight conditions;
(2) Pertinent and complete instructions for the conduct of automatic and manual tests;
(3) A means of comparing the FFS test results to the objective data;
(4) Any other information as necessary, to assist in the evaluation of the test results;
(5) Other information appropriate to the qualification level of the FFS.
e. The QTG described in paragraphs (a)(3) and (b) of this section, must include the following:
(1) A QTG cover page with sponsor and FAA approval signature blocks (see Attachment 4, Figure A4C, of this appendix for a sample QTG cover page).
(2) A continuing qualification evaluation requirements page. This page will be used by the NSPM to establish and record the frequency with which continuing qualification evaluations must be conducted and any subsequent changes that may be determined by the NSPM in accordance with Sec. 60.19. See Attachment 4, Figure A4G, of this appendix for a sample Continuing Qualification Evaluation Requirements page.
(3) An FFS information page that provides the information listed in this paragraph (see Attachment 4, Figure A4B, of this appendix for a sample FFS information page). For convertible FFSs, the sponsor must submit a separate page for each configuration of the FFS.
(a) The sponsor's FFS identification number or code.
(b) The airplane model and series being simulated.
(c) The aerodynamic data revision number or reference.
(d) The source of the basic aerodynamic model and the aerodynamic coefficient data used to modify the basic model.
(e) The engine model(s) and its data revision number or reference.
(f) The flight control data revision number or reference.
(g) The flight management system identification and revision level.
(h) The FFS model and manufacturer.
(i) The date of FFS manufacture.
(j) The FFS computer identification.
(k) The visual system model and manufacturer, including display type.
(l) The motion system type and manufacturer, including degrees of freedom.
(4) A Table of Contents.
(5) A log of revisions and a list of effective pages.
(6) A list of all relevant data references.
(7) A glossary of terms and symbols used (including sign conventions and units).
(8) Statements of Compliance and Capability (SOCs) with certain requirements.
(9) Recording procedures or equipment required to accomplish the objective tests.
(10) The following information for each objective test designated in Attachment 2, Table A2A, of this appendix as applicable to the qualification level sought:
(a) Name of the test.
(b) Objective of the test.
(c) Initial conditions.
(d) Manual test procedures.
(e) Automatic test procedures (if applicable).
(f) Method for evaluating FFS objective test results.
(g) List of all relevant parameters driven or constrained during the automatically conducted test(s).
(h) List of all relevant parameters driven or constrained during the manually conducted test(s).
(i) Tolerances for relevant parameters.
(j) Source of Validation Data (document and page number).
(k) Copy of the Validation Data (if located in a separate binder, a cross reference for the identification and page number for pertinent data location must be provided).
(l) Simulator Objective Test Results as obtained by the sponsor. Each test result must reflect the date completed and must be clearly labeled as a product of the device being tested.
f. A convertible FFS is addressed as a separate FFS for each model and series airplane to which it will be converted and for the FAA qualification level sought. If a sponsor seeks qualification for two or more models of an airplane type using a convertible FFS, the sponsor must submit a QTG for each airplane model, or a QTG for the first airplane model and a supplement to that QTG for each additional airplane model. The NSPM will conduct evaluations for each airplane model.
g. Form and manner of presentation of objective test results in the QTG:
(1) The sponsor's FFS test results must be recorded in a manner acceptable to the NSPM, that allows easy comparison of the FFS test results to the validation data (e.g., use of a multi-channel recorder, line printer, cross plotting, overlays, transparencies).
(2) FFS results must be labeled using terminology common to airplane parameters as opposed to computer software identifications.
(3) Validation data documents included in a QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution.
(4) Scaling on graphical presentations must provide the resolution necessary to evaluate the parameters shown in Attachment 2, Table A2A of this appendix.
(5) Tests involving time histories, data sheets (or transparencies thereof) and FFS test results must be clearly marked with appropriate reference points to ensure an accurate comparison between the FFS and the airplane with respect to time. Time histories recorded via a line printer are to be clearly identified for cross plotting on the airplane data. Over-plots must not obscure the reference data.
h. The sponsor may elect to complete the QTG objective and subjective tests at the manufacturer's facility or at the sponsor's training facility. If the tests are conducted at the manufacturer's facility, the sponsor must repeat at least one-third of the tests at the sponsor's training facility in order to substantiate FFS performance. The QTG must be clearly annotated to indicate when and where each test was accomplished. Tests conducted at the manufacturer's facility and at the sponsor's training facility must be conducted after the FFS is assembled with systems and sub-systems functional and operating in an interactive manner. The test results must be submitted to the NSPM.
i. The sponsor must maintain a copy of the MQTG at the FFS location.
j. All FFSs for which the initial qualification is conducted after May 30, 2014, must have an electronic MQTG (eMQTG) including all objective data obtained from airplane testing, or another approved source (reformatted or digitized), together with correlating objective test results obtained from the performance of the FFS (reformatted or digitized) as prescribed in this appendix. The eMQTG must also contain the general FFS performance or demonstration results (reformatted or digitized) prescribed in this appendix, and a description of the equipment necessary to perform the initial qualification evaluation and the continuing qualification evaluations. The eMQTG must include the original validation data used to validate FFS performance and handling qualities in either the original digitized format from the data supplier or an electronic scan of the original time-history plots that were provided by the data supplier. A copy of the eMQTG must be provided to the NSPM.
k. All other FFSs not covered in subparagraph ``j'' must have an electronic copy of the MQTG by May 30, 2014. An electronic copy of the MQTG must be provided to the NSPM. This may be provided by an electronic scan presented in a Portable Document File (PDF), or similar format acceptable to the NSPM.
l. During the initial (or upgrade) qualification evaluation conducted by the NSPM, the sponsor must also provide a person who is a user of the device (e.g., a qualified pilot or instructor pilot with flight time experience in that aircraft) and knowledgeable about the operation of the aircraft and the operation of the FFS.
End QPS Requirements ________________________________________________________________________
Begin Information
m. Only those FFSs that are sponsored by a certificate holder as defined in Appendix F of this part will be evaluated by the NSPM. However, other FFS evaluations may be conducted on a case-by-case basis as the Administrator deems appropriate, but only in accordance with applicable agreements.
n. The NSPM will conduct an evaluation for each configuration, and each FFS must be evaluated as completely as possible. To ensure a thorough and uniform evaluation, each FFS is subjected to the general simulator requirements in Attachment 1 of this appendix, the objective tests listed in Attachment 2 of this appendix, and the subjective tests listed in Attachment 3 of this appendix. The evaluations described herein will include, but not necessarily be limited to the following:
(1) Airplane responses, including longitudinal and lateral-directional control responses (see Attachment 2 of this appendix);
(2) Performance in authorized portions of the simulated airplane's operating envelope, to include tasks evaluated by the NSPM in the areas of surface operations, takeoff, climb, cruise, descent, approach, and landing as well as abnormal and emergency operations (see Attachment 2 of this appendix);
(3) Control checks (see Attachment 1 and Attachment 2 of this appendix);
(4) Flight deck configuration (see Attachment 1 of this appendix);
(5) Pilot, flight engineer, and instructor station functions checks (see Attachment 1 and Attachment 3 of this appendix);
(6) Airplane systems and sub-systems (as appropriate) as compared to the airplane simulated (see Attachment 1 and Attachment 3 of this appendix);
(7) FFS systems and sub-systems, including force cueing (motion), visual, and aural (sound) systems, as appropriate (see Attachment 1 and Attachment 2 of this appendix); and
(8) Certain additional requirements, depending upon the qualification level sought, including equipment or circumstances that may become hazardous to the occupants. The sponsor may be subject to Occupational Safety and Health Administration requirements.
o. The NSPM administers the objective and subjective tests, which includes an examination of functions. The tests include a qualitative assessment of the FFS by an NSP pilot. The NSP evaluation team leader may assign other qualified personnel to assist in accomplishing the functions examination and/or the objective and subjective tests performed during an evaluation when required.
(1) Objective tests provide a basis for measuring and evaluating FFS performance and determining compliance with the requirements of this part.
(2) Subjective tests provide a basis for:
(a) Evaluating the capability of the FFS to perform over a typical utilization period;
(b) Determining that the FFS satisfactorily simulates each required task;
(c) Verifying correct operation of the FFS controls, instruments, and systems; and
(d) Demonstrating compliance with the requirements of this part.
p. The tolerances for the test parameters listed in Attachment 2 of this appendix reflect the range of tolerances acceptable to the NSPM for FFS validation and are not to be confused with design tolerances specified for FFS manufacture. In making decisions regarding tests and test results, the NSPM relies on the use of operational and engineering judgment in the application of data (including consideration of the way in which the flight test was flown and the way the data was gathered and applied), data presentations, and the applicable tolerances for each test.
q. In addition to the scheduled continuing qualification evaluation, each FFS is subject to evaluations conducted by the NSPM at any time without prior notification to the sponsor. Such evaluations would be accomplished in a normal manner (i.e., requiring exclusive use of the FFS for the conduct of objective and subjective tests and an examination of functions) if the FFS is not being used for flight crewmember training, testing, or checking. However, if the FFS were being used, the evaluation would be conducted in a non-exclusive manner. This non-exclusive evaluation will be conducted by the FFS evaluator accompanying the check airman, instructor, Aircrew Program Designee (APD), or FAA inspector aboard the FFS along with the student(s) and observing the operation of the FFS during the training, testing, or checking activities.
r. Problems with objective test results are handled as follows:
(1) If a problem with an objective test result is detected by the NSP evaluation team during an evaluation, the test may be repeated or the QTG may be amended.
(2) If it is determined that the results of an objective test do not support the level requested but do support a lower level, the NSPM may qualify the FFS at that lower level. For example, if a Level D evaluation is requested and the FFS fails to meet sound test tolerances, it could be qualified at Level C.
s. After an FFS is successfully evaluated, the NSPM issues a Statement of Qualification (SOQ) to the sponsor. The NSPM recommends the FFS to the TPAA, who will approve the FFS for use in a flight training program. The SOQ will be issued at the satisfactory conclusion of the initial or continuing qualification evaluation and will list the tasks for which the FFS is qualified, referencing the tasks described in Table A1B in Attachment 1 of this appendix. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FFS in an FAA-approved flight training program.
t. Under normal circumstances, the NSPM establishes a date for the initial or upgrade evaluation within ten (10) working days after determining that a complete QTG is acceptable. Unusual circumstances may warrant establishing an evaluation date before this determination is made. A sponsor may schedule an evaluation date as early as 6 months in advance. However, there may be a delay of 45 days or more in rescheduling and completing the evaluation if the sponsor is unable to meet the scheduled date. See Attachment 4 of this appendix, Figure A4A, Sample Request for Initial, Upgrade, or Reinstatement Evaluation.
u. The numbering system used for objective test results in the QTG should closely follow the numbering system set out in Attachment 2 of this appendix, FFS Objective Tests, Table A2A.
v. Contact the NSPM or visit the NSPM Web site for additional information regarding the preferred qualifications of pilots used to meet the requirements of Sec. 60.15(d).
w. Examples of the exclusions for which the FFS might not have been subjectively tested by the sponsor or the NSPM and for which qualification might not be sought or granted, as described in Sec. 60.15(g)(6), include windshear training and circling approaches.
End Information ________________________________________________________________________ 12. Additional Qualifications for a Currently Qualified FFS (Sec. 60.16) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.16, Additional Qualifications for a Currently Qualified FFS.
End Information ________________________________________________________________________
13. Previously Qualified FFSs (Sec. 60.17) ________________________________________________________________________
Begin QPS Requirements
a. In instances where a sponsor plans to remove an FFS from active status for a period of less than two years, the following procedures apply:
(1) The NSPM must be notified in writing and the notification must include an estimate of the period that the FFS will be inactive;
(2) Continuing Qualification evaluations will not be scheduled during the inactive period;
(3) The NSPM will remove the FFS from the list of qualified FSTDs on a mutually established date not later than the date on which the first missed continuing qualification evaluation would have been scheduled;
(4) Before the FFS is restored to qualified status, it must be evaluated by the NSPM. The evaluation content and the time required to accomplish the evaluation is based on the number of continuing qualification evaluations and sponsor-conducted quarterly inspections missed during the period of inactivity.
(5) The sponsor must notify the NSPM of any changes to the original scheduled time out of service;
b. Simulators qualified prior to May 30, 2008, are not required to meet the general simulation requirements, the objective test requirements or the subjective test requirements of attachments 1, 2, and 3 of this appendix as long as the simulator continues to meet the test requirements contained in the MQTG developed under the original qualification basis.
c. After May 30, 2009, each visual scene or airport model beyond the minimum required for the FFS qualification level that is installed in and available for use in a qualified FFS must meet the requirements described in attachment 3 of this appendix.
d. Simulators qualified prior to May 30, 2008, may be updated. If an evaluation is deemed appropriate or necessary by the NSPM after such an update, the evaluation will not require an evaluation to standards beyond those against which the simulator was originally qualified.
End QPS Requirements ________________________________________________________________________
Begin Information
e. Other certificate holders or persons desiring to use an FFS may contract with FFS sponsors to use FFSs previously qualified at a particular level for an airplane type and approved for use within an FAA-approved flight training program. Such FFSs are not required to undergo an additional qualification process, except as described in Sec. 60.16.
f. Each FFS user must obtain approval from the appropriate TPAA to use any FFS in an FAA-approved flight training program.
g. The intent of the requirement listed in Sec. 60.17(b), for each FFS to have a SOQ within 6 years, is to have the availability of that statement (including the configuration list and the limitations to authorizations) to provide a complete picture of the FFS inventory regulated by the FAA. The issuance of the statement will not require any additional evaluation or require any adjustment to the evaluation basis for the FFS.
h. Downgrading of an FFS is a permanent change in qualification level and will necessitate the issuance of a revised SOQ to reflect the revised qualification level, as appropriate. If a temporary restriction is placed on an FFS because of a missing, malfunctioning, or inoperative component or on-going repairs, the restriction is not a permanent change in qualification level. Instead, the restriction is temporary and is removed when the reason for the restriction has been resolved.
i. The NSPM will determine the evaluation criteria for an FFS that has been removed from active status. The criteria will be based on the number of continuing qualification evaluations and quarterly inspections missed during the period of inactivity. For example, if the FFS were out of service for a 1 year period, it would be necessary to complete the entire QTG, since all of the quarterly evaluations would have been missed. The NSPM will also consider how the FFS was stored, whether parts were removed from the FFS and whether the FFS was disassembled.
j. The FFS will normally be requalified using the FAA-approved MQTG and the criteria that was in effect prior to its removal from qualification. However, inactive periods of 2 years or more will require requalification under the standards in effect and current at the time of requalification.
End Information ________________________________________________________________________
14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec. 60.19) ________________________________________________________________________
Begin QPS Requirements
a. The sponsor must conduct a minimum of four evenly spaced inspections throughout the year. The objective test sequence and content of each inspection must be developed by the sponsor and must be acceptable to the NSPM.
b. The description of the functional preflight check must be contained in the sponsor's QMS.
c. Record ``functional preflight'' in the FFS discrepancy log book or other acceptable location, including any item found to be missing, malfunctioning, or inoperative.
d. During the continuing qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FFS.
e. The NSPM will conduct continuing qualification evaluations every 12 months unless:
(1) The NSPM becomes aware of discrepancies or performance problems with the device that warrants more frequent evaluations; or
(2) The sponsor implements a QMS that justifies less frequent evaluations. However, in no case shall the frequency of a continuing qualification evaluation exceed 36 months.
End QPS Requirements ________________________________________________________________________
Begin Information
f. The sponsor's test sequence and the content of each quarterly inspection required in Sec. 60.19(a)(1) should include a balance and a mix from the objective test requirement areas listed as follows:
(1) Performance.
(2) Handling qualities.
(3) Motion system (where appropriate).
(4) Visual system (where appropriate).
(5) Sound system (where appropriate).
(6) Other FFS systems.
g. If the NSP evaluator plans to accomplish specific tests during a normal continuing qualification evaluation that requires the use of special equipment or technicians, the sponsor will be notified as far in advance of the evaluation as practical; but not less than 72 hours. Examples of such tests include latencies, control dynamics, sounds and vibrations, motion, and/or some visual system tests.
h. The continuing qualification evaluations, described in Sec. 60.19(b), will normally require 4 hours of FFS time. However, flexibility is necessary to address abnormal situations or situations involving aircraft with additional levels of complexity (e.g., computer controlled aircraft). The sponsor should anticipate that some tests may require additional time. The continuing qualification evaluations will consist of the following:
(1) Review of the results of the quarterly inspections conducted by the sponsor since the last scheduled continuing qualification evaluation.
(2) A selection of approximately 8 to 15 objective tests from the MQTG that provide an adequate opportunity to evaluate the performance of the FFS. The tests chosen will be performed either automatically or manually and should be able to be conducted within approximately one-third (\1/3\) of the allotted FFS time.
(3) A subjective evaluation of the FFS to perform a representative sampling of the tasks set out in attachment 3 of this appendix. This portion of the evaluation should take approximately two-thirds (\2/3\) of the allotted FFS time.
(4) An examination of the functions of the FFS may include the motion system, visual system, sound system, instructor operating station, and the normal functions and simulated malfunctions of the airplane systems. This examination is normally accomplished simultaneously with the subjective evaluation requirements.
End Information ________________________________________________________________________
15. Logging FFS Discrepancies (Sec. 60.20)
Begin Information
No additional regulatory or informational material applies to Sec. 60.20. Logging FFS Discrepancies.
End Information ________________________________________________________________________
16. Interim Qualification of FFSs for New Airplane Types or Models
(Sec. 60.21) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.21, Interim Qualification of FFSs for New Airplane Types or Models.
End Information ________________________________________________________________________
17. Modifications to FFSs (Sec. 60.23)
Begin QPS Requirements
a. The notification described in Sec. 60.23(c)(2) must include a complete description of the planned modification, with a description of the operational and engineering effect the proposed modification will have on the operation of the FFS and the results that are expected with the modification incorporated.
b. Prior to using the modified FFS:
(1) All the applicable objective tests completed with the modification incorporated, including any necessary updates to the MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to the NSPM; and
(2) The sponsor must provide the NSPM with a statement signed by the MR that the factors listed in Sec. 60.15(b) are addressed by the appropriate personnel as described in that section.
End QPS Requirements ________________________________________________________________________
Begin Information
FSTD Directives are considered modifications of an FFS. See Attachment 4 of this appendix for a sample index of effective FSTD Directives. See Attachment 6 of this appendix for a list of all effective FSTD Directives applicable to Airplane FFSs.
End Information ________________________________________________________________________
18. Operation with Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25)
Begin Information
a. The sponsor's responsibility with respect to Sec. 60.25(a) is satisfied when the sponsor fairly and accurately advises the user of the current status of an FFS, including any missing, malfunctioning, or inoperative (MMI) component(s).
b. It is the responsibility of the instructor, check airman, or representative of the administrator conducting training, testing, or checking to exercise reasonable and prudent judgment to determine if any MMI component is necessary for the satisfactory completion of a specific maneuver, procedure, or task.
c. If the 29th or 30th day of the 30-day period described in Sec. 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend the deadline until the next business day.
d. In accordance with the authorization described in Sec. 60.25(b), the sponsor may develop a discrepancy prioritizing system to accomplish repairs based on the level of impact on the capability of the FFS. Repairs having a larger impact on FFS capability to provide the required training, evaluation, or flight experience will have a higher priority for repair or replacement.
End Information ________________________________________________________________________
19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (Sec. 60.27) ________________________________________________________________________
Begin Information
If the sponsor provides a plan for how the FFS will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FFS is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing required for requalification.
End Information ________________________________________________________________________
20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29) ________________________________________________________________________
Begin Information
If the sponsor provides a plan for how the FFS will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FFS is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing required for requalification.
End Information ________________________________________________________________________
21. Recordkeeping and Reporting (Sec. 60.31) ________________________________________________________________________
Begin QPS Requirements
a. FFS modifications can include hardware or software changes. For FFS modifications involving software programming changes, the record required by Sec. 60.31(a)(2) must consist of the name of the aircraft system software, aerodynamic model, or engine model change, the date of the change, a summary of the change, and the reason for the change.
b. If a coded form for record keeping is used, it must provide for the preservation and retrieval of information with appropriate security or controls to prevent the inappropriate alteration of such records after the fact.
End QPS Requirements ________________________________________________________________________ 22. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (Sec. 60.33) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements.
23. Specific FFS Compliance Requirements (Sec. 60.35)
No additional regulatory or informational material applies to Sec. 60.35, Specific FFS Compliance Requirements.
24. [Reserved]
25. FFS Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37)
No additional regulatory or informational material applies to Sec. 60.37, FFS Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA).
End Information ________________________________________________________________________
Attachment 1 to Appendix A to Part 60--General Simulator Requirements
Begin QPS Requirements
1. Requirements
a. Certain requirements included in this appendix must be supported with an SOC as defined in Appendix F, which may include objective and subjective tests. The requirements for SOCs are indicated in the ``General Simulator Requirements'' column in Table A1A of this appendix.
b. Table A1A describes the requirements for the indicated level of FFS. Many devices include operational systems or functions that exceed the requirements outlined in this section. However, all systems will be tested and evaluated in accordance with this appendix to ensure proper operation.
End QPS Requirements ________________________________________________________________________
Begin Information
2. Discussion
a. This attachment describes the general simulator requirements for qualifying an airplane FFS. The sponsor should also consult the objective tests in Attachment 2 of this appendix and the examination of functions and subjective tests listed in Attachment 3 of this appendix to determine the complete requirements for a specific level simulator.
b. The material contained in this attachment is divided into the following categories:
(1) General flight deck configuration.
(2) Simulator programming.
(3) Equipment operation.
(4) Equipment and facilities for instructor/evaluator functions.
(5) Motion system.
(6) Visual system.
(7) Sound system.
c. Table A1A provides the standards for the General Simulator Requirements.
d. Table A1B provides the tasks that the sponsor will examine to determine whether the FFS satisfactorily meets the requirements for flight crew training, testing, and experience, and provides the tasks for which the simulator may be qualified.
e. Table A1C provides the functions that an instructor/check airman must be able to control in the simulator.
f. It is not required that all of the tasks that appear on the List of Qualified Tasks (part of the SOQ) be accomplished during the initial or continuing qualification evaluation.
End Information ________________________________________________________________________
Table A1A--Minimum Simulator Requirements------------------------------------------------------------------------
QPS requirements Simulator levels Information------------------------------------------------------------------------
General
Entry No. simulator A B C D Notes
requirements------------------------------------------------------------------------1. General Flight deck Configuration.------------------------------------------------------------------------1.a........ The simulator X X X X For simulator
must have a purposes, the flight
flight deck deck consists of all
that is a that space forward
replica of the of a cross section
airplane of the flight deck
simulated with at the most extreme
controls, aft setting of the
equipment, pilots' seats,
observable including additional
flight deck required crewmember
indicators, duty stations and
circuit those required
breakers, and bulkheads aft of the
bulkheads pilot seats. For
properly clarification,
located, bulkheads containing
functionally only items such as
accurate and landing gear pin
replicating the storage
airplane. The compartments, fire
direction of axes and
movement of extinguishers, spare
controls and light bulbs, and
switches must aircraft document
be identical to pouches are not
the airplane. considered essential
Pilot seats and may be omitted.
must allow the
occupant to
achieve the
design ``eye
position''
established for
the airplane
being
simulated.
Equipment for
the operation
of the flight
deck windows
must be
included, but
the actual
windows need
not be
operable.
Additional
equipment such
as fire axes,
extinguishers,
and spare light
bulbs must be
available in
the FFS but may
be relocated to
a suitable
location as
near as
practical to
the original
position. Fire
axes, landing
gear pins, and
any similar
purpose
instruments
need only be
represented in
silhouette.------------------------------------------------------------------------1.b........ Those circuit X X X X
breakers that
affect
procedures or
result in
observable
flight deck
indications
must be
properly
located and
functionally
accurate.------------------------------------------------------------------------2. Programming.------------------------------------------------------------------------2.a........ A flight X X X X
dynamics model
that accounts
for various
combinations of
drag and thrust
normally
encountered in
flight must
correspond to
actual flight
conditions,
including the
effect of
change in
airplane
attitude,
thrust, drag,
altitude,
temperature,
gross weight,
moments of
inertia, center
of gravity
location, and
configuration.
An SOC is
required.------------------------------------------------------------------------2.b........ The simulator X X X X
must have the
computer
capacity,
accuracy,
resolution, and
dynamic
response needed
to meet the
qualification
level sought.
An SOC is
required..------------------------------------------------------------------------
2.c........ Surface X
operations must
be represented
to the extent
that allows
turns within
the confines of
the runway and
adequate
controls on the
landing and
roll-out from a
crosswind
approach to a
landing.------------------------------------------------------------------------2.d........ Ground handling
and aerodynamic
programming
must include
the following:------------------------------------------------------------------------2.d.1...... Ground effect... X X X Ground effect
includes modeling
that accounts for
roundout, flare,
touchdown, lift,
drag, pitching
moment, trim, and
power while in
ground effect.------------------------------------------------------------------------2.d.2...... Ground reaction. X X X Ground reaction
includes modeling
that accounts for
strut deflections,
tire friction, and
side forces. This is
the reaction of the
airplane upon
contact with the
runway during
landing, and may
differ with changes
in factors such as
gross weight,
airspeed, or rate of
descent on
touchdown.------------------------------------------------------------------------2.d.3...... Ground handling X X X
characteristics
, including
aerodynamic and
ground reaction
modeling
including
steering
inputs,
operations with
crosswind,
braking, thrust
reversing,
deceleration,
and turning
radius.------------------------------------------------------------------------2.e........ If the aircraft X X If desired, Level A
being simulated and B simulators may
is one of the qualify for
aircraft listed windshear training
in Sec. by meeting these
121.358, Low- standards; see
altitude Attachment 5 of this
windshear appendix. Windshear
system models may consist
equipment of independent
requirements, variable winds in
the simulator multiple
must employ simultaneous
windshear components. The FAA
models that Windshear Training
provide Aid presents one
training for acceptable means of
recognition of compliance with
windshear simulator wind model
phenomena and requirements.
the execution
of recovery
procedures.
Models must be
available to
the instructor/
evaluator for
the following
critical phases
of flight:
(1) Prior to
takeoff
rotation..
(2) At liftoff..
(3) During
initial climb..
(4) On final
approach, below
500 ft AGL..
The QTG must
reference the
FAA Windshear
Training Aid or
present
alternate
airplane
related data,
including the
implementation
method(s) used.
If the
alternate
method is
selected, wind
models from the
Royal Aerospace
Establishment
(RAE), the
Joint Airport
Weather Studies
(JAWS) Project
and other
recognized
sources may be
implemented,
but must be
supported and
properly
referenced in
the QTG. Only
those
simulators
meeting these
requirements
may be used to
satisfy the
training
requirements of
part 121
pertaining to a
certificate
holder's
approved low-
altitude
windshear
flight training
program as
described in
Sec. 121.409.------------------------------------------------------------------------
2.f........ The simulator X X Automatic
must provide ``flagging'' of out-
for manual and of-tolerance
automatic situations is
testing of encouraged.
simulator
hardware and
software
programming to
determine
compliance with
simulator
objective tests
as prescribed
in Attachment 2
of this
appendix.
An SOC is
required..------------------------------------------------------------------------2.g........ Relative The intent is to
responses of verify that the
the motion simulator provides
system, visual instrument, motion,
system, and and visual cues that
flight deck are, within the
instruments, stated time delays,
measured by like the airplane
latency tests responses. For
or transport airplane response,
delay tests. acceleration in the
Motion onset appropriate,
should occur corresponding
before the rotational axis is
start of the preferred.
visual scene
change (the
start of the
scan of the
first video
field
containing
different
information)
but must occur
before the end
of the scan of
that video
field.
Instrument
response may
not occur prior
to motion
onset. Test
results must be
within the
following
limits:------------------------------------------------------------------------2.g.1...... 300 milliseconds X X
of the airplane
response.------------------------------------------------------------------------2.g.2...... 150 milliseconds X X
of the airplane
response.------------------------------------------------------------------------2.h........ The simulator X X
must accurately
reproduce the
following
runway
conditions:
(1) Dry.........
(2) Wet.........
(3) Icy.........
(4) Patchy Wet..
(5) Patchy Icy..
(6) Wet on
Rubber Residue
in Touchdown
Zone.
An SOC is
required.------------------------------------------------------------------------2.i........ The simulator X X Simulator pitch, side
must simulate: loading, and
(1) brake and directional control
tire failure characteristics
dynamics, should be
including representative of
antiskid the airplane.
failure.
(2) decreased
brake
efficiency due
to high brake
temperatures,
if applicable.
An SOC is
required..------------------------------------------------------------------------2.j........ The simulator X X
must replicate
the effects of
airframe and
engine icing.------------------------------------------------------------------------2.k........ The aerodynamic X See Attachment 2 of
modeling in the this appendix,
simulator must paragraph 5, for
include: further information
(1) Low-altitude on ground effect.
level-flight
ground effect;.
(2) Mach effect
at high
altitude;.
(3) Normal and
reverse dynamic
thrust effect
on control
surfaces;.
(4) Aeroelastic
representations
; and
(5)
Nonlinearities
due to
sideslip.
An SOC is
required and
must include
references to
computations of
aeroelastic
representations
and of
nonlinearities
due to
sideslip.------------------------------------------------------------------------2.l........ The simulator X X X
must have
aerodynamic and
ground reaction
modeling for
the effects of
reverse thrust
on directional
control, if
applicable.
An SOC is
required..------------------------------------------------------------------------
3. Equipment Operation.------------------------------------------------------------------------3.a........ All relevant X X X X
instrument
indications
involved in the
simulation of
the airplane
must
automatically
respond to
control
movement or
external
disturbances to
the simulated
airplane; e.g.,
turbulence or
windshear.
Numerical
values must be
presented in
the appropriate
units.------------------------------------------------------------------------3.b........ Communications, X X X X See Attachment 3 of
navigation, this appendix for
caution, and further information
warning regarding long-range
equipment must navigation
be installed equipment.
and operate
within the
tolerances
applicable for
the airplane.------------------------------------------------------------------------3.c........ Simulated X X X X
airplane
systems must
operate as the
airplane
systems operate
under normal,
abnormal, and
emergency
operating
conditions on
the ground and
in flight.------------------------------------------------------------------------3.d........ The simulator X X X X
must provide
pilot controls
with control
forces and
control travel
that correspond
to the
simulated
airplane. The
simulator must
also react in
the same manner
as in the
airplane under
the same flight
conditions.------------------------------------------------------------------------3.e........ Simulator X X
control feel
dynamics must
replicate the
airplane. This
must be
determined by
comparing a
recording of
the control
feel dynamics
of the
simulator to
airplane
measurements.
For initial and
upgrade
qualification
evaluations,
the control
dynamic
characteristics
must be
measured and
recorded
directly from
the flight deck
controls, and
must be
accomplished in
takeoff,
cruise, and
landing flight
conditions and
configurations.------------------------------------------------------------------------4. Instructor or Evaluator Facilities.------------------------------------------------------------------------4.a........ In addition to X X X X The NSPM will
the flight consider
crewmember alternatives to this
stations, the standard for
simulator must additional seats
have at least based on unique
two suitable flight deck
seats for the configurations.
instructor/
check airman
and FAA
inspector.
These seats
must provide
adequate vision
to the pilot's
panel and
forward
windows. All
seats other
than flight
crew seats need
not represent
those found in
the airplane,
but must be
adequately
secured to the
floor and
equipped with
similar
positive
restraint
devices.4.b........ The simulator X X X X
must have
controls that
enable the
instructor/
evaluator to
control all
required system
variables and
insert all
abnormal or
emergency
conditions into
the simulated
airplane
systems as
described in
the sponsor's
FAA-approved
training
program; or as
described in
the relevant
operating
manual as
appropriate.------------------------------------------------------------------------
4.c........ The simulator X X X X
must have
instructor
controls for
all
environmental
effects
expected to be
available at
the IOS; e.g.,
clouds,
visibility,
icing,
precipitation,
temperature,
storm cells,
and wind speed
and direction.------------------------------------------------------------------------4.d........ The simulator X X For example, another
must provide airplane crossing
the instructor the active runway or
or evaluator converging airborne
the ability to traffic.
present ground
and air hazards.------------------------------------------------------------------------5. Motion System.------------------------------------------------------------------------5.a........ The simulator X X X X For example,
must have touchdown cues
motion (force) should be a function
cues of the rate of
perceptible to descent (RoD) of the
the pilot that simulated airplane.
are
representative
of the motion
in an airplane.------------------------------------------------------------------------5.b........ The simulator X X
must have a
motion (force
cueing) system
with a minimum
of three
degrees of
freedom (at
least pitch,
roll, and
heave).
An SOC is
required..------------------------------------------------------------------------5.c........ The simulator X X
must have a
motion (force
cueing) system
that produces
cues at least
equivalent to
those of a six-
degrees-of-
freedom,
synergistic
platform motion
system (i.e.,
pitch, roll,
yaw, heave,
sway, and
surge).
An SOC is
required..------------------------------------------------------------------------5.d........ The simulator X X X X
must provide
for the
recording of
the motion
system response
time.
An SOC is
required..------------------------------------------------------------------------5.e........ The simulator X X X
must provide
motion effects
programming to
include:------------------------------------------------------------------------
(1) Thrust
effect with
brakes set.
(2) Runway
rumble, oleo
deflections,
effects of
ground speed,
uneven runway,
centerline
lights, and
taxiway
characteristics
.
(3) Buffets on
the ground due
to spoiler/
speedbrake
extension and
thrust
reversal.
(4) Bumps
associated with
the landing
gear.
(5 O='xl')
Buffet during
extension and
retraction of
landing gear..
(6) Buffet in
the air due to
flap and
spoiler/
speedbrake
extension.
(7) Approach-to-
Stall buffet.
(8)
Representative
touchdown cues
for main and
nose gear.
(9) Nosewheel
scuffing, if
applicable.
(10) Mach and
maneuver
buffet.------------------------------------------------------------------------5.f........ The simulator X The simulator should
must provide be programmed and
characteristic instrumented in such
motion a manner that the
vibrations that characteristic
result from buffet modes can be
operation of measured and
the airplane if compared to airplane
the vibration data.
marks an event
or airplane
state that can
be sensed in
the flight deck.------------------------------------------------------------------------6. Visual System.------------------------------------------------------------------------
6.a........ The simulator X X X X
must have a
visual system
providing an
out-of-the-
flight deck
view.------------------------------------------------------------------------6.b........ The simulator X X Additional field-of-
must provide a view capability may
continuous be added at the
collimated sponsor's discretion
field-of-view provided the minimum
of at least 45 fields of view are
horizontally retained.
and 30
vertically per
pilot seat or
the number of
degrees
necessary to
meet the visual
ground segment
requirement,
whichever is
greater. Both
pilot seat
visual systems
must be
operable
simultaneously.
The minimum
horizontal
field-of-view
coverage must
be plus and
minus one-half
(\1/2\) of the
minimum
continuous
field-of-view
requirement,
centered on the
zero degree
azimuth line
relative to the
aircraft
fuselage.
An SOC is
required and
must explain
the system
geometry
measurements
including
system
linearity and
field-of-view..------------------------------------------------------------------------6.c........ (Reserved)......------------------------------------------------------------------------6.d........ The simulator X X The horizontal field-
must provide a of-view is
continuous traditionally
collimated described as a 180
visual field-of- field-of-view.
view of at However, the field-
least 176 of-view is
horizontally technically no less
and 36 than 176. Additional
vertically or field-of-view
the number of capability may be
degrees added at the
necessary to sponsor's discretion
meet the visual provided the minimum
ground segment fields-of-view are
requirement, retained.
whichever is
greater. The
minimum
horizontal
field-of-view
coverage must
be plus and
minus one-half
(\1/2\) of the
minimum
continuous
field-of-view
requirement,
centered on the
zero degree
azimuth line
relative to the
aircraft
fuselage.
An SOC is
required and
must explain
the system
geometry
measurements
including
system
linearity and
field-of-view..------------------------------------------------------------------------6.e........ The visual X X X X Non-realistic cues
system must be might include image
free from ``swimming'' and
optical image ``roll-off,''
discontinuities that may lead a
and artifacts pilot to make
that create non- incorrect
realistic cues. assessments of
speed, acceleration,
or situational
awareness.------------------------------------------------------------------------6.f........ The simulator X X X X
must have
operational
landing lights
for night
scenes. Where
used, dusk (or
twilight)
scenes require
operational
landing lights.------------------------------------------------------------------------6.g........ The simulator X X X X
must have
instructor
controls for
the following:
(1) Visibility
in statute
miles (km) and
runway visual
range (RVR) in
ft. (m)..
(2) Airport
selection..
(3) Airport
lighting..------------------------------------------------------------------------6.h........ The simulator X X X X
must provide
visual system
compatibility
with dynamic
response
programming.------------------------------------------------------------------------
6.i........ The simulator X X X X This will show the
must show that modeling accuracy of
the segment of RVR, glideslope, and
the ground localizer for a
visible from given weight,
the simulator configuration, and
flight deck is speed within the
the same as airplane's
from the operational envelope
airplane flight for a normal
deck (within approach and
established landing.
tolerances)
when at the
correct
airspeed, in
the landing
configuration,
at the
appropriate
height above
the touchdown
zone, and with
appropriate
visibility.------------------------------------------------------------------------6.j........ The simulator X X X
must provide
visual cues
necessary to
assess sink
rates (provide
depth
perception)
during takeoffs
and landings,
to include:
(1) Surface on
runways,
taxiways, and
ramps..
(2) Terrain
features..------------------------------------------------------------------------6.k........ The simulator X X X X Visual attitude vs.
must provide simulator attitude
for accurate is a comparison of
portrayal of pitch and roll of
the visual the horizon as
environment displayed in the
relating to the visual scene
simulator compared to the
attitude. display on the
attitude indicator.------------------------------------------------------------------------6.l........ The simulator X X
must provide
for quick
confirmation of
visual system
color, RVR,
focus, and
intensity.
An SOC is
required..------------------------------------------------------------------------6.m........ The simulator X X
must be capable
of producing at
least 10 levels
of occulting.------------------------------------------------------------------------6.n........ Night Visual X X X X
Scenes. When
used in
training,
testing, or
checking
activities, the
simulator must
provide night
visual scenes
with sufficient
scene content
to recognize
the airport,
the terrain,
and major
landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Scenes must
include a
definable
horizon and
typical terrain
characteristics
such as fields,
roads and
bodies of water
and surfaces
illuminated by
airplane
landing lights.------------------------------------------------------------------------
6.o........ Dusk (or X X
Twilight)
Visual Scenes.
When used in
training,
testing, or
checking
activities, the
simulator must
provide dusk
(or twilight)
visual scenes
with sufficient
scene content
to recognize
the airport,
the terrain,
and major
landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Dusk (or
twilight)
scenes, as a
minimum, must
provide full
color
presentations
of reduced
ambient
intensity,
sufficient
surfaces with
appropriate
textural cues
that include
self-
illuminated
objects such as
road networks,
ramp lighting
and airport
signage, to
conduct a
visual
approach,
landing and
airport
movement
(taxi). Scenes
must include a
definable
horizon and
typical terrain
characteristics
such as fields,
roads and
bodies of water
and surfaces
illuminated by
airplane
landing lights.
If provided,
directional
horizon
lighting must
have correct
orientation and
be consistent
with surface
shading
effects. Total
night or dusk
(twilight)
scene content
must be
comparable in
detail to that
produced by
10,000 visible
textured
surfaces and
15,000 visible
lights with
sufficient
system capacity
to display 16
simultaneously
moving objects.
An SOC is
required..------------------------------------------------------------------------6.p........ Daylight Visual X X
Scenes. The
simulator must
provide
daylight visual
scenes with
sufficient
scene content
to recognize
the airport,
the terrain,
and major
landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Any ambient
lighting must
not ``washout''
the displayed
visual scene.
Total daylight
scene content
must be
comparable in
detail to that
produced by
10,000 visible
textured
surfaces and
6,000 visible
lights with
sufficient
system capacity
to display 16
simultaneously
moving objects.
The visual
display must be
free of
apparent and
distracting
quantization
and other
distracting
visual effects
while the
simulator is in
motion.
An SOC is
required..------------------------------------------------------------------------6.q........ The simulator X X For example: short
must provide runways, landing
operational approaches over
visual scenes water, uphill or
that portray downhill runways,
physical rising terrain on
relationships the approach path,
known to cause unique topographic
landing features.
illusions to
pilots.------------------------------------------------------------------------
6.r........ The simulator X X
must provide
special weather
representations
of light,
medium, and
heavy
precipitation
near a
thunderstorm on
takeoff and
during approach
and landing.
Representations
need only be
presented at
and below an
altitude of
2,000 ft. (610
m) above the
airport surface
and within 10
miles (16 km)
of the airport.------------------------------------------------------------------------6.s........ The simulator X X
must present
visual scenes
of wet and snow-
covered
runways,
including
runway lighting
reflections for
wet conditions,
partially
obscured lights
for snow
conditions, or
suitable
alternative
effects.------------------------------------------------------------------------6.t........ The simulator X X
must present
realistic color
and
directionality
of all airport
lighting.------------------------------------------------------------------------7. Sound System.------------------------------------------------------------------------7.a........ The simulator X X X X
must provide
flight deck
sounds that
result from
pilot actions
that correspond
to those that
occur in the
airplane.------------------------------------------------------------------------7.b........ The volume X X X X
control must
have an
indication of
sound level
setting which
meets all
qualification
requirements..------------------------------------------------------------------------7.c........ The simulator X X
must accurately
simulate the
sound of
precipitation,
windshield
wipers, and
other
significant
airplane noises
perceptible to
the pilot
during normal
and abnormal
operations, and
include the
sound of a
crash (when the
simulator is
landed in an
unusual
attitude or in
excess of the
structural gear
limitations);
normal engine
and thrust
reversal
sounds; and the
sounds of flap,
gear, and
spoiler
extension and
retraction.
An SOC is
required..------------------------------------------------------------------------7.d........ The simulator X
must provide
realistic
amplitude and
frequency of
flight deck
noises and
sounds.
Simulator
performance
must be
recorded,
compared to
amplitude and
frequency of
the same sounds
recorded in the
airplane, and
be made a part
of the QTG.------------------------------------------------------------------------
Table A1B--Table of Tasks vs. Simulator Level------------------------------------------------------------------------
QPS requirements Information------------------------------------------------------------------------
Subjective Simulator levels
requirements In order --------------------
to be qualified at
the simulator
qualification level
indicated, the
Entry No. simulator must be Notes
able to perform at A B C D
least the tasks
associated with that
level of
qualification.------------------------------------------------------------------------1. Preflight Procedures------------------------------------------------------------------------1.a........ Preflight Inspection X X X X
(flight deck only).------------------------------------------------------------------------1.b........ Engine Start......... X X X X------------------------------------------------------------------------
1.c........ Taxiing.............. R X X------------------------------------------------------------------------1.d........ Pre-takeoff Checks... X X X X------------------------------------------------------------------------2. Takeoff and Departure Phase------------------------------------------------------------------------2.a........ Normal and Crosswind R X X
Takeoff------------------------------------------------------------------------2.b........ Instrument Takeoff... X X X X------------------------------------------------------------------------2.c........ Engine Failure During A X X X
Takeoff.------------------------------------------------------------------------2.d........ Rejected Takeoff..... X X X X------------------------------------------------------------------------2.e........ Departure Procedure.. X X X X------------------------------------------------------------------------3. Inflight Maneuvers------------------------------------------------------------------------3.a........ Steep Turns.......... X X X X------------------------------------------------------------------------3.b........ Approaches to Stalls. X X X X------------------------------------------------------------------------3.c........ Engine Failure-- X X X X
Multiengine Airplane.------------------------------------------------------------------------3.d........ Engine Failure-- X X X X
Single-Engine
Airplane.------------------------------------------------------------------------3.e........ Specific Flight A A A A
Characteristics
incorporated into
the user's FAA
approved flight
training program.------------------------------------------------------------------------3.f........ Recovery From Unusual X X X X Within the
Attitudes. normal flight
envelope
supported by
applicable
simulation
validation
data.------------------------------------------------------------------------4. Instrument Procedures------------------------------------------------------------------------4.a........ Standard Terminal X X X X
Arrival/Flight
Management System
Arrivals Procedures.------------------------------------------------------------------------4.b........ Holding.............. X X X X------------------------------------------------------------------------4.c........ Precision Instrument.------------------------------------------------------------------------4.c.1...... All Engines Operating X X X X e.g., Autopilot,
Manual (Flt.
Dir. Assisted),
Manual (Raw
Data).------------------------------------------------------------------------4.c.2...... One Engine X X X X e.g., Manual
Inoperative. (Flt. Dir.
Assisted),
Manual (Raw
Data).------------------------------------------------------------------------4.d........ Non-Precision X X X X e.g., NDB, VOR,
Instrument Approach. VOR/DME, VOR/
TAC, RNAV, LOC,
LOC/BC, ADF,
and SDF.------------------------------------------------------------------------4.e........ Circling Approach.... X X X X Specific
authorization
required.------------------------------------------------------------------------4.f........ Missed Approach......------------------------------------------------------------------------4.f.1...... Normal............... X X X X------------------------------------------------------------------------4.f.2...... One Engine X X X X
Inoperative.------------------------------------------------------------------------5. Landings and Approaches to Landings------------------------------------------------------------------------5.a........ Normal and Crosswind R X X
Approaches and
Landings.------------------------------------------------------------------------5.b........ Landing From a R X X
Precision/Non-
Precision Approach.------------------------------------------------------------------------
5.c........ Approach and Landing ... R X X
with (Simulated)
Engine Failure--
Multiengine Airplane.------------------------------------------------------------------------5.d........ Landing From Circling R X X
Approach.------------------------------------------------------------------------5.e........ Rejected Landing..... X X X X------------------------------------------------------------------------5.f........ Landing From a No R X X
Flap or a
Nonstandard Flap
Configuration
Approach.------------------------------------------------------------------------6. Normal and Abnormal Procedures------------------------------------------------------------------------6.a........ Engine (including X X X X
shutdown and
restart).------------------------------------------------------------------------6.b........ Fuel System.......... X X X X------------------------------------------------------------------------6.c........ Electrical System.... X X X X------------------------------------------------------------------------6.d........ Hydraulic System..... X X X X------------------------------------------------------------------------6.e........ Environmental and X X X X
Pressurization
Systems.------------------------------------------------------------------------6.f........ Fire Detection and X X X X
Extinguisher Systems.------------------------------------------------------------------------6.g........ Navigation and X X X X
Avionics Systems.------------------------------------------------------------------------6.h........ Automatic Flight X X X X
Control System,
Electronic Flight
Instrument System,
and Related
Subsystems.------------------------------------------------------------------------6.i........ Flight Control X X X X
Systems.------------------------------------------------------------------------6.j........ Anti-ice and Deice X X X X
Systems.------------------------------------------------------------------------6.k........ Aircraft and Personal X X X X
Emergency Equipment.------------------------------------------------------------------------7. Emergency Procedures------------------------------------------------------------------------7.a........ Emergency Descent X X X X
(Max. Rate).------------------------------------------------------------------------7.b........ Inflight Fire and X X X X
Smoke Removal.------------------------------------------------------------------------7.c........ Rapid Decompression.. X X X X------------------------------------------------------------------------7.d........ Emergency Evacuation. X X X X------------------------------------------------------------------------8. Postflight Procedures------------------------------------------------------------------------8.a........ After-Landing X X X X
Procedures.------------------------------------------------------------------------8.b........ Parking and Securing. X X X X------------------------------------------------------------------------``A''--indicates that the system, task, or procedure may be examined if
the appropriate aircraft system or control is simulated in the FSTD
and is working properly.``R''--indicates that the simulator may be qualified for this task for
continuing qualification training.``X''--indicates that the simulator must be able to perform this task
for this level of qualification.
Table A1C--Table of Simulator System Tasks------------------------------------------------------------------------
QPS requirements Information------------------------------------------------------------------------
Subjective Simulator levels
requirements In order --------------------
to be qualified at
the simulator
qualification level
indicated, the
Entry No. simulator must be Notes
able to perform at A B C D
least the tasks
associated with that
level of
qualification.------------------------------------------------------------------------1. Instructor Operating Station (IOS), as appropriate------------------------------------------------------------------------1.a........ Power switch(es)..... X X X X------------------------------------------------------------------------
1.b........ Airplane conditions.. X X X X e.g., GW, CG,
Fuel loading
and Systems.------------------------------------------------------------------------1.c........ Airports/Runways..... X X X X e.g., Selection,
Surface,
Presets,
Lighting
controls.------------------------------------------------------------------------1.d........ Environmental X X X X e.g., Clouds,
controls. Visibility,
RVR, Temp,
Wind, Ice,
Snow, Rain, and
Windshear.------------------------------------------------------------------------1.e........ Airplane system X X X X
malfunctions
(Insertion/deletion).------------------------------------------------------------------------1.f........ Locks, Freezes, and X X X X
Repositioning.------------------------------------------------------------------------2. Sound Controls------------------------------------------------------------------------2.a........ On/off/adjustment.... X X X X------------------------------------------------------------------------3. Motion/Control Loading System------------------------------------------------------------------------3.a........ On/off/emergency stop X X X X------------------------------------------------------------------------4. Observer Seats/Stations------------------------------------------------------------------------4.a........ Position/Adjustment/ X X X X
Positive restraint
system.------------------------------------------------------------------------
Attachment 2 to Appendix A to Part 60--FFS Objective Tests
Table of Contents------------------------------------------------------------------------
Paragraph No. Title------------------------------------------------------------------------1................................. Introduction.------------------------------------------------------------------------2................................. Test Requirements.------------------------------------------------------------------------
Table A2A, Objective Tests.------------------------------------------------------------------------3................................. General.------------------------------------------------------------------------4................................. Control Dynamics.------------------------------------------------------------------------5................................. Ground Effect.------------------------------------------------------------------------6................................. Motion System.------------------------------------------------------------------------7................................. Sound System.------------------------------------------------------------------------8................................. Additional Information About Flight
Simulator Qualification for New or
Derivative Airplanes.------------------------------------------------------------------------9................................. Engineering Simulator--Validation
Data.------------------------------------------------------------------------10................................ [Reserved]------------------------------------------------------------------------11................................ Validation Test Tolerances.------------------------------------------------------------------------12................................ Validation Data Roadmap.------------------------------------------------------------------------13................................ Acceptance Guidelines for
Alternative Engines Data.------------------------------------------------------------------------14................................ Acceptance Guidelines for
Alternative Avionics (Flight-
Related Computers and Controllers).------------------------------------------------------------------------15................................ Transport Delay Testing.------------------------------------------------------------------------16................................ Continuing Qualification
Evaluations--Validation Test Data
Presentation.------------------------------------------------------------------------17................................ Alternative Data Sources,
Procedures, and Instrumentation:
Level A and Level B Simulators
Only.------------------------------------------------------------------------ ________________________________________________________________________
Begin Information
1. Introduction
a. For the purposes of this attachment, the flight conditions specified in the Flight Conditions Column of Table A2A of this appendix, are defined as follows:
(1) Ground--on ground, independent of airplane configuration;
(2) Take-off--gear down with flaps/slats in any certified takeoff position;
(3) First segment climb--gear down with flaps/slats in any certified takeoff position (normally not above 50 ft AGL);
(4) Second segment climb--gear up with flaps/slats in any certified takeoff position (normally between 50 ft and 400 ft AGL);
(5) Clean--flaps/slats retracted and gear up;
(6) Cruise--clean configuration at cruise altitude and airspeed;
(7) Approach--gear up or down with flaps/slats at any normal approach position as recommended by the airplane manufacturer; and
(8) Landing--gear down with flaps/slats in any certified landing position.
b. The format for numbering the objective tests in Appendix A, Attachment 2, Table A2A, and the objective tests in Appendix B, Attachment 2, Table B2A, is identical. However, each test required for FFSs is not necessarily required for FTDs. Also, each test required for FTDs is not necessarily required for FFSs. Therefore, when a test number (or series of numbers) is not required, the term ``Reserved'' is used in the table at that location. Following this numbering format provides a degree of commonality between the two tables and substantially reduces the potential for confusion when referring to objective test numbers for either FFSs or FTDs.
c. The reader is encouraged to review the Airplane Flight Simulator Evaluation Handbook, Volumes I and II, published by the Royal Aeronautical Society, London, UK, and AC 25-7, as amended, Flight Test Guide for Certification of Transport Category Airplanes, and AC 23-8, as amended, Flight Test Guide for Certification of Part 23 Airplanes, for references and examples regarding flight testing requirements and techniques.
d. If relevant winds are present in the objective data, the wind vector should be clearly noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for the test.
End Information ________________________________________________________________________
Begin QPS Requirements
2. Test Requirements
a. The ground and flight tests required for qualification are listed in Table A2A, FFS Objective Tests. Computer generated simulator test results must be provided for each test except where an alternative test is specifically authorized by the NSPM. If a flight condition or operating condition is required for the test but does not apply to the airplane being simulated or to the qualification level sought, it may be disregarded (e.g., an engine out missed approach for a single-engine airplane or a maneuver using reverse thrust for an airplane without reverse thrust capability). Each test result is compared against the validation data described in Sec. 60.13 and in this appendix. Although use of a driver program designed to automatically accomplish the tests is encouraged for all simulators and required for Level C and Level D simulators, it must be possible to conduct each test manually while recording all appropriate parameters. The results must be produced on an appropriate recording device acceptable to the NSPM and must include simulator number, date, time, conditions, tolerances, and appropriate dependent variables portrayed in comparison to the validation data. Time histories are required unless otherwise indicated in Table A2A. All results must be labeled using the tolerances and units given.
b. Table A2A in this attachment sets out the test results required, including the parameters, tolerances, and flight conditions for simulator validation. Tolerances are provided for the listed tests because mathematical modeling and acquisition and development of reference data are often inexact. All tolerances listed in the following tables are applied to simulator performance. When two tolerance values are given for a parameter, the less restrictive may be used unless otherwise indicated. In those cases where a tolerance is expressed only as a percentage, the tolerance percentage applies to the maximum value of that parameter within its normal operating range as measured from the neutral or zero position unless otherwise indicated.
c. Certain tests included in this attachment must be supported with an SOC. In Table A2A, requirements for SOCs are indicated in the ``Test Details'' column.
d. When operational or engineering judgment is used in making assessments for flight test data applications for simulator validity, such judgment must not be limited to a single parameter. For example, data that exhibit rapid variations of the measured parameters may require interpolations or a ``best fit'' data selection. All relevant parameters related to a given maneuver or flight condition must be provided to allow overall interpretation. When it is difficult or impossible to match simulator to airplane data throughout a time history, differences must be justified by providing a comparison of other related variables for the condition being assessed.
e. It is not acceptable to program the FFS so that the mathematical modeling is correct only at the validation test points. Unless otherwise noted, simulator tests must represent airplane performance and handling qualities at operating weights and centers of gravity (CG) typical of normal operation. If a test is supported by airplane data at one extreme weight or CG, another test supported by airplane data at mid-conditions or as close as possible to the other extreme must be included. Certain tests that are relevant only at one extreme CG or weight condition need not be repeated at the other extreme. Tests of handling qualities must include validation of augmentation devices.
f. When comparing the parameters listed to those of the airplane, sufficient data must also be provided to verify the correct flight condition and airplane configuration changes. For example, to show that control force is within the parameters for a static stability test, data to show the correct airspeed, power, thrust or torque, airplane configuration, altitude, and other appropriate datum identification parameters must also be given. If comparing short period dynamics, normal acceleration may be used to establish a match to the airplane, but airspeed, altitude, control input, airplane configuration, and other appropriate data must also be given. If comparing landing gear change dynamics, pitch, airspeed, and altitude may be used to establish a match to the airplane, but landing gear position must also be provided. All airspeed values must be properly annotated (e.g., indicated versus calibrated). In addition, the same variables must be used for comparison (e.g., compare inches to inches rather than inches to centimeters).
g. The QTG provided by the sponsor must clearly describe how the simulator will be set up and operated for each test. Each simulator subsystem may be tested independently, but overall integrated testing of the simulator must be accomplished to assure that the total simulator system meets the prescribed standards. A manual test procedure with explicit and detailed steps for completing each test must also be provided.
h. For previously qualified simulators, the tests and tolerances of this attachment may be used in subsequent continuing qualification evaluations for any given test if the sponsor has submitted a proposed MQTG revision to the NSPM and has received NSPM approval.
i. Simulators are evaluated and qualified with an engine model simulating the airplane data supplier's flight test engine. For qualification of alternative engine models (either variations of the flight test engines or other manufacturer's engines) additional tests with the alternative engine models may be required. This attachment contains guidelines for alternative engines.
j. For testing Computer Controlled Aircraft (CCA) simulators, or other highly augmented airplane simulators, flight test data is required for the Normal (N) and/or Non-normal (NN) control states, as indicated in this attachment. Where test results are independent of control state, Normal or Non-normal control data may be used. All tests in Table A2A require test results in the Normal control state unless specifically noted otherwise in the Test Details section following the CCA designation. The NSPM will determine what tests are appropriate for airplane simulation data. When making this determination, the NSPM may require other levels of control state degradation for specific airplane tests. Where Non-normal control states are required, test data must be provided for one or more Non-normal control states, and must include the least augmented state. Where applicable, flight test data must record Normal and Non-normal states for:
(1) Pilot controller deflections or electronically generated inputs, including location of input; and
(2) Flight control surface positions unless test results are not affected by, or are independent of, surface positions.
k. Tests of handling qualities must include validation of augmentation devices. FFSs for highly augmented airplanes will be validated both in the unaugmented configuration (or failure state with the maximum permitted degradation in handling qualities) and the augmented configuration. Where various levels of handling qualities result from failure states, validation of the effect of the failure is necessary. Requirements for testing will be mutually agreed to between the sponsor and the NSPM on a case-by-case basis.
l. Some tests will not be required for airplanes using airplane hardware in the simulator flight deck (e.g., ``side stick controller''). These exceptions are noted in Section 2 ``Handling Qualities'' in Table A2A of this attachment. However, in these cases, the sponsor must provide a statement that the airplane hardware meets the appropriate manufacturer's specifications and the sponsor must have supporting information to that fact available for NSPM review.
m. For objective test purposes, see Appendix F of this part for the definitions of ``Near maximum,'' ``Light,'' and ``Medium'' gross weight.
End QPS Requirements ________________________________________________________________________
Begin Information
n. In those cases where the objective test results authorize a ``snapshot test'' or a ``series of snapshot tests'' results in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition should exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.
o. For references on basic operating weight, see AC 120-27, ``Aircraft Weight and Balance;'' and FAA-H-8083-1, ``Aircraft Weight and Balance Handbook.''
End Information
Table A2A--Full Flight Simulator (FFS) Objective Tests--------------------------------------------------------------------------------------------------------------------------------------------------------
QPS Requirements Information--------------------------------------------------------------------------------------------------------------------------------------------------------
Test Simulator level----------------------------------------- Tolerance Flight conditions Test details -------------------- Notes
Entry No. Title A B C D--------------------------------------------------------------------------------------------------------------------------------------------------------1. Performance.--------------------------------------------------------------------------------------------------------------------------------------------------------1.a.............. Taxi.--------------------------------------------------------------------------------------------------------------------------------------------------------1.a.1............ Minimum Radius Turn.. [3 ft (0.9m) or 20% Ground............... Record both Main and X X X
of airplane turn Nose gear turning
radius. radius. This test is
to be accomplished
without the use of
brakes and only
minimum thrust,
except for airplanes
requiring asymmetric
thrust or braking to
turn.--------------------------------------------------------------------------------------------------------------------------------------------------------1.a.2............ Rate of Turn vs. [10% or [2/sec. turn Ground............... Record a minimum of X X X
Nosewheel Steering rate. two speeds, greater
Angle (NWA). than minimum turning
radius speed, with a
spread of at least 5
knots groundspeed, in
normal taxi speed
conditions.--------------------------------------------------------------------------------------------------------------------------------------------------------1.b.............. Takeoff. All commonly used
takeoff flap settings
are to be
demonstrated at least
once in the tests for
minimum unstick
(1.b.3.), normal
takeoff (1.b.4.),
critical engine
failure on takeoff
(1.b.5.), or
crosswind takeoff
(1.b.6.).--------------------------------------------------------------------------------------------------------------------------------------------------------1.b.1............ Ground Acceleration [5% time and distance Takeoff.............. Record acceleration X X X X May be combined with
Time and Distance. or [5% time and [200 time and distance for normal takeoff
ft (61 m) of a minimum of 80% of (1.b.4.) or
distance. the time from brake rejected takeoff
release to VR. (1.b.7.). Plotted
Preliminary aircraft data should be
certification data shown using
may be used.. appropriate scales
for each portion of
the maneuver.--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.2............ Minimum Control Speed- [25% of maximum Takeoff.............. Engine failure speed X X X X If a Vmcg test is
ground (Vmcg) using airplane lateral must be within [1 not available an
aerodynamic controls deviation or [5 ft knot of airplane acceptable
only (per applicable (1.5 m). engine failure speed. alternative is a
airworthiness Additionally, for Engine thrust decay flight test snap
standard) or those simulators of must be that engine deceleration
alternative low airplanes with resulting from the to idle at a speed
speed engine reversible flight mathematical model between V1 and V1 -
inoperative test to control systems: for the engine 10 knots, followed
demonstrate ground Rudder pedal force; variant applicable to by control of
control [10% or [5 lb (2.2 the FFS under test. heading using
characteristics. daN). If the modeled engine aerodynamic control
is not the same as only. Recovery
the airplane should be achieved
manufacturer's flight with the main gear
test engine, a on the ground. To
further test may be ensure only
run with the same aerodynamic control
initial conditions is used, nosewheel
using the thrust from steering should be
the flight test data disabled (i.e.,
as the driving castored) or the
parameter. nosewheel held
slightly off the
ground.--------------------------------------------------------------------------------------------------------------------------------------------------------1.b.3............ Minimum Unstick Speed [3 kts airspeed [1.5 Takeoff.............. Record main landing X X X X Vmu is defined as
(Vmu) or equivalent pitch angle. gear strut the minimum speed
test to demonstrate compression or at which the last
early rotation equivalent air/ground main landing gear
takeoff signal. Record from leaves the ground.
characteristics. 10 kt before start of Main landing gear
rotation until at strut compression
least 5 seconds after or equivalent air/
the occurrence of ground signal
main gear lift-off. should be recorded.
If a Vmu test is
not available,
alternative
acceptable flight
tests are a
constant high-
attitude take-off
run through main
gear lift-off or an
early rotation take-
off.--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.4............ Normal Takeoff....... [3 kts airspeed [1.5 Takeoff.............. Record takeoff profile X X X X This test may be
pitch angle [1.5 from brake release to used for ground
angle of attack [20 at least 200 ft (61 acceleration time
ft (6 m) height. m) above ground level and distance
Additionally, for (AGL). If the (1.b.1.). Plotted
those simulators of airplane has more data should be
airplanes with than one certificated shown using
reversible flight takeoff appropriate scales
control systems: configurations, a for each portion of
Stick/Column Force; different the maneuver.
[10% or [5 lb (2.2 configuration must be
daN). used for each weight.
Data are required for
a takeoff weight at
near maximum takeoff
weight with a mid-
center of gravity and
for a light takeoff
weight with an aft
center of gravity, as
defined in Appendix F
of this part.--------------------------------------------------------------------------------------------------------------------------------------------------------1.b.5............ Critical Engine [3 kts airspeed [1.5 Takeoff.............. Record takeoff profile X X X X
Failure on Takeoff. pitch angle, [1.5 at near maximum
angle of attack, [20 takeoff weight from
ft (6 m) height, [3 prior to engine
heading angle, [2 failure to at least
bank angle, [2 200 ft (61 m) AGL.
sideslip angle. Engine failure speed
Additionally, for must be within [3 kts
those simulators of of airplane data.
airplanes with
reversible flight
control systems:
Stick/Column Force;
[10% or [5 lb (2.2
daN)); Wheel Force;
[10% or [3 lb (1.3
daN); and Rudder
Pedal Force; [10% or
[5 lb (2.2 daN).--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.6............ Crosswind Takeoff.... [3 kts airspeed, [1.5 Takeoff.............. Record takeoff profile X X X X In those situations
pitch angle, [1.5 from brake release to where a maximum
angle of attack, [20 at least 200 ft (61 crosswind or a
ft (6 m) height, [2 m) AGL. Requires test maximum
bank angle, [2 data, including demonstrated
sideslip angle; [3 information on wind crosswind is not
heading angle. profile for a known, contact the
Correct trend at crosswind (expressed NSPM.
groundspeeds below as direct head-wind
40 kts. for rudder/ and direct cross-wind
pedal and heading. components) of at
Additionally, for least 60% of the
those simulators of maximum wind measured
airplanes with at 33 ft (10 m) above
reversible flight the runway.
control systems:
[10% or [5 lb (2.2
daN) stick/column
force, [10% or [3 lb
(1.3 daN) wheel
force, [10% or [5 lb
(2.2 daN) rudder
pedal force.--------------------------------------------------------------------------------------------------------------------------------------------------------1.b.7............ Rejected Takeoff..... [5% time or [1.5 sec Takeoff.............. Record time and X X X X Autobrakes will be
[7.5% distance or distance from brake used where
[250 ft ([76 m). release to full stop. applicable.
Speed for initiation
of the reject must be
at least 80% of V1
speed. The airplane
must be at or near
the maximum takeoff
gross weight. Use
maximum braking
effort, auto or
manual.--------------------------------------------------------------------------------------------------------------------------------------------------------1.b.8............ Dynamic Engine [20% or [2/sec body Takeoff.............. Engine failure speed X X For safety
Failure After angular rates. must be within [3 Kts considerations,
Takeoff. of airplane data. airplane flight
Record Hands Off from test may be
5 secs. before to at performed out of
least 5 secs. after ground effect at a
engine failure or 30 safe altitude, but
Bank, whichever with correct
occurs first. Engine airplane
failure may be a snap configuration and
deceleration to idle. airspeed.
CCA: Test in Normal
and Non-normal
control state.--------------------------------------------------------------------------------------------------------------------------------------------------------1.c.............. Climb.--------------------------------------------------------------------------------------------------------------------------------------------------------1.c.1............ Normal Climb, all [3 kts airspeed, [5% Clean................ Flight test data is X X X X
engines operating. or [100 FPM (0.5 m/ preferred, however,
Sec.) climb rate. airplane performance
manual data is an
acceptable
alternative. Record
at nominal climb
speed and mid-initial
climb altitude.
Flight simulator
performance must be
recorded over an
interval of at least
1,000 ft. (300 m).--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2............ One engine [3 kts airspeed, [5% For part 23 Flight test data is X X X X
Inoperative. or [100 FPM (0.5 m/ airplanes, in preferred, however,
Sec.) climb rate, accordance with part airplane performance
but not less than 23. For part 25 manual data is an
the climb gradient airplanes, Second acceptable
requirements of 14 Segment Climb. alternative. Test at
CFR part 23 or part weight, altitude, or
25, as appropriate. temperature limiting
conditions. Record at
nominal climb speed.
Flight simulator
performance must be
recorded over an
interval of at least
1,000 ft. (300 m).--------------------------------------------------------------------------------------------------------------------------------------------------------1.c.3............ One Engine [10% time, [10% Clean................ Record results for at X X
Inoperative En route distance, [10% fuel least a 5000 ft (1550
Climb. used. m) climb segment.
Flight test data or
airplane performance
manual data may be
used.--------------------------------------------------------------------------------------------------------------------------------------------------------1.c.4............ One Engine [3 kts airspeed, [5% Approach............. Record results at near X X X X The airplane should
Inoperative Approach or [100 FPM (0.5 m/ maximum gross landing be configured with
Climb (if operations Sec.) climb rate, weight as defined in all anti-ice and de-
in icing conditions but not less than Appendix F of this ice systems
are authorized). the climb gradient part. Flight test operating normally,
requirements of 14 data or airplane with the gear up
CFR parts 23 or 25 performance manual and go-around flaps
climb gradient, as data may be used. set. All icing
appropriate. Flight simulator accountability
performance must be considerations
recorded over an should be applied
interval of at least in accordance with
1,000 ft. (300 m). the aircraft
certification or
authorization for
an approach in
icing conditions.--------------------------------------------------------------------------------------------------------------------------------------------------------1.d.............. Cruise/Descent.--------------------------------------------------------------------------------------------------------------------------------------------------------1.d.1............ Level flight [5% Time............. Cruise............... Record results for a X X X X
acceleration. minimum of 50 kts
speed increase using
maximum continuous
thrust rating or
equivalent.--------------------------------------------------------------------------------------------------------------------------------------------------------1.d.2............ Level flight [5% Time............. Cruise............... Record results for a X X X X
deceleration. minimum of 50 kts.
speed decrease using
idle power.--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.3............ Cruise performance... [0.05 EPR or [5% of Cruise............... May be a single X X
N1, or [5% of snapshot showing
Torque, [5% of fuel instantaneous fuel
flow. flow or a minimum of
2 consecutive
snapshots with a
spread of at least 3
minutes in steady
flight.--------------------------------------------------------------------------------------------------------------------------------------------------------1.d.4............ Idle descent......... [3 kt airspeed, [5% Clean................ Record a stabilized, X X X X
or [200 ft/min (1.0m/ idle power descent at
sec) descent rate. normal descent speed
at mid-altitude.
Flight simulator
performance must be
recorded over an
interval of at least
1,000 ft. (300 m).--------------------------------------------------------------------------------------------------------------------------------------------------------1.d.5............ Emergency descent.... [5 kt airspeed, [5% N/A.................. Performance must be X X X X The stabilized
or [300 ft/min (1.5m/ recorded over an descent should be
s) descent rate. interval of at least conducted with
3,000 ft (900 m). speed brakes
extended, if
applicable, at mid-
altitude and near
Vmo speed or in
accordance with
emergency descent
procedures.--------------------------------------------------------------------------------------------------------------------------------------------------------1.e.............. Stopping.--------------------------------------------------------------------------------------------------------------------------------------------------------1.e.1............ Stopping time and [5% of time. For Landing.............. Record time and X X X X
distance, using distance up to 4000 distance for at least
manual application ft (1220 m): [200 ft 80% of the total time
of wheel brakes and (61 m) or [10%, from touch down to
no reverse thrust on whichever is full stop. Data is
a dry runway. smaller. For required for weights
distance greater at medium and near
than 4000 ft (1220 maximum landing
m): [5% of distance. weights. Data for
brake system pressure
and position of
ground spoilers
(including method of
deployment, if used)
must be provided.
Engineering data may
be used for the
medium gross weight
condition.--------------------------------------------------------------------------------------------------------------------------------------------------------1.e.2............ Stopping time and [5% time and the Landing.............. Record time and X X X X
distance, using smaller of [10% or distance for at least
reverse thrust and [200 ft (61 m) of 80% of the total time
no wheel brakes on a distance. from initiation of
dry runway. reverse thrust to the
minimum operating
speed with full
reverse thrust. Data
is required for
medium and near
maximum landing gross
weights. Data on the
position of ground
spoilers, (including
method of deployment,
if used) must be
provided. Engineering
data may be used for
the medium gross
weight condition.--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.3............ Stopping distance, [10% of distance or Landing.............. Either flight test X X
using wheel brakes [200 ft (61 m). data or
and no reverse manufacturer's
thrust on a wet performance manual
runway. data must be used
where available.
Engineering data
based on dry runway
flight test stopping
distance modified by
the effects of
contaminated runway
braking coefficients
are an acceptable
alternative.--------------------------------------------------------------------------------------------------------------------------------------------------------1.e.4............ Stopping distance, [10% of distance or Landing.............. Either flight test or X X
using wheel brakes [200 ft (61 m). manufacturer's
and no reverse performance manual
thrust on an icy data must be used,
runway. where available.
Engineering data
based on dry runway
flight test stopping
distance modified by
the effects of
contaminated runway
braking coefficients
are an acceptable
alternative.--------------------------------------------------------------------------------------------------------------------------------------------------------1.f.............. Engines.--------------------------------------------------------------------------------------------------------------------------------------------------------1.f.1............ Acceleration......... ([10% Tt) and ([10% Approach or landing.. Record engine power X X X X See Appendix F of
Ti, or [0.25 sec.). (N1, N2, EPR, Torque) this part for
from flight idle to definitions of Ti
go-around power for a and Tt.
rapid (slam) throttle
movement.--------------------------------------------------------------------------------------------------------------------------------------------------------1.f.2............ Deceleration......... ([10% Tt) and ([10% Ground............... Record engine power X X X X See Appendix F of
Ti, or [0.25 sec.). (N1, N2, EPR, Torque) this part for
from Max T/O power to definitions of Ti
90% decay of Max T/O and Tt.
power for a rapid
(slam) throttle
movement.--------------------------------------------------------------------------------------------------------------------------------------------------------2. Handling Qualities.--------------------------------------------------------------------------------------------------------------------------------------------------------
For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel, Contact the NSPM for
rudder pedal), special test fixtures will not be required during initial or upgrade clarification of
evaluations if the sponsor's QTG/MQTG shows both test fixture results and the results of any issue regarding
an alternative approach, such as computer plots produced concurrently, that provide airplanes with
satisfactory agreement. Repeat of the alternative method during the initial or upgrade reversible
evaluation satisfies this test requirement. For initial and upgrade evaluations, the controls.
control dynamic characteristics must be measured at and recorded directly from the flight
deck controls, and must be accomplished in takeoff, cruise, and landing flight conditions
and configurations. Testing of position versus force is not applicable if forces are
generated solely by use of airplane hardware in the FFS.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.............. Static Control Tests.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.a.......... Pitch Controller [2 lb (0.9 daN) Ground............... Record results for an X X X X Test results should
Position vs. Force breakout, [10% or [5 uninterrupted control be validated (where
and Surface Position lb (2.2 daN) force, sweep to the stops. possible) with in-
Calibration. [2 elevator. flight data from
tests such as
longitudinal static
stability or
stalls. Static and
dynamic flight
control tests
should be
accomplished at the
same feel or impact
pressures.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.1.b.......... (Reserved)--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.2.a.......... Roll Controller [2 lb (0.9 daN) Ground............... Record results for an X X X X Test results should
Position vs. Force breakout, [10% or [3 uninterrupted control be validated with
and Surface Position lb (1.3 daN) force, sweep to the stops. in-flight data from
Calibration. [2 aileron, [3 tests such as
spoiler angle. engine out trims,
or steady state
sideslips. Static
and dynamic flight
control tests
should be
accomplished at the
same feel or impact
pressures.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.2.b.......... (Reserved)--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.3.a.......... Rudder Pedal Position [5 lb (2.2 daN) Ground............... Record results for an X X X X Test results should
vs. Force and breakout, [10% or [5 uninterrupted control be validated with
Surface Position lb (2.2 daN) force, sweep to the stops. in-flight data from
Calibration. [2 rudder angle. tests such as
engine out trims,
or steady state
sideslips. Static
and dynamic flight
control tests
should be
accomplished at the
same feel or impact
pressures.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.3.b.......... (Reserved)--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.4............ Nosewheel Steering [2 lb (0.9 daN) Ground............... Record results of an X X X X
Controller Force and breakout, [10% or [3 uninterrupted control
Position Calibration. lb (1.3 daN) force, sweep to the stops.
[2 nosewheel angle.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5............ Rudder Pedal Steering [2 nosewheel angle... Ground............... Record results of an X X X X
Calibration. uninterrupted control
sweep to the stops.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.6............ Pitch Trim Indicator [0.5 of computed trim Ground............... X X X X The purpose of the
vs. Surface Position surface angle. test is to compare
Calibration. FFS against design
data or equivalent.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.7............ Pitch Trim Rate...... [10% trim rate (/sec) Ground and approach.. The trim rate must be X X X X
checked using the
pilot primary trim
(ground) and using
the autopilot or
pilot primary trim in
flight at go-around
flight conditions.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.8............ Alignment of Flight [5 of throttle lever Ground............... Requires simultaneous X X X X
Deck Throttle Lever angle, or [3% N1, or recording for all
vs. Selected Engine [.03 EPR, or [3% engines. The
Parameter. maximum rated tolerances apply
manifold pressure, against airplane data
or [3% torque. For and between engines.
propeller-driven In the case of
airplanes where the propeller powered
propeller control airplanes, if a
levers do not have propeller lever is
angular travel, a present, it must also
tolerance of [0.8 be checked. For
inch ([2 cm.) airplanes with
applies. throttle ``detents,''
all detents must be
presented. May be a
series of snapshot
test results.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.9............ Brake Pedal Position [5 lb (2.2 daN) or Ground............... Hydraulic system X X X X FFS computer output
vs. Force and Brake 10% force, [150 psi pressure must be results may be used
System Pressure (1.0 MPa) or [10% related to pedal to show compliance.
Calibration. brake system position through a
pressure. ground static test.--------------------------------------------------------------------------------------------------------------------------------------------------------2.b.............. Dynamic Control Tests.--------------------------------------------------------------------------------------------------------------------------------------------------------
Tests 2.b.1., 2.b.2., and 2.b.3. are not applicable if dynamic response is generated solely ... ... ... ...
by use of airplane hardware in the FFS. Power setting is that required for level flight
unless otherwise specified.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.1............ Pitch Control........ For underdamped Takeoff, Cruise, and Data must show normal X X ``n'' is the
systems: [10% of Landing. control displacement sequential period
time from 90% of in both directions. of a full cycle of
initial displacement Tolerances apply oscillation. Refer
(0.9 Ad) to first against the absolute to paragraph 4 of
zero crossing and values of each period this attachment for
[10 (n+1)% of period (considered more information.
thereafter. [10% independently). Static and dynamic
amplitude of first Normal control flight control
overshoot applied to displacement for this tests should be
all overshoots test is 25% to 50% of accomplished at the
greater than 5% of full throw or 25% to same feel or impact
initial displacement 50% of the maximum pressures.
(.05 Ad). [1 allowable pitch
overshoot (first controller deflection
significant for flight conditions
overshoot must be limited by the
matched). For maneuvering load
overdamped systems: envelope.
[10% of time from
90% of initial
displacement (0.9
Ad) to 10% of
initial displacement
(0.1 Ad). For the
alternate method see
paragraph 4 of this
attachment. The slow
sweep is the
equivalent to the
static test 2.a.1.
For the moderate and
rapid sweeps: [2 lb
(0.9 daN) or [10%
dynamic increment
above the static
force.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.2............ Roll Control......... For underdamped Takeoff, Cruise, and Data must show normal X X ``n'' is the
systems: [10% of Landing. control displacement sequential period
time from 90% of in both directions. of a full cycle of
initial displacement Tolerance applies oscillation. Refer
(0.9 Ad) to first against the absolute to paragraph 4 of
zero crossing, and values of each period this attachment for
[10 (n+1)% of period (considered more information.
thereafter. [10% independently). Static and dynamic
amplitude of first Normal control flight control
overshoot, applied displacement for this tests should be
to all overshoots test is 25% to 50% of accomplished at the
greater than 5% of the maximum allowable same feel or impact
initial displacement roll controller pressures.
(.05 Ad), [1 deflection for flight
overshoot (first conditions limited by
significant the maneuvering load
overshoot must be envelope.
matched). For
overdamped systems:
[10% of time from
90% of initial
displacement (0.9
Ad) to 10% of
initial displacement
(0.1Ad). For the
alternate method see
paragraph 4 of this
attachment. The slow
sweep is the
equivalent to the
static test 2.a.2.
For the moderate and
rapid sweeps: [2 lb
(0.9 daN) or [10%
dynamic increment
above the static
force.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3............ Yaw Control.......... For underdamped Takeoff, Cruise, and Data must show normal X X ``n'' is the
systems: [10% of Landing. control displacement sequential period
time from 90% of in both directions. of a full cycle of
initial displacement Tolerance applies oscillation. Refer
(0.9 Ad) to first against the absolute to paragraph 4 of
zero crossing, and values of each period this attachment for
[10 (n+1)% of period (considered more information.
thereafter. [10% independently). Static and dynamic
amplitude of first Normal control flight control
overshoot applied to displacement for this tests should be
all overshoots test is 25% to 50% of accomplished at the
greater than 5% of the maximum allowable same feel or impact
initial displacement yaw controller pressures.
(.05 Ad). [1 deflection for flight
overshoot (first conditions limited by
significant the maneuvering load
overshoot must be envelope.
matched). For
overdamped systems:
[10% of time from
90% of initial
displacement (0.9
Ad) to 10% of
initial displacement
(0.1 Ad). For the
alternate method
(see paragraph 4 of
this attachment).
The slow sweep is
the equivalent to
the static test
2.a.3. For the
moderate and rapid
sweeps: [2 lb (0.9
daN) or [10% dynamic
increment above the
static force.--------------------------------------------------------------------------------------------------------------------------------------------------------2.b.4............ Small Control Inputs-- [0.15/sec body pitch Approach or landing.. Control inputs must be X X
Pitch. rate or [20% of peak typical of minor
body pitch rate corrections made
applied throughout while established on
the time history. an ILS approach
course, using from
0.5/sec to 2/sec
pitch rate. The test
must be in both
directions, showing
time history data
from 5 seconds before
until at least 5
seconds after
initiation of control
input.
CCA: Test in normal
and non-normal
control states..--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.5............ Small Control Inputs-- [0.15/sec body roll Approach or landing.. Control inputs must be X X
Roll. rate or [20% of peak typical of minor
body roll rate corrections made
applied throughout while established on
the time history. an ILS approach
course, using from
0.5/sec to 2/sec roll
rate. The test may be
run in only one
direction; however,
for airplanes that
exhibit non-
symmetrical behavior,
the test must include
both directions. Time
history data must be
recorded from 5
seconds before until
at least 5 seconds
after initiation of
control input.
CCA: Test in normal
and non-normal
control states..--------------------------------------------------------------------------------------------------------------------------------------------------------2.b.6............ Small Control Inputs-- [0.15/sec body yaw Approach or landing.. Control inputs must be X X
Yaw. rate or [20% of peak typical of minor
body yaw rate corrections made
applied throughout while established on
the time history. an ILS approach
course, using from
0.5/sec to 2/sec yaw
rate. The test may be
run in only one
direction; however,
for airplanes that
exhibit non-
symmetrical behavior,
the test must include
both directions. Time
history data must be
recorded from 5
seconds before until
at least 5 seconds
after initiation of
control input.
CCA: Test in normal
and non-normal
control states..--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.............. Longitudinal Control Tests.--------------------------------------------------------------------------------------------------------------------------------------------------------
Power setting is that required for level flight unless otherwise specified.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.1............ Power Change Dynamics [3 kt airspeed, [100 Approach............. Power is changed from X X X X
ft (30 m) altitude, the thrust setting
[20% or [1.5 pitch required for approach
angle. or level flight to
maximum continuous
thrust or go-around
power setting. Record
the uncontrolled free
response from at
least 5 seconds
before the power
change is initiated
to 15 seconds after
the power change is
completed.
CCA: Test in normal
and non-normal
control states..--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.2............ Flap/Slat Change [3 kt airspeed, [100 Takeoff through Record the X X X X
Dynamics. ft (30 m) altitude, initial flap uncontrolled free
[20% or [1.5 pitch retraction, and response from at
angle. approach to landing. least 5 seconds
before the
configuration change
is initiated to 15
seconds after the
configuration change
is completed.
CCA: Test in normal
and non-normal
control states..--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.3............ Spoiler/Speedbrake [3 kt airspeed, [100 Cruise............... Record the X X X X
Change Dynamics. ft (30 m) altitude, uncontrolled free
[20% or [1.5 pitch response from at
angle. least 5 seconds
before the
configuration change
is initiated to 15
seconds after the
configuration change
is completed. Record
results for both
extension and
retraction.
CCA: Test in normal
and non-normal
control states..--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.4............ Gear Change Dynamics. [3 kt airspeed, [100 Takeoff (retraction), Record the time X X X X
ft (30 m) altitude, and Approach history of
[20% or [1.5 pitch (extension). uncontrolled free
angle. response for a time
increment from at
least 5 seconds
before the
configuration change
is initiated to 15
seconds after the
configuration change
is completed.
CCA: Test in normal
and non-normal
control states..--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.5............ Longitudinal Trim.... [0.5 trim surface Cruise, Approach, and Record steady-state X X X X
angle, [1 elevator, Landing. condition with wings
[1 pitch angle, [5% level and thrust set
net thrust or for level flight. May
equivalent. be a series of
snapshot tests.
CCA: Test in normal or
non-normal control
states..--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.6............ Longitudinal [5 lb ([2.2 daN) or Cruise, Approach, and Continuous time X X X X
Maneuvering [10% pitch Landing. history data or a
Stability (Stick controller force. series of snapshot
Force/g). Alternative method: tests may be used.
[1 or [10% change of Record results up to
elevator. 30 of bank for
approach and landing
configurations.
Record results for up
to 45 of bank for the
cruise configuration.
The force tolerance
is not applicable if
forces are generated
solely by the use of
airplane hardware in
the FFS. The
alternative method
applies to airplanes
that do not exhibit
``stick-force-per-g''
characteristics.
CCA: Test in normal
and non-normal
control states.--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.7............ Longitudinal Static [5 lb ([2.2 daN) or Approach............. Record results for at X X X X
Stability. [10% pitch least 2 speeds above
controller force. and 2 speeds below
Alternative method: trim speed. May be a
[1 or [10% change of series of snapshot
elevator. test results. The
force tolerance is
not applicable if
forces are generated
solely by the use of
airplane hardware in
the FFS. The
alternative method
applies to airplanes
that do not exhibit
speed stability
characteristics.
CCA: Test in normal or
non-normal control
states..--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.8............ Stall Characteristics [3 kt airspeed for Second Segment Climb, The stall maneuver X X X X
initial buffet, and Approach or must be entered with
stall warning, and Landing. thrust at or near
stall speeds. [2 idle power and wings
bank for speeds level (1g). Record
greater than stick the stall warning
shaker or initial signal and initial
buffet. buffet, if
Additionally, for applicable. Time
those simulators history data must be
with reversible recorded for full
flight control stall and initiation
systems: [10% or [5 of recovery. The
lb (2.2 daN) Stick/ stall warning signal
Column force (prior must occur in the
to ``g break'' only). proper relation to
buffet/stall. FFSs of
airplanes exhibiting
a sudden pitch
attitude change or
``g break'' must
demonstrate this
characteristic.
CCA: Test in normal
and non-normal
control states..--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.9............ Phugoid Dynamics..... [10% period, [10% of Cruise............... The test must include X X X X
time to \1/2\ or whichever is less of
double amplitude or the following: Three
[.02 of damping full cycles (six
ratio. overshoots after the
input is completed),
or the number of
cycles sufficient to
determine time to \1/
2\ or double
amplitude.
CCA: Test in Non-
normal control states.--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.10........... Short Period [1.5 pitch angle or Cruise............... CCA: Test in Normal X X X X
Dynamics.. [2/sec pitch rate, and Non-normal
[0.10g acceleration. control states.--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.11........... (Reserved)--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.............. Lateral Directional Tests.--------------------------------------------------------------------------------------------------------------------------------------------------------
Power setting is that required for level flight unless otherwise specified.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.1............ Minimum Control [3 kt airspeed. Takeoff or Landing Takeoff thrust must be X X X X Low Speed Engine
Speed, Air (Vmca or (whichever is most used on the operating Inoperative
Vmcl), per critical in the engine(s). A time Handling may be
Applicable airplane). history or a series governed by a
Airworthiness of snapshot tests may performance or
Standard or Low be used. control limit that
Speed Engine CCA: Test in Normal or prevents
Inoperative Handling Non-normal control demonstration of
Characteristics in state.. Vmca or Vmcl in the
the Air. conventional
manner.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.2............ Roll Response (Rate). [10% or [2/sec roll Cruise, and Approach Record results for X X X X
rate. Additionally, or Landing. normal roll
for those simulators controller deflection
of airplanes with (about one-third of
reversible flight maximum roll
control systems: controller travel).
[10% or [3 lb (1.3 May be combined with
daN) wheel force. step input of flight
deck roll controller
test (2.d.3.).--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.3............ Roll Response to [10% or [2 bank angle Approach or Landing.. Record from initiation X X X X With wings level,
Flight Deck Roll of roll through 10 apply a step roll
Controller Step seconds after control control input using
Input. is returned to approximately one-
neutral and released. third of the roll
May be combined with controller travel.
roll response (rate) When reaching
test (2.d.2). approximately 20 to
CCA: Test in Normal 30 of bank,
and Non-normal abruptly return the
control states. roll controller to
neutral and allow
approximately 10
seconds of airplane
free response.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.4............ Spiral Stability..... Correct trend and [2 Cruise, and Approach Record results for X X X X
or [10% bank angle or Landing. both directions.
in 20 seconds. Airplane data
Alternate test averaged from
requires correct multiple tests may be
trend and [2 aileron. used. As an alternate
test, demonstrate the
lateral control
required to maintain
a steady turn with a
bank angle of 28 to
32.
CCA: Test in Non-
normal control state.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.5............ Engine Inoperative [1 rudder angle or [1 Second Segment Climb, May be a series of X X X X The test should be
Trim. tab angle or and Approach or snapshot tests. performed in a
equivalent pedal, [2 Landing. manner similar to
sideslip angle. that for which a
pilot is trained to
trim an engine
failure condition.
Second segment
climb test should
be at takeoff
thrust. Approach or
landing test should
be at thrust for
level flight.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.6............ Rudder Response...... [2/sec or [10% yaw Approach or Landing.. Record results for X X X X
rate. stability
augmentation system
ON and OFF. A rudder
step input of 20%-30%
rudder pedal throw is
used.
CCA: Test in Normal
and Non-normal
control states.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.7............ Dutch Roll, (Yaw [0.5 sec or [10% of Cruise, and Approach Record results for at X X X
Damper OFF). period, [10% of time or Landing. least 6 complete
to \1/2\ or double cycles with stability
amplitude or [.02 of augmentation OFF.
damping ratio. [20% CCA: Test in Non-
or [1 sec of time normal control state..
difference between
peaks of bank and
sideslip.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.8............ Steady State Sideslip For given rudder Approach or Landing.. Use at least two X X X X
position [2 bank rudder positions, one
angle, [1 sideslip of which must be near
angle, [10% or [2 maximum allowable
aileron, [10% or [5 rudder. Propeller
spoiler or driven airplanes must
equivalent roll, test in each
controller position direction. May be a
or force. series of snapshot
Additionally, for test results.
those simulators of
airplanes with
reversible flight
control systems:
[10% or [3 lb (1.3
daN) wheel force
[10% or [5 lb (2.2
daN) rudder pedal
force.--------------------------------------------------------------------------------------------------------------------------------------------------------2.e.............. Landings.--------------------------------------------------------------------------------------------------------------------------------------------------------2.e.1............ Normal Landing....... [3 kt airspeed, [1.5 Landing.............. Record results from a X X X Tests should be
pitch angle, [1.5 minimum of 200 ft (61 conducted with two
angle of attack, m) AGL to nosewheel normal landing flap
[10% or [10 ft (3 m) touchdown. settings (if
height. CCA: Test in Normal applicable). One
Additionally, for and Non-normal should be at or
those simulators of control states.. near maximum
airplanes with certificated
reversible flight landing weight. The
control systems: other should be at
[10% or [5 lbs ([2.2 light or medium
daN) stick/column landing weight.
force.--------------------------------------------------------------------------------------------------------------------------------------------------------2.e.2............ Minimum Flap Landing. [3 kt airspeed, [1.5 Minimum Certified Record results from a X X
pitch angle, [1.5 Landing Flap minimum of 200 ft (61
angle of attack, Configuration. m) AGL to nosewheel
[10% or [10 ft (3 m) touchdown with
height. airplane at near
Additionally, for Maximum Landing
those simulators of Weight.
airplanes with
reversible flight
control systems:
[10% or [5 lbs (2.2
daN) stick/column
force.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.3............ Crosswind Landing.... [3 kt airspeed, [1.5 Landing.............. Record results from a X X X In those situations
pitch angle, [1.5 minimum of 200 ft (61 where a maximum
angle of attack, m) AGL, through crosswind or a
[10% or [10 ft (3 m) nosewheel touch-down, maximum
height [2 bank to 50% decrease in demonstrated
angle, [2 sideslip main landing gear crosswind is not
angle [3 heading touchdown speed. Test known, contact the
angle. Additionally, data must include NSPM.
for those simulators information on wind
of airplanes with profile, for a
reversible flight crosswind (expressed
control systems: as direct head-wind
[10% or [3 lb (1.3 and direct cross-wind
daN) wheel force components) of 60% of
[10% or [5 lb (2.2 the maximum wind
daN) rudder pedal measured at 33 ft (10
force. m) above the runway.--------------------------------------------------------------------------------------------------------------------------------------------------------2.e.4............ One Engine [3 kt airspeed, [1.5 Landing.............. Record results from a X X X
Inoperative Landing. pitch angle, [1.5 minimum of 200 ft (61
angle of attack, m) AGL, through
[10% height or [10 nosewheel touch-down,
ft (3 m); [2 bank to 50% decrease in
angle, [2 sideslip main landing gear
angle, [3 heading. touchdown speed or
less.--------------------------------------------------------------------------------------------------------------------------------------------------------2.e.5............ Autopilot landing (if [5 ft (1.5 m) flare Landing.............. If autopilot provides X X X See Appendix F of
applicable). height, [0.5 sec Tf, rollout guidance, this part for
or [10%Tf, [140 ft/ record lateral definition of Tf.
min (0.7 m/sec) rate deviation from
of descent at touch- touchdown to a 50%
down. [10 ft (3 m) decrease in main
lateral deviation landing gear
during rollout. touchdown speed or
less. Time of
autopilot flare mode
engage and main gear
touchdown must be
noted.--------------------------------------------------------------------------------------------------------------------------------------------------------2.e.6............ All engines [3 kt airspeed, [1.5 Normal, all-engines- X X X
operating, pitch angle, [1.5 operating, go around
autopilot, go around. angle of attack. with the autopilot
engaged (if
applicable) at medium
landing weight.
CCA: Test in normal or
non-normal control
states..--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.7............ One engine [3 kt airspeed, [1.5 The one engine X X X
inoperative go pitch angle, [1.5 inoperative go around
around. angle of attack, [2 is required at near
bank angle, [2 maximum certificated
slideslip angle. landing weight with
the critical engine
inoperative using
manual controls. If
applicable, an
additional engine
inoperative go around
test must be
accomplished with the
autopilot engaged.
CCA: Non-autopilot
test in Non-normal
control state..--------------------------------------------------------------------------------------------------------------------------------------------------------2.e.8............ Directional control [2/sec yaw rate. [5 Landing.............. Record results X X X
(rudder kts airspeed. starting from a speed
effectiveness) with approximating
symmetric reverse touchdown speed to
thrust. the minimum thrust
reverser operation
speed. With full
reverse thrust, apply
yaw control in both
directions until
reaching minimum
thrust reverser
operation speed.--------------------------------------------------------------------------------------------------------------------------------------------------------2.e.9............ Directional control [5 kt airspeed. [3 Landing.............. Maintain heading with X X X
(rudder heading angle. yaw control with full
effectiveness) with reverse thrust on the
asymmetric reverse operating engine(s).
thrust. Record results
starting from a speed
approximating
touchdown speed to a
speed at which
control of yaw cannot
be maintained or
until reaching
minimum thrust
reverser operation
speed, whichever is
higher. The tolerance
applies to the low
speed end of the data
recording.--------------------------------------------------------------------------------------------------------------------------------------------------------2.f.............. Ground Effect.--------------------------------------------------------------------------------------------------------------------------------------------------------
Test to demonstrate [1 elevator [0.5 Landing.............. The Ground Effect X X X See paragraph on
Ground Effect. stabilizer angle, model must be Ground Effect in
[5% net thrust or validated by the test this attachment for
equivalent, [1 angle selected and a additional
of attack, [10% rationale must be information.
height or [5 ft (1.5 provided for
m), [3 kt airspeed, selecting the
[1 pitch angle. particular test.--------------------------------------------------------------------------------------------------------------------------------------------------------2.g.............. Windshear.--------------------------------------------------------------------------------------------------------------------------------------------------------
Four tests, two See Attachment 5 of Takeoff and Landing.. Requires windshear X X See Attachment 5 of
takeoff and two this appendix. models that provide this appendix for
landing, with one of training in the information related
each conducted in specific skills to Level A and B
still air and the needed to recognize simulators.
other with windshear windshear phenomena
active to and to execute
demonstrate recovery procedures.
windshear models. See Attachment 5 of
this appendix for
tests, tolerances,
and procedures.--------------------------------------------------------------------------------------------------------------------------------------------------------2.h.............. Flight Maneuver and Envelope Protection Functions.--------------------------------------------------------------------------------------------------------------------------------------------------------
The requirements of tests h(1) through (6) of this attachment are applicable to computer
controlled aircraft only. Time history results are required for simulator response to
control inputs during entry into envelope protection limits including both normal and
degraded control states if the function is different. Set thrust as required to reach the
envelope protection function.--------------------------------------------------------------------------------------------------------------------------------------------------------2.h.1............ Overspeed............ [5 kt airspeed....... Cruise............... X X X--------------------------------------------------------------------------------------------------------------------------------------------------------2.h.2............ Minimum Speed........ [3 kt airspeed....... Takeoff, Cruise, and X X X
Approach or Landing.--------------------------------------------------------------------------------------------------------------------------------------------------------2.h.3............ Load Factor.......... [0.1 g normal load Takeoff, Cruise...... X X X
factor.--------------------------------------------------------------------------------------------------------------------------------------------------------2.h.4............ Pitch Angle.......... [1.5 pitch angle..... Cruise, Approach..... X X X--------------------------------------------------------------------------------------------------------------------------------------------------------2.h.5............ Bank Angle........... [2 or [10% bank angle Approach............. X X X--------------------------------------------------------------------------------------------------------------------------------------------------------2.h.6............ Angle of Attack...... [1.5 angle of attack. Second Segment Climb, X X X
and Approach or
Landing.--------------------------------------------------------------------------------------------------------------------------------------------------------3. Motion System.--------------------------------------------------------------------------------------------------------------------------------------------------------3.a.............. Frequency response.--------------------------------------------------------------------------------------------------------------------------------------------------------
Based on Simulator N/A.................. Required as part of X X X X
Capability. the MQTG. The test
must demonstrate
frequency response of
the motion system.--------------------------------------------------------------------------------------------------------------------------------------------------------3.b.............. Leg balance.--------------------------------------------------------------------------------------------------------------------------------------------------------
Based on Simulator N/A.................. Required as part of X X X X
Capability. the MQTG. The test
must demonstrate
motion system leg
balance as specified
by the applicant for
flight simulator
qualification.--------------------------------------------------------------------------------------------------------------------------------------------------------3.c.............. Turn-around check.--------------------------------------------------------------------------------------------------------------------------------------------------------
Based on Simulator N/A.................. Required as part of X X X X
Capability. the MQTG. The test
must demonstrate a
smooth turn-around
(shift to opposite
direction of
movement) of the
motion system as
specified by the
applicant for flight
simulator
qualification.--------------------------------------------------------------------------------------------------------------------------------------------------------
3.d.............. Motion system repeatability.--------------------------------------------------------------------------------------------------------------------------------------------------------
With the same input Accomplished in both Required as part of X X X X This test ensures
signal, the test the ``ground'' mode the MQTG. The that motion system
results must be and in the assessment procedures hardware and
repeatable to within ``flight'' mode of must be designed to software (in normal
[0.05 g actual the motion system ensure that the flight simulator
platform linear operation. motion system operating mode)
acceleration. hardware and software continue to perform
(in normal flight as originally
simulator operating qualified.
mode) continue to Performance changes
perform as originally from the original
qualified. baseline can be
readily identified
with this
information.--------------------------------------------------------------------------------------------------------------------------------------------------------3.e.............. Motion cueing performance signature. Required as part of MQTG. For the following set of These tests should
maneuvers record the relevant motion variables. be run with the
motion buffet mode
disabled. See
paragraph 6.d., of
this attachment,
Motion cueing
performance
signature.--------------------------------------------------------------------------------------------------------------------------------------------------------3.e.1............ Takeoff rotation (VR As specified by the Ground............... Pitch attitude due to X X X X Associated with test
to V2). sponsor for flight initial climb must 1.b.4.
simulator dominate over cab
qualification. tilt due to
longitudinal
acceleration.--------------------------------------------------------------------------------------------------------------------------------------------------------3.e.2............ Engine failure As specified by the Ground............... X X X X Associated with test
between V1 and VR. sponsor for flight 1.b.5.
simulator
qualification.--------------------------------------------------------------------------------------------------------------------------------------------------------3.e.3............ Pitch change during As specified by the Flight............... X X X Associated with test
go-around. sponsor for flight 2.e.6.
simulator
qualification.--------------------------------------------------------------------------------------------------------------------------------------------------------3.e.4............ Configuration changes As specified by the Flight............... X X X X Associated with
sponsor for flight tests 2.c.2. and
simulator 2.c.4.
qualification.--------------------------------------------------------------------------------------------------------------------------------------------------------3.e.5............ Power change dynamics As specified by the Flight............... X X X X Associated with test
sponsor for flight 2.c.1.
simulator
qualification.--------------------------------------------------------------------------------------------------------------------------------------------------------3.e.6............ Landing flare........ As specified by the Flight............... X X X Associated with test
sponsor for flight 2.e.1.
simulator
qualification.--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.7............ Touchdown bump....... As specified by the Ground............... X X Associated with test
sponsor for flight 2.e.1.
simulator
qualification.--------------------------------------------------------------------------------------------------------------------------------------------------------3.f.............. Characteristic motion vibrations. The recorded test results for characteristic buffets must
allow the comparison of relative amplitude versus frequency.--------------------------------------------------------------------------------------------------------------------------------------------------------3.f.1............ Thrust effect with Simulator test Ground............... The test must be X
brakes set. results must exhibit conducted within 5%
the overall of the maximum
appearance and possible thrust with
trends of the brakes set.
airplane data, with
at least three (3)
of the predominant
frequency ``spikes''
being present within
[2 Hz.--------------------------------------------------------------------------------------------------------------------------------------------------------3.f.2............ Buffet with landing Simulator test Flight............... The test must be X
gear extended. results must exhibit conducted at a
the overall nominal, mid-range
appearance and airspeed; i.e.,
trends of the sufficiently below
airplane data, with landing gear limiting
at least three (3) airspeed to avoid
of the predominant inadvertently
frequency ``spikes'' exceeding this
being present within limitation.
[2 Hz.--------------------------------------------------------------------------------------------------------------------------------------------------------3.f.3............ Buffet with flaps Simulator test Flight............... The test must be X
extended. results must exhibit conducted at a
the overall nominal, mid-range
appearance and airspeed; i.e.,
trends of the sufficiently below
airplane data, with flap extension
at least three (3) limiting airspeed to
of the predominant avoid inadvertently
frequency ``spikes'' exceeding this
being present within limitation.
[2 Hz.--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.4............ Buffet with Simulator test Flight............... X
speedbrakes deployed. results must exhibit
the overall
appearance and
trends of the
airplane data, with
at least three (3)
of the predominant
frequency ``spikes''
being present within
[2 Hz.--------------------------------------------------------------------------------------------------------------------------------------------------------3.f.5............ Buffet at approach-to- Simulator test Flight............... The test must be X
stall. results must exhibit conducted for
the overall approach to stall.
appearance and Post stall
trends of the characteristics are
airplane data, with not required.
at least three (3)
of the predominant
frequency ``spikes''
being present within
[2 Hz.--------------------------------------------------------------------------------------------------------------------------------------------------------3.f.6............ Buffet at high Simulator test Flight............... X The test may be
airspeeds or high results must exhibit conducted during
Mach. the overall either a high speed
appearance and maneuver (e.g.,
trends of the ``wind-up'' turn)
airplane data, with or at high Mach.
at least three (3)
of the predominant
frequency ``spikes''
being present within
[2 Hz.--------------------------------------------------------------------------------------------------------------------------------------------------------3.f.7............ In-flight vibrations Simulator test Flight (clean X
for propeller driven results must exhibit configuration).
airplanes. the overall
appearance and
trends of the
airplane data, with
at least three (3)
of the predominant
frequency ``spikes''
being present within
[2 Hz.--------------------------------------------------------------------------------------------------------------------------------------------------------4. Visual System.--------------------------------------------------------------------------------------------------------------------------------------------------------4.a.............. Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a., See additional
Visual System Response Time Test. This test also suffices for motion system response information in this
timing and flight deck instrument response timing. Motion onset should occur before the attachment; also
start of the visual scene change (the start of the scan of the first video field see Table A1A,
containing different information) but must occur before the end of the scan of that video entry 2.g.
field. Instrument response may not occur prior to motion onset.--------------------------------------------------------------------------------------------------------------------------------------------------------4.a.1............ Latency..............--------------------------------------------------------------------------------------------------------------------------------------------------------
300 ms (or less) Take-off, cruise, and One test is required X X The visual scene or
after airplane approach or landing. in each axis (pitch, test pattern used
response. roll and yaw) for during the response
each of the three testing should be
conditions (take-off, representative of
cruise, and approach the system
or landing). capacities required
to meet the
daylight, twilight
(dusk/dawn) and/or
night visual
capability as
appropriate.--------------------------------------------------------------------------------------------------------------------------------------------------------
150 ms (or less) Take-off, cruise, and One test is required X X
after airplane approach or landing. in each axis (pitch,
response. roll and yaw) for
each of the three
conditions (take-off,
cruise, and approach
or landing)..--------------------------------------------------------------------------------------------------------------------------------------------------------4.a.2............ Transport Delay......--------------------------------------------------------------------------------------------------------------------------------------------------------
300 ms (or less) N/A.................. A separate test is X X If Transport Delay
after controller required in each axis is the chosen
movement. (pitch, roll, and method to
yaw). demonstrate
relative responses,
the sponsor and the
NSPM will use the
latency values to
ensure proper
simulator response
when reviewing
those existing
tests where latency
can be identified
(e.g., short
period, roll
response, rudder
response)--------------------------------------------------------------------------------------------------------------------------------------------------------
150 ms (or less) N/A.................. A separate test is X X
after controller required in each axis
movement. (pitch, roll, and
yaw).--------------------------------------------------------------------------------------------------------------------------------------------------------4.b.............. Field-of-view.--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.1............ Continuous collimated Continuous collimated N/A.................. Required as part of X X A vertical field-of-
visual field-of-view. field-of-view MQTG but not required view of 30 may be
providing at least as part of continuing insufficient to
45 horizontal and 30 evaluations. meet visual ground
vertical field-of- segment
view for each pilot requirements.
seat. Both pilot
seat visual systems
must be operable
simultaneously.--------------------------------------------------------------------------------------------------------------------------------------------------------4.b.2............ (Reserved)--------------------------------------------------------------------------------------------------------------------------------------------------------4.b.3............ Continuous, Continuous field-of- N/A.................. An SOC is required and X X The horizontal field-
collimated, field-of- view of at least 176 must explain the of-view is
view. horizontally and 36 geometry of the traditionally
vertically. installation. described as a 180
Horizontal field-of- field-of-view.
view must be at least However, the field-
176 (including not of-view is
less than 88 either technically no less
side of the center than 176. Field-of-
line of the design view should be
eye point). measured using a
Additional horizontal visual test pattern
field-of-view filling the entire
capability may be visual scene (all
added at the channels) with a
sponsor's discretion matrix of black and
provided the minimum white 5 squares.
field-of-view is The installed
retained. Vertical alignment should be
field-of-view must be addressed in the
at least 36 from each SOC.
pilot's eye point.
Required as part of
MQTG but not required
as part of continuing
qualification
evaluations.--------------------------------------------------------------------------------------------------------------------------------------------------------4.c.............. System geometry.--------------------------------------------------------------------------------------------------------------------------------------------------------
5 even angular N/A.................. The angular spacing of X X X X The purpose of this
spacing within [1 as any chosen 5 square test is to evaluate
measured from either and the relative local linearity of
pilot eye point and spacing of adjacent the displayed image
within 1.5 for squares must be at either pilot eye
adjacent squares. within the stated point. System
tolerances. geometry should be
measured using a
visual test pattern
filling the entire
visual scene (all
channels) with a
matrix of black and
white 5 squares
with light points
at the
intersections.--------------------------------------------------------------------------------------------------------------------------------------------------------4.d.............. Surface contrast ratio.--------------------------------------------------------------------------------------------------------------------------------------------------------
Not less than 5:1.... N/A.................. The ratio is X X Measurements should
calculated by be made using a 1
dividing the spot photometer and
brightness level of a raster drawn test
the center, bright pattern filling the
square (providing at entire visual scene
least 2 foot-lamberts (all channels) with
or 7 cd/m\2\) by the a test pattern of
brightness level of black and white
any adjacent dark squares, 5 per
square. This square, with a
requirement is white square in the
applicable to any center of each
level of simulator channel. During
equipped with a contrast ratio
daylight visual testing, simulator
system. aft-cab and flight
deck ambient light
levels should be
zero.--------------------------------------------------------------------------------------------------------------------------------------------------------4.e.............. Highlight brightness.--------------------------------------------------------------------------------------------------------------------------------------------------------
Not less than six (6) N/A.................. Measure the brightness X X Measurements should
foot-lamberts (20 cd/ of a white square be made using a 1
m\2\). while superimposing a spot photometer and
highlight on that a raster drawn test
white square. The use pattern filling the
of calligraphic entire visual scene
capabilities to (all channels) with
enhance the raster a test pattern of
brightness is black and white
acceptable; however, squares, 5 per
measuring lightpoints square, with a
is not acceptable. white square in the
This requirement is center of each
applicable to any channel.
level of simulator
equipped with a
daylight visual
system.--------------------------------------------------------------------------------------------------------------------------------------------------------4.f.............. Surface resolution--------------------------------------------------------------------------------------------------------------------------------------------------------
Not greater than two N/A.................. An SOC is required and X X When the eye is
(2) arc minutes. must include the positioned on a 3
relevant calculations glide slope at the
and an explanation of slant range
those calculations. distances indicated
This requirement is with white runway
applicable to any markings on a black
level of simulator runway surface, the
equipped with a eye will subtend
daylight visual two (2) arc
system. minutes: (1) A
slant range of
6,876 ft with
stripes 150 ft long
and 16 ft wide,
spaced 4 ft apart.
(2) For
Configuration A; a
slant range of
5,157 feet with
stripes 150 ft long
and 12 ft wide,
spaced 3 ft apart.
(3) For
Configuration B; a
slant range of
9,884 feet, with
stripes 150 ft long
and 5.75 ft wide,
spaced 5.75 ft
apart.--------------------------------------------------------------------------------------------------------------------------------------------------------4.g.............. Light point size.--------------------------------------------------------------------------------------------------------------------------------------------------------
Not greater than five N/A.................. An SOC is required and X X Light point size
(5) arc-minutes. must include the should be measured
relevant calculations using a test
and an explanation of pattern consisting
those calculations. of a centrally
This requirement is located single row
applicable to any of light points
level of simulator reduced in length
equipped with a until modulation is
daylight visual just discernible in
system. each visual
channel. A row of
48 lights will form
a 4 angle or less.--------------------------------------------------------------------------------------------------------------------------------------------------------4.h.............. Light point contrast ratio.--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h.1............ For Level A and B Not less than 10:1... N/A.................. An SOC is required and X X A 1 spot photometer
simulators. must include the is used to measure
relevant calculations. a square of at
least 1 filled with
light points (where
light point
modulation is just
discernible) and
compare the results
to the measured
adjacent
background. During
contrast ratio
testing, simulator
aft-cab and flight
deck ambient light
levels should be
zero.--------------------------------------------------------------------------------------------------------------------------------------------------------4.h.2............ For Level C and D Not less than 25:1... N/A.................. An SOC is required and X X A 1 spot photometer
simulators. must include the is used to measure
relevant calculations. a square of at
least 1 filled with
light points (where
light point
modulation is just
discernible) and
compare the results
to the measured
adjacent
background. During
contrast ratio
testing, simulator
aft-cab and flight
deck ambient light
levels should be
zero.--------------------------------------------------------------------------------------------------------------------------------------------------------4.i.............. Visual ground segment.--------------------------------------------------------------------------------------------------------------------------------------------------------
The visible segment Landing The QTG must contain X X X X Pre-position for
in the simulator configuration, with appropriate this test is
must be [20% of the the aircraft trimmed calculations and a encouraged but may
segment computed to for the appropriate drawing showing the be achieved via
be visible from the airspeed, where the pertinent data used manual or autopilot
airplane flight MLG are at 100 ft to establish the control to the
deck. This tolerance (30 m) above the airplane location and desired position.
may be applied at plane of the the segment of the
the far end of the touchdown zone, ground that is
displayed segment. while on the visible considering
However, lights and electronic glide design eyepoint, the
ground objects slope with an RVR airplane attitude,
computed to be value set at 1,200 flight deck cut-off
visible from the ft (350 m). angle, and a
airplane flight deck visibility of 1200 ft
at the near end of (350 m) RVR.
the visible segment Simulator performance
must be visible in must be measured
the simulator. against the QTG
calculations. The
data submitted must
include at least the
following:.
(1) Static airplane
dimensions as
follows:.
(i) Horizontal and
vertical distance
from main landing
gear (MLG) to
glideslope reception
antenna..
(ii) Horizontal and
vertical distance
from MLG to pilot's
eyepoint..
(iii) Static flight
deck cutoff angle..
(2) Approach data as
follows:.
(i) Identification of
runway..
(ii) Horizontal
distance from runway
threshold to
glideslope intercept
with runway..
(iii) Glideslope
angle..
(iv) Airplane pitch
angle on approach..
(3) Airplane data for
manual testing:.
(i) Gross weight......
(ii) Airplane
configuration..
(iii) Approach
airspeed. If non-
homogenous fog is
used to obscure
visibility, the
vertical variation in
horizontal visibility
must be described and
be included in the
slant range
visibility
calculation used in
the computations..--------------------------------------------------------------------------------------------------------------------------------------------------------5. Sound System.--------------------------------------------------------------------------------------------------------------------------------------------------------The sponsor will not be required to repeat the airplane tests (i.e., tests 5.a.1. through 5.a.8. (or 5.b.1.
through 5.b.9.) and 5.c., as appropriate) during continuing qualification evaluations if frequency response
and background noise test results are within tolerance when compared to the initial qualification evaluation
results, and the sponsor shows that no software changes have occurred that will affect the airplane test
results. If the frequency response test method is chosen and fails, the sponsor may elect to fix the
frequency response problem and repeat the test or the sponsor may elect to repeat the airplane tests. If the
airplane tests are repeated during continuing qualification evaluations, the results may be compared against
initial qualification evaluation results or airplane master data. All tests in this section must be presented
using an unweighted \1/3\-octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 second
average must be taken at the location corresponding to the airplane data set. The airplane and flight
simulator results must be produced using comparable data analysis techniques..--------------------------------------------------------------------------------------------------------------------------------------------------------5.a.............. Turbo-jet airplanes.--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.1............ Ready for engine [5 dB per \1/3\ Ground............... Normal conditions X
start. octave band. prior to engine start
with the Auxiliary
Power Unit operating,
if appropriate.--------------------------------------------------------------------------------------------------------------------------------------------------------5.a.2............ All engines at idle.. [5 dB per \1/3\ Ground............... Normal condition prior X
octave band. to takeoff.--------------------------------------------------------------------------------------------------------------------------------------------------------5.a.3............ All engines at [5 dB per \1/3\ Ground............... Normal condition prior X
maximum allowable octave band. to takeoff.
thrust with brakes
set.--------------------------------------------------------------------------------------------------------------------------------------------------------5.a.4............ Climb................ [5 dB per \1/3\ En-route climb....... Medium altitude....... X
octave band.--------------------------------------------------------------------------------------------------------------------------------------------------------5.a.5............ Cruise............... [5 dB per \1/3\ Cruise............... Normal cruise X
octave band. configuration.--------------------------------------------------------------------------------------------------------------------------------------------------------5.a.6............ Speedbrake / spoilers [5 dB per \1/3\ Cruise............... Normal and constant X
extended (as octave band. speedbrake deflection
appropriate). for descent at a
constant airspeed and
power setting.--------------------------------------------------------------------------------------------------------------------------------------------------------5.a.7............ Initial approach..... [5 dB per \1/3\ Approach............. Constant airspeed, X
octave band. gear up, flaps and
slats, as appropriate.--------------------------------------------------------------------------------------------------------------------------------------------------------5.a.8............ Final approach....... [5 dB per \1/3\ Landing.............. Constant airspeed, X
octave band. gear down, full flaps.--------------------------------------------------------------------------------------------------------------------------------------------------------5.b.............. Propeller airplanes.--------------------------------------------------------------------------------------------------------------------------------------------------------5.b.1............ Ready for engine [5 dB per \1/3\ Ground............... Normal conditions X
start. octave band. prior to engine start
with the Auxiliary
Power Unit operating,
if appropriate.--------------------------------------------------------------------------------------------------------------------------------------------------------5.b.2............ All propellers [5 dB per \1/3\ Ground............... Normal condition prior X
feathered. octave band. to takeoff.--------------------------------------------------------------------------------------------------------------------------------------------------------5.b.3............ Ground idle or [5 dB per \1/3\ Ground............... Normal condition prior X
equivalent. octave band. to takeoff.--------------------------------------------------------------------------------------------------------------------------------------------------------5.b.4............ Flight idle or [5 dB per \1/3\ Ground............... Normal condition prior X
equivalent. octave band. to takeoff.--------------------------------------------------------------------------------------------------------------------------------------------------------5.b.5............ All engines at [5 dB per \1/3\ Ground............... Normal condition prior X
maximum allowable octave band. to takeoff.
power with brakes
set.--------------------------------------------------------------------------------------------------------------------------------------------------------5.b.6............ Climb................ [5 dB per \1/3\ En-route climb....... Medium altitude....... X
octave band.--------------------------------------------------------------------------------------------------------------------------------------------------------5.b.7............ Cruise............... [5 dB per \1/3\ Cruise............... Normal cruise X
octave band. configuration.--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.8............ Initial approach..... [5 dB per \1/3\ Approach............. Constant airspeed, X
octave band. gear up, flaps
extended as
appropriate, RPM as
per operating manual.--------------------------------------------------------------------------------------------------------------------------------------------------------5.b.9............ Final Approach....... [5 dB per \1/3\ Landing.............. Constant airspeed, X
octave band. gear down, full
flaps, RPM as per
operating manual.--------------------------------------------------------------------------------------------------------------------------------------------------------5.c.............. Special cases.--------------------------------------------------------------------------------------------------------------------------------------------------------
[5 dB per \1/3\ As appropriate....... X These special cases
octave band. are identified as
particularly
significant during
critical phases of
flight and ground
operations for a
specific airplane
type or model.--------------------------------------------------------------------------------------------------------------------------------------------------------5.d.............. Background noise.--------------------------------------------------------------------------------------------------------------------------------------------------------
[3 dB per \1/3\ Results of the X The sound in the
octave band. background noise at simulator will be
initial qualification evaluated to ensure
must be included in that the background
the MQTG. noise does not
Measurements must be interfere with
made with the training, testing,
simulation running, or checking.
the sound muted and a
``dead'' flight deck.--------------------------------------------------------------------------------------------------------------------------------------------------------5.e.............. Frequency response.--------------------------------------------------------------------------------------------------------------------------------------------------------
[5 dB on three (3) Applicable only to X Measurements are
consecutive bands Continuing compared to those
when compared to Qualification taken during
initial evaluation; Evaluations. If initial
and [2 dB when frequency response qualification
comparing the plots are provided evaluation.
average of the for each channel at
absolute differences the initial
between initial and qualification
continuing evaluation, these
qualification plots may be repeated
evaluation. at the continuing
qualification
evaluation with the
following tolerances
applied: (a) The
continuing
qualification \1/3\
octave band
amplitudes must not
exceed [5 dB for
three consecutive
bands when compared
to initial results.
(b) The average of
the sum of the
absolute differences
between initial and
continuing
qualification results
must not exceed 2 dB
(refer to Table A2B
in this attachment).-------------------------------------------------------------------------------------------------------------------------------------------------------- ________________________________________________________________________
Begin Information
3. General
a. If relevant winds are present in the objective data, the wind vector should be clearly noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for test near the ground.
b. The reader is encouraged to review the Airplane Flight Simulator Evaluation Handbook, Volumes I and II, published by the Royal Aeronautical Society, London, UK, and AC 25-7, as amended, Flight Test Guide for Certification of Transport Category Airplanes, and AC 23-8, as amended, Flight Test Guide for Certification of Part 23 Airplanes, for references and examples regarding flight testing requirements and techniques.
4. Control Dynamics
a. General. The characteristics of an airplane flight control system have a major effect on handling qualities. A significant consideration in pilot acceptability of an airplane is the ``feel'' provided through the flight controls. Considerable effort is expended on airplane feel system design so that pilots will be comfortable and will consider the airplane desirable to fly. In order for an FFS to be representative, it should ``feel'' like the airplane being simulated. Compliance with this requirement is determined by comparing a recording of the control feel dynamics of the FFS to actual airplane measurements in the takeoff, cruise and landing configurations.
(1) Recordings such as free response to an impulse or step function are classically used to estimate the dynamic properties of electromechanical systems. In any case, it is only possible to estimate the dynamic properties as a result of being able to estimate true inputs and responses. Therefore, it is imperative that the best possible data be collected since close matching of the FFS control loading system to the airplane system is essential. The required dynamic control tests are described in Table A2A of this attachment.
(2) For initial and upgrade evaluations, the QPS requires that control dynamics characteristics be measured and recorded directly from the flight controls (Handling Qualities--Table A2A). This procedure is usually accomplished by measuring the free response of the controls using a step or impulse input to excite the system. The procedure should be accomplished in the takeoff, cruise and landing flight conditions and configurations.
(3) For airplanes with irreversible control systems, measurements may be obtained on the ground if proper pitot-static inputs are provided to represent airspeeds typical of those encountered in flight. Likewise, it may be shown that for some airplanes, takeoff, cruise, and landing configurations have like effects. Thus, one may suffice for another. In either case, engineering validation or airplane manufacturer rationale should be submitted as justification for ground tests or for eliminating a configuration. For FFSs requiring static and dynamic tests at the controls, special test fixtures will not be required during initial and upgrade evaluations if the QTG shows both test fixture results and the results of an alternate approach (e.g., computer plots that were produced concurrently and show satisfactory agreement). Repeat of the alternate method during the initial evaluation satisfies this test requirement.
b. Control Dynamics Evaluation. The dynamic properties of control systems are often stated in terms of frequency, damping and a number of other classical measurements. In order to establish a consistent means of validating test results for FFS control loading, criteria are needed that will clearly define the measurement interpretation and the applied tolerances. Criteria are needed for underdamped, critically damped and overdamped systems. In the case of an underdamped system with very light damping, the system may be quantified in terms of frequency and damping. In critically damped or overdamped systems, the frequency and damping are not readily measured from a response time history. Therefore, the following suggested measurements may be used:
(1) For Level C and D simulators. Tests to verify that control feel dynamics represent the airplane should show that the dynamic damping cycles (free response of the controls) match those of the airplane within specified tolerances. The NSPM recognizes that several different testing methods may be used to verify the control feel dynamic response. The NSPM will consider the merits of testing methods based on reliability and consistency. One acceptable method of evaluating the response and the tolerance to be applied is described below for the underdamped and critically damped cases. A sponsor using this method to comply with the QPS requirements should perform the tests as follows:
(a) Underdamped response. Two measurements are required for the period, the time to first zero crossing (in case a rate limit is present) and the subsequent frequency of oscillation. It is necessary to measure cycles on an individual basis in case there are non-uniform periods in the response. Each period will be independently compared to the respective period of the airplane control system and, consequently, will enjoy the full tolerance specified for that period. The damping tolerance will be applied to overshoots on an individual basis. Care should be taken when applying the tolerance to small overshoots since the significance of such overshoots becomes questionable. Only those overshoots larger than 5 per cent of the total initial displacement should be considered. The residual band, labeled T(Ad) on Figure A2A is [5 percent of the initial displacement amplitude Ad from the steady state value of the oscillation. Only oscillations outside the residual band are considered significant. When comparing FFS data to airplane data, the process should begin by overlaying or aligning the FFS and airplane steady state values and then comparing amplitudes of oscillation peaks, the time of the first zero crossing and individual periods of oscillation. The FFS should show the same number of significant overshoots to within one when compared against the airplane data. The procedure for evaluating the response is illustrated in Figure A2A.
(b) Critically damped and overdamped response. Due to the nature of critically damped and overdamped responses (no overshoots), the time to reach 90 percent of the steady state (neutral point) value should be the same as the airplane within [10 percent. Figure A2B illustrates the procedure.
(c) Special considerations. Control systems that exhibit characteristics other than classical overdamped or underdamped responses should meet specified tolerances. In addition, special consideration should be given to ensure that significant trends are maintained.
(2) Tolerances.
(a) The following table summarizes the tolerances, T, for underdamped systems, and ``n'' is the sequential period of a full cycle of oscillation. See Figure A2A of this attachment for an illustration of the referenced measurements. T(P0)..................................... [10% of P0.T(P1)..................................... [20% of P1.T(P2)..................................... [30% of P2.T(Pn)..................................... [10(n+1)% of Pn.T(An)..................................... [10% of A1.T(Ad)..................................... [5% of Ad = residual band.
Significant overshoots, First overshoot and [1 subsequent overshoots.
(b) The following tolerance applies to critically damped and overdamped systems only. See Figure A2B for an illustration of the reference measurements: T(P0)..................................... [10% of P0
End Information ________________________________________________________________________
Begin QPS Requirement
c. Alternative method for control dynamics evaluation.
(1) An alternative means for validating control dynamics for aircraft with hydraulically powered flight controls and artificial feel systems is by the measurement of control force and rate of movement. For each axis of pitch, roll, and yaw, the control must be forced to its maximum extreme position for the following distinct rates. These tests are conducted under normal flight and ground conditions.
(a) Static test--Slowly move the control so that a full sweep is achieved within 95 to 105 seconds. A full sweep is defined as movement of the controller from neutral to the stop, usually aft or right stop, then to the opposite stop, then to the neutral position.
(b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.
(c) Fast dynamic test--Achieve a full sweep within 3-5 seconds.
Note: Dynamic sweeps may be limited to forces not exceeding 100 lbs. (44.5 daN).
(d) Tolerances
(i) Static test; see Table A2A, FFS Objective Tests, Entries 2.a.1., 2.a.2., and 2.a.3.
(ii) Dynamic test--[2 lbs (0.9 daN) or [10% on dynamic increment above static test.
End QPS Requirement ________________________________________________________________________
Begin Information
d. The FAA is open to alternative means such as the one described above. The alternatives should be justified and appropriate to the application. For example, the method described here may not apply to all manufacturers' systems and certainly not to aircraft with reversible control systems. Each case is considered on its own merit on an ad hoc basis. If the FAA finds that alternative methods do not result in satisfactory performance, more conventionally accepted methods will have to be used. [GRAPHIC] [TIFF OMITTED] TR09MY08.000 [GRAPHIC] [TIFF OMITTED] TR09MY08.001
5. Ground Effect
a. For an FFS to be used for take-off and landing (not applicable to Level A simulators in that the landing maneuver may not be credited in a Level A simulator) it should reproduce the aerodynamic changes that occur in ground effect. The parameters chosen for FFS validation should indicate these changes.
(1) A dedicated test should be provided that will validate the aerodynamic ground effect characteristics.
(2) The organization performing the flight tests may select appropriate test methods and procedures to validate ground effect. However, the flight tests should be performed with enough duration near the ground to sufficiently validate the ground-effect model.
b. The NSPM will consider the merits of testing methods based on reliability and consistency. Acceptable methods of validating ground effect are described below. If other methods are proposed, rationale should be provided to conclude that the tests performed validate the ground-effect model. A sponsor using the methods described below to comply with the QPS requirements should perform the tests as follows:
(1) Level fly-bys. The level fly-bys should be conducted at a minimum of three altitudes within the ground effect, including one at no more than 10% of the wingspan above the ground, one each at approximately 30% and 50% of the wingspan where height refers to main gear tire above the ground. In addition, one level-flight trim condition should be conducted out of ground effect (e.g., at 150% of wingspan).
(2) Shallow approach landing. The shallow approach landing should be performed at a glide slope of approximately one degree with negligible pilot activity until flare.
c. The lateral-directional characteristics are also altered by ground effect. For example, because of changes in lift, roll damping is affected. The change in roll damping will affect other dynamic modes usually evaluated for FFS validation. In fact, Dutch roll dynamics, spiral stability, and roll-rate for a given lateral control input are altered by ground effect. Steady heading sideslips will also be affected. These effects should be accounted for in the FFS modeling. Several tests such as crosswind landing, one engine inoperative landing, and engine failure on take-off serve to validate lateral-directional ground effect since portions of these tests are accomplished as the aircraft is descending through heights above the runway at which ground effect is an important factor.
6. Motion System
a. General.
(1) Pilots use continuous information signals to regulate the state of the airplane. In concert with the instruments and outside-world visual information, whole-body motion feedback is essential in assisting the pilot to control the airplane dynamics, particularly in the presence of external disturbances. The motion system should meet basic objective performance criteria, and should be subjectively tuned at the pilot's seat position to represent the linear and angular accelerations of the airplane during a prescribed minimum set of maneuvers and conditions. The response of the motion cueing system should also be repeatable.
(2) The Motion System tests in Section 3 of Table A2A are intended to qualify the FFS motion cueing system from a mechanical performance standpoint. Additionally, the list of motion effects provides a representative sample of dynamic conditions that should be present in the flight simulator. An additional list of representative, training-critical maneuvers, selected from Section 1 (Performance tests), and Section 2 (Handling Qualities tests), in Table A2A, that should be recorded during initial qualification (but without tolerance) to indicate the flight simulator motion cueing performance signature have been identified (reference Section 3.e). These tests are intended to help improve the overall standard of FFS motion cueing.
b. Motion System Checks. The intent of test 3a, Frequency Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as described in the Table of Objective Tests, is to demonstrate the performance of the motion system hardware, and to check the integrity of the motion set-up with regard to calibration and wear. These tests are independent of the motion cueing software and should be considered robotic tests.
c. Motion System Repeatability. The intent of this test is to ensure that the motion system software and motion system hardware have not degraded or changed over time. This diagnostic test should be completed during continuing qualification checks in lieu of the robotic tests. This will allow an improved ability to determine changes in the software or determine degradation in the hardware. The following information delineates the methodology that should be used for this test.
(1) Input: The inputs should be such that rotational accelerations, rotational rates, and linear accelerations are inserted before the transfer from airplane center of gravity to pilot reference point with a minimum amplitude of 5 deg/sec/sec, 10 deg/sec and 0.3 g, respectively, to provide adequate analysis of the output.
(2) Recommended output:
(a) Actual platform linear accelerations; the output will comprise accelerations due to both the linear and rotational motion acceleration;
(b) Motion actuators position.
d. Motion Cueing Performance Signature.
(1) Background. The intent of this test is to provide quantitative time history records of motion system response to a selected set of automated QTG maneuvers during initial qualification. This is not intended to be a comparison of the motion platform accelerations against the flight test recorded accelerations (i.e., not to be compared against airplane cueing). If there is a modification to the initially qualified motion software or motion hardware (e.g., motion washout filter, simulator payload change greater than 10%) then a new baseline may need to be established.
(2) Test Selection. The conditions identified in Section 3.e. in Table A2A are those maneuvers where motion cueing is the most discernible. They are general tests applicable to all types of airplanes and should be completed for motion cueing performance signature at any time acceptable to the NSPM prior to or during the initial qualification evaluation, and the results included in the MQTG.
(3) Priority. Motion system should be designed with the intent of placing greater importance on those maneuvers that directly influence pilot perception and control of the airplane motions. For the maneuvers identified in section 3.e. in Table A2A, the flight simulator motion cueing system should have a high tilt co-ordination gain, high rotational gain, and high correlation with respect to the airplane simulation model.
(4) Data Recording. The minimum list of parameters provided should allow for the determination of the flight simulator's motion cueing performance signature for the initial qualification evaluation. The following parameters are recommended as being acceptable to perform such a function:
(a) Flight model acceleration and rotational rate commands at the pilot reference point;
(b) Motion actuators position;
(c) Actual platform position;
(d) Actual platform acceleration at pilot reference point.
e. Motion Vibrations.
(1) Presentation of results. The characteristic motion vibrations may be used to verify that the flight simulator can reproduce the frequency content of the airplane when flown in specific conditions. The test results should be presented as a Power Spectral Density (PSD) plot with frequencies on the horizontal axis and amplitude on the vertical axis. The airplane data and flight simulator data should be presented in the same format with the same scaling. The algorithms used for generating the flight simulator data should be the same as those used for the airplane data. If they are not the same then the algorithms used for the flight simulator data should be proven to be sufficiently comparable. As a minimum, the results along the dominant axes should be presented and a rationale for not presenting the other axes should be provided.
(2) Interpretation of results. The overall trend of the PSD plot should be considered while focusing on the dominant frequencies. Less emphasis should be placed on the differences at the high frequency and low amplitude portions of the PSD plot. During the analysis, certain structural components of the flight simulator have resonant frequencies that are filtered and may not appear in the PSD plot. If filtering is required, the notch filter bandwidth should be limited to 1 Hz to ensure that the buffet feel is not adversely affected. In addition, a rationale should be provided to explain that the characteristic motion vibration is not being adversely affected by the filtering. The amplitude should match airplane data as described below. However, if the PSD plot was altered for subjective reasons, a rationale should be provided to justify the change. If the plot is on a logarithmic scale, it may be difficult to interpret the amplitude of the buffet in terms of acceleration. For example, a 1x10-3 g-rms2/Hz would describe a heavy buffet and may be seen in the deep stall regime. Alternatively, a 1x10-6 g-rms2/Hz buffet is almost not perceivable; but may represent a flap buffet at low speed. The previous two examples differ in magnitude by 1000. On a PSD plot this represents three decades (one decade is a change in order of magnitude of 10; and two decades is a change in order of magnitude of 100).
Note: In the example, ``g-rms2 is the mathematical expression for ``g's root mean squared.''
7. Sound System
a. General. The total sound environment in the airplane is very complex, and changes with atmospheric conditions, airplane configuration, airspeed, altitude, and power settings. Flight deck sounds are an important component of the flight deck operational environment and provide valuable information to the flight crew. These aural cues can either assist the crew (as an indication of an abnormal situation), or hinder the crew (as a distraction or nuisance). For effective training, the flight simulator should provide flight deck sounds that are perceptible to the pilot during normal and abnormal operations, and comparable to those of the airplane. The flight simulator operator should carefully evaluate background noises in the location where the device will be installed. To demonstrate compliance with the sound requirements, the objective or validation tests in this attachment were selected to provide a representative sample of normal static conditions typically experienced by a pilot.
b. Alternate propulsion. For FFS with multiple propulsion configurations, any condition listed in Table A2A of this attachment should be presented for evaluation as part of the QTG if identified by the airplane manufacturer or other data supplier as significantly different due to a change in propulsion system (engine or propeller).
c. Data and Data Collection System.
(1) Information provided to the flight simulator manufacturer should be presented in the format suggested by the International Air Transport Association (IATA) ``Flight Simulator Design and Performance Data Requirements,'' as amended. This information should contain calibration and frequency response data.
(2) The system used to perform the tests listed in Table A2A should comply with the following standards:
(a) The specifications for octave, half octave, and third octave band filter sets may be found in American National Standards Institute (ANSI) S1.11-1986;
(b) Measurement microphones should be type WS2 or better, as described in International Electrotechnical Commission (IEC) 1094-4-1995.
(3) Headsets. If headsets are used during normal operation of the airplane they should also be used during the flight simulator evaluation.
(4) Playback equipment. Playback equipment and recordings of the QTG conditions should be provided during initial evaluations.
(5) Background noise.
(a) Background noise is the noise in the flight simulator that is not associated with the airplane, but is caused by the flight simulator's cooling and hydraulic systems and extraneous noise from other locations in the building. Background noise can seriously impact the correct simulation of airplane sounds and should be kept below the airplane sounds. In some cases, the sound level of the simulation can be increased to compensate for the background noise. However, this approach is limited by the specified tolerances and by the subjective acceptability of the sound environment to the evaluation pilot.
(b) The acceptability of the background noise levels is dependent upon the normal sound levels in the airplane being represented. Background noise levels that fall below the lines defined by the following points, may be acceptable:
(i) 70 dB @ 50 Hz;
(ii) 55 dB @ 1000 Hz;
(iii) 30 dB @ 16 kHz
(Note: These limits are for unweighted \1/3\ octave band sound levels. Meeting these limits for background noise does not ensure an acceptable flight simulator. Airplane sounds that fall below this limit require careful review and may require lower limits on background noise.)
(6) Validation testing. Deficiencies in airplane recordings should be considered when applying the specified tolerances to ensure that the simulation is representative of the airplane. Examples of typical deficiencies are:
(a) Variation of data between tail numbers;
(b) Frequency response of microphones;
(c) Repeatability of the measurements.
Table A2B--Example of Continuing Qualification Frequency Response Test
Tolerance------------------------------------------------------------------------
Continuing
Initial qualification Absolute
Band center frequency results results difference
(dBSPL) (dBSPL)------------------------------------------------------------------------50............................. 75.0 73.8 1.263............................. 75.9 75.6 0.380............................. 77.1 76.5 0.6100............................ 78.0 78.3 0.3125............................ 81.9 81.3 0.6160............................ 79.8 80.1 0.3200............................ 83.1 84.9 1.8250............................ 78.6 78.9 0.3315............................ 79.5 78.3 1.2400............................ 80.1 79.5 0.6500............................ 80.7 79.8 0.9630............................ 81.9 80.4 1.5800............................ 73.2 74.1 0.91000........................... 79.2 80.1 0.91250........................... 80.7 82.8 2.11600........................... 81.6 78.6 3.02000........................... 76.2 74.4 1.82500........................... 79.5 80.7 1.23150........................... 80.1 77.1 3.04000........................... 78.9 78.6 0.35000........................... 80.1 77.1 3.06300........................... 80.7 80.4 0.38000........................... 84.3 85.5 1.210000.......................... 81.3 79.8 1.512500.......................... 80.7 80.1 0.616000.......................... 71.1 71.1 0.0
----------------------------------------
Average.................... ........... ............. 1.1------------------------------------------------------------------------
8. Additional Information About Flight Simulator Qualification for New
or Derivative Airplanes
a. Typically, an airplane manufacturer's approved final data for performance, handling qualities, systems or avionics is not available until well after a new or derivative airplane has entered service. However, flight crew training and certification often begins several months prior to the entry of the first airplane into service. Consequently, it may be necessary to use preliminary data provided by the airplane manufacturer for interim qualification of flight simulators.
b. In these cases, the NSPM may accept certain partially validated preliminary airplane and systems data, and early release (``red label'') avionics data in order to permit the necessary program schedule for training, certification, and service introduction.
c. Simulator sponsors seeking qualification based on preliminary data should consult the NSPM to make special arrangements for using preliminary data for flight simulator qualification. The sponsor should also consult the airplane and flight simulator manufacturers to develop a data plan and flight simulator qualification plan.
d. The procedure to be followed to gain NSPM acceptance of preliminary data will vary from case to case and between airplane manufacturers. Each airplane manufacturer's new airplane development and test program is designed to suit the needs of the particular project and may not contain the same events or sequence of events as another manufacturer's program, or even the same manufacturer's program for a different airplane. Therefore, there cannot be a prescribed invariable procedure for acceptance of preliminary data, but instead there should be a statement describing the final sequence of events, data sources, and validation procedures agreed by the simulator sponsor, the airplane manufacturer, the flight simulator manufacturer, and the NSPM.
Note: A description of airplane manufacturer-provided data needed for flight simulator modeling and validation is to be found in the IATA Document ``Flight Simulator Design and Performance Data Requirements,'' as amended.
e. The preliminary data should be the manufacturer's best representation of the airplane, with assurance that the final data will not significantly deviate from the preliminary estimates. Data derived from these predictive or preliminary techniques should be validated against available sources including, at least, the following:
(1) Manufacturer's engineering report. The report should explain the predictive method used and illustrate past success of the method on similar projects. For example, the manufacturer could show the application of the method to an earlier airplane model or predict the characteristics of an earlier model and compare the results to final data for that model.
(2) Early flight test results. This data is often derived from airplane certification tests, and should be used to maximum advantage for early flight simulator validation. Certain critical tests that would normally be done early in the airplane certification program should be included to validate essential pilot training and certification maneuvers. These include cases where a pilot is expected to cope with an airplane failure mode or an engine failure. Flight test data that will be available early in the flight test program will depend on the airplane manufacturer's flight test program design and may not be the same in each case. The flight test program of the airplane manufacturer should include provisions for generation of very early flight test results for flight simulator validation.
f. The use of preliminary data is not indefinite. The airplane manufacturer's final data should be available within 12 months after the airplane's first entry into service or as agreed by the NSPM, the simulator sponsor, and the airplane manufacturer. When applying for interim qualification using preliminary data, the simulator sponsor and the NSPM should agree on the update program. This includes specifying that the final data update will be installed in the flight simulator within a period of 12 months following the final data release, unless special conditions exist and a different schedule is acceptable. The flight simulator performance and handling validation would then be based on data derived from flight tests or from other approved sources. Initial airplane systems data should be updated after engineering tests. Final airplane systems data should also be used for flight simulator programming and validation.
g. Flight simulator avionics should stay essentially in step with airplane avionics (hardware and software) updates. The permitted time lapse between airplane and flight simulator updates should be minimal. It may depend on the magnitude of the update and whether the QTG and pilot training and certification are affected. Differences in airplane and flight simulator avionics versions and the resulting effects on flight simulator qualification should be agreed between the simulator sponsor and the NSPM. Consultation with the flight simulator manufacturer is desirable throughout the qualification process.
h. The following describes an example of the design data and sources that might be used in the development of an interim qualification plan.
(1) The plan should consist of the development of a QTG based upon a mix of flight test and engineering simulation data. For data collected from specific airplane flight tests or other flights, the required design model or data changes necessary to support an acceptable Proof of Match (POM) should be generated by the airplane manufacturer.
(2) For proper validation of the two sets of data, the airplane manufacturer should compare their simulation model responses against the flight test data, when driven by the same control inputs and subjected to the same atmospheric conditions as recorded in the flight test. The model responses should result from a simulation where the following systems are run in an integrated fashion and are consistent with the design data released to the flight simulator manufacturer:
(a) Propulsion;
(b) Aerodynamics;
(c) Mass properties;
(d) Flight controls;
(e) Stability augmentation; and
(f) Brakes/landing gear.
i. A qualified test pilot should be used to assess handling qualities and performance evaluations for the qualification of flight simulators of new airplane types.
End Information ________________________________________________________________________
Begin QPS Requirement
9. Engineering Simulator--Validation Data
a. When a fully validated simulation (i.e., validated with flight test results) is modified due to changes to the simulated airplane configuration, the airplane manufacturer or other acceptable data supplier must coordinate with the NSPM if they propose to supply validation data from an ``audited'' engineering simulator/simulation to selectively supplement flight test data. The NSPM must be provided an opportunity to audit the engineering simulation or the engineering simulator used to generate the validation data. Validation data from an audited engineering simulation may be used for changes that are incremental in nature. Manufacturers or other data suppliers must be able to demonstrate that the predicted changes in aircraft performance are based on acceptable aeronautical principles with proven success history and valid outcomes. This must include comparisons of predicted and flight test validated data.
b. Airplane manufacturers or other acceptable data suppliers seeking to use an engineering simulator for simulation validation data as an alternative to flight-test derived validation data, must contact the NSPM and provide the following:
(1) A description of the proposed aircraft changes, a description of the proposed simulation model changes, and the use of an integral configuration management process, including a description of the actual simulation model modifications that includes a step-by-step description leading from the original model(s) to the current model(s).
(2) A schedule for review by the NSPM of the proposed plan and the subsequent validation data to establish acceptability of the proposal.
(3) Validation data from an audited engineering simulator/simulation to supplement specific segments of the flight test data.
c. To be qualified to supply engineering simulator validation data, for aerodynamic, engine, flight control, or ground handling models, an airplane manufacturer or other acceptable data supplier must:
(1) Be able to verify their ability able to:
(a) Develop and implement high fidelity simulation models; and
(b) Predict the handling and performance characteristics of an airplane with sufficient accuracy to avoid additional flight test activities for those handling and performance characteristics.
(2) Have an engineering simulator that:
(a) Is a physical entity, complete with a flight deck representative of the simulated class of airplane;
(b) Has controls sufficient for manual flight;
(c) Has models that run in an integrated manner;
(d) Has fully flight-test validated simulation models as the original or baseline simulation models;
(e) Has an out-of-the-flight deck visual system;
(f) Has actual avionics boxes interchangeable with the equivalent software simulations to support validation of released software;
(g) Uses the same models as released to the training community (which are also used to produce stand-alone proof-of-match and checkout documents);
(h) Is used to support airplane development and certification; and
(i) Has been found to be a high fidelity representation of the airplane by the manufacturer's pilots (or other acceptable data supplier), certificate holders, and the NSPM.
(3) Use the engineering simulator/simulation to produce a representative set of integrated proof-of-match cases.
(4) Use a configuration control system covering hardware and software for the operating components of the engineering simulator/simulation.
(5) Demonstrate that the predicted effects of the change(s) are within the provisions of sub-paragraph ``a'' of this section, and confirm that additional flight test data are not required.
d. Additional Requirements for Validation Data
(1) When used to provide validation data, an engineering simulator must meet the simulator standards currently applicable to training simulators except for the data package.
(2) The data package used must be:
(a) Comprised of the engineering predictions derived from the airplane design, development, or certification process;
(b) Based on acceptable aeronautical principles with proven success history and valid outcomes for aerodynamics, engine operations, avionics operations, flight control applications, or ground handling;
(c) Verified with existing flight-test data; and
(d) Applicable to the configuration of a production airplane, as opposed to a flight-test airplane.
(3) Where engineering simulator data are used as part of a QTG, an essential match must exist between the training simulator and the validation data.
(4) Training flight simulator(s) using these baseline and modified simulation models must be qualified to at least internationally recognized standards, such as contained in the ICAO Document 9625, the ``Manual of Criteria for the Qualification of Flight Simulators.''
End QPS Requirement ________________________________________________________________________
10. [Reserved]
11. Validation Test Tolerances ________________________________________________________________________
Begin Information
a. Non-Flight-Test Tolerances
(1) If engineering simulator data or other non-flight-test data are used as an allowable form of reference validation data for the objective tests listed in Table A2A of this attachment, the data provider must supply a well-documented mathematical model and testing procedure that enables a replication of the engineering simulation results within 20% of the corresponding flight test tolerances.
b. Background
(1) The tolerances listed in Table A2A of this attachment are designed to measure the quality of the match using flight-test data as a reference.
(2) Good engineering judgment should be applied to all tolerances in any test. A test is failed when the results clearly fall outside of the prescribed tolerance(s).
(3) Engineering simulator data are acceptable because the same simulation models used to produce the reference data are also used to test the flight training simulator (i.e., the two sets of results should be ``essentially'' similar).
(4) The results from the two sources may differ for the following reasons:
(a) Hardware (avionics units and flight controls);
(b) Iteration rates;
(c) Execution order;
(d) Integration methods;
(e) Processor architecture;
(f) Digital drift, including:
(i) Interpolation methods;
(ii) Data handling differences; and
(iii) Auto-test trim tolerances.
(5) The tolerance limit between the reference data and the flight simulator results is generally 20% of the corresponding ``flight-test'' tolerances. However, there may be cases where the simulator models used are of higher fidelity, or the manner in which they are cascaded in the integrated testing loop have the effect of a higher fidelity, than those supplied by the data provider. Under these circumstances, it is possible that an error greater than 20% may be generated. An error greater than 20% may be acceptable if simulator sponsor can provide an adequate explanation.
(6) Guidelines are needed for the application of tolerances to engineering-simulator-generated validation data because:
(a) Flight-test data are often not available due to technical reasons;
(b) Alternative technical solutions are being advanced; and
(c) High costs.
12. Validation Data Roadmap
a. Airplane manufacturers or other data suppliers should supply a validation data roadmap (VDR) document as part of the data package. A VDR document contains guidance material from the airplane validation data supplier recommending the best possible sources of data to be used as validation data in the QTG. A VDR is of special value when requesting interim qualification, qualification of simulators for airplanes certificated prior to 1992, and qualification of alternate engine or avionics fits. A sponsor seeking to have a device qualified in accordance with the standards contained in this QPS appendix should submit a VDR to the NSPM as early as possible in the planning stages. The NSPM is the final authority to approve the data to be used as validation material for the QTG. The NSPM and the Joint Aviation Authorities' Synthetic Training Devices Advisory Board have committed to maintain a list of agreed VDRs.
b. The VDR should identify (in matrix format) sources of data for all required tests. It should also provide guidance regarding the validity of these data for a specific engine type, thrust rating configuration, and the revision levels of all avionics affecting airplane handling qualities and performance. The VDR should include rationale or explanation in cases where data or parameters are missing, engineering simulation data are to be used, flight test methods require explanation, or there is any deviation from data requirements. Additionally, the document should refer to other appropriate sources of validation data (e.g., sound and vibration data documents).
c. The Sample Validation Data Roadmap (VDR) for airplanes, shown in Table A2C, depicts a generic roadmap matrix identifying sources of validation data for an abbreviated list of tests. This document is merely a sample and does not provide actual data. A complete matrix should address all test conditions and provide actual data and data sources.
d. Two examples of rationale pages are presented in Appendix F of the IATA ``Flight Simulator Design and Performance Data Requirements.'' These illustrate the type of airplane and avionics configuration information and descriptive engineering rationale used to describe data anomalies or provide an acceptable basis for using alternative data for QTG validation requirements.
End Information ________________________________________________________________________ [GRAPHIC] [TIFF OMITTED] TR09MY08.002
Begin Information ________________________________________________________________________
13. Acceptance Guidelines for Alternative Engines Data.
a. Background
(1) For a new airplane type, the majority of flight validation data are collected on the first airplane configuration with a ``baseline'' engine type. These data are then used to validate all flight simulators representing that airplane type.
(2) Additional flight test validation data may be needed for flight simulators representing an airplane with engines of a different type than the baseline, or for engines with thrust rating that is different from previously validated configurations.
(3) When a flight simulator with alternate engines is to be qualified, the QTG should contain tests against flight test validation data for selected cases where engine differences are expected to be significant.
b. Approval Guidelines For Validating Alternate Engine Applications
(1) The following guidelines apply to flight simulators representing airplanes with alternate engine applications or with more than one engine type or thrust rating.
(2) Validation tests can be segmented into two groups, those that are dependent on engine type or thrust rating and those that are not.
(3) For tests that are independent of engine type or thrust rating, the QTG can be based on validation data from any engine application. Tests in this category should be designated as independent of engine type or thrust rating.
(4) For tests that are affected by engine type, the QTG should contain selected engine-specific flight test data sufficient to validate that particular airplane-engine configuration. These effects may be due to engine dynamic characteristics, thrust levels or engine-related airplane configuration changes. This category is primarily characterized by variations between different engine manufacturers' products, but also includes differences due to significant engine design changes from a previously flight-validated configuration within a single engine type. See Table A2D, Alternate Engine Validation Flight Tests in this section for a list of acceptable tests.
(5) Alternate engine validation data should be based on flight test data, except as noted in sub-paragraphs 13.c.(1) and (2), or where other data are specifically allowed (e.g., engineering simulator/simulation data). If certification of the flight characteristics of the airplane with a new thrust rating (regardless of percentage change) does require certification flight testing with a comprehensive stability and control flight instrumentation package, then the conditions described in Table A2D in this section should be obtained from flight testing and presented in the QTG. Flight test data, other than throttle calibration data, are not required if the new thrust rating is certified on the airplane without need for a comprehensive stability and control flight instrumentation package.
(6) As a supplement to the engine-specific flight tests listed in Table A2D and baseline engine-independent tests, additional engine-specific engineering validation data should be provided in the QTG, as appropriate, to facilitate running the entire QTG with the alternate engine configuration. The sponsor and the NSPM should agree in advance on the specific validation tests to be supported by engineering simulation data.
(7) A matrix or VDR should be provided with the QTG indicating the appropriate validation data source for each test.
(8) The flight test conditions in Table A2D are appropriate and should be sufficient to validate implementation of alternate engines in a flight simulator.
End Information ________________________________________________________________________
Begin QPS Requirement
c. Test Requirements
(1) The QTG must contain selected engine-specific flight test data sufficient to validate the alternative thrust level when:
(a) the engine type is the same, but the thrust rating exceeds that of a previously flight-test validated configuration by five percent (5%) or more; or
(b) the engine type is the same, but the thrust rating is less than the lowest previously flight-test validated rating by fifteen percent (15%) or more. See Table A2D for a list of acceptable tests.
(2) Flight test data is not required if the thrust increase is greater than 5%, but flight tests have confirmed that the thrust increase does not change the airplane's flight characteristics.
(3) Throttle calibration data (i.e., commanded power setting parameter versus throttle position) must be provided to validate all alternate engine types and engine thrust ratings that are higher or lower than a previously validated engine. Data from a test airplane or engineering test bench with the correct engine controller (both hardware and software) are required.
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Begin QPS Requirement
Table A2D--Alternative Engine Validation Flight Tests
Alternative Alternative
Entry No. Test description engine type thrust rating 2
1.b.1., 1.b.4..................--Normal take-off/ground acceleration time and----------------X----------------X-
distance----------------------------------------------------------------------------------------------------------------1.b.2.......................... Vmcg, if performed for airplane certification X X----------------------------------------------------------------------------------------------------------------1.b.5.......................... Engine-out take-off Either test may be1.b.8.......................... Dynamic engine failure performed. X
after take-off..----------------------------------------------------------------------------------------------------------------1.b.7.......................... Rejected take-off if performed for airplane X
certification1.d.1.......................... Cruise performance X1.f.1., 1.f.2.................. Engine acceleration and deceleration X X2.a.7.......................... Throttle calibration \1\ X X2.c.1.......................... Power change dynamics (acceleration) X X2.d.1.......................... Vmca if performed for airplane certification X X2.d.5.......................... Engine inoperative trim X X2.e.1.......................... Normal landing X ...............
(1) through 13.c.(3), for a definition of applicable thrust ratings.
End QPS Requirement ________________________________________________________________________
Begin Information
14. Acceptance Guidelines for Alternative Avionics (Flight-Related
Computers and Controllers)
a. Background
(1) For a new airplane type, the majority of flight validation data are collected on the first airplane configuration with a ``baseline'' flight-related avionics ship-set; (see subparagraph b.(2) of this section). These data are then used to validate all flight simulators representing that airplane type.
(2) Additional validation data may be required for flight simulators representing an airplane with avionics of a different hardware design than the baseline, or a different software revision than previously validated configurations.
(3) When a flight simulator with additional or alternate avionics configurations is to be qualified, the QTG should contain tests against validation data for selected cases where avionics differences are expected to be significant.
b. Approval Guidelines for Validating Alternate Avionics
(1) The following guidelines apply to flight simulators representing airplanes with a revised avionics configuration, or more than one avionics configuration.
(2) The baseline validation data should be based on flight test data, except where other data are specifically allowed (e.g., engineering flight simulator data).
(3) The airplane avionics can be segmented into two groups, systems or components whose functional behavior contributes to the aircraft response presented in the QTG results, and systems that do not. The following avionics are examples of contributory systems for which hardware design changes or software revisions may lead to significant differences in the aircraft response relative to the baseline avionics configuration: Flight control computers and controllers for engines, autopilot, braking system, nosewheel steering system, and high lift system. Related avionics such as stall warning and augmentation systems should also be considered.
(4) The acceptability of validation data used in the QTG for an alternative avionics fit should be determined as follows:
(a) For changes to an avionics system or component that do not affect QTG validation test response, the QTG test can be based on validation data from the previously validated avionics configuration.
(b) For an avionics change to a contributory system, where a specific test is not affected by the change (e.g., the avionics change is a Built In Test Equipment (BITE) update or a modification in a different flight phase), the QTG test can be based on validation data from the previously-validated avionics configuration. The QTG should include authoritative justification (e.g., from the airplane manufacturer or system supplier) that this avionics change does not affect the test.
(c) For an avionics change to a contributory system, the QTG may be based on validation data from the previously-validated avionics configuration if no new functionality is added and the impact of the avionics change on the airplane response is small and based on acceptable aeronautical principles with proven success history and valid outcomes. This should be supplemented with avionics-specific validation data from the airplane manufacturer's engineering simulation, generated with the revised avionics configuration. The QTG should also include an explanation of the nature of the change and its effect on the airplane response.
(d) For an avionics change to a contributory system that significantly affects some tests in the QTG or where new functionality is added, the QTG should be based on validation data from the previously validated avionics configuration and supplemental avionics-specific flight test data sufficient to validate the alternate avionics revision. Additional flight test validation data may not be needed if the avionics changes were certified without the need for testing with a comprehensive flight instrumentation package. The airplane manufacturer should coordinate flight simulator data requirements, in advance with the NSPM.
(5) A matrix or ``roadmap'' should be provided with the QTG indicating the appropriate validation data source for each test. The roadmap should include identification of the revision state of those contributory avionics systems that could affect specific test responses if changed.
15. Transport Delay Testing
a. This paragraph explains how to determine the introduced transport delay through the flight simulator system so that it does not exceed a specific time delay. The transport delay should be measured from control inputs through the interface, through each of the host computer modules and back through the interface to motion, flight instrument, and visual systems. The transport delay should not exceed the maximum allowable interval.
b. Four specific examples of transport delay are:
(1) Simulation of classic non-computer controlled aircraft;
(2) Simulation of computer controlled aircraft using real airplane black boxes;
(3) Simulation of computer controlled aircraft using software emulation of airplane boxes;
(4) Simulation using software avionics or re-hosted instruments.
c. Figure A2C illustrates the total transport delay for a non-computer-controlled airplane or the classic transport delay test. Since there are no airplane-induced delays for this case, the total transport delay is equivalent to the introduced delay.
d. Figure A2D illustrates the transport delay testing method using the real airplane controller system.
e. To obtain the induced transport delay for the motion, instrument and visual signal, the delay induced by the airplane controller should be subtracted from the total transport delay. This difference represents the introduced delay and should not exceed the standards prescribed in Table A1A.
f. Introduced transport delay is measured from the flight deck control input to the reaction of the instruments and motion and visual systems (See Figure A2C).
g. The control input may also be introduced after the airplane controller system and the introduced transport delay measured directly from the control input to the reaction of the instruments, and simulator motion and visual systems (See Figure A2D).
h. Figure A2E illustrates the transport delay testing method used on a flight simulator that uses a software emulated airplane controller system.
i. It is not possible to measure the introduced transport delay using the simulated airplane controller system architecture for the pitch, roll and yaw axes. Therefore, the signal should be measured directly from the pilot controller. The flight simulator manufacturer should measure the total transport delay and subtract the inherent delay of the actual airplane components because the real airplane controller system has an inherent delay provided by the airplane manufacturer. The flight simulator manufacturer should ensure that the introduced delay does not exceed the standards prescribed in Table A1A.
j. Special measurements for instrument signals for flight simulators using a real airplane instrument display system instead of a simulated or re-hosted display. For flight instrument systems, the total transport delay should be measured and the inherent delay of the actual airplane components subtracted to ensure that the introduced delay does not exceed the standards prescribed in Table A1A.
(1) Figure A2FA illustrates the transport delay procedure without airplane display simulation. The introduced delay consists of the delay between the control movement and the instrument change on the data bus.
(2) Figure A2FB illustrates the modified testing method required to measure introduced delay due to software avionics or re-hosted instruments. The total simulated instrument transport delay is measured and the airplane delay should be subtracted from this total. This difference represents the introduced delay and should not exceed the standards prescribed in Table A1A. The inherent delay of the airplane between the data bus and the displays is indicated in figure A2FA. The display manufacturer should provide this delay time.
k. Recorded signals. The signals recorded to conduct the transport delay calculations should be explained on a schematic block diagram. The flight simulator manufacturer should also provide an explanation of why each signal was selected and how they relate to the above descriptions.
l. Interpretation of results. Flight simulator results vary over time from test to test due to ``sampling uncertainty.'' All flight simulators run at a specific rate where all modules are executed sequentially in the host computer. The flight controls input can occur at any time in the iteration, but these data will not be processed before the start of the new iteration. For example, a flight simulator running at 60 Hz may have a difference of as much as 16.67 msec between test results. This does not mean that the test has failed. Instead, the difference is attributed to variations in input processing. In some conditions, the host simulator and the visual system do not run at the same iteration rate, so the output of the host computer to the visual system will not always be synchronized.
m. The transport delay test should account for both daylight and night modes of operation of the visual system. In both cases, the tolerances prescribed in Table A1A must be met and the motion response should occur before the end of the first video scan containing new information. [GRAPHIC] [TIFF OMITTED] TR09MY08.003 [GRAPHIC] [TIFF OMITTED] TR09MY08.004 ________________________________________________________________________
Begin Information
16. Continuing Qualification Evaluations--Validation Test Data
Presentation
a. Background
(1) The MQTG is created during the initial evaluation of a flight simulator. This is the master document, as amended, to which flight simulator continuing qualification evaluation test results are compared.
(2) The currently accepted method of presenting continuing qualification evaluation test results is to provide flight simulator results over-plotted with reference data. Test results are carefully reviewed to determine if the test is within the specified tolerances. This can be a time consuming process, particularly when reference data exhibits rapid variations or an apparent anomaly requiring engineering judgment in the application of the tolerances. In these cases, the solution is to compare the results to the MQTG. The continuing qualification results are compared to the results in the MQTG for acceptance. The flight simulator operator and the NSPM should look for any change in the flight simulator performance since initial qualification.
b. Continuing Qualification Evaluation Test Results Presentation
(1) Flight simulator operators are encouraged to over-plot continuing qualification validation test results with MQTG flight simulator results recorded during the initial evaluation and as amended. Any change in a validation test will be readily apparent. In addition to plotting continuing qualification validation test and MQTG results, operators may elect to plot reference data as well.
(2) There are no suggested tolerances between flight simulator continuing qualification and MQTG validation test results. Investigation of any discrepancy between the MQTG and continuing qualification flight simulator performance is left to the discretion of the flight simulator operator and the NSPM.
(3) Differences between the two sets of results, other than variations attributable to repeatability issues that cannot be explained, should be investigated.
(4) The flight simulator should retain the ability to over-plot both automatic and manual validation test results with reference data.
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Begin QPS Requirements
17. Alternative Data Sources, Procedures, and Instrumentation: Level A
and Level B Simulators Only
a. Sponsors are not required to use the alternative data sources, procedures, and instrumentation. However, a sponsor may choose to use one or more of the alternative sources, procedures, and instrumentation described in Table A2E.
End QPS Requirements ________________________________________________________________________
Begin Information
b. It has become standard practice for experienced simulator manufacturers to use modeling techniques to establish data bases for new simulator configurations while awaiting the availability of actual flight test data. The data generated from the aerodynamic modeling techniques is then compared to the flight test data when it becomes available. The results of such comparisons have become increasingly consistent, indicating that these techniques, applied with the appropriate experience, are dependable and accurate for the development of aerodynamic models for use in Level A and Level B simulators.
c. Based on this history of successful comparisons, the NSPM has concluded that those who are experienced in the development of aerodynamic models may use modeling techniques to alter the method for acquiring flight test data for Level A or Level B simulators.
d. The information in Table A2E (Alternative Data Sources, Procedures, and Instrumentation) is presented to describe an acceptable alternative to data sources for simulator modeling and validation and an acceptable alternative to the procedures and instrumentation traditionally used to gather such modeling and validation data.
(1) Alternative data sources that may be used for part or all of a data requirement are the Airplane Maintenance Manual, the Airplane Flight Manual (AFM), Airplane Design Data, the Type Inspection Report (TIR), Certification Data or acceptable supplemental flight test data.
(2) The sponsor should coordinate with the NSPM prior to using alternative data sources in a flight test or data gathering effort.
e. The NSPM position regarding the use of these alternative data sources, procedures, and instrumentation is based on the following presumptions:
(1) Data gathered through the alternative means does not require angle of attack (AOA) measurements or control surface position measurements for any flight test. However, AOA can be sufficiently derived if the flight test program ensures the collection of acceptable level, unaccelerated, trimmed flight data. All of the simulator time history tests that begin in level, unaccelerated, and trimmed flight, including the three basic trim tests and ``fly-by'' trims, can be a successful validation of angle of attack by comparison with flight test pitch angle. (Note: Due to the criticality of angle of attack in the development of the ground effects model, particularly critical for normal landings and landings involving cross-control input applicable to Level B simulators, stable ``fly-by'' trim data will be the acceptable norm for normal and cross-control input landing objective data for these applications.)
(2) The use of a rigorously defined and fully mature simulation controls system model that includes accurate gearing and cable stretch characteristics (where applicable), determined from actual aircraft measurements. Such a model does not require control surface position measurements in the flight test objective data in these limited applications.
f. The sponsor is urged to contact the NSPM for clarification of any issue regarding airplanes with reversible control systems. Table A2E is not applicable to Computer Controlled Aircraft FFSs.
g. Utilization of these alternate data sources, procedures, and instrumentation (Table A2E) does not relieve the sponsor from compliance with the balance of the information contained in this document relative to Level A or Level B FFSs.
h. The term ``inertial measurement system'' is used in the following table to include the use of a functional global positioning system (GPS).
i. Synchronized video for the use of alternative data sources, procedures, and instrumentation should have:
(1) Sufficient resolution to allow magnification of the display to make appropriate measurement and comparisons; and
(2) Sufficient size and incremental marking to allow similar measurement and comparison. The detail provided by the video should provide sufficient clarity and accuracy to measure the necessary parameter(s) to at least \1/2\ of the tolerance authorized for the specific test being conducted and allow an integration of the parameter(s) in question to obtain a rate of change.
End Information ________________________________________________________________________
Table A2E--Alternative Data Sources, Procedures, and Instrumentation----------------------------------------------------------------------------------------------------------------
QPS REQUIREMENTS The standards in this table are required if the data gathering Information
methods described in paragraph 9 of Appendix A are not used. ----------------------------------------------------------------------------------------------------------------
Table of objective tests Sim level Alternative data sources,-------------------------------------------------------- procedures, and Notes
Test entry number and title A B instrumentation----------------------------------------------------------------------------------------------------------------1.a.1. Performance. Taxi. Minimum X X TIR, AFM, or Design data may
Radius turn. be used.----------------------------------------------------------------------------------------------------------------1.a.2. Performance. Taxi Rate of Turn X Data may be acquired by using A single procedure may
vs. Nosewheel Steering Angle. a constant tiller position, not be adequate for all
measured with a protractor airplane steering
or full rudder pedal systems, therefore
application for steady state appropriate measurement
turn, and synchronized video procedures must be
of heading indicator. If devised and proposed
less than full rudder pedal for NSPM concurrence.
is used, pedal position must
be recorded.----------------------------------------------------------------------------------------------------------------1.b.1. Performance. Takeoff. Ground X X Preliminary certification
Acceleration Time and Distance. data may be used. Data may
be acquired by using a stop
watch, calibrated airspeed,
and runway markers during a
takeoff with power set
before brake release. Power
settings may be hand
recorded. If an inertial
measurement system is
installed, speed and
distance may be derived from
acceleration measurements.----------------------------------------------------------------------------------------------------------------1.b.2. Performance. Takeoff. Minimum X X Data may be acquired by using Rapid throttle
Control Speed--ground (Vmcg) using an inertial measurement reductions at speeds
aerodynamic controls only (per system and a synchronized near Vmcg may be used
applicable airworthiness standard) video of calibrated airplane while recording
or low speed, engine inoperative instruments and force/ appropriate parameters.
ground control characteristics. position measurements of The nosewheel must be
flight deck controls. free to caster, or
equivalently freed of
sideforce generation.----------------------------------------------------------------------------------------------------------------1.b.3. Performance. Takeoff. Minimum X X Data may be acquired by using
Unstick Speed (Vmu) or equivalent an inertial measurement
test to demonstrate early rotation system and a synchronized
takeoff characteristics. video of calibrated airplane
instruments and the force/
position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------1.b.4. Performance. Takeoff. Normal X X Data may be acquired by using
Takeoff. an inertial measurement
system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls. AOA
can be calculated from pitch
attitude and flight path.----------------------------------------------------------------------------------------------------------------1.b.5. Performance. Takeoff. Critical X X Data may be acquired by using Record airplane dynamic
Engine Failure during Takeoff. an inertial measurement response to engine
system and a synchronized failure and control
video of calibrated airplane inputs required to
instruments and force/ correct flight path.
position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------1.b.6. Performance. Takeoff. X X Data may be acquired by using The ``1:7 law'' to 100
Crosswind Takeoff. an inertial measurement feet (30 meters) is an
system and a synchronized acceptable wind
video of calibrated airplane profile.
instruments and force/
position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------
1.b.7. Performance. Takeoff. Rejected X X Data may be acquired with a
Takeoff. synchronized video of
calibrated airplane
instruments, thrust lever
position, engine parameters,
and distance (e.g., runway
markers). A stop watch is
required..----------------------------------------------------------------------------------------------------------------1.c. 1. Performance. Climb. Normal X X Data may be acquired with a
Climb all engines operating.. synchronized video of
calibrated airplane
instruments and engine power
throughout the climb range.----------------------------------------------------------------------------------------------------------------1.c.2. Performance. Climb. One engine X X Data may be acquired with a
Inoperative Climb. synchronized video of
calibrated airplane
instruments and engine power
throughout the climb range.----------------------------------------------------------------------------------------------------------------1.c.4. Performance. Climb. One Engine X X Data may be acquired with a
Inoperative Approach Climb (if synchronized video of
operations in icing conditions are calibrated airplane
authorized). instruments and engine power
throughout the climb range.----------------------------------------------------------------------------------------------------------------1.d.1. Cruise/Descent. Level flight X X Data may be acquired with a
acceleration.. synchronized video of
calibrated airplane
instruments, thrust lever
position, engine parameters,
and elapsed time.----------------------------------------------------------------------------------------------------------------1.d.2. Cruise/Descent. Level flight X X Data may be acquired with a
deceleration.. synchronized video of
calibrated airplane
instruments, thrust lever
position, engine parameters,
and elapsed time.1.d.4. Cruise/Descent. Idle descent.. X X Data may be acquired with a
synchronized video of
calibrated airplane
instruments, thrust lever
position, engine parameters,
and elapsed time.----------------------------------------------------------------------------------------------------------------1.d.5. Cruise/Descent. Emergency X X Data may be acquired with a
Descent. synchronized video of
calibrated airplane
instruments, thrust lever
position, engine parameters,
and elapsed time.----------------------------------------------------------------------------------------------------------------1.e.1. Performance. Stopping. X X Data may be acquired during
Deceleration time and distance, landing tests using a stop
using manual application of wheel watch, runway markers, and a
brakes and no reverse thrust on a synchronized video of
dry runway. calibrated airplane
instruments, thrust lever
position and the pertinent
parameters of engine power.----------------------------------------------------------------------------------------------------------------1.e.2. Performance. Ground. X X Data may be acquired during
Deceleration Time and Distance, landing tests using a stop
using reverse thrust and no wheel watch, runway markers, and a
brakes. synchronized video of
calibrated airplane
instruments, thrust lever
position and pertinent
parameters of engine power.----------------------------------------------------------------------------------------------------------------1.f.1. Performance. Engines. X X Data may be acquired with a
Acceleration. synchronized video recording
of engine instruments and
throttle position.----------------------------------------------------------------------------------------------------------------1.f.2. Performance. Engines. X X Data may be acquired with a
Deceleration. synchronized video recording
of engine instruments and
throttle position.----------------------------------------------------------------------------------------------------------------
2.a.1.a. Handling Qualities. Static X X Surface position data may be For airplanes with
Control Checks. Pitch Controller acquired from flight data reversible control
Position vs. Force and Surface recorder (FDR) sensor or, if systems, surface
Position Calibration. no FDR sensor, at selected, position data
significant column positions acquisition should be
(encompassing significant accomplished with winds
column position data less than 5 kts.
points), acceptable to the
NSPM, using a control
surface protractor on the
ground. Force data may be
acquired by using a hand
held force gauge at the same
column position data points.----------------------------------------------------------------------------------------------------------------2.a.2.a. Handling Qualities. Static X X Surface position data may be For airplanes with
Control Checks. Roll Controller acquired from flight data reversible control
Position vs. Force and Surface recorder (FDR) sensor or, if systems, surface
Position Calibration. no FDR sensor, at selected, position data
significant wheel positions acquisition should be
(encompassing significant accomplished with winds
wheel position data points), less than 5 kts.
acceptable to the NSPM,
using a control surface
protractor on the ground.
Force data may be acquired
by using a hand held force
gauge at the same wheel
position data points.----------------------------------------------------------------------------------------------------------------2.a.3.a. Handling Qualities. Static X X Surface position data may be For airplanes with
Control Checks. Rudder Pedal acquired from flight data reversible control
Position vs. Force and Surface recorder (FDR) sensor or, if systems, surface
Position Calibration. no FDR sensor, at selected, position data
significant rudder pedal acquisition should be
positions (encompassing accomplished with winds
significant rudder pedal less than 5 kts.
position data points),
acceptable to the NSPM,
using a control surface
protractor on the ground.
Force data may be acquired
by using a hand held force
gauge at the same rudder
pedal position data points.----------------------------------------------------------------------------------------------------------------2.a.4. Handling Qualities. Static X X Breakout data may be acquired
Control Checks. Nosewheel Steering with a hand held force
Controller Force and Position. gauge. The remainder of the
force to the stops may be
calculated if the force
gauge and a protractor are
used to measure force after
breakout for at least 25% of
the total displacement
capability.----------------------------------------------------------------------------------------------------------------2.a.5. Handling Qualities. Static X X Data may be acquired through
Control Checks. Rudder Pedal the use of force pads on the
Steering Calibration. rudder pedals and a pedal
position measurement device,
together with design data
for nosewheel position.----------------------------------------------------------------------------------------------------------------2.a.6. Handling Qualities. Static X X Data may be acquired through
Control Checks. Pitch Trim Indicator calculations.
vs. Surface Position Calibration.----------------------------------------------------------------------------------------------------------------2.a.7. Handling qualities. Static X X Data may be acquired by using
control tests. Pitch trim rate. a synchronized video of
pitch trim indication and
elapsed time through range
of trim indication.----------------------------------------------------------------------------------------------------------------2.a.8. Handling Qualities. Static X X Data may be acquired through
Control tests. Alignment of Flight the use of a temporary
deck Throttle Lever Angle vs. throttle quadrant scale to
Selected engine parameter. document throttle position.
Use a synchronized video to
record steady state
instrument readings or hand-
record steady state engine
performance readings.----------------------------------------------------------------------------------------------------------------
2.a.9. Handling qualities. Static X X Use of design or predicted
control tests. Brake pedal position data is acceptable. Data may
vs. force and brake system pressure be acquired by measuring
calibration. deflection at ``zero'' and
``maximum'' and calculating
deflections between the
extremes using the airplane
design data curve.----------------------------------------------------------------------------------------------------------------2.c.1. Handling qualities. X X Data may be acquired by using
Longitudinal control tests. Power an inertial measurement
change dynamics. system and a synchronized
video of calibrated airplane
instruments and throttle
position.----------------------------------------------------------------------------------------------------------------2.c.2. Handling qualities. X X Data may be acquired by using
Longitudinal control tests. Flap/ an inertial measurement
slat change dynamics. system and a synchronized
video of calibrated airplane
instruments and flap/slat
position.----------------------------------------------------------------------------------------------------------------2.c.3. Handling qualities. X X Data may be acquired by using
Longitudinal control tests. Spoiler/ an inertial measurement
speedbrake change dynamics. system and a synchronized
video of calibrated airplane
instruments and spoiler/
speedbrake position.----------------------------------------------------------------------------------------------------------------2.c.4. Handling qualities. X X Data may be acquired by using
Longitudinal control tests. Gear an inertial measurement
change dynamics. system and a synchronized
video of calibrated airplane
instruments and gear
position.----------------------------------------------------------------------------------------------------------------2.c.5. Handling qualities. X X Data may be acquired through
Longitudinal control tests. use of an inertial
Longitudinal trim. measurement system and a
synchronized video of flight
deck controls position
(previously calibrated to
show related surface
position) and the engine
instrument readings.----------------------------------------------------------------------------------------------------------------2.c.6. Handling qualities. X X Data may be acquired through
Longitudinal control tests. the use of an inertial
Longitudinal maneuvering stability measurement system and a
(stick force/g). synchronized video of
calibrated airplane
instruments; a temporary,
high resolution bank angle
scale affixed to the
attitude indicator; and a
wheel and column force
measurement indication.----------------------------------------------------------------------------------------------------------------2.c.7. Handling qualities. X X Data may be acquired through
Longitudinal control tests. the use of a synchronized
Longitudinal static stability. video of airplane flight
instruments and a hand held
force gauge.----------------------------------------------------------------------------------------------------------------2.c.8. Handling qualities. X X Data may be acquired through Airspeeds may be cross
Longitudinal control tests. Stall a synchronized video checked with those in
characteristics. recording of a stop watch the TIR and AFM.
and calibrated airplane
airspeed indicator. Hand-
record the flight conditions
and airplane configuration.----------------------------------------------------------------------------------------------------------------2.c.9. Handling qualities. X X Data may be acquired by using
Longitudinal control tests. Phugoid an inertial measurement
dynamics. system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------2.c.10. Handling qualities. X Data may be acquired by using
Longitudinal control tests. Short an inertial measurement
period dynamics. system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------
2.d.1. Handling qualities. Lateral X X Data may be acquired by using
directional tests. Minimum control an inertial measurement
speed, air (Vmca or Vmci), per system and a synchronized
applicable airworthiness standard or video of calibrated airplane
Low speed engine inoperative instruments and force/
handling characteristics in the air. position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------2.d.2. Handling qualities. Lateral X X Data may be acquired by using May be combined with
directional tests. Roll response an inertial measurement step input of flight
(rate). system and a synchronized deck roll controller
video of calibrated airplane test, 2.d.3.
instruments and force/
position measurements of
flight deck lateral controls.----------------------------------------------------------------------------------------------------------------2.d.3. Handling qualities. Lateral X X Data may be acquired by using
directional tests. Roll response to an inertial measurement
flight deck roll controller step system and a synchronized
input. video of calibrated airplane
instruments and force/
position measurements of
flight deck lateral controls.----------------------------------------------------------------------------------------------------------------2.d.4. Handling qualities. Lateral X X Data may be acquired by using
directional tests. Spiral stability. an inertial measurement
system and a synchronized
video of calibrated airplane
instruments; force/position
measurements of flight deck
controls; and a stop watch.----------------------------------------------------------------------------------------------------------------2.d.5. Handling qualities. Lateral X X Data may be hand recorded in- Trimming during second
directional tests. Engine flight using high resolution segment climb is not a
inoperative trim. scales affixed to trim certification task and
controls that have been should not be conducted
calibrated on the ground until a safe altitude
using protractors on the is reached.
control/trim surfaces with
winds less than 5 kts.OR
Data may be acquired during
second segment climb (with
proper pilot control input
for an engine-out condition)
by using a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------2.d.6. Handling qualities. Lateral X X Data may be acquired by using
directional tests. Rudder response. an inertial measurement
system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
rudder pedals.----------------------------------------------------------------------------------------------------------------2.d.7. Handling qualities. Lateral X X Data may be acquired by using
directional tests. Dutch roll, (yaw an inertial measurement
damper OFF). system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------2.d.8. Handling qualities. Lateral X X Data may be acquired by using
directional tests. Steady state an inertial measurement
sideslip. system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls.
Ground track and wind
corrected heading may be
used for sideslip angle..----------------------------------------------------------------------------------------------------------------2.e.1. Handling qualities. Landings. X Data may be acquired by using
Normal landing. an inertial measurement
system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------
2.e.3. Handling qualities. Landings. X Data may be acquired by using
Crosswind landing. an inertial measurement
system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------2.e.4. Handling qualities. Landings. X Data may be acquired by using
One engine inoperative landing. an inertial measurement
system and a synchronized
video of calibrated airplane
instruments and the force/
position measurements of
flight deck controls. Normal
and lateral accelerations
may be recorded in lieu of
AOA and sideslip.----------------------------------------------------------------------------------------------------------------2.e.5. Handling qualities. Landings. ....... X Data may be acquired by using
Autopilot landing (if applicable). an inertial measurement
system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls.Normal
and lateral accelerations
may be recorded in lieu of
AOA and sideslip.----------------------------------------------------------------------------------------------------------------2.e.6. Handling qualities. Landings. ....... X Data may be acquired by using
All engines operating, autopilot, go an inertial measurement
around. system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls. Normal
and lateral accelerations
may be recorded in lieu of
AOA and sideslip.----------------------------------------------------------------------------------------------------------------2.e.7. Handling qualities. Landings. X Data may be acquired by using
One engine inoperative go around. an inertial measurement
system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls. Normal
and lateral accelerations
may be recorded in lieu of
AOA and sideslip.----------------------------------------------------------------------------------------------------------------2.e.8. Handling qualities. Landings. X Data may be acquired by using
Directional control (rudder an inertial measurement
effectiveness with symmetric thrust). system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls. Normal
and lateral accelerations
may be recorded in lieu of
AOA and sideslip.----------------------------------------------------------------------------------------------------------------2.e.9. Handling qualities. Landings. X Data may be acquired by using
Directional control (rudder an inertial measurement
effectiveness with asymmetric system and a synchronized
reverse thrust). video of calibrated airplane
instruments and force/
position measurements of
flight deck controls. Normal
and lateral accelerations
may be recorded in lieu of
AOA and sideslip.----------------------------------------------------------------------------------------------------------------2.f. Handling qualities. Ground X Data may be acquired by using ........................
effect. Test to demonstrate ground calibrated airplane
effect. instruments, an inertial
measurement system, and a
synchronized video of
calibrated airplane
instruments and force/
position measurements of
flight deck controls.----------------------------------------------------------------------------------------------------------------
End Information ________________________________________________________________________
Attachment 3 to Appendix A to Part 60--Simulator Subjective Evaluation ________________________________________________________________________
Begin QPS Requirements
1. Requirements
a. Except for special use airport models, described as Class III, all airport models required by this part must be representations of real-world, operational airports or representations of fictional airports and must meet the requirements set out in Tables A3B or A3C of this attachment, as appropriate.
b. If fictional airports are used, the sponsor must ensure that navigational aids and all appropriate maps, charts, and other navigational reference material for the fictional airports (and surrounding areas as necessary) are compatible, complete, and accurate with respect to the visual presentation of the airport model of this fictional airport. An SOC must be submitted that addresses navigation aid installation and performance and other criteria (including obstruction clearance protection) for all instrument approaches to the fictional airports that are available in the simulator. The SOC must reference and account for information in the terminal instrument procedures manual and the construction and availability of the required maps, charts, and other navigational material. This material must be clearly marked ``for training purposes only.''
c. When the simulator is being used by an instructor or evaluator for purposes of training, checking, or testing under this chapter, only airport models classified as Class I, Class II, or Class III may be used by the instructor or evaluator. Detailed descriptions/definitions of these classifications are found in Appendix F of this part.
d. When a person sponsors an FFS maintained by a person other than a U.S. certificate holder, the sponsor is accountable for that FFS originally meeting, and continuing to meet, the criteria under which it was originally qualified and the appropriate Part 60 criteria, including the airport models that may be used by instructors or evaluators for purposes of training, checking, or testing under this chapter.
e. Neither Class II nor Class III airport visual models are required to appear on the SOQ, and the method used for keeping instructors and evaluators apprised of the airport models that meet Class II or Class III requirements on any given simulator is at the option of the sponsor, but the method used must be available for review by the TPAA.
f. When an airport model represents a real world airport and a permanent change is made to that real world airport (e.g., a new runway, an extended taxiway, a new lighting system, a runway closure) without a written extension grant from the NSPM (described in paragraph 1.g. of this section), an update to that airport model must be made in accordance with the following time limits:
(1) For a new airport runway, a runway extension, a new airport taxiway, a taxiway extension, or a runway/taxiway closure--within 90 days of the opening for use of the new airport runway, runway extension, new airport taxiway, or taxiway extension; or within 90 days of the closure of the runway or taxiway.
(2) For a new or modified approach light system--within 45 days of the activation of the new or modified approach light system.
(3) For other facility or structural changes on the airport (e.g., new terminal, relocation of Air Traffic Control Tower)--within 180 days of the opening of the new or changed facility or structure.
g. If a sponsor desires an extension to the time limit for an update to a visual scene or airport model or has an objection to what must be updated in the specific airport model requirement, the sponsor must provide a written extension request to the NSPM stating the reason for the update delay and a proposed completion date, or explain why the update is not necessary (i.e., why the identified airport change will not have an impact on flight training, testing, or checking). A copy of this request or objection must also be sent to the POI/TCPM. The NSPM will send the official response to the sponsor and a copy to the POI/TCPM. If there is an objection, after consultation with the appropriate POI/TCPM regarding the training, testing, or checking impact, the NSPM will send the official response to the sponsor and a copy to the POI/TCPM.
End QPS Requirements ________________________________________________________________________
Begin Information
2. Discussion
a. The subjective tests provide a basis for evaluating the capability of the simulator to perform over a typical utilization period; determining that the simulator accurately simulates each required maneuver, procedure, or task; and verifying correct operation of the simulator controls, instruments, and systems. The items listed in the following Tables are for simulator evaluation purposes only. They may not be used to limit or exceed the authorizations for use of a given level of simulator, as described on the SOQ, or as approved by the TPAA.
b. The tests in Table A3A, Operations Tasks, in this attachment, address pilot functions, including maneuvers and procedures (called flight tasks), and are divided by flight phases. The performance of these tasks by the NSPM includes an operational examination of the visual system and special effects. There are flight tasks included to address some features of advanced technology airplanes and innovative training programs. For example, ``high angle-of-attack maneuvering'' is included to provide a required alternative to ``approach to stalls'' for airplanes employing flight envelope protection functions.
c. The tests in Table A3A, Operations Tasks, and Table A3G, Instructor Operating Station of this attachment, address the overall function and control of the simulator including the various simulated environmental conditions; simulated airplane system operations (normal, abnormal, and emergency); visual system displays; and special effects necessary to meet flight crew training, evaluation, or flight experience requirements.
d. All simulated airplane systems functions will be assessed for normal and, where appropriate, alternate operations. Normal, abnormal, and emergency operations associated with a flight phase will be assessed during the evaluation of flight tasks or events within that flight phase. Simulated airplane systems are listed separately under ``Any Flight Phase'' to ensure appropriate attention to systems checks. Operational navigation systems (including inertial navigation systems, global positioning systems, or other long-range systems) and the associated electronic display systems will be evaluated if installed. The NSP pilot will include in his report to the TPAA, the effect of the system operation and any system limitation.
e. Simulators demonstrating a satisfactory circling approach will be qualified for the circling approach maneuver and may be approved for such use by the TPAA in the sponsor's FAA-approved flight training program. To be considered satisfactory, the circling approach will be flown at maximum gross weight for landing, with minimum visibility for the airplane approach category, and must allow proper alignment with a landing runway at least 90 different from the instrument approach course while allowing the pilot to keep an identifiable portion of the airport in sight throughout the maneuver (reference--14 CFR 91.175(e)).
f. At the request of the TPAA, the NSPM may assess a device to determine if it is capable of simulating certain training activities in a sponsor's training program, such as a portion of a Line Oriented Flight Training (LOFT) scenario. Unless directly related to a requirement for the qualification level, the results of such an evaluation would not affect the qualification level of the simulator. However, if the NSPM determines that the simulator does not accurately simulate that training activity, the simulator would not be approved for that training activity.
g. The FAA intends to allow the use of Class III airport models when the sponsor provides the TPAA (or other regulatory authority) an appropriate analysis of the skills, knowledge, and abilities (SKAs) necessary for competent performance of the tasks in which this particular media element is used. The analysis should describe the ability of the FFS/visual media to provide an adequate environment in which the required SKAs are satisfactorily performed and learned. The analysis should also include the specific media element, such as the airport model. Additional sources of information on the conduct of task and capability analysis may be found on the FAA's Advanced Qualification Program (AQP) Web site at: http://www.faa.gov/education_research/training/aqp/.
h. The TPAA may accept Class III airport models without individual observation provided the sponsor provides the TPAA with an acceptable description of the process for determining the acceptability of a specific airport model, outlines the conditions under which such an airport model may be used, and adequately describes what restrictions will be applied to each resulting airport or landing area model. Examples of situations that may warrant Class--III model designation by the TPAA include the following:
(a) Training, testing, or checking on very low visibility operations, including SMGCS operations.
(b) Instrument operations training (including instrument takeoff, departure, arrival, approach, and missed approach training, testing, or checking) using--
(i) A specific model that has been geographically ``moved'' to a different location and aligned with an instrument procedure for another airport.
(ii) A model that does not match changes made at the real-world airport (or landing area for helicopters) being modeled.
(iii) A model generated with an ``off-board'' or an ``on-board'' model development tool (by providing proper latitude/longitude reference; correct runway or landing area orientation, length, width, marking, and lighting information; and appropriate adjacent taxiway location) to generate a facsimile of a real world airport or landing area.
i. Previously qualified simulators with certain early generation Computer Generated Image (CGI) visual systems, are limited by the capability of the Image Generator or the display system used. These systems are:
(1) Early CGI visual systems that are excepted from the requirement of including runway numbers as a part of the specific runway marking requirements are:
(a) Link NVS and DNVS.
(b) Novoview 2500 and 6000.
(c) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.
(d) Redifusion SP1, SP1T, and SP2.
(2) Early CGI visual systems are excepted from the requirement of including runway numbers unless the runways are used for LOFT training sessions. These LOFT airport models require runway numbers but only for the specific runway end (one direction) used in the LOFT session. The systems required to display runway numbers only for LOFT scenes are:
(a) FlightSafety VITAL IV.
(b) Redifusion SP3 and SP3T.
(c) Link-Miles Image II.
(3) The following list of previously qualified CGI and display systems are incapable of generating blue lights. These systems are not required to have accurate taxi-way edge lighting:
(a) Redifusion SP1.
(b) FlightSafety Vital IV.
(c) Link-Miles Image II and Image IIT
(d) XKD displays (even though the XKD image generator is capable of generating blue colored lights, the display cannot accommodate that color).
End Information ________________________________________________________________________
Table A3A--Functions and Subjective Tests----------------------------------------------------------------------------------------------------------------
QPS Requirements-----------------------------------------------------------------------------------------------------------------
Simulator level
Entry No. Operations tasks -------------------
A B C D----------------------------------------------------------------------------------------------------------------Tasks in this table are subject to evaluation if appropriate for the airplane simulated as indicated in the
SOQ Configuration List or the level of simulator qualification involved. Items not installed or not
functional on the simulator and, therefore, not appearing on the SOQ Configuration List, are not required
to be listed as exceptions on the SOQ.----------------------------------------------------------------------------------------------------------------1........................................... Preparation For Flight........................ X X X X
Preflight. Accomplish a functions check of all
switches, indicators, systems, and equipment
at all crewmembers' and instructors' stations
and determine that the flight deck design and
functions are identical to that of the
airplane simulated.----------------------------------------------------------------------------------------------------------------2........................................... Surface Operations (Pre-Take-Off)----------------------------------------------------------------------------------------------------------------
2.a..................................... Engine Start----------------------------------------------------------------------------------------------------------------
2.a.1............................... Normal start.................................. X X X X----------------------------------------------------------------------------------------------------------------
2.a.2............................... Alternate start procedures.................... X X X X----------------------------------------------------------------------------------------------------------------
2.a.3............................... Abnormal starts and shutdowns (e.g., hot/hung X X X X
start, tail pipe fire).----------------------------------------------------------------------------------------------------------------
2.b..................................... Pushback/Powerback............................ X X X----------------------------------------------------------------------------------------------------------------
2.c..................................... Taxi----------------------------------------------------------------------------------------------------------------
2.c.1............................... Thrust response............................... X X X X----------------------------------------------------------------------------------------------------------------
2.c.2............................... Power lever friction.......................... X X X X----------------------------------------------------------------------------------------------------------------
2.c.3............................... Ground handling............................... X X X X----------------------------------------------------------------------------------------------------------------
2.c.4............................... Nosewheel scuffing............................ X X----------------------------------------------------------------------------------------------------------------
2.c.5............................... Brake operation (normal and alternate/ X X X X
emergency).----------------------------------------------------------------------------------------------------------------
2.c.6............................... Brake fade (if applicable).................... X X X X----------------------------------------------------------------------------------------------------------------3........................................... Take-off.----------------------------------------------------------------------------------------------------------------
3.a..................................... Normal........................................----------------------------------------------------------------------------------------------------------------
3.a.1............................... Airplane/engine parameter relationships....... X X X X----------------------------------------------------------------------------------------------------------------
3.a.2............................... Acceleration characteristics (motion)......... X X X X----------------------------------------------------------------------------------------------------------------
3.a.3............................... Nosewheel and rudder steering................. X X X X----------------------------------------------------------------------------------------------------------------
3.a.4............................... Crosswind (maximum demonstrated).............. X X X X----------------------------------------------------------------------------------------------------------------
3.a.5............................... Special performance (e.g., reduced V1, max de- X X X X
rate, short field operations).----------------------------------------------------------------------------------------------------------------
3.a.6............................... Low visibility take-off....................... X X X X----------------------------------------------------------------------------------------------------------------
3.a.7............................... Landing gear, wing flap leading edge device X X X X
operation.----------------------------------------------------------------------------------------------------------------
3.a.8............................... Contaminated runway operation................. X X----------------------------------------------------------------------------------------------------------------
3.b..................................... Abnormal/emergency----------------------------------------------------------------------------------------------------------------
3.b.1............................... Rejected Take-off............................. X X X X----------------------------------------------------------------------------------------------------------------
3.b.2............................... Rejected special performance (e.g., reduced X X X X
V1, max de-rate, short field operations).----------------------------------------------------------------------------------------------------------------
3.b.3............................... Takeoff with a propulsion system malfunction X X X X
(allowing an analysis of causes, symptoms,
recognition, and the effects on aircraft
performance and handling) at the following
points: ..
(i) Prior to V1 decision speed................
(ii) Between V1 and Vr (rotation speed).......
(iii) Between Vr and 500 feet above ground
level.----------------------------------------------------------------------------------------------------------------
3.b.4............................... With wind shear............................... X X X X----------------------------------------------------------------------------------------------------------------
3.b.5............................... Flight control system failures, X X X X
reconfiguration modes, manual reversion and
associated handling.----------------------------------------------------------------------------------------------------------------
3.b.6............................... Rejected takeoff with brake fade.............. X X----------------------------------------------------------------------------------------------------------------
3.b.7............................... Rejected, contaminated runway................. X X----------------------------------------------------------------------------------------------------------------4........................................... Climb.----------------------------------------------------------------------------------------------------------------
4.a..................................... Normal........................................ X X X X----------------------------------------------------------------------------------------------------------------
4.b..................................... One or more engines inoperative............... X X X X----------------------------------------------------------------------------------------------------------------5........................................... Cruise----------------------------------------------------------------------------------------------------------------
5.a..................................... Performance characteristics (speed vs. power). X X X X----------------------------------------------------------------------------------------------------------------
5.b..................................... High altitude handling........................ X X X X----------------------------------------------------------------------------------------------------------------
5.c..................................... High Mach number handling (Mach tuck, Mach X X X X
buffet) and recovery (trim change).----------------------------------------------------------------------------------------------------------------
5.d..................................... Overspeed warning (in excess of Vmo or Mmo)... X X X X----------------------------------------------------------------------------------------------------------------
5.e..................................... High IAS handling............................. X X X X----------------------------------------------------------------------------------------------------------------6........................................... Maneuvers----------------------------------------------------------------------------------------------------------------
6.a..................................... High angle of attack, approach to stalls, X X X X
stall warning, buffet, and g-break (take-off,
cruise, approach, and landing configuration).----------------------------------------------------------------------------------------------------------------
6.b..................................... Flight envelope protection (high angle of X X X X
attack, bank limit, overspeed, etc.).----------------------------------------------------------------------------------------------------------------
6.c..................................... Turns with/without speedbrake/spoilers X X X X
deployed.----------------------------------------------------------------------------------------------------------------
6.d..................................... Normal and steep turns........................ X X X X----------------------------------------------------------------------------------------------------------------
6.e..................................... In flight engine shutdown and restart X X X X
(assisted and windmill).----------------------------------------------------------------------------------------------------------------
6.f..................................... Maneuvering with one or more engines X X X X
inoperative, as appropriate.----------------------------------------------------------------------------------------------------------------
6.g..................................... Specific flight characteristics (e.g., direct X X X X
lift control).----------------------------------------------------------------------------------------------------------------
6.h..................................... Flight control system failures, X X X X
reconfiguration modes, manual reversion and
associated handling.----------------------------------------------------------------------------------------------------------------7........................................... Descent.----------------------------------------------------------------------------------------------------------------
7.a..................................... Normal........................................ X X X X----------------------------------------------------------------------------------------------------------------
7.b..................................... Maximum rate (clean and with speedbrake, etc.) X X X X----------------------------------------------------------------------------------------------------------------
7.c..................................... With autopilot................................ X X X X----------------------------------------------------------------------------------------------------------------
7.d..................................... Flight control system failures, X X X X
reconfiguration modes, manual reversion and
associated handling.----------------------------------------------------------------------------------------------------------------8........................................... Instrument Approaches and Landing. Those instrument approach and
landing tests relevant to the simulated airplane type are
selected from the following list. Some tests are made with
limiting wind velocities, under wind shear conditions, and with
relevant system failures, including the failure of the Flight
Director. If Standard Operating Procedures allow use autopilot
for non-precision approaches, evaluation of the autopilot will be
included. Level A simulators are not authorized to credit the
landing maneuver----------------------------------------------------------------------------------------------------------------
8.a..................................... Precision.....................................----------------------------------------------------------------------------------------------------------------
8.a.1............................... PAR........................................... X X X X----------------------------------------------------------------------------------------------------------------
8.a.2............................... CAT I/GBAS (ILS/MLS) published approaches..... X X X X----------------------------------------------------------------------------------------------------------------
(i) Manual approach with/without flight X X X X
director including landing.
(ii) Autopilot/autothrottle coupled approach X X X X
and manual landing.
(iii) Manual approach to DH and go-around all X X X X
engines.
(iv) Manual one engine out approach to DH and X X X X
go-around.
(v) Manual approach controlled with and X X X X
without flight director to 30 m (100 ft)
below CAT I minima.
A. With cross-wind (maximum demonstrated)... X X X X
B. With windshear........................... X X X X
(vi) Autopilot/autothrottle coupled approach, X X X X
one engine out to DH and go-around.
(vii) Approach and landing with minimum/ X X X X
standby electrical power.----------------------------------------------------------------------------------------------------------------
8.a.3............................... CAT II/GBAS (ILS/MLS) published approaches.... X X X X----------------------------------------------------------------------------------------------------------------
(i) Autopilot/autothrottle coupled approach to X X X X
DH and landing.
(ii) Autopilot/autothrottle coupled approach X X X X
to DH and go-around.
(iii) Autocoupled approach to DH and manual go- X X X X
around.
(iv) Category II published approach X X X X
(autocoupled, autothrottle).----------------------------------------------------------------------------------------------------------------
8.a.4............................... CAT III/GBAS (ILS/MLS) published approaches... X X X X----------------------------------------------------------------------------------------------------------------
(i) Autopilot/autothrottle coupled approach to X X X X
land and rollout.
(ii) Autopilot/autothrottle coupled approach X X X X
to DH/Alert Height and go-around.
(iii) Autopilot/autothrottle coupled approach X X X X
to land and rollout with one engine out.
(iv) Autopilot/autothrottle coupled approach X X X X
to DH/Alert Height and go-around with one
engine out.
(v) Autopilot/autothrottle coupled approach X X X X
(to land or to go around).
A. With generator failure................... X X X X
B. With 10 knot tail wind................... X X X X
C. With 10 knot crosswind................... X X X X----------------------------------------------------------------------------------------------------------------
8.b..................................... Non-precision----------------------------------------------------------------------------------------------------------------
8.b.1............................... NDB........................................... X X X X----------------------------------------------------------------------------------------------------------------
8.b.2............................... VOR, VOR/DME, VOR/TAC......................... X X X X----------------------------------------------------------------------------------------------------------------
8.b.3............................... RNAV (GNSS/GPS)............................... X X X X----------------------------------------------------------------------------------------------------------------
8.b.4............................... ILS LLZ (LOC), LLZ (LOC)/BC................... X X X X----------------------------------------------------------------------------------------------------------------
8.b.5............................... ILS offset localizer.......................... X X X X----------------------------------------------------------------------------------------------------------------
8.b.6............................... Direction finding facility (ADF/SDF).......... X X X X----------------------------------------------------------------------------------------------------------------
8.b.7............................... Airport surveillance radar (ASR).............. X X X X----------------------------------------------------------------------------------------------------------------9........................................... Visual Approaches (Visual Segment) and Landings. Flight simulators
with visual systems, which permit completing a special approach
procedure in accordance with applicable regulations, may be
approved for that particular approach procedure----------------------------------------------------------------------------------------------------------------
9.a..................................... Maneuvering, normal approach and landing, all X X X X
engines operating with and without visual
approach aid guidance.----------------------------------------------------------------------------------------------------------------
9.b..................................... Approach and landing with one or more engines X X X X
inoperative.----------------------------------------------------------------------------------------------------------------
9.c..................................... Operation of landing gear, flap/slats and X X X X
speedbrakes (normal and abnormal).----------------------------------------------------------------------------------------------------------------
9.d..................................... Approach and landing with crosswind (max. X X X X
demonstrated).----------------------------------------------------------------------------------------------------------------
9.e..................................... Approach to land with wind shear on approach.. X X X X----------------------------------------------------------------------------------------------------------------
9.f..................................... Approach and landing with flight control X X X X
system failures, reconfiguration modes,
manual reversion and associated handling
(most significant degradation which is
probable).----------------------------------------------------------------------------------------------------------------
9.g..................................... Approach and landing with trim malfunctions... X X X X----------------------------------------------------------------------------------------------------------------
9.g.1............................... Longitudinal trim malfunction................. X X X X----------------------------------------------------------------------------------------------------------------
9.g.2............................... Lateral-directional trim malfunction.......... X X X X----------------------------------------------------------------------------------------------------------------
9.h..................................... Approach and landing with standby (minimum) X X X X
electrical/hydraulic power.----------------------------------------------------------------------------------------------------------------
9.i..................................... Approach and landing from circling conditions X X X X
(circling approach).----------------------------------------------------------------------------------------------------------------
9.j..................................... Approach and landing from visual traffic X X X X
pattern.----------------------------------------------------------------------------------------------------------------
9.k..................................... Approach and landing from non-precision X X X X
approach.----------------------------------------------------------------------------------------------------------------
9.l..................................... Approach and landing from precision approach.. X X X X----------------------------------------------------------------------------------------------------------------
9.m..................................... Approach procedures with vertical guidance X X X X
(APV), e.g., SBAS.----------------------------------------------------------------------------------------------------------------10.......................................... Missed Approach----------------------------------------------------------------------------------------------------------------
10.a.................................... All engines................................... X X X X----------------------------------------------------------------------------------------------------------------
10.b.................................... One or more engine(s) out..................... X X X X----------------------------------------------------------------------------------------------------------------
10.c.................................... With flight control system failures, X X X X
reconfiguration modes, manual reversion and
associated handling.----------------------------------------------------------------------------------------------------------------11.......................................... Surface Operations (Landing roll and taxi).----------------------------------------------------------------------------------------------------------------
11.a.................................... Spoiler operation............................. X X X X----------------------------------------------------------------------------------------------------------------
11.b.................................... Reverse thrust operation...................... X X X X----------------------------------------------------------------------------------------------------------------
11.c.................................... Directional control and ground handling, both X X X
with and without reverse thrust.----------------------------------------------------------------------------------------------------------------
11.d.................................... Reduction of rudder effectiveness with X X X
increased reverse thrust (rear pod-mounted
engines).----------------------------------------------------------------------------------------------------------------
11.e.................................... Brake and anti-skid operation with dry, patchy X X
wet, wet on rubber residue, and patchy icy
conditions.----------------------------------------------------------------------------------------------------------------
11.f.................................... Brake operation, to include auto-braking X X X X
system where applicable.----------------------------------------------------------------------------------------------------------------12.......................................... Any Flight Phase.----------------------------------------------------------------------------------------------------------------
12.a.................................... Airplane and engine systems operation.........----------------------------------------------------------------------------------------------------------------
12.a.1.............................. Air conditioning and pressurization (ECS)..... X X X X----------------------------------------------------------------------------------------------------------------
12.a.2.............................. De-icing/anti-icing........................... X X X X----------------------------------------------------------------------------------------------------------------
12.a.3.............................. Auxiliary power unit (APU).................... X X X X----------------------------------------------------------------------------------------------------------------
12.a.4.............................. Communications................................ X X X X----------------------------------------------------------------------------------------------------------------
12.a.5.............................. Electrical.................................... X X X X----------------------------------------------------------------------------------------------------------------
12.a.6.............................. Fire and smoke detection and suppression...... X X X X----------------------------------------------------------------------------------------------------------------
12.a.7.............................. Flight controls (primary and secondary)....... X X X X----------------------------------------------------------------------------------------------------------------
12.a.8.............................. Fuel and oil, hydraulic and pneumatic......... X X X X----------------------------------------------------------------------------------------------------------------
12.a.9.............................. Landing gear.................................. X X X X----------------------------------------------------------------------------------------------------------------
12.a.10............................. Oxygen........................................ X X X X----------------------------------------------------------------------------------------------------------------
12.a.11............................. Engine........................................ X X X X----------------------------------------------------------------------------------------------------------------
12.a.12............................. Airborne radar................................ X X X X----------------------------------------------------------------------------------------------------------------
12.a.13............................. Autopilot and Flight Director................. X X X X----------------------------------------------------------------------------------------------------------------
12.a.14............................. Collision avoidance systems. (e.g., (E)GPWS, X X X X
TCAS).----------------------------------------------------------------------------------------------------------------
12.a.15............................. Flight control computers including stability X X X X
and control augmentation.----------------------------------------------------------------------------------------------------------------
12.a.16............................. Flight display systems........................ X X X X----------------------------------------------------------------------------------------------------------------
12.a.17............................. Flight management computers................... X X X X----------------------------------------------------------------------------------------------------------------
12.a.18............................. Head-up guidance, head-up displays............ X X X X----------------------------------------------------------------------------------------------------------------
12.a.19............................. Navigation systems............................ X X X X----------------------------------------------------------------------------------------------------------------
12.a.20............................. Stall warning/avoidance....................... X X X X----------------------------------------------------------------------------------------------------------------
12.a.21............................. Wind shear avoidance equipment................ X X X X----------------------------------------------------------------------------------------------------------------
12.a.22............................. Automatic landing aids........................ X X X X----------------------------------------------------------------------------------------------------------------
12.b.................................... Airborne procedures----------------------------------------------------------------------------------------------------------------
12.b.1.............................. Holding....................................... X X X X----------------------------------------------------------------------------------------------------------------
12.b.2.............................. Air hazard avoidance (traffic, weather)....... X X----------------------------------------------------------------------------------------------------------------
12.b.3.............................. Wind shear.................................... X X----------------------------------------------------------------------------------------------------------------
12.b.4.............................. Effects of airframe ice....................... X X----------------------------------------------------------------------------------------------------------------
12.c.................................... Engine shutdown and parking----------------------------------------------------------------------------------------------------------------
12.c.1.............................. Engine and systems operation.................. X X X X----------------------------------------------------------------------------------------------------------------
12.c.2.............................. Parking brake operation....................... X X X X----------------------------------------------------------------------------------------------------------------
Table A3B--Functions and Subjective Tests------------------------------------------------------------------------
QPS Requirements-------------------------------------------------------------------------
Simulator level
Entry No. For qualification at the stated -------------------
level--Class I airport models A B C D------------------------------------------------------------------------This table specifies the minimum airport model content and functionality
to qualify a simulator at the indicated level. This table applies only
to the airport models required for simulator qualification; i.e., one
airport model for Level A and Level B simulators; three airport models
for Level C and Level D simulators.------------------------------------------------------------------------
Begin QPS Requirements------------------------------------------------------------------------1................. Functional test content requirements for Level A and
Level B simulators. The following is the minimum
airport model content requirement to satisfy visual
capability tests, and provides suitable visual cues
to allow completion of all functions and subjective
tests described in this attachment for simulators
at Levels A and B.------------------------------------------------------------------------
1.a........... A minimum of one (1) X X
representative airport model.
This model identification must
be acceptable to the sponsor's
TPAA, selectable from the IOS,
and listed on the SOQ.------------------------------------------------------------------------
1.b........... The fidelity of the airport X X
model must be sufficient for
the aircrew to visually
identify the airport; determine
the position of the simulated
airplane within a night visual
scene; successfully accomplish
take-offs, approaches, and
landings; and maneuver around
the airport on the ground as
necessary.------------------------------------------------------------------------
1.c........... Runways:........................ X X------------------------------------------------------------------------
1.c.1..... Visible runway number........... X X------------------------------------------------------------------------
1.c.2..... Runway threshold elevations and X X
locations must be modeled to
provide sufficient correlation
with airplane systems (e.g.,
altimeter).------------------------------------------------------------------------
1.c.3..... Runway surface and markings..... X X------------------------------------------------------------------------
1.c.4..... Lighting for the runway in use X X
including runway edge and
centerline.------------------------------------------------------------------------
1.c.5..... Lighting, visual approach aid X X
and approach lighting of
appropriate colors.------------------------------------------------------------------------
1.c.6..... Representative taxiway lights... X X------------------------------------------------------------------------2................. Functional test content requirements for Level C and
Level D simulators. The following is the minimum
airport model content requirement to satisfy visual
capability tests, and provide suitable visual cues
to allow completion of all functions and subjective
tests described in this attachment for simulators
at Levels C and D. Not all of the elements
described in this section must be found in a single
airport model. However, all of the elements
described in this section must be found throughout
a combination of the three (3) airport models
described in entry 2.a.------------------------------------------------------------------------
2.a........... A minimum of three (3) X X
representative airport models.
The model identifications must
be acceptable to the sponsor's
TPAA, selectable from the IOS,
and listed on the SOQ.------------------------------------------------------------------------
2.a.1..... Night and Twilight (Dusk) scenes X X
required.------------------------------------------------------------------------
2.a.2..... Daylight scenes required........ X------------------------------------------------------------------------
2.b....... Two parallel runways and one X X
crossing runway, displayed
simultaneously; at least two of
the runways must be able to be
lighted fully and
simultaneously.
Note: This requirement may be
demonstrated at either a
fictional airport or a real-
world airport. However, if a
fictional airport is used, this
airport must be listed on the
SOQ.------------------------------------------------------------------------
2.c........... Runway threshold elevations and X X
locations must be modeled to
provide sufficient correlation
with airplane systems (e.g.,
HGS, GPS, altimeter); slopes in
runways, taxiways, and ramp
areas must not cause
distracting or unrealistic
effects, including pilot eye-
point height variation.------------------------------------------------------------------------
2.d........... Representative airport X X
buildings, structures and
lighting.------------------------------------------------------------------------
2.e........... At least one useable gate, at X X
the appropriate height
(required only for those
airplanes that typically
operate from terminal gates).------------------------------------------------------------------------
2.f........... Representative moving and static X X
gate clutter (e.g., other
airplane, power carts, tugs,
fuel trucks, and additional
gates).------------------------------------------------------------------------
2.g........... Representative gate/apron X X
markings (e.g., hazard
markings, lead-in lines, gate
numbering) and lighting.------------------------------------------------------------------------
2.h........... Representative runway markings, X X
lighting, and signage,
including a windsock that gives
appropriate wind cues.------------------------------------------------------------------------
2.i........... Representative taxiway markings, X X
lighting, and signage necessary
for position identification,
and to taxi from parking to a
designated runway and return to
parking.------------------------------------------------------------------------
2.j........... A low visibility taxi route X
(e.g., Surface Movement
Guidance Control System, follow-
me truck, daylight taxi lights)
must also be demonstrated.------------------------------------------------------------------------
2.k........... Representative moving and static X X
ground traffic (e.g., vehicular
and airplane), including the
capability to present ground
hazards (e.g., another airplane
crossing the active runway).------------------------------------------------------------------------
2.l........... Representative moving airborne X X
traffic, including the
capability to present air
hazards (e.g., airborne traffic
on a possible collision course).------------------------------------------------------------------------
2.m........... Representative depiction of X X
terrain and obstacles as well
as significant and identifiable
natural and cultural features,
within 25 NM of the reference
airport.------------------------------------------------------------------------
2.n........... Appropriate approach lighting X X
systems and airfield lighting
for a VFR circuit and landing,
non-precision approaches and
landings, and Category I, II
and III precision approaches
and landings.------------------------------------------------------------------------
2.o........... Representative gate docking aids X X
or a marshaller.------------------------------------------------------------------------
2.p........... Portrayal of physical X
relationships known to cause
landing illusions (e.g., short
runways, landing approaches
over water, uphill or downhill
runways, rising terrain on the
approach path).
This requirement may be met by a
SOC and a demonstration of two
landing illusions. The
illusions are not required to
be beyond the normal
operational capabilities of the
airplane being simulated. The
demonstrated illusions must be
available to the instructor or
check airman at the IOS for
training, testing, checking, or
experience activities.------------------------------------------------------------------------
2.q........... Portrayal of runway surface X
contaminants, including runway
lighting reflections when wet
and partially obscured lights
when snow is present, or
suitable alternative effects.------------------------------------------------------------------------3................. Airport model management. The following is the
minimum airport model management requirements for
simulators at Levels A, B, C, and D.------------------------------------------------------------------------
3.a........... Runway and approach lighting X X X X
must fade into view in
accordance with the
environmental conditions set in
the simulator, and the distance
from the object.------------------------------------------------------------------------
3.b........... The direction of strobe lights, X X X X
approach lights, runway edge
lights, visual landing aids,
runway centerline lights,
threshold lights, and touchdown
zone lights must be replicated.------------------------------------------------------------------------4................. Visual feature recognition. The following is the
minimum distances at which runway features must be
visible for simulators at Levels A, B, C, and D.
Distances are measured from runway threshold to an
airplane aligned with the runway on an extended 3
glide-slope in simulated meteorological conditions
that recreate the minimum distances for visibility.
For circling approaches, all tests apply to the
runway used for the initial approach and to the
runway of intended landing.------------------------------------------------------------------------
4.a........... Runway definition, strobe X X X X
lights, approach lights, and
runway edge white lights from 5
sm (8 km) of the runway
threshold.------------------------------------------------------------------------
4.b........... Visual Approach Aid lights (VASI X X
or PAPI) from 5 sm (8 km) of
the runway threshold.------------------------------------------------------------------------
4.c........... Visual Approach Aid lights (VASI X X
or PAPI) from 3 sm (5 km) of
the runway threshold.------------------------------------------------------------------------
4.d........... Runway centerline lights and X X X X
taxiway definition from 3 sm (5
km).------------------------------------------------------------------------
4.e........... Threshold lights and touchdown X X X X
zone lights from 2 sm (3 km).------------------------------------------------------------------------
4.f........... Runway markings within range of X X X X
landing lights for night scenes
as required by the surface
resolution test on day scenes.------------------------------------------------------------------------
4.g........... For circling approaches, the X X X X
runway of intended landing and
associated lighting must fade
into view in a non-distracting
manner.------------------------------------------------------------------------
5................. Airport model content. The following sets out the
minimum requirements for what must be provided in
an airport model and also identifies the other
aspects of the airport environment that must
correspond with that model for simulators at Levels
A, B, C, and D. For circling approaches, all tests
apply to the runway used for the initial approach
and to the runway of intended landing. If all
runways in an airport model used to meet the
requirements of this attachment are not designated
as ``in use,'' then the ``in use'' runways must be
listed on the SOQ (e.g., KORD, Rwys 9R, 14L, 22R).
Models of airports with more than one runway must
have all significant runways not ``in-use''
visually depicted for airport and runway
recognition purposes. The use of white or off white
light strings that identify the runway threshold,
edges, and ends for twilight and night scenes are
acceptable for this requirement. Rectangular
surface depictions are acceptable for daylight
scenes. A visual system's capabilities must be
balanced between providing airport models with an
accurate representation of the airport and a
realistic representation of the surrounding
environment. Airport model detail must be developed
using airport pictures, construction drawings and
maps, or other similar data, or developed in
accordance with published regulatory material;
however, this does not require that such models
contain details that are beyond the design
capability of the currently qualified visual
system. Only one ``primary'' taxi route from
parking to the runway end will be required for each
``in-use'' runway.------------------------------------------------------------------------
5.a........... The surface and markings for each ``in-use'' runway
must include the following:------------------------------------------------------------------------
5.a.1..... Threshold markings.............. X X X X------------------------------------------------------------------------
5.a.2..... Runway numbers.................. X X X X------------------------------------------------------------------------
5.a.3..... Touchdown zone markings......... X X X X------------------------------------------------------------------------
5.a.4..... Fixed distance markings......... X X X X------------------------------------------------------------------------
5.a.5..... Edge markings................... X X X X------------------------------------------------------------------------
5.a.6..... Centerline stripes.............. X X X X------------------------------------------------------------------------
5.b........... Each runway designated as an ``in-use'' runway must
include the following:------------------------------------------------------------------------
5.b.1..... The lighting for each ``in-use'' runway must include
the following:------------------------------------------------------------------------
(i) Threshold lights............ X X X X------------------------------------------------------------------------
(ii) Edge lights................ X X X X------------------------------------------------------------------------
(iii) End lights................ X X X X------------------------------------------------------------------------
(iv) Centerline lights, if X X X X
appropriate.------------------------------------------------------------------------
(v) Touchdown zone lights, if X X X X
appropriate.------------------------------------------------------------------------
(vi) Leadoff lights, if X X X X
appropriate.------------------------------------------------------------------------
(vii) Appropriate visual landing X X X X
aid(s) for that runway.------------------------------------------------------------------------
(viii) Appropriate approach X X X X
lighting system for that runway.------------------------------------------------------------------------
5.b.2..... The taxiway surface and markings associated with
each ``in-use'' runway must include the following:------------------------------------------------------------------------
(i) Edge........................ X X X X------------------------------------------------------------------------
(ii) Centerline................. X X X X------------------------------------------------------------------------
(iii) Runway hold lines......... X X X X------------------------------------------------------------------------
(iv) ILS critical area marking.. X X X X------------------------------------------------------------------------
5.b.3..... The taxiway lighting associated with each ``in-use''
runway must include the following:------------------------------------------------------------------------
(i) Edge........................ X X X X------------------------------------------------------------------------
(ii) Centerline, if appropriate. X X X X------------------------------------------------------------------------
(iii) Runway hold and ILS X X X X
critical area lights.------------------------------------------------------------------------
(iv) Edge lights of correct X X
color.------------------------------------------------------------------------
5.b.4..... Airport signage associated with each ``in-use''
runway must include the following:------------------------------------------------------------------------
(i) Distance remaining signs, if X X X X
appropriate.------------------------------------------------------------------------
(ii) Signs at intersecting X X X X
runways and taxiways.------------------------------------------------------------------------
(iii) Signs described in entries X X X X
2.h. and 2.i. of this table.------------------------------------------------------------------------
5.b.5..... Required airport model correlation with other
aspects of the airport environment simulation:------------------------------------------------------------------------
(i) The airport model must be X X X X
properly aligned with the
navigational aids that are
associated with operations at
the runway ``in-use''.------------------------------------------------------------------------
(ii) The simulation of runway X
contaminants must be correlated
with the displayed runway
surface and lighting where
applicable.------------------------------------------------------------------------6................. Correlation with airplane and associated equipment.
The following are the minimum correlation
comparisons that must be made for simulators at
Levels A, B, C, and D.------------------------------------------------------------------------
6.a........... Visual system compatibility with X X X X
aerodynamic programming.------------------------------------------------------------------------
6.b........... Visual cues to assess sink rate X X X
and depth perception during
landings.------------------------------------------------------------------------
6.c........... Accurate portrayal of X X X X
environment relating to flight
simulator attitudes.------------------------------------------------------------------------
6.d........... The airport model and the X X
generated visual scene must
correlate with integrated
airplane systems (e.g.,
terrain, traffic and weather
avoidance systems and Head-up
Guidance System (HGS)).------------------------------------------------------------------------
6.e........... Representative visual effects X X X X
for each visible, own-ship,
airplane external light(s)--
taxi and landing light lobes
(including independent
operation, if appropriate).------------------------------------------------------------------------
6.f........... The effect of rain removal X X
devices.------------------------------------------------------------------------
7............. Scene quality. The following are the minimum scene
quality tests that must be conducted for simulators
at Levels A, B, C, and D.------------------------------------------------------------------------
7.a........... Surfaces and textural cues must X X
be free from apparent and
distracting quantization
(aliasing).------------------------------------------------------------------------
7.b........... System capable of portraying X X
full color realistic textural
cues.------------------------------------------------------------------------
7.c........... The system light points must be X X X X
free from distracting jitter,
smearing or streaking.------------------------------------------------------------------------
7.d........... Demonstration of occulting X X
through each channel of the
system in an operational scene.------------------------------------------------------------------------
7.e........... Demonstration of a minimum of X X
ten levels of occulting through
each channel of the system in
an operational scene.------------------------------------------------------------------------
7.f........... System capable of providing X X
focus effects that simulate
rain.------------------------------------------------------------------------
7.g........... System capable of providing X X
focus effects that simulate
light point perspective growth.------------------------------------------------------------------------
7.h........... System capable of six discrete X X X X
light step controls (0-5).------------------------------------------------------------------------8................. Environmental effects. The following are the minimum
environmental effects that must be available as
indicated.------------------------------------------------------------------------
8.a........... The displayed scene X X
corresponding to the
appropriate surface
contaminants and include runway
lighting reflections for wet,
partially obscured lights for
snow, or alternative effects.------------------------------------------------------------------------
8.a.1..... Special weather representations which include:------------------------------------------------------------------------
(i) The sound, motion and visual X X
effects of light, medium and
heavy precipitation near a
thunderstorm on take-off,
approach, and landings at and
below an altitude of 2,000 ft
(600 m) above the airport
surface and within a radius of
10 sm (16 km) from the airport.------------------------------------------------------------------------
(ii) One airport with a snow X X
scene to include terrain snow
and snow-covered taxiways and
runways.------------------------------------------------------------------------
8.b........... In-cloud effects such as X X
variable cloud density, speed
cues and ambient changes.------------------------------------------------------------------------
8.c........... The effect of multiple cloud X X
layers representing few,
scattered, broken and overcast
conditions giving partial or
complete obstruction of the
ground scene.------------------------------------------------------------------------
8.d........... Visibility and RVR measured in X X X X
terms of distance. Visibility/
RVR checked at 2,000 ft (600 m)
above the airport and at two
heights below 2000 ft with at
least 500 ft of separation
between the measurements. The
measurements must be taken
within a radius of 10 sm (16
km) from the airport.------------------------------------------------------------------------
8.e........... Patchy fog giving the effect of X X
variable RVR.------------------------------------------------------------------------
8.f........... Effects of fog on airport X X
lighting such as halos and
defocus.------------------------------------------------------------------------
8.g........... Effect of own-ship lighting in X X
reduced visibility, such as
reflected glare, including
landing lights, strobes, and
beacons.------------------------------------------------------------------------
8.h........... Wind cues to provide the effect X X
of blowing snow or sand across
a dry runway or taxiway
selectable from the instructor
station.------------------------------------------------------------------------9................. Instructor control of the following: The following
are the minimum instructor controls that must be
available in simulators at Levels A, B, C, and D.------------------------------------------------------------------------
9.a........... Environmental effects, e.g., X X X X
cloud base, cloud effects,
cloud density, visibility in
statute miles/kilometers and
RVR in feet/meters.------------------------------------------------------------------------
9.b........... Airport selection............... X X X X------------------------------------------------------------------------
9.c........... Airport lighting, including X X X X
variable intensity.------------------------------------------------------------------------
9.d........... Dynamic effects including ground X X
and flight traffic.------------------------------------------------------------------------
End QPS Requirement------------------------------------------------------------------------
Begin Information------------------------------------------------------------------------10................ An example of being able to
``combine two airport models to
achieve two ``in-use'' runways:
One runway designated as the
``in use'' runway in the first
model of the airport, and the
second runway designated as the
``in use'' runway in the second
model of the same airport. For
example, the clearance is for
the ILS approach to Runway 27,
Circle to Land on Runway 18
right. Two airport visual
models might be used: the first
with Runway 27 designated as
the ``in use'' runway for the
approach to runway 27, and the
second with Runway 18 Right
designated as the ``in use''
runway. When the pilot breaks
off the ILS approach to runway
27, the instructor may change
to the second airport visual
model in which runway 18 Right
is designated as the ``in use''
runway, and the pilot would
make a visual approach and
landing. This process is
acceptable to the FAA as long
as the temporary interruption
due to the visual model change
is not distracting to the
pilot, does not cause changes
in navigational radio
frequencies, and does not cause
undue instructor/evaluator time.------------------------------------------------------------------------11................ Sponsors are not required to
provide every detail of a
runway, but the detail that is
provided should be correct
within the capabilities of the
system.------------------------------------------------------------------------
End Information------------------------------------------------------------------------
Table A3C--Functions and Subjective Tests------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Additional airport models beyond Simulator level
minimum required for -------------------
Entry No. qualification--Class II airport
models A B C D------------------------------------------------------------------------This table specifies the minimum airport model content and functionality
necessary to add airport models to a simulator's model library, beyond
those necessary for qualification at the stated level, without the
necessity of further involvement of the NSPM or TPAA.------------------------------------------------------------------------
Begin QPS Requirements------------------------------------------------------------------------1................ Airport model management. The following is the
minimum airport model management requirements for
simulators at Levels A, B, C, and D.------------------------------------------------------------------------
1.a.......... The direction of strobe lights, X X X X
approach lights, runway edge
lights, visual landing aids,
runway centerline lights,
threshold lights, and touchdown
zone lights on the ``in-use''
runway must be replicated.------------------------------------------------------------------------2................ Visual feature recognition. The following are the
minimum distances at which runway features must be
visible for simulators at Levels A, B, C, and D.
Distances are measured from runway threshold to an
airplane aligned with the runway on an extended 3
glide-slope in simulated meteorological conditions
that recreate the minimum distances for visibility.
For circling approaches, all requirements of this
section apply to the runway used for the initial
approach and to the runway of intended landing.------------------------------------------------------------------------
2.a.......... Runway definition, strobe lights, X X X X
approach lights, and runway edge
white lights from 5 sm (8 km)
from the runway threshold.------------------------------------------------------------------------
2.b.......... Visual Approach Aid lights (VASI X X
or PAPI) from 5 sm (8 km) from
the runway threshold.------------------------------------------------------------------------
2.c.......... Visual Approach Aid lights (VASI X X
or PAPI) from 3 sm (5 km) from
the runway threshold.------------------------------------------------------------------------
2.d.......... Runway centerline lights and X X X X
taxiway definition from 3 sm (5
km) from the runway threshold.------------------------------------------------------------------------
2.e.......... Threshold lights and touchdown X X X X
zone lights from 2 sm (3 km)
from the runway threshold.------------------------------------------------------------------------
2.f.......... Runway markings within range of X X X X
landing lights for night scenes
and as required by the surface
resolution requirements on day
scenes.------------------------------------------------------------------------
2.g.......... For circling approaches, the X X X X
runway of intended landing and
associated lighting must fade
into view in a non-distracting
manner.------------------------------------------------------------------------3................ Airport model content. The following prescribes the
minimum requirements for what must be provided in an
airport model and identifies other aspects of the
airport environment that must correspond with that
model for simulators at Levels A, B, C, and D. The
detail must be developed using airport pictures,
construction drawings and maps, or other similar
data, or developed in accordance with published
regulatory material; however, this does not require
that airport models contain details that are beyond
the designed capability of the currently qualified
visual system. For circling approaches, all
requirements of this section apply to the runway
used for the initial approach and to the runway of
intended landing. Only one ``primary'' taxi route
from parking to the runway end will be required for
each ``in-use'' runway.------------------------------------------------------------------------
3.a.......... The surface and markings for each ``in-use'' runway:------------------------------------------------------------------------
3.a.1.... Threshold markings............... X X X X------------------------------------------------------------------------
3.a.2.... Runway numbers................... X X X X------------------------------------------------------------------------
3.a.3.... Touchdown zone markings.......... X X X X------------------------------------------------------------------------
3.a.4.... Fixed distance markings.......... X X X X------------------------------------------------------------------------
3.a.5.... Edge markings.................... X X X X------------------------------------------------------------------------
3.a.6.... Centerline stripes............... X X X X------------------------------------------------------------------------
3.b.......... The lighting for each ``in-use'' runway------------------------------------------------------------------------
3.b.1.... Threshold lights................. X X X X------------------------------------------------------------------------
3.b.2.... Edge lights...................... X X X X------------------------------------------------------------------------
3.b.3.... End lights....................... X X X X------------------------------------------------------------------------
3.b.4.... Centerline lights................ X X X X------------------------------------------------------------------------
3.b.5.... Touchdown zone lights, if X X X X
appropriate.------------------------------------------------------------------------
3.b.6.... Leadoff lights, if appropriate... X X X X------------------------------------------------------------------------
3.b.7.... Appropriate visual landing aid(s) X X X X
for that runway.------------------------------------------------------------------------
3.b.8.... Appropriate approach lighting X X X X
system for that runway.------------------------------------------------------------------------
3.c.......... The taxiway surface and markings associated with each
``in-use'' runway:------------------------------------------------------------------------
3.c.1.... Edge............................. X X X X------------------------------------------------------------------------
3.c.2.... Centerline....................... X X X X------------------------------------------------------------------------
3.c.3.... Runway hold lines................ X X X X------------------------------------------------------------------------
3.c.4.... ILS critical area markings....... X X X X------------------------------------------------------------------------
3.d.......... The taxiway lighting associated with each ``in-use''
runway:------------------------------------------------------------------------
3.d.1.... Edge............................. X X------------------------------------------------------------------------
3.d.2.... Centerline....................... X X X X------------------------------------------------------------------------
3.d.3.... Runway hold and ILS critical area X X X X
lights.------------------------------------------------------------------------4................ Required model correlation with
other aspects of the airport
environment simulation The
following are the minimum model
correlation tests that must be
conducted for simulators at
Levels A, B, C, and D.------------------------------------------------------------------------
4.a.......... The airport model must be X X X X
properly aligned with the
navigational aids that are
associated with operations at
the ``in-use'' runway.------------------------------------------------------------------------
4.b.......... Slopes in runways, taxiways, and X X X X
ramp areas, if depicted in the
visual scene, must not cause
distracting or unrealistic
effects.------------------------------------------------------------------------5................ Correlation with airplane and associated equipment.
The following are the minimum correlation
comparisons that must be made for simulators at
Levels A, B, C, and D.------------------------------------------------------------------------
5.a............ Visual system compatibility with X X X X
aerodynamic programming.------------------------------------------------------------------------
5.b.......... Accurate portrayal of environment X X X X
relating to flight simulator
attitudes.------------------------------------------------------------------------
5.c.......... Visual cues to assess sink rate X X X
and depth perception during
landings.------------------------------------------------------------------------
5.d.......... Visual effects for each visible, X X X
own-ship, airplane external
light(s).------------------------------------------------------------------------6................ Scene quality. The following are the minimum scene
quality tests that must be conducted for simulators
at Levels A, B, C, and D.------------------------------------------------------------------------
6.a.......... Surfaces and textural cues must X X
be free of apparent and
distracting quantization
(aliasing).------------------------------------------------------------------------6.b.............. Correct color and realistic X X
textural cues.------------------------------------------------------------------------6.c.............. Light points free from X X X X
distracting jitter, smearing or
streaking.------------------------------------------------------------------------7................ Instructor controls of the following: The following
are the minimum instructor controls that must be
available in simulators at Levels A, B, C, and D.------------------------------------------------------------------------
7.a.......... Environmental effects, e.g., X X X X
cloud base (if used), cloud
effects, cloud density,
visibility in statute miles/
kilometers and RVR in feet/
meters.------------------------------------------------------------------------
7.b.......... Airport selection................ X X X X------------------------------------------------------------------------
7.c.......... Airport lighting including X X X X
variable intensity.------------------------------------------------------------------------
7.d.......... Dynamic effects including ground X X
and flight traffic.------------------------------------------------------------------------
End QPS Requirements------------------------------------------------------------------------
Begin Information------------------------------------------------------------------------8................ Sponsors are not required to X X X X
provide every detail of a
runway, but the detail that is
provided must be correct within
the capabilities of the system.------------------------------------------------------------------------
End Information------------------------------------------------------------------------
Table A3D--Functions and Subjective Tests------------------------------------------------------------------------
QPS Requirements Information------------------------------------------------------------------------
Simulator level
Entry no. Motion system -------------------- Notes
effects A B C D------------------------------------------------------------------------This table specifies motion effects that are required to indicate when a
flight crewmember must be able to recognize an event or situation.
Where applicable, flight simulator pitch, side loading and directional
control characteristics must be representative of the airplane.------------------------------------------------------------------------1............ Runway rumble, X X X X Different gross
oleo deflection, weights can also
ground speed, be selected,
uneven runway, which may also
runway and affect the
taxiway associated
centerline light vibrations
characteristics: depending on
Procedure: After airplane type.
the airplane has The associated
been pre-set to motion effects
the takeoff for the above
position and then tests should
released, taxi at also include an
various speeds assessment of
with a smooth the effects of
runway and note rolling over
the general centerline
characteristics lights, surface
of the simulated discontinuities
runway rumble of uneven
effects of oleo runways, and
deflections. various taxiway
Repeat the characteristics.
maneuver with a
runway roughness
of 50%, then with
maximum
roughness. Note
the associated
motion vibrations
affected by
ground speed and
runway roughness.------------------------------------------------------------------------2............ Buffets on the X X X X
ground due to
spoiler/
speedbrake
extension and
reverse thrust:
Procedure: Perform
a normal landing
and use ground
spoilers and
reverse thrust--
either
individually or
in combination--
to decelerate the
simulated
airplane. Do not
use wheel braking
so that only the
buffet due to the
ground spoilers
and thrust
reversers is felt.------------------------------------------------------------------------3............ Bumps associated X X X X
with the landing
gear:
Procedure: Perform
a normal take-off
paying special
attention to the
bumps that could
be perceptible
due to maximum
oleo extension
after lift-off.
When the landing
gear is extended
or retracted,
motion bumps can
be felt when the
gear locks into
position.------------------------------------------------------------------------4............ Buffet during X X X X
extension and
retraction of
landing gear:
Procedure: Operate
the landing gear.
Check that the
motion cues of
the buffet
experienced
represent the
actual airplane.------------------------------------------------------------------------
5............ Buffet in the air X X X X
due to flap and
spoiler/
speedbrake
extension and
approach to stall
buffet:
Procedure: Perform
an approach and
extend the flaps
and slats with
airspeeds
deliberately in
excess of the
normal approach
speeds. In cruise
configuration,
verify the
buffets
associated with
the spoiler/
speedbrake
extension. The
above effects can
also be verified
with different
combinations of
spoiler/
speedbrake, flap,
and landing gear
settings to
assess the
interaction
effects.------------------------------------------------------------------------6............ Approach to stall X X X X
buffet:
Procedure: Conduct
an approach-to-
stall with
engines at idle
and a
deceleration of 1
knot/second.
Check that the
motion cues of
the buffet,
including the
level of buffet
increase with
decreasing speed,
are
representative of
the actual
airplane.------------------------------------------------------------------------7............ Touchdown cues for X X X X
main and nose
gear:
Procedure: Conduct
several normal
approaches with
various rates of
descent. Check
that the motion
cues for the
touchdown bumps
for each descent
rate are
representative of
the actual
airplane.------------------------------------------------------------------------8............ Nosewheel X X X X
scuffing:
Procedure: Taxi at
various ground
speeds and
manipulate the
nosewheel
steering to cause
yaw rates to
develop that
cause the
nosewheel to
vibrate against
the ground
(``scuffing'').
Evaluate the
speed/nosewheel
combination
needed to produce
scuffing and
check that the
resultant
vibrations are
representative of
the actual
airplane.------------------------------------------------------------------------9............ Thrust effect with X X X X This effect is
brakes set: most discernible
Procedure: Set the with wing-
brakes on at the mounted engines.
take-off point
and increase the
engine power
until buffet is
experienced.
Evaluate its
characteristics.
Confirm that the
buffet increases
appropriately
with increasing
engine thrust.------------------------------------------------------------------------10........... Mach and maneuver ... X X X
buffet:
Procedure: With
the simulated
airplane trimmed
in 1 g flight
while at high
altitude,
increase the
engine power so
that the Mach
number exceeds
the documented
value at which
Mach buffet is
experienced.
Check that the
buffet begins at
the same Mach
number as it does
in the airplane
(for the same
configuration)
and that buffet
levels are
representative of
the actual
airplane. For
certain
airplanes,
maneuver buffet
can also be
verified for the
same effects.
Maneuver buffet
can occur during
turning flight at
conditions
greater than 1 g,
particularly at
higher altitudes.------------------------------------------------------------------------
11........... Tire failure ... ... X X The pilot may
dynamics: notice some
Procedure: yawing with a
Simulate a single multiple tire
tire failure and failure selected
a multiple tire on the same
failure. side. This
should require
the use of the
rudder to
maintain control
of the airplane.
Dependent on
airplane type, a
single tire
failure may not
be noticed by
the pilot and
should not have
any special
motion effect.
Sound or
vibration may be
associated with
the actual tire
losing pressure.------------------------------------------------------------------------12........... Engine malfunction ... X X X
and engine
damage:
Procedure: The
characteristics
of an engine
malfunction as
stipulated in the
malfunction
definition
document for the
particular flight
simulator must
describe the
special motion
effects felt by
the pilot. Note
the associated
engine
instruments
varying according
to the nature of
the malfunction
and note the
replication of
the effects of
the airframe
vibration.------------------------------------------------------------------------13........... Tail strikes and ... X X X The motion effect
engine pod should be felt
strikes: as a noticeable
Procedure: Tail- bump. If the
strikes can be tail strike
checked by over- affects the
rotation of the airplane angular
airplane at a rates, the
speed below Vr cueing provided
while performing by the motion
a takeoff. The system should
effects can also have an
be verified associated
during a landing. effect.
Excessive banking
of the airplane
during its take-
off/landing roll
can cause a pod
strike.------------------------------------------------------------------------
Table A3E--Functions and Subjective Tests------------------------------------------------------------------------
QPS Requirements-------------------------------------------------------------------------
Simulator level
Entry No. Sound system -------------------
A B C D------------------------------------------------------------------------
The following checks are performed during a normal flight profile with
motion system ON.------------------------------------------------------------------------1.............. Precipitation...................... X X------------------------------------------------------------------------2.............. Rain removal equipment............. X X------------------------------------------------------------------------3.............. Significant airplane noises X X
perceptible to the pilot during
normal operations.------------------------------------------------------------------------4.............. Abnormal operations for which there X X
are associated sound cues
including, engine malfunctions,
landing gear/tire malfunctions,
tail and engine pod strike and
pressurization malfunction.------------------------------------------------------------------------5.............. Sound of a crash when the flight X X
simulator is landed in excess of
limitations.------------------------------------------------------------------------
Table A3F--Functions and Subjective Tests------------------------------------------------------------------------
QPS Requirements-------------------------------------------------------------------------
Simulator level
Entry No. Special effects -------------------
A B C D------------------------------------------------------------------------
This table specifies the minimum special effects necessary for the
specified simulator level.------------------------------------------------------------------------1.............. Braking Dynamics:
Representations of the dynamics of X X
brake failure (flight simulator
pitch, side-loading, and
directional control
characteristics representative of
the airplane), including antiskid
and decreased brake efficiency due
to high brake temperatures (based
on airplane related data),
sufficient to enable pilot
identification of the problem and
implementation of appropriate
procedures.------------------------------------------------------------------------2.............. Effects of Airframe and Engine X X
Icing:
Required only for those airplanes
authorized for operations in known
icing conditions.
Procedure: With the simulator
airborne, in a clean
configuration, nominal altitude
and cruise airspeed, autopilot on
and auto-throttles off, engine and
airfoil anti-ice/de-ice systems
deactivated; activate icing
conditions at a rate that allows
monitoring of simulator and
systems response. Icing
recognition will include an
increase in gross weight, airspeed
decay, change in simulator pitch
attitude, change in engine
performance indications (other
than due to airspeed changes), and
change in data from pitot/static
system. Activate heating, anti-
ice, or de-ice systems
independently. Recognition will
include proper effects of these
systems, eventually returning the
simulated airplane to normal
flight.------------------------------------------------------------------------
Table A3G--Functions and Subjective Tests------------------------------------------------------------------------
QPS Requirements-------------------------------------------------------------------------
Simulator level
Entry No. Special effects -------------------
A B C D------------------------------------------------------------------------
Functions in this table are subject to evaluation only if appropriate
for the airplane and/or the system is installed on the specific
simulator.------------------------------------------------------------------------1.............. Simulator Power Switch(es)......... X X X X------------------------------------------------------------------------2.............. Airplane conditions------------------------------------------------------------------------
2.a........ Gross weight, center of gravity, X X X X
fuel loading and allocation.------------------------------------------------------------------------
2.b........ Airplane systems status............ X X X X------------------------------------------------------------------------
2.c........ Ground crew functions (e.g., ext. X X X X
power, push back).------------------------------------------------------------------------3.............. Airports------------------------------------------------------------------------
3.a........ Number and selection............... X X X X------------------------------------------------------------------------
3.b........ Runway selection................... X X X X------------------------------------------------------------------------
3.c........ Runway surface condition (e.g., X X
rough, smooth, icy, wet).------------------------------------------------------------------------
3.d........ Preset positions (e.g., ramp, gate, X X X X
1 for takeoff, takeoff
position, over FAF).------------------------------------------------------------------------
3.e........ Lighting controls.................. X X X X------------------------------------------------------------------------4.............. Environmental controls------------------------------------------------------------------------
4.a........ Visibility (statute miles X X X X
(kilometers)).------------------------------------------------------------------------
4.b........ Runway visual range (in feet X X X X
(meters)).------------------------------------------------------------------------
4.c........ Temperature........................ X X X X------------------------------------------------------------------------
4.d........ Climate conditions (e.g., ice, X X X X
snow, rain).------------------------------------------------------------------------
4.e........ Wind speed and direction........... X X X X------------------------------------------------------------------------
4.f........ Windshear.......................... X X------------------------------------------------------------------------
4.g........ Clouds (base and tops)............. X X X X------------------------------------------------------------------------5.............. Airplane system malfunctions X X X X
(Inserting and deleting
malfunctions into the simulator).------------------------------------------------------------------------6.............. Locks, Freezes, and Repositioning------------------------------------------------------------------------
6.a........ Problem (all) freeze/release....... X X X X------------------------------------------------------------------------
6.b........ Position (geographic) freeze/ X X X X
release.------------------------------------------------------------------------
6.c........ Repositioning (locations, freezes, X X X X
and releases).------------------------------------------------------------------------
6.d........ Ground speed control............... X X X X------------------------------------------------------------------------7.............. Remote IOS......................... X X X X------------------------------------------------------------------------8.............. Sound Controls. On/off/adjustment.. X X X X------------------------------------------------------------------------9.............. Motion/Control Loading System------------------------------------------------------------------------
9.a........ On/off/emergency stop.............. X X X X------------------------------------------------------------------------10............. Observer Seats/Stations. Position/ X X X X
Adjustment/Positive restraint
system.------------------------------------------------------------------------ ________________________________________________________________________
Begin Information
1. Introduction
a. The following is an example test schedule for an Initial/Upgrade evaluation that covers the majority of the requirements set out in the Functions and Subjective test requirements. It is not intended that the schedule be followed line by line, rather, the example should be used as a guide for preparing a schedule that is tailored to the airplane, sponsor, and training task.
b. Functions and subjective tests should be planned. This information has been organized as a reference document with the considerations, methods, and evaluation notes for each individual aspect of the simulator task presented as an individual item. In this way the evaluator can design his or her own test plan, using the appropriate sections to provide guidance on method and evaluation criteria. Two aspects should be present in any test plan structure:
(1) An evaluation of the simulator to determine that it replicates the aircraft and performs reliably for an uninterrupted period equivalent to the length of a typical training session.
(2) The simulator should be capable of operating reliably after the use of training device functions such as repositions or malfunctions.
c. A detailed understanding of the training task will naturally lead to a list of objectives that the simulator should meet. This list will form the basis of the test plan. Additionally, once the test plan has been formulated, the initial conditions and the evaluation criteria should be established. The evaluator should consider all factors that may have an influence on the characteristics observed during particular training tasks in order to make the test plan successful.
2. Events
a. Initial Conditions
(1) Airport.
(2) QNH.
(3) Temperature.
(4) Wind/Crosswind.
(5) Zero Fuel Weight /Fuel/Gross Weight /Center of Gravity.
b. Initial Checks
(1) Documentation of Simulator.
(a) Simulator Acceptance Test Manuals.
(b) Simulator Approval Test Guide.
(c) Technical Logbook Open Item List.
(d) Daily Functional Pre-flight Check.
(2) Documentation of User/Carrier Flight Logs.
(a) Simulator Operating/Instructor Manual.
(b) Difference List (Aircraft/Simulator).
(c) Flight Crew Operating Manuals.
(d) Performance Data for Different Fields.
(e) Crew Training Manual.
(f) Normal/Abnormal/Emergency Checklists.
(3) Simulator External Checks.
(a) Appearance and Cleanliness.
(b) Stairway/Access Bridge.
(c) Emergency Rope Ladders.
(d) ``Motion On''/``Flight in Progress'' Lights.
(4) Simulator Internal Checks.
(a) Cleaning/Disinfecting Towels (for cleaning oxygen masks).
(b) Flight deck Layout (compare with difference list).
(5) Equipment.
(a) Quick Donning Oxygen Masks.
(b) Head Sets.
(c) Smoke Goggles.
(d) Sun Visors.
(e) Escape Rope.
(f) Chart Holders.
(g) Flashlights.
(h) Fire Extinguisher (inspection date).
(i) Crash Axe.
(j) Gear Pins.
c. Power Supply and APU Start Checks
(1) Batteries and Static Inverter.
(2) APU Start with Battery.
(3) APU Shutdown using Fire Handle.
(4) External Power Connection.
(5) APU Start with External Power.
(6) Abnormal APU Start/Operation.
d. Flight deck Checks
(1) Flight deck Preparation Checks.
(2) FMC Programming.
(3) Communications and Navigational Aids Checks.
e. Engine Start
(1) Before Start Checks.
(2) Battery start with Ground Air Supply Unit.
(3) Engine Crossbleed Start.
(4) Normal Engine Start.
(5) Abnormal Engine Starts.
(6) Engine Idle Readings.
(7) After Start Checks.
f. Taxi Checks
(1) Pushback/Powerback.
(2) Taxi Checks.
(3) Ground Handling Check:
(a) Power required to initiate ground roll.
(b) Thrust response.
(c) Nosewheel and Pedal Steering.
(d) Nosewheel Scuffing.
(e) Perform 180 degree turns.
(f) Brakes Response and Differential Braking using Normal, Alternate and Emergency.
(g) Brake Systems.
(h) Eye height and fore/aft position.
(4) Runway Roughness.
g. Visual Scene--Ground Assessment. Select 3 different airport models and perform the following checks with Day, Dusk and Night selected, as appropriate:
(1) Visual Controls.
(a) Daylight, Dusk, Night Scene Controls.
(b) Flight deck ``Daylight'' ambient lighting.
(c) Environment Light Controls.
(d) Runway Light Controls.
(e) Taxiway Light Controls.
(2) Airport Model Content.
(a) Ramp area for buildings, gates, airbridges, maintenance ground equipment, parked aircraft.
(b) Daylight shadows, night time light pools.
(c) Taxiways for correct markings, taxiway/runway, marker boards, CAT I and II/III hold points, taxiway shape/grass areas, taxiway light (positions and colors).
(d) Runways for correct markings, lead-off lights, boards, runway slope, runway light positions, and colors, directionality of runway lights.
(e) Airport environment for correct terrain and significant features.
(f) Visual scene quantization (aliasing), color, and occulting levels.
(3) Ground Traffic Selection.
(4) Environment Effects.
(a) Low cloud scene.
(i) Rain:
(A) Runway surface scene.
(B) Windshield wiper--operation and sound.
(ii) Hail:
(A) Runway surface scene.
(B) Windshield wiper--operation and sound.
(b) Lightning/thunder.
(c) Snow/ice runway surface scene.
(d) Fog.
h. Takeoff. Select one or several of the following test cases:
(1) T/O Configuration Warnings.
(2) Engine Takeoff Readings.
(3) Rejected Takeoff (Dry/Wet/Icy Runway) and check the following:
(a) Autobrake function.
(b) Anti-skid operation.
(c) Motion/visual effects during deceleration.
(d) Record stopping distance (use runway plot or runway lights remaining).
Continue taxiing along the runway while applying brakes and check the following:
(e) Center line lights alternating red/white for 2000 feet/600 meters.
(f) Center line lights all red for 1000 feet/300 meters.
(g) Runway end, red stop bars.
(h) Braking fade effect.
(i) Brake temperature indications.
(4) Engine Failure between VI and V2.
(5) Normal Takeoff:
(a) During ground roll check the following:
(i) Runway rumble.
(ii) Acceleration cues.
(iii) Groundspeed effects.
(iv) Engine sounds.
(v) Nosewheel and rudder pedal steering.
(b) During and after rotation, check the following:
(i) Rotation characteristics.
(ii) Column force during rotation.
(iii) Gear uplock sounds/bumps.
(iv) Effect of slat/flap retraction during climbout.
(6) Crosswind Takeoff (check the following):
(a) Tendency to turn into or out of the wind.
(b) Tendency to lift upwind wing as airspeed increases.
(7) Windshear during Takeoff (check the following):
(a) Controllable during windshear encounter.
(b) Performance adequate when using correct techniques.
(c) Windshear Indications satisfactory.
(d) Motion cues satisfactory (particularly turbulence).
(8) Normal Takeoff with Control Malfunction.
(9) Low Visibility T/O (check the following):
(a) Visual cues.
(b) Flying by reference to instruments.
(c) SID Guidance on LNAV.
i. Climb Performance. Select one or several of the following test cases:
(1) Normal Climb--Climb while maintaining recommended speed profile and note fuel, distance and time.
(2) Single Engine Climb--Trim aircraft in a zero wheel climb at V2.
Note: Up to 5 bank towards the operating engine(s) is permissible. Climb for 3 minutes and note fuel, distance, and time. Increase speed toward en route climb speed and retract flaps. Climb for 3 minutes and note fuel, distance, and time.
j. Systems Operation During Climb.
Check normal operation and malfunctions as appropriate for the following systems:
(1) Air conditioning/Pressurization/Ventilation.
(2) Autoflight.
(3) Communications.
(4) Electrical.
(5) Fuel.
(6) Icing Systems.
(7) Indicating and Recording Systems.
(8) Navigation/FMS.
(9) Pneumatics.
k. Cruise Checks. Select one or several of the following test cases:
(1) Cruise Performance.
(2) High Speed/High Altitude Handling (check the following):
(a) Overspeed warning.
(b) High Speed buffet.
(c) Aircraft control satisfactory.
(d) Envelope limiting functions on Computer Controlled Aircraft.
Reduce airspeed to below level flight buffet onset speed, start a turn, and check the following:
(e) High Speed buffet increases with G loading.
Reduce throttles to idle and start descent, deploy the speedbrake, and check the following:
(f) Speedbrake indications.
(g) Symmetrical deployment.
(h) Airframe buffet.
(i) Aircraft response hands off.
(3) Yaw Damper Operation. Switch off yaw dampers and autopilot. Initiate a Dutch roll and check the following:
(a) Aircraft dynamics.
(b) Simulator motion effects.
Switch on yaw dampers, re-initiate a Dutch roll and check the following:
(c) Damped aircraft dynamics.
(4) APU Operation.
(5) Engine Gravity Feed.
(6) Engine Shutdown and Driftdown Check: FMC operation Aircraft performance.
(7) Engine Relight.
l. Descent. Select one of the following test cases:
(1) Normal Descent. Descend while maintaining recommended speed profile and note fuel, distance and time.
(2) Cabin Depressurization/Emergency Descent.
m. Medium Altitude Checks. Select one or several of the following test cases:
(1) High Angle of Attack/Stall. Trim the aircraft at 1.4 Vs, establish 1 kt/sec \2\ deceleration rate, and check the following--
(a) System displays/operation satisfactory.
(b) Handling characteristics satisfactory.
(c) Stall and Stick shaker speed.
(d) Buffet characteristics and onset speed.
(e) Envelope limiting functions on Computer Controlled Aircraft.
Recover to straight and level flight and check the following:
(f) Handling characteristics satisfactory.
(2) Turning Flight. Roll aircraft to left, establish a 30 to 45 bank angle, and check the following:
(a) Stick force required, satisfactory.
(b) Wheel requirement to maintain bank angle.
(c) Slip ball response, satisfactory.
(d) Time to turn 180.
Roll aircraft from 45 bank one way to 45 bank the opposite direction while maintaining altitude and airspeed--check the following:
(e) Controllability during maneuver.
(3) Degraded flight controls.
(4) Holding Procedure (check the following:)
(a) FMC operation.
(b) Autopilot auto thrust performance.
(5) Storm Selection (check the following:)
(a) Weather radar controls.
(b) Weather radar operation.
(c) Visual scene corresponds with WXR pattern.
(Fly through storm center, and check the following:)
(d) Aircraft enters cloud.
(e) Aircraft encounters representative turbulence.
(f) Rain/hail sound effects evident.
As aircraft leaves storm area, check the following:
(g) Storm effects disappear.
(6) TCAS (check the following:)
(a) Traffic appears on visual display.
(b) Traffic appears on TCAS display(s).
As conflicting traffic approaches, take relevant avoiding action, and check the following:
(c) Visual and TCAS system displays.
n. Approach and Landing. Select one or several of the following test cases while monitoring flight control and hydraulic systems for normal operation and with malfunctions selected:
(1) Flaps/Gear Normal Operation. Check the following:
(a) Time for extension/retraction.
(b) Buffet characteristics.
(2) Normal Visual Approach and Landing.
Fly a normal visual approach and landing--check the following:
(a) Aircraft handling.
(b) Spoiler operation.
(c) Reverse thrust operation.
(d) Directional control on the ground.
(e) Touchdown cues for main and nosewheel.
(f) Visual cues.
(g) Motion cues.
(h) Sound cues.
(i) Brake and anti-skid operation.
(3) Flaps/Gear Abnormal Operation or with hydraulic malfunctions.
(4) Abnormal Wing Flaps/Slats Landing.
(5) Manual Landing with Control Malfunction.
(a) Aircraft handling.
(b) Radio aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(6) Non-precision Approach--All Engines Operating.
(a) Aircraft handling.
(b) Radio Aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(7) Circling Approach.
(a) Aircraft handling.
(c) Radio Aids and instruments.
(d) Airport model content and cues.
(e) Motion cues.
(f) Sound cues.
(8) Non-precision Approach--One Engine Inoperative.
(a) Aircraft handling.
(b) Radio Aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(9) One Engine Inoperative Go-around.
(a) Aircraft handling.
(b) Radio Aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(10) CAT I Approach and Landing with raw-data ILS.
(a) Aircraft handling.
(b) Radio Aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(11) CAT I Approach and Landing with Limiting Crosswind.
(a) Aircraft handling.
(b) Radio Aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(12) CAT I Approach with Windshear. Check the following:
(a) Controllable during windshear encounter.
(b) Performance adequate when using correct techniques.
(c) Windshear indications/warnings.
(d) Motion cues (particularly turbulence).
(13) CAT II Approach and Automatic Go-Around.
(14) CAT III Approach and Landing--System Malfunctions.
(15) CAT III Approach and Landing--1 Engine Inoperative.
(16) GPWS evaluation.
o. Visual Scene--In-Flight Assessment.
Select three (3) different visual models and perform the following checks with ``day,'' ``dusk,'' and ``night'' (as appropriate) selected. Reposition the aircraft at or below 2000 feet within 10 nm of the airfield. Fly the aircraft around the airport environment and assess control of the visual system and evaluate the Airport model content as described below:
(1) Visual Controls.
(a) Daylight, Dusk, Night Scene Controls.
(b) Environment Light Controls.
(c) Runway Light Controls.
(d) Taxiway Light Controls.
(e) Approach Light Controls.
(2) Airport model Content.
(a) Airport environment for correct terrain and significant features.
(b) Runways for correct markings, runway slope, directionality of runway lights.
(c) Visual scene for quantization (aliasing), color, and occulting.
Reposition the aircraft to a long, final approach for an ``ILS runway.'' Select flight freeze when the aircraft is 5-statute miles (sm)/8-kilometers (km) out and on the glide slope. Check the following:
(3) Airport model content.
(a) Airfield features.
(b) Approach lights.
(c) Runway definition.
(d) Runway definition.
(e) Runway edge lights and VASI lights.
(f) Strobe lights.
Release flight freeze. Continue flying the approach with NP engaged. Select flight freeze when aircraft is 3 sm/5 km out and on the glide slope. Check the following:
(4) Airport model Content.
(a) Runway centerline light.
(b) Taxiway definition and lights.
Release flight freeze and continue flying the approach with A/P engaged. Select flight freeze when aircraft is 2 sm/3 km out and on the glide slope. Check the following:
(5) Airport model content.
(a) Runway threshold lights.
(b) Touchdown zone lights.
At 200 ft radio altitude and still on glide slope, select Flight Freeze. Check the following:
(6) Airport model content.
(a) Runway markings.
Set the weather to Category I conditions and check the following:
(7) Airport model content.
(a) Visual ground segment.
Set the weather to Category II conditions, release Flight Freeze, re-select Flight Freeze at 100 feet radio altitude, and check the following:
(8) Airport model content.
(a) Visual ground segment.
Select night/dusk (twilight) conditions and check the following:
(9) Airport model content.
(a) Runway markings visible within landing light lobes.
Set the weather to Category III conditions, release Flight Freeze, re-select Flight Freeze at 50 feet radio altitude and check the following:
(10) Airport model content.
(a) Visual ground segment.
Set WX to a typical ``missed approach? weather condition, release Flight Freeze, re-select Flight Freeze at 15 feet radio altitude, and check the following:
(11) Airport model content.
(a) Visual ground segment.
When on the ground, stop the aircraft. Set 0 feet RVR, ensure strobe/beacon tights are switched on and check the following:
(12) Airport model content.
(a) Visual effect of strobe and beacon.
Reposition to final approach, set weather to ``Clear,'' continue approach for an automatic landing, and check the following:
(13) Airport model content.
(a) Visual cues during flare to assess sink rate.
(b) Visual cues during flare to assess Depth perception.
(c) Flight deck height above ground.
After Landing Operations.
(1) After Landing Checks.
(2) Taxi back to gate. Check the following:
(a) Visual model satisfactory.
(b) Parking brake operation satisfactory.
(3) Shutdown Checks.
q. Crash Function.
(1) Gear-up Crash.
(2) Excessive rate of descent Crash.
(3) Excessive bank angle Crash. [GRAPHIC] [TIFF OMITTED] TR09MY08.005 [GRAPHIC] [TIFF OMITTED] TR09MY08.006 [GRAPHIC] [TIFF OMITTED] TR09MY08.008 [GRAPHIC] [TIFF OMITTED] TR09MY08.009 [GRAPHIC] [TIFF OMITTED] TR09MY08.010 [GRAPHIC] [TIFF OMITTED] TR09MY08.011 [GRAPHIC] [TIFF OMITTED] TR09MY08.012 [GRAPHIC] [TIFF OMITTED] TR09MY08.013 [GRAPHIC] [TIFF OMITTED] TR09MY08.014 [GRAPHIC] [TIFF OMITTED] TR09MY08.015 [GRAPHIC] [TIFF OMITTED] TR09MY08.016 [GRAPHIC] [TIFF OMITTED] TR09MY08.017 [GRAPHIC] [TIFF OMITTED] TR09MY08.018 [GRAPHIC] [TIFF OMITTED] TR09MY08.019
Attachment 5 to Appendix A to Part 60--Simulator Qualification
Requirements for Windshear Training Program Use ________________________________________________________________________
Begin QPS Requirements
1. Applicability
This attachment applies to all simulators, regardless of qualification level, that are used to satisfy the training requirements of an FAA-approved low-altitude windshear flight training program, or any FAA-approved training program that addresses windshear encounters.
2. Statement of Compliance and Capability (SOC)
a. The sponsor must submit an SOC confirming that the aerodynamic model is based on flight test data supplied by the airplane manufacturer or other approved data provider. The SOC must also confirm that any change to environmental wind parameters, including variances in those parameters for windshear conditions, once inserted for computation, result in the correct simulated performance. This statement must also include examples of environmental wind parameters currently evaluated in the simulator (such as crosswind takeoffs, crosswind approaches, and crosswind landings).
b. For simulators without windshear warning, caution, or guidance hardware in the original equipment, the SOC must also state that the simulation of the added hardware and/or software, including associated flight deck displays and annunciations, replicates the system(s) installed in the airplane. The statement must be accompanied by a block diagram depicting the input and output signal flow, and comparing the signal flow to the equipment installed in the airplane.
3. Models
The windshear models installed in the simulator software used for the qualification evaluation must do the following:
a. Provide cues necessary for recognizing windshear onset and potential performance degradation requiring a pilot to initiate recovery procedures. The cues must include all of the following, as appropriate for the portion of the flight envelope:
(1) Rapid airspeed change of at least [15 knots (kts).
(2) Stagnation of airspeed during the takeoff roll.
(3) Rapid vertical speed change of at least [500 feet per minute (fpm).
(4) Rapid pitch change of at least [5.
b. Be adjustable in intensity (or other parameter to achieve an intensity effect) to at least two (2) levels so that upon encountering the windshear the pilot may identify its presence and apply the recommended procedures for escape from such a windshear.
(1) If the intensity is lesser, the performance capability of the simulated airplane in the windshear permits the pilot to maintain a satisfactory flightpath; and
(2) If the intensity is greater, the performance capability of the simulated airplane in the windshear does not permit the pilot to maintain a satisfactory flightpath (crash). Note: The means used to accomplish the ``nonsurvivable'' scenario of paragraph 3.b.(2) of this attachment, that involve operational elements of the simulated airplane, must reflect the dispatch limitations of the airplane.
c. Be available for use in the FAA-approved windshear flight training program.
4. Demonstrations
a. The sponsor must identify one survivable takeoff windshear training model and one survivable approach windshear training model. The wind components of the survivable models must be presented in graphical format so that all components of the windshear are shown, including initiation point, variance in magnitude, and time or distance correlations. The simulator must be operated at the same gross weight, airplane configuration, and initial airspeed during the takeoff demonstration (through calm air and through the first selected survivable windshear), and at the same gross weight, airplane configuration, and initial airspeed during the approach demonstration (through calm air and through the second selected survivable windshear).
b. In each of these four situations, at an ``initiation point'' (i.e., where windshear onset is or should be recognized), the recommended procedures for windshear recovery are applied and the results are recorded as specified in paragraph 5 of this attachment.
c. These recordings are made without inserting programmed random turbulence. Turbulence that results from the windshear model is to be expected, and no attempt may be made to neutralize turbulence from this source.
d. The definition of the models and the results of the demonstrations of all four?(4) cases described in paragraph 4.a of this attachment, must be made a part of the MQTG.
5. Recording Parameters
a. In each of the four MQTG cases, an electronic recording (time history) must be made of the following parameters:
(1) Indicated or calibrated airspeed.
(2) Indicated vertical speed.
(3) Pitch attitude.
(4) Indicated or radio altitude.
(5) Angle of attack.
(6) Elevator position.
(7) Engine data (thrust, N1, or throttle position).
(8) Wind magnitudes (simple windshear model assumed).
b. These recordings must be initiated at least 10 seconds prior to the initiation point, and continued until recovery is complete or ground contact is made.
6. Equipment Installation and Operation
All windshear warning, caution, or guidance hardware installed in the simulator must operate as it operates in the airplane. For example, if a rapidly changing wind speed and/or direction would have caused a windshear warning in the airplane, the simulator must respond equivalently without instructor/evaluator intervention.
7. Qualification Test Guide
a. All QTG material must be forwarded to the NSPM.
b. A simulator windshear evaluation will be scheduled in accordance with normal procedures. Continuing qualification evaluation schedules will be used to the maximum extent possible.
c. During the on-site evaluation, the evaluator will ask the operator to run the performance tests and record the results. The results of these on-site tests will be compared to those results previously approved and placed in the QTG or MQTG, as appropriate.
d. QTGs for new (or MQTGs for upgraded) simulators must contain or reference the information described in paragraphs 2, 3, 4, and 5 of this attachment.
End QPS Requirements ________________________________________________________________________
Begin Information
8. Subjective Evaluation
The NSPM will fly the simulator in at least two of the available windshear scenarios to subjectively evaluate simulator performance as it encounters the programmed windshear conditions.
a. One scenario will include parameters that enable the pilot to maintain a satisfactory flightpath.
b. One scenario will include parameters that will not enable the pilot to maintain a satisfactory flightpath (crash).
c. Other scenarios may be examined at the NSPM's discretion.
9. Qualification Basis
The addition of windshear programming to a simulator in order to comply with the qualification for required windshear training does not change the original qualification basis of the simulator.
10. Demonstration Repeatability
For the purposes of demonstration repeatability, it is recommended that the simulator be flown by means of the simulator's autodrive function (for those simulators that have autodrive capability) during the demonstrations.
End Information ________________________________________________________________________
Attachment 6 to Appendix A to Part 60--FSTD Directives Applicable to
Airplane Flight Simulators
Flight Simulation Training Device (FSTD) Directive
FSTD Directive 1. Applicable to all Full Flight Simulators (FFS), regardless of the original qualification basis and qualification date (original or upgrade), having Class II or Class III airport models available.
Agency: Federal Aviation Administration (FAA), DOT.
Action: This is a retroactive requirement to have all Class II or Class III airport models meet current requirements.________________________________________________________________________
Summary: Notwithstanding the authorization listed in paragraph 13b in Appendices A and C of this part, this FSTD Directive requires each certificate holder to ensure that by May 30, 2009, except for the airport model(s) used to qualify the simulator at the designated level, each airport model used by the certificate holder's instructors or evaluators for training, checking, or testing under this chapter in an FFS, meets the definition of a Class II or Class III airport model as defined in 14CFR part 60. The completion of this requirement will not require a report, and the method used for keeping instructors and evaluators apprised of the airport models that meet Class II or Class III requirements on any given simulator is at the option of the certificate holder whose employees are using the FFS, but the method used must be available for review by the TPAA for that certificate holder.
Dates: FSTD Directive 1 becomes effective on May 30, 2008.
For Further Information Contact: Ed Cook, Senior Advisor to the Division Manager, Air Transportation Division, AFS-200, 800 Independence Ave, SW., Washington, DC 20591; telephone: (404) 832-4701; fax: (404) 761-8906.
Specific Requirements:
1. Part 60 requires that each FSTD be:
a. Sponsored by a person holding or applying for an FAA operating certificate under Part 119, Part 141, or Part 142, or holding or applying for an FAA-approved training program under Part 63, Appendix C, for flight engineers, and
b. Evaluated and issued an SOQ for a specific FSTD level.
2. FFSs also require the installation of a visual system that is capable of providing an out-of-the-flight-deck view of airport models. However, historically these airport models were not routinely evaluated or required to meet any standardized criteria. This has led to qualified simulators containing airport models being used to meet FAA-approved training, testing, or checking requirements with potentially incorrect or inappropriate visual references.
3. To prevent this from occurring in the future, by May 30, 2009, except for the airport model(s) used to qualify the simulator at the designated level, each certificate holder must assure that each airport model used for training, testing, or checking under this chapter in a qualified FFS meets the definition of a Class II or Class III airport model as defined in Appendix F of this part.
4. These references describe the requirements for visual scene management and the minimum distances from which runway or landing area features must be visible for all levels of simulator. The airport model must provide, for each ``in-use runway'' or ``in-use landing area,'' runway or landing area surface and markings, runway or landing area lighting, taxiway surface and markings, and taxiway lighting. Additional requirements include correlation of the v airport models with other aspects of the airport environment, correlation of the aircraft and associated equipment, scene quality assessment features, and the control of these models the instructor must be able to exercise.
5. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing.
6. The details in these models must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material. However, this FSTD DIRECTIVE 1 does not require that airport models contain details that are beyond the initially designed capability of the visual system, as currently qualified. The recognized limitations to visual systems are as follows:
a. Visual systems not required to have runway numbers as a part of the specific runway marking requirements are:
(1) Link NVS and DNVS.
(2) Novoview 2500 and 6000.
(3) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.
(4) Redifusion SP1, SP1T, and SP2.
b. Visual systems required to display runway numbers only for LOFT scenes are:
(1) FlightSafety VITAL IV.
(2) Redifusion SP3 and SP3T.
(3) Link-Miles Image II.
c. Visual systems not required to have accurate taxiway edge lighting are:
(1) Redifusion SP1.
(2) FlightSafety Vital IV.
(3) Link-Miles Image II and Image IIT
(4) XKD displays (even though the XKD image generator is capable of generating blue colored lights, the display cannot accommodate that color).
7. A copy of this Directive must be filed in the MQTG in the designated FSTD Directive Section, and its inclusion must be annotated on the Index of Effective FSTD Directives chart. See Attachment 4, Appendices A through D for a sample MQTG Index of Effective FSTD Directives chart. [Doc. No. FAA-2002-12461, 73 FR 26490, May 9, 2008]
Sec. Appendix B to Part 60--Qualification Performance Standards for
Airplane Flight Training Devices ________________________________________________________________________
Begin Information
This appendix establishes the standards for Airplane FTD evaluation and qualification at Level 4, Level 5, or Level 6. The Flight Standards Service, NSPM, is responsible for the development, application, and implementation of the standards contained within this appendix. The procedures and criteria specified in this appendix will be used by the NSPM, or a person or persons assigned by the NSPM when conducting airplane FTD evaluations.
Table of Contents 1. Introduction2. Applicability (Sec. Sec. 60.1 and 60.2).3. Definitions (Sec. 60.3).4. Qualification Performance Standards (Sec. 60.4).5. Quality Management System (Sec. 60.5).6. Sponsor Qualification Requirements (Sec. 60.7).7. Additional Responsibilities of the Sponsor (Sec. 60.9).8. FTD Use (Sec. 60.11).9. FTD Objective Data Requirements (Sec. 60.13).10. Special Equipment and Personnel Requirements for Qualification of
the FTD (Sec. 60.14).11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15).12. Additional Qualifications for Currently Qualified FTDs (Sec. 60.16).13. Previously Qualified FTDs (Sec. 60.17).14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec. 60.19).15. Logging FTD Discrepancies (Sec. 60.20).16. Interim Qualification of FTDs for New Airplane Types or Models
(Sec. 60.21).17. Modifications to FTDs (Sec. 60.23).18. Operations with Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25).19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (Sec. 60.27).20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29).21. Record Keeping and Reporting (Sec. 60.31).22. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (Sec. 60.33).23. [Reserved]24. Levels of FTD.25. FTD Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37).Attachment 1 to Appendix B to Part 60--General FTD Requirements.Attachment 2 to Appendix B to Part 60--Flight Training Device (FTD)
Objective Tests.Attachment 3 to Appendix B to Part 60--Flight Training Device (FTD)
Subjective Evaluation.Attachment 4 to Appendix B to Part 60--Sample Documents.
End Information ________________________________________________________________________
1. Introduction ________________________________________________________________________
Begin Information
a. This appendix contains background information as well as regulatory and informative material as described later in this section. To assist the reader in determining what areas are required and what areas are permissive, the text in this appendix is divided into two sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements sections contain details regarding compliance with the part 60 rule language. These details are regulatory, but are found only in this appendix. The Information sections contain material that is advisory in nature, and designed to give the user general information about the regulation.
b. Questions regarding the contents of this publication should be sent to the U.S. Department of Transportation, Federal Aviation Administration, Flight Standards Service, National Simulator Program Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, Georgia, 30354. Telephone contact numbers for the NSP are: phone, 404-832-4700; fax, 404-761-8906. The general e-mail address for the NSP office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web Site address is: http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/. On this Web Site you will find an NSP personnel list with telephone and e-mail contact information for each NSP staff member, a list of qualified flight simulation devices, ACs, a description of the qualification process, NSP policy, and an NSP ``In-Works'' section. Also linked from this site are additional information sources, handbook bulletins, frequently asked questions, a listing and text of the Federal Aviation Regulations, Flight Standards Inspector's handbooks, and other FAA links.
c. The NSPM encourages the use of electronic media for all communication, including any record, report, request, test, or statement required by this appendix. The electronic media used must have adequate security provisions and be acceptable to the NSPM. The NSPM recommends inquiries on system compatibility, and minimum system requirements are also included on the NSP Web site.
d. Related Reading References.
(1) 14 CFR part 60.
(2) 14 CFR part 61.
(3) 14 CFR part 63.
(4) 14 CFR part 119.
(5) 14 CFR part 121.
(6) 14 CFR part 125.
(7) 14 CFR part 135.
(8) 14 CFR part 141.
(9) 14 CFR part 142.
(10) AC 120-28, as amended, Criteria for Approval of Category III Landing Weather Minima.
(11) AC 120-29, as amended, Criteria for Approving Category I and Category II Landing Minima for part 121 operators.
(12) AC 120-35, as amended, Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.
(13) AC 120-41, as amended, Criteria for Operational Approval of Airborne Wind Shear Alerting and Flight Guidance Systems.
(14) AC 120-45, as amended, Airplane Flight Training Device Qualification.
(14) AC 120-57, as amended, Surface Movement Guidance and Control System (SMGCS).
(15) AC 150/5300-13, as amended, Airport Design.
(16) AC 150/5340-1, as amended, Standards for Airport Markings.
(17) AC 150/5340-4, as amended, Installation Details for Runway Centerline Touchdown Zone Lighting Systems.
(18) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.
(19) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting System.
(20) AC 150/5345-28, as amended, Precision Approach Path Indicator (PAPI) Systems.
(21) International Air Transport Association document, ``Flight Simulator Design and Performance Data Requirements,'' as amended.
(22) AC 25-7, as amended, Flight Test Guide for Certification of Transport Category Airplanes.
(23) AC 23-8A, as amended, Flight Test Guide for Certification of Part 23 Airplanes.
(24) International Civil Aviation Organization (ICAO) Manual of Criteria for the Qualification of Flight Simulators, as amended.
(25) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society, London, UK.
(26) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and Instrument Ratings).
(27) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs.
(28) Aeronautical Radio, Inc. (ARINC) document number 436, titled Guidelines For Electronic Qualification Test Guide (as amended).
(29) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for Design and Integration of Aircraft Avionics Equipment in Simulators (as amended).________________________________________________________________________
End Information
2. Applicability (Sec. Sec. 60.1 and 60.2) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of sponsor rules to person who are not sponsors and who are engaged in certain unauthorized activities.
3. Definitions (Sec. 60.3)
See appendix F of this part for a list of definitions and abbreviations from part 1, part 60, and the QPS appendices of part 60.
4. Qualification Performance Standards (Sec. 60.4)
No additional regulatory or informational material applies to Sec. 60.4, Qualification Performance Standards.
5. Quality Management System (Sec. 60.5)
Additional regulatory material and informational material regarding Quality Management Systems for FTDs may be found in appendix E of this part.
End Information ________________________________________________________________________
6. Sponsor Qualification Requirements. (Sec. 60.7). ________________________________________________________________________
Begin Information
a. The intent of the language in Sec. 60.7(b) is to have a specific FTD, identified by the sponsor, used at least once in an FAA-approved flight training program for the airplane simulated during the 12-month period described. The identification of the specific FTD may change from one 12-month period to the next 12-month period as long as that sponsor sponsors and uses at least one FTD at least once during the prescribed period. There is no minimum number of hours or minimum FTD periods required.
b. The following examples describe acceptable operational practices:
(1) Example One.
(a) A sponsor is sponsoring a single, specific FTD for its own use, in its own facility or elsewhere-- this single FTD forms the basis for the sponsorship. The sponsor uses that FTD at least once in each 12-month period in that sponsor's FAA-approved flight training program for the airplane simulated. This 12-month period is established according to the following schedule:
(i) If the FTD was qualified prior to May 30, 2008, the 12-month period begins on the date of the first continuing qualification evaluation conducted in accordance with Sec. 60.19 after May 30, 2008, and continues for each subsequent 12-month period;
(ii) A device qualified on or after May 30, 2008, will be required to undergo an initial or upgrade evaluation in accordance with Sec. 60.15. Once the initial or upgrade evaluation is complete, the first continuing qualification evaluation will be conducted within 6 months. The 12 month continuing qualification evaluation cycle begins on that date and continues for each subsequent 12-month period.
(b) There is no minimum number of hours of FTD use required.
(c) The identification of the specific FTD may change from one 12-month period to the next 12-month period as long as that sponsor sponsors and uses at least one FTD at least once during the prescribed period.
(2) Example Two.
(a) A sponsor sponsors an additional number of FTDs, in its facility or elsewhere. Each additionally sponsored FTD must be--
(i) Used by the sponsor in the sponsor's FAA-approved flight training program for the airplane simulated (as described in Sec. 60.7(d)(1)); or
(ii) Used by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the airplane simulated (as described in Sec. 60.7(d)(1)). This 12-month period is established in the same manner as in example one; or
(iii) Provided a statement each year from a qualified pilot, (after having flown the airplane, not the subject FTD or another FTD, during the preceding 12-month period) stating that the subject FTD's performance and handling qualities represent the airplane (as described in Sec. 60.7(d)(2)). This statement is provided at least once in each 12-month period established in the same manner as in example one.
(b) There is no minimum number of hours of FTD use required.
(3) Example Three.
(a) A sponsor in New York (in this example, a Part 142 certificate holder) establishes ``satellite'' training centers in Chicago and Moscow.
(b) The satellite function means that the Chicago and Moscow centers must operate under the New York center's certificate (in accordance with all of the New York center's practices, procedures, and policies; e.g., instructor and/or technician training/checking requirements, record keeping, QMS program).
(c) All of the FTDs in the Chicago and Moscow centers could be dry-leased (i.e., the certificate holder does not have and use FAA-approved flight training programs for the FTDs in the Chicago and Moscow centers) because--
(i) Each FTD in the Chicago center and each FTD in the Moscow center is used at least once each 12-month period by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the airplane (as described in Sec. 60.7(d)(1)); or
(ii) A statement is obtained from a qualified pilot (having flown the airplane, not the subject FTD or another FTD during the preceding 12-month period) stating that the performance and handling qualities of each FTD in the Chicago and Moscow centers represents the airplane (as described in Sec. 60.7(d)(2)).
End Information ________________________________________________________________________
7. Additional Responsibilities of the Sponsor (Sec. 60.9) ________________________________________________________________________
Begin Information
The phrase ``as soon as practicable'' in Sec. 60.9(a) means without unnecessarily disrupting or delaying beyond a reasonable time the training, evaluation, or experience being conducted in the FTD.
8. FTD Use (Sec. 60.11)
No additional regulatory or informational material applies to Sec. 60.11, FTD use.
End Information ________________________________________________________________________
9. FTD Objective Data Requirements (Sec. 60.13)________________________________________________________________________
Begin QPS Requirements
a. Flight test data used to validate FTD performance and handling qualities must have been gathered in accordance with a flight test program containing the following:
(1) A flight test plan consisting of:
(a) The maneuvers and procedures required for aircraft certification and simulation programming and validation.
(b) For each maneuver or procedure--
(i) The procedures and control input the flight test pilot and/or engineer used.
(ii) The atmospheric and environmental conditions.
(iii) The initial flight conditions.
(iv) The airplane configuration, including weight and center of gravity.
(v) The data to be gathered.
(vi) All other information necessary to recreate the flight test conditions in the FTD.
(2) Appropriately qualified flight test personnel.
(3) An understanding of the accuracy of the data to be gathered using appropriate alternative data sources, procedures, and instrumentation that is traceable to a recognized standard as described in Attachment 2, Table B2F of this appendix.
(4) Appropriate and sufficient data acquisition equipment or system(s), including appropriate data reduction and analysis methods and techniques, acceptable to the FAA's Aircraft Certification Service.
b. The data, regardless of source, must be presented:
(1) In a format that supports the FTD validation process;
(2) In a manner that is clearly readable and annotated correctly and completely;
(3) With resolution sufficient to determine compliance with the tolerances set forth in Attachment 2, Table B2A, Appendix B;
(4) With any necessary guidance information provided; and
(5) Without alteration, adjustments, or bias. Data may be corrected to address known data calibration errors provided that an explanation of the methods used to correct the errors appears in the QTG. The corrected data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation.
c. After completion of any additional flight test, a flight test report must be submitted in support of the validation data. The report must contain sufficient data and rationale to support qualification of the FTD at the level requested.
d. As required by Sec. 60.13(f), the sponsor must notify the NSPM when it becomes aware that an addition to or a revision of the flight related data or airplane systems related data is available if this data is used to program and operate a qualified FTD. The data referred to in this sub-section are those data that are used to validate the performance, handling qualities, or other characteristics of the aircraft, including data related to any relevant changes occurring after the type certification is issued. The sponsor must--
(1) Within 10 calendar days, notify the NSPM of the existence of this data; and
(2) Within 45 calendar days, notify the NSPM of--
(i) The schedule to incorporate this data into the FTD; or
(ii) The reason for not incorporating this data into the FTD.
e. In those cases where the objective test results authorize a ``snapshot test'' or a ``series of snapshot test results'' in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.
End QPS Requirements ________________________________________________________________________
Begin Information
f. The FTD sponsor is encouraged to maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and if appropriate, with the person having supplied the aircraft data package for the FTD in order to facilitate the notification described in this paragraph.
g. It is the intent of the NSPM that for new aircraft entering service, at a point well in advance of preparation of the QTG, the sponsor should submit to the NSPM for approval, a descriptive document (see Appendix A, Table A2C, Sample Validation Data Roadmap for Airplanes) containing the plan for acquiring the validation data, including data sources. This document should clearly identify sources of data for all required tests, a description of the validity of these data for a specific engine type and thrust rating configuration, and the revision levels of all avionics affecting the performance or flying qualities of the aircraft. Additionally, this document should provide other information such as the rationale or explanation for cases where data or data parameters are missing, instances where engineering simulation data are used, or where flight test methods require further explanations. It should also provide a brief narrative describing the cause and effect of any deviation from data requirements. The aircraft manufacturer may provide this document.
h. There is no requirement for any flight test data supplier to submit a flight test plan or program prior to gathering flight test data. However, the NSPM notes that inexperienced data gatherers often provide data that is irrelevant, improperly marked, or lacking adequate justification for selection. Other problems include inadequate information regarding initial conditions or test maneuvers. The NSPM has been forced to refuse these data submissions as validation data for an FTD evaluation. It is for this reason that the NSPM recommends that any data supplier not previously experienced in this area review the data necessary for programming and for validating the performance of the FTD and discuss the flight test plan anticipated for acquiring such data with the NSPM well in advance of commencing the flight tests.
i. The NSPM will consider, on a case-by-case basis, whether to approve supplemental validation data derived from flight data recording systems such as a Quick Access Recorder or Flight Data Recorder.
End Information ________________________________________________________________________
10. Special Equipment and Personnel Requirements for Qualification of
the FTD (Sec. 60.14). ________________________________________________________________________
Begin Information
a. In the event that the NSPM determines that special equipment or specifically qualified persons will be required to conduct an evaluation, the NSPM will make every attempt to notify the sponsor at least one (1) week, but in no case less than 72 hours, in advance of the evaluation. Examples of special equipment include flight control measurement devices, accelerometers, or oscilloscopes. Examples of specially qualified personnel include individuals specifically qualified to install or use any special equipment when its use is required.
b. Examples of a special evaluation include an evaluation conducted after: An FTD is moved; at the request of the TPAA; or as a result of comments received from users of the FTD that raise questions about the continued qualification or use of the FTD.
End Information ________________________________________________________________________
11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15). ________________________________________________________________________
Begin QPS Requirement
a. In order to be qualified at a particular qualification level, the FTD must:
(1) Meet the general requirements listed in Attachment 1 of this appendix;
(2) Meet the objective testing requirements listed in Attachment 2 of this appendix (Level 4 FTDs do not require objective tests); and
(3) Satisfactorily accomplish the subjective tests listed in Attachment 3 of this appendix.
b. The request described in Sec. 60.15(a) must include all of the following:
(1) A statement that the FTD meets all of the applicable provisions of this part and all applicable provisions of the QPS.
(2) A confirmation that the sponsor will forward to the NSPM the statement described in Sec. 60.15(b) in such time as to be received no later than 5 business days prior to the scheduled evaluation and may be forwarded to the NSPM via traditional or electronic means.
(3) Except for a Level 4 FTD, a QTG, acceptable to the NSPM, that includes all of the following:
(a) Objective data obtained from aircraft testing or another approved source.
(b) Correlating objective test results obtained from the performance of the FTD as prescribed in the appropriate QPS.
(c) The result of FTD subjective tests prescribed in the appropriate QPS.
(d) A description of the equipment necessary to perform the evaluation for initial qualification and the continuing qualification evaluations.
c. The QTG described in paragraph a(3) of this section, must provide the documented proof of compliance with the FTD objective tests in Attachment 2, Table B2A of this appendix.
d. The QTG is prepared and submitted by the sponsor, or the sponsor?s agent on behalf of the sponsor, to the NSPM for review and approval, and must include, for each objective test:
(1) Parameters, tolerances, and flight conditions;
(2) Pertinent and complete instructions for conducting automatic and manual tests;
(3) A means of comparing the FTD test results to the objective data;
(4) Any other information as necessary to assist in the evaluation of the test results;
(5) Other information appropriate to the qualification level of the FTD.
e. The QTG described in paragraphs (a)(3) and (b) of this section, must include the following:
(1) A QTG cover page with sponsor and FAA approval signature blocks (see Attachment 4, Figure B4C, of this appendix, for a sample QTG cover page).
(2) A continuing qualification evaluation requirements page. This page will be used by the NSPM to establish and record the frequency with which continuing qualification evaluations must be conducted and any subsequent changes that may be determined by the NSPM in accordance with Sec. 60.19. See Attachment 4, Figure B4G, of this appendix, for a sample Continuing Qualification Evaluation Requirements page.
(3) An FTD information page that provides the information listed in this paragraph, if applicable (see Attachment 4, Figure B4B, of this appendix, for a sample FTD information page). For convertible FTDs, the sponsor must submit a separate page for each configuration of the FTD.
(a) The sponsor's FTD identification number or code.
(b) The airplane model and series being simulated.
(c) The aerodynamic data revision number or reference.
(d) The source of the basic aerodynamic model and the aerodynamic coefficient data used to modify the basic model.
(e) The engine model(s) and its data revision number or reference.
(f) The flight control data revision number or reference.
(g) The flight management system identification and revision level.
(h) The FTD model and manufacturer.
(i) The date of FTD manufacture.
(j) The FTD computer identification.
(k) The visual system model and manufacturer, including display type.
(l) The motion system type and manufacturer, including degrees of freedom.
(4) A Table of Contents.
(5) A log of revisions and a list of effective pages.
(6) List of all relevant data references.
(7) A glossary of terms and symbols used (including sign conventions and units).
(8) Statements of compliance and capability (SOCs) with certain requirements.
(9) Recording procedures or equipment required to accomplish the objective tests.
(10) The following information for each objective test designated in Attachment 2 of this appendix, as applicable to the qualification level sought:
(a) Name of the test.
(b) Objective of the test.
(c) Initial conditions.
(d) Manual test procedures.
(e) Automatic test procedures (if applicable).
(f) Method for evaluating FTD objective test results.
(g) List of all relevant parameters driven or constrained during the automatic test(s).
(h) List of all relevant parameters driven or constrained during the manual test(s).
(i) Tolerances for relevant parameters.
(j) Source of Validation Data (document and page number).
(k) Copy of the Validation Data (if located in a separate binder, a cross reference for the identification and page number for pertinent data location must be provided).
(l) FTD Objective Test Results as obtained by the sponsor. Each test result must reflect the date completed and must be clearly labeled as a product of the device being tested.
f. A convertible FTD is addressed as a separate FTD for each model and series airplane to which it will be converted and for the FAA qualification level sought. The NSPM will conduct an evaluation for each configuration. If a sponsor seeks qualification for two or more models of an airplane type using a convertible FTD, the sponsor must provide a QTG for each airplane model, or a QTG for the first airplane model and a supplement to that QTG for each additional airplane model. The NSPM will conduct evaluations for each airplane model.
g. The form and manner of presentation of objective test results in the QTG must include the following:
(1) The sponsor's FTD test results must be recorded in a manner acceptable to the NSPM, that allows easy comparison of the FTD test results to the validation data (e.g., use of a multi-channel recorder, line printer, cross plotting, overlays, transparencies).
(2) FTD results must be labeled using terminology common to airplane parameters as opposed to computer software identifications.
(3) Validation data documents included in a QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution.
(4) Scaling on graphical presentations must provide the resolution necessary to evaluate the parameters shown in Attachment 2, Table B2A of this appendix.
(5) Tests involving time histories, data sheets (or transparencies thereof) and FTD test results must be clearly marked with appropriate reference points to ensure an accurate comparison between FTD and airplane with respect to time. Time histories recorded via a line printer are to be clearly identified for cross-plotting on the airplane data. Over-plots may not obscure the reference data.
h. The sponsor may elect to complete the QTG objective and subjective tests at the manufacturer's facility or at the sponsor's training facility. If the tests are conducted at the manufacturer's facility, the sponsor must repeat at least one-third of the tests at the sponsor's training facility in order to substantiate FTD performance. The QTG must be clearly annotated to indicate when and where each test was accomplished. Tests conducted at the manufacturer's facility and at the sponsor's training facility must be conducted after the FTD is assembled with systems and sub-systems functional and operating in an interactive manner. The test results must be submitted to the NSPM.
i. The sponsor must maintain a copy of the MQTG at the FTD location.
j. All FTDs for which the initial qualification is conducted after May 30, 2014, must have an electronic MQTG (eMQTG) including all objective data obtained from airplane testing, or another approved source (reformatted or digitized), together with correlating objective test results obtained from the performance of the FTD (reformatted or digitized) as prescribed in this appendix. The eMQTG must also contain the general FTD performance or demonstration results (reformatted or digitized) prescribed in this appendix, and a description of the equipment necessary to perform the initial qualification evaluation and the continuing qualification evaluations. The eMQTG must include the original validation data used to validate FTD performance and handling qualities in either the original digitized format from the data supplier or an electronic scan of the original time-history plots that were provided by the data supplier. A copy of the eMQTG must be provided to the NSPM.
k. All other FTDs (not covered in subparagraph ``j'') must have an electronic copy of the MQTG by and after May 30, 2014. An electronic copy of the copy of the MQTG must be provided to the NSPM. This may be provided by an electronic scan presented in a Portable Document File (PDF), or similar format acceptable to the NSPM.
l. During the initial (or upgrade) qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FTD.
End QPS Requirements ________________________________________________________________________
Begin Information
m. Only those FTDs that are sponsored by a certificate holder as defined in Appendix F will be evaluated by the NSPM. However, other FTD evaluations may be conducted on a case-by-case basis as the Administrator deems appropriate, but only in accordance with applicable agreements.
n. The NSPM will conduct an evaluation for each configuration, and each FTD must be evaluated as completely as possible. To ensure a thorough and uniform evaluation, each FTD is subjected to the general FTD requirements in Attachment 1 of this appendix, the objective tests listed in Attachment 2 of this appendix, and the subjective tests listed in Attachment 3 of this appendix. The evaluations described herein will include, but not necessarily be limited to the following:
(1) Airplane responses, including longitudinal and lateral-directional control responses (see Attachment 2 of this appendix);
(2) Performance in authorized portions of the simulated airplane's operating envelope, to include tasks evaluated by the NSPM in the areas of surface operations, takeoff, climb, cruise, descent, approach and landing, as well as abnormal and emergency operations (see Attachment 2 of this appendix);
(3) Control checks (see Attachment 1 and Attachment 2 of this appendix);
(4) Flight deck configuration (see Attachment 1 of this appendix);
(5) Pilot, flight engineer, and instructor station functions checks (see Attachment 1 and Attachment 3 of this appendix);
(6) Airplane systems and sub-systems (as appropriate) as compared to the airplane simulated (see Attachment 1 and Attachment 3 of this appendix);
(7) FTD systems and sub-systems, including force cueing (motion), visual, and aural (sound) systems, as appropriate (see Attachment 1 and Attachment 2 of this appendix); and
(8) Certain additional requirements, depending upon the qualification level sought, including equipment or circumstances that may become hazardous to the occupants. The sponsor may be subject to Occupational Safety and Health Administration requirements.
o. The NSPM administers the objective and subjective tests, which includes an examination of functions. The tests include a qualitative assessment of the FTD by an NSP pilot. The NSP evaluation team leader may assign other qualified personnel to assist in accomplishing the functions examination and/or the objective and subjective tests performed during an evaluation when required.
(1) Objective tests provide a basis for measuring and evaluating FTD performance and determining compliance with the requirements of this part.
(2) Subjective tests provide a basis for:
(a) Evaluating the capability of the FTD to perform over a typical utilization period;
(b) Determining that the FTD satisfactorily simulates each required task;
(c) Verifying correct operation of the FTD controls, instruments, and systems; and
(d) Demonstrating compliance with the requirements of this part.
p. The tolerances for the test parameters listed in Attachment 2 of this appendix reflect the range of tolerances acceptable to the NSPM for FTD validation and are not to be confused with design tolerances specified for FTD manufacture. In making decisions regarding tests and test results, the NSPM relies on the use of operational and engineering judgment in the application of data (including consideration of the way in which the flight test was flown and way the data was gathered and applied), data presentations, and the applicable tolerances for each test.
q. In addition to the scheduled continuing qualification evaluation, each FTD is subject to evaluations conducted by the NSPM at any time without prior notification to the sponsor. Such evaluations would be accomplished in a normal manner (i.e., requiring exclusive use of the FTD for the conduct of objective and subjective tests and an examination of functions) if the FTD is not being used for flight crewmember training, testing, or checking. However, if the FTD were being used, the evaluation would be conducted in a non-exclusive manner. This non-exclusive evaluation will be conducted by the FTD evaluator accompanying the check airman, instructor, Aircrew Program Designee (APD), or FAA inspector aboard the FTD along with the student(s) and observing the operation of the FTD during the training, testing, or checking activities.
r. Problems with objective test results are handled as follows:
(1) If a problem with an objective test result is detected by the NSP evaluation team during an evaluation, the test may be repeated or the QTG may be amended.
(2) If it is determined that the results of an objective test do not support the qualification level requested but do support a lower level, the NSPM may qualify the FTD at a lower level. For example, if a Level 6 evaluation is requested, but the FTD fails to meet the spiral stability test tolerances, it could be qualified at Level 5.
s. After an FTD is successfully evaluated, the NSPM issues an SOQ to the sponsor, the NSPM recommends the FTD to the TPAA, who will approve the FTD for use in a flight training program. The SOQ will be issued at the satisfactory conclusion of the initial or continuing qualification evaluation and will list the tasks for which the FTD is qualified, referencing the tasks described in Table B1B in Attachment 1 of this appendix. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FTD in an FAA-approved flight training program.
t. Under normal circumstances, the NSPM establishes a date for the initial or upgrade evaluation within ten (10) working days after determining that a complete QTG is acceptable. Unusual circumstances may warrant establishing an evaluation date before this determination is made. A sponsor may schedule an evaluation date as early as 6 months in advance. However, there may be a delay of 45 days or more in rescheduling and completing the evaluation if the sponsor is unable to meet the scheduled date. See Attachment 4, Figure B4A, Sample Request for Initial, Upgrade, or Reinstatement Evaluation, of this appendix.
u. The numbering system used for objective test results in the QTG should closely follow the numbering system set out in Attachment 2, FTD Objective Tests, Table B2A, of this appendix.
v. Contact the NSPM or visit the NSPM Web site for additional information regarding the preferred qualifications of pilots used to meet the requirements of Sec. 60.15(d).
w. Examples of the exclusions for which the FTD might not have been subjectively tested by the sponsor or the NSPM and for which qualification might not be sought or granted, as described in Sec. 60.15(g)(6), include engine out maneuvers or circling approaches. 12. Additional Qualifications for Currently Qualified FTDs (Sec. 60.16).
No additional regulatory or informational material applies to Sec. 60.16, Additional Qualifications for a Currently Qualified FTD.
End Information ________________________________________________________________________
13. Previously Qualified FTDs (Sec. 60.17). ________________________________________________________________________
Begin QPS Requirements
a. In instances where a sponsor plans to remove an FTD from active status for a period of less than two years, the following procedures apply:
(1) The NSPM must be notified in writing and the notification must include an estimate of the period that the FTD will be inactive;
(2) Continuing Qualification evaluations will not be scheduled during the inactive period;
(3) The NSPM will remove the FTD from the list of qualified FTDs on a mutually established date not later than the date on which the first missed continuing qualification evaluation would have been scheduled;
(4) Before the FTD is restored to qualified status, it must be evaluated by the NSPM. The evaluation content and the time required to accomplish the evaluation is based on the number of continuing qualification evaluations and sponsor-conducted quarterly inspections missed during the period of inactivity.
(5) The sponsor must notify the NSPM of any changes to the original scheduled time out of service;
b. FTDs qualified prior to May 30, 2008, and replacement FTD systems, are not required to meet the general FTD requirements, the objective test requirements, and the subjective test requirements of Attachments 1, 2, and 3 of this appendix as long as the FTD continues to meet the test requirements contained in the MQTG developed under the original qualification basis.
c. [Reserved]
d. FTDs qualified prior to May 30, 2008, may be updated. If an evaluation is deemed appropriate or necessary by the NSPM after such an update, the evaluation will not require an evaluation to standards beyond those against which the FTD was originally qualified.
End QPS Requirements ________________________________________________________________________
Begin Information
e. Other certificate holders or persons desiring to use an FTD may contract with FTD sponsors to use FTDs previously qualified at a particular level for an airplane type and approved for use within an FAA-approved flight training program. Such FTDs are not required to undergo an additional qualification process, except as described in Sec. 60.16.
f. Each FTD user must obtain approval from the appropriate TPAA to use any FTD in an FAA-approved flight training program.
g. The intent of the requirement listed in Sec. 60.17(b), for each FTD to have an SOQ within 6 years, is to have the availability of that statement (including the configuration list and the limitations to authorizations) to provide a complete picture of the FTD inventory regulated by the FAA. The issuance of the statement will not require any additional evaluation or require any adjustment to the evaluation basis for the FTD.
h. Downgrading of an FTD is a permanent change in qualification level and will necessitate the issuance of a revised SOQ to reflect the revised qualification level, as appropriate. If a temporary restriction is placed on an FTD because of a missing, malfunctioning, or inoperative component or on-going repairs, the restriction is not a permanent change in qualification level. Instead, the restriction is temporary and is removed when the reason for the restriction has been resolved.
i. The NSPM will determine the evaluation criteria for an FTD that has been removed from active status for a prolonged period. The criteria will be based on the number of continuing qualification evaluations and quarterly inspections missed during the period of inactivity. For example, if the FTD were out of service for a 1 year period, it would be necessary to complete the entire QTG, since all of the quarterly evaluations would have been missed. The NSPM will also consider how the FTD was stored, whether parts were removed from the FTD and whether the FTD was disassembled.
j. The FTD will normally be requalified using the FAA-approved MQTG and the criteria that was in effect prior to its removal from qualification. However, inactive periods of 2 years or more will require re-qualification under the standards in effect and current at the time of requalification.
End Information ________________________________________________________________________
14. Inspection, Continuing Qualification, Evaluation, and Maintenance
Requirements (Sec. 60.19). ________________________________________________________________________
Begin QPS Requirement
a. The sponsor must conduct a minimum of four evenly spaced inspections throughout the year. The objective test sequence and content of each inspection in this sequence must be developed by the sponsor and must be acceptable to the NSPM.
b. The description of the functional preflight check must be contained in the sponsor's QMS.
c. Record ``functional preflight'' in the FTD discrepancy log book or other acceptable location, including any item found to be missing, malfunctioning, or inoperative.
d. During the continuing qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FTD.
End QPS Requirements ________________________________________________________________________
Begin Information
e. The sponsor's test sequence and the content of each quarterly inspection required in Sec. 60.19(a)(1) should include a balance and a mix from the objective test requirement areas listed as follows:
(1) Performance.
(2) Handling qualities.
(3) Motion system (where appropriate).
(4) Visual system (where appropriate).
(5) Sound system (where appropriate).
(6) Other FTD systems.
f. If the NSP evaluator plans to accomplish specific tests during a normal continuing qualification evaluation that requires the use of special equipment or technicians, the sponsor will be notified as far in advance of the evaluation as practical; but not less than 72 hours. Examples of such tests include latencies, control sweeps, or motion or visual system tests.
g. The continuing qualification evaluations described in Sec. 60.19(b) will normally require 4 hours of FTD time. However, flexibility is necessary to address abnormal situations or situations involving aircraft with additional levels of complexity (e.g., computer controlled aircraft). The sponsor should anticipate that some tests may require additional time. The continuing qualification evaluations will consist of the following:
(1) Review of the results of the quarterly inspections conducted by the sponsor since the last scheduled continuing qualification evaluation.
(2) A selection of approximately 8 to 15 objective tests from the MQTG that provide an adequate opportunity to evaluate the performance of the FTD. The tests chosen will be performed either automatically or manually and should be able to be conducted within approximately one-third (1/3) of the allotted FTD time.
(3) A subjective evaluation of the FTD to perform a representative sampling of the tasks set out in attachment 3 of this appendix. This portion of the evaluation should take approximately two-thirds (2/3) of the allotted FTD time.
(4) An examination of the functions of the FTD may include the motion system, visual system, sound system as applicable, instructor operating station, and the normal functions and simulated malfunctions of the airplane systems. This examination is normally accomplished simultaneously with the subjective evaluation requirements.
h. The requirement established in Sec. 60.19(b)(4) regarding the frequency of NSPM-conducted continuing qualification evaluations for each FTD is typically 12 months. However, the establishment and satisfactory implementation of an approved QMS for a sponsor will provide a basis for adjusting the frequency of evaluations to exceed 12-month intervals.
15. Logging FTD Discrepancies (Sec. 60.20)
No additional regulatory or informational material applies to Sec. 60.20. Logging FTD Discrepancies.
16. Interim Qualification of FTDs for New Airplane Types or Models
(Sec. 60.21)
No additional regulatory or informational material applies to Sec. 60.21, Interim Qualification of FTDs for New Airplane Types or Models.
End Information ________________________________________________________________________
17. Modifications to FTDs (Sec. 60.23) ________________________________________________________________________
Begin QPS Requirements
a. The notification described in Sec. 60.23(c)(2) must include a complete description of the planned modification, with a description of the operational and engineering effect the proposed modification will have on the operation of the FTD and the results that are expected with the modification incorporated.
b. Prior to using the modified FTD:
(1) All the applicable objective tests completed with the modification incorporated, including any necessary updates to the MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to the NSPM; and
(2) The sponsor must provide the NSPM with a statement signed by the MR that the factors listed in Sec. 60.15(b) are addressed by the appropriate personnel as described in that section.
End QPS Requirements ________________________________________________________________________
Begin Information
c. FSTD Directives are considered modification of an FTD. See Attachment 4 of this appendix for a sample index of effective FSTD Directives.
End Information ________________________________________________________________________
18. Operation with Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25) ________________________________________________________________________
Begin Information
a. The sponsor's responsibility with respect to Sec. 60.25(a) is satisfied when the sponsor fairly and accurately advises the user of the current status of an FTD, including any missing, malfunctioning, or inoperative (MMI) component(s).
b. It is the responsibility of the instructor, check airman, or representative of the administrator conducting training, testing, or checking to exercise reasonable and prudent judgment to determine if any MMI component is necessary for the satisfactory completion of a specific maneuver, procedure, or task.
c. If the 29th or 30th day of the 30-day period described in 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend the deadline until the next business day.
d. In accordance with the authorization described in Sec. 60.25(b), the sponsor may develop a discrepancy prioritizing system to accomplish repairs based on the level of impact on the capability of the FTD. Repairs having a larger impact on the FTD's ability to provide the required training, evaluation, or flight experience will have a higher priority for repair or replacement.
End Information ________________________________________________________________________
19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (Sec. 60.27) ________________________________________________________________________
Begin Information
If the sponsor provides a plan for how the FTD will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FTD is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing that required for requalification.
End Information ________________________________________________________________________
20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29) ________________________________________________________________________
Begin Information
If the sponsor provides a plan for how the FTD will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FTD is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing that required for requalification.
End Information ________________________________________________________________________
21. Recordkeeping and Reporting (Sec. 60.31) ________________________________________________________________________
Begin QPS Requirements
a. FTD modifications can include hardware or software changes. For FTD modifications involving software programming changes, the record required by Sec. 60.31(a)(2) must consist of the name of the aircraft system software, aerodynamic model, or engine model change, the date of the change, a summary of the change, and the reason for the change.
b. If a coded form for record keeping is used, it must provide for the preservation and retrieval of information with appropriate security or controls to prevent the inappropriate alteration of such records after the fact.
End QPS Requirements ________________________________________________________________________ 22. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (Sec. 60.33) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements.
End Information ________________________________________________________________________
23. [Reserved]
24. Levels of FTD. ________________________________________________________________________
Begin Information
a. The following is a general description of each level of FTD. Detailed standards and tests for the various levels of FTDs are fully defined in Attachments 1 through 3 of this appendix.
(1) Level 4. A device that may have an open airplane-specific flight deck area, or an enclosed airplane-specific flight deck and at least one operating system. Air/ground logic is required (no aerodynamic programming required). All displays may be flat/LCD panel representations or actual representations of displays in the aircraft. All controls, switches, and knobs may be touch sensitive activation (not capable of manual manipulation of the flight controls) or may physically replicate the aircraft in control operation.
(2) Level 5. A device that may have an open airplane-specific flight deck area, or an enclosed airplane-specific flight deck; generic aerodynamic programming; at least one operating system; and control loading that is representative of the simulated airplane only at an approach speed and configuration. All displays may be flat/LCD panel representations or actual representations of displays in the aircraft. Primary and secondary flight controls (e.g., rudder, aileron, elevator, flaps, spoilers/speed brakes, engine controls, landing gear, nosewheel steering, trim, brakes) must be physical controls. All other controls, switches, and knobs may be touch sensitive activation.
(3) Level 6. A device that has an enclosed airplane-specific flight deck; airplane-specific aerodynamic programming; all applicable airplane systems operating; control loading that is representative of the simulated airplane throughout its ground and flight envelope; and significant sound representation. All displays may be flat/LCD panel representations or actual representations of displays in the aircraft, but all controls, switches, and knobs must physically replicate the aircraft in control operation.
End Information ________________________________________________________________________
25. FTD Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.37, FTD Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA).
End Information ________________________________________________________________________
Attachment 1 to Appendix B to Part 60--General FTD REQUIREMENTS ________________________________________________________________________
Begin QPS Requirements
1. Requirements
a. Certain requirements included in this appendix must be supported with an SOC as defined in Appendix F, which may include objective and subjective tests. The requirements for SOCs are indicated in the ``General FTD Requirements'' column in Table B1A of this appendix.
b. Table B1A describes the requirements for the indicated level of FTD. Many devices include operational systems or functions that exceed the requirements outlined in this section. In any event, all systems will be tested and evaluated in accordance with this appendix to ensure proper operation.
End QPS Requirements ________________________________________________________________________
Begin Information
2. Discussion
a. This attachment describes the general requirements for qualifying Level 4 through Level 6 FTDs. The sponsor should also consult the objectives tests in Attachment 2 of this appendix and the examination of functions and subjective tests listed in Attachment 3 of this appendix to determine the complete requirements for a specific level FTD.
b. The material contained in this attachment is divided into the following categories:
(1) General Flight deck Configuration.
(2) Programming.
(3) Equipment Operation.
(4) Equipment and facilities for instructor/evaluator functions.
(5) Motion System.
(6) Visual System.
(7) Sound System.
c. Table B1A provides the standards for the General FTD Requirements.
d. Table B1B provides the tasks that the sponsor will examine to determine whether the FTD satisfactorily meets the requirements for flight crew training, testing, and experience, and provides the tasks for which the simulator may be qualified.
e. Table B1C provides the functions that an instructor/check airman must be able to control in the simulator.
f. It is not required that all of the tasks that appear on the List of Qualified Tasks (part of the SOQ) be accomplished during the initial or continuing qualification evaluation.
End Information ________________________________________________________________________
Table B1A--Minimum FTD Requirements------------------------------------------------------------------------
QPS Requirements Information------------------------------------------------------------------------
FTD level
Entry No. General FTD --------------- Notes
requirements 4 5 6------------------------------------------------------------------------1. General Flight Deck Configuration------------------------------------------------------------------------1.a........ The FTD must have a X For FTD purposes, the
flight deck that is flight deck consists
a replica of the of all that space
airplane simulated forward of a cross
with controls, section of the
equipment, fuselage at the most
observable flight extreme aft setting
deck indicators, of the pilots' seats
circuit breakers, including
and bulkheads additional, required
properly located, flight crewmember
functionally duty stations and
accurate and those required
replicating the bulkheads aft of the
airplane. The pilot seats. For
direction of clarification,
movement of controls bulkheads containing
and switches must be only items such as
identical to that in landing gear pin
the airplane. Pilot storage
seat(s) must afford compartments, fire
the capability for axes and
the occupant to be extinguishers, spare
able to achieve the light bulbs,
design ``eye aircraft documents
position.'' pouches are not
Equipment for the considered essential
operation of the and may be omitted.
flight deck windows
must be included,
but the actual
windows need not be
operable. Fire axes,
extinguishers, and
spare light bulbs
must be available in
the flight
simulator, but may
be relocated to a
suitable location as
near as practical to
the original
position. Fire axes,
landing gear pins,
and any similar
purpose instruments
need only be
represented in
silhouette.------------------------------------------------------------------------
1.b........ The FTD must have X X
equipment (e.g.,
instruments, panels,
systems, circuit
breakers, and
controls) simulated
sufficiently for the
authorized training/
checking events to
be accomplished. The
installed equipment
must be located in a
spatially correct
location and may be
in a flight deck or
an open flight deck
area. Additional
equipment required
for the authorized
training/checking
events must be
available in the
FTD, but may be
located in a
suitable location as
near as practical to
the spatially
correct position.
Actuation of
equipment must
replicate the
appropriate function
in the airplane.
Fire axes, landing
gear pins, and any
similar purpose
instruments need
only be represented
in silhouette.------------------------------------------------------------------------2. Programming------------------------------------------------------------------------2.a........ The FTD must provide X X
the proper effect of
aerodynamic changes
for the combinations
of drag and thrust
normally encountered
in flight. This must
include the effect
of change in
airplane attitude,
thrust, drag,
altitude,
temperature, and
configuration.
Level 6 additionally
requires the effects
of changes in gross
weight and center of
gravity.
Level 5 requires only
generic aerodynamic
programming.
An SOC is required...------------------------------------------------------------------------2.b........ The FTD must have the X X X
computer (analog or
digital) capability
(i.e., capacity,
accuracy,
resolution, and
dynamic response)
needed to meet the
qualification level
sought.
An SOC is required...------------------------------------------------------------------------2.c........ Relative responses of X X The intent is to
the flight deck verify that the FTD
instruments must be provides instrument
measured by latency cues that are,
tests, or transport within the stated
delay tests, and may time delays, like
not exceed 300 the airplane
milliseconds. The responses. For
instruments must airplane response,
respond to abrupt acceleration in the
input at the pilot's appropriate,
position within the corresponding
allotted time, but rotational axis is
not before the time preferred.
when the airplane Additional
responds under the information
same conditions. regarding Latency
and Transport Delay
testing may be found
in Appendix A,
Attachment 2,
paragraph 15.
Latency: The FTD
instrument and, if
applicable, the
motion system and
the visual system
response must not be
prior to that time
when the airplane
responds and may
respond up to 300
milliseconds after
that time under the
same conditions.
Transport Delay: As
an alternative to
the Latency
requirement, a
transport delay
objective test may
be used to
demonstrate that the
FTD system does not
exceed the specified
limit. The sponsor
must measure all the
delay encountered by
a step signal
migrating from the
pilot's control
through all the
simulation software
modules in the
correct order, using
a handshaking
protocol, finally
through the normal
output interfaces to
the instrument
display and, if
applicable, the
motion system, and
the visual system.------------------------------------------------------------------------3. Equipment Operation------------------------------------------------------------------------
3.a........ All relevant X X
instrument
indications involved
in the simulation of
the airplane must
automatically
respond to control
movement or external
disturbances to the
simulated airplane;
e.g., turbulence or
winds.------------------------------------------------------------------------3.b........ Navigation equipment X X
must be installed
and operate within
the tolerances
applicable for the
airplane.------------------------------------------------------------------------
Level 6 must also
include
communication
equipment (inter-
phone and air/
ground) like that in
the airplane and, if
appropriate to the
operation being
conducted, an oxygen
mask microphone
system.
Level 5 need have
only that navigation
equipment necessary
to fly an instrument
approach.------------------------------------------------------------------------3.c........ Installed systems X X X
must simulate the
applicable airplane
system operation,
both on the ground
and in flight.
Installed systems
must be operative to
the extent that
applicable normal,
abnormal, and
emergency operating
procedures included
in the sponsor's
training programs
can be accomplished.
Level 6 must simulate
all applicable
airplane flight,
navigation, and
systems operation.
Level 5 must have at
least functional
flight and
navigational
controls, displays,
and instrumentation.
Level 4 must have at
least one airplane
system installed and
functional.------------------------------------------------------------------------3.d........ The lighting X X X Back-lighted panels
environment for and instruments may
panels and be installed but are
instruments must be not required.
sufficient for the
operation being
conducted.------------------------------------------------------------------------3.e........ The FTD must provide X
control forces and
control travel that
correspond to the
airplane being
simulated. Control
forces must react in
the same manner as
in the airplane
under the same
flight conditions.------------------------------------------------------------------------3.f........ The FTD must provide X
control forces and
control travel of
sufficient precision
to manually fly an
instrument approach.------------------------------------------------------------------------4. Instructor or Evaluator Facilities------------------------------------------------------------------------4.a........ In addition to the X X X These seats need not
flight crewmember be a replica of an
stations, suitable aircraft seat and
seating arrangements may be as simple as
for an instructor/ an office chair
check airman and FAA placed in an
Inspector must be appropriate
available. These position.
seats must provide
adequate view of
crewmember's
panel(s).------------------------------------------------------------------------4.b........ The FTD must have X X X
instructor controls
that permit
activation of
normal, abnormal,
and emergency
conditions as
appropriate. Once
activated, proper
system operation
must result from
system management by
the crew and not
require input from
the instructor
controls.------------------------------------------------------------------------5. Motion System (not required)------------------------------------------------------------------------
5.a........ The FTD may have a X X The motion system
motion system, if standards set out in
desired, although it part 60, Appendix A
is not required. If for at least Level A
a motion system is simulators is
installed and acceptable.
additional training,
testing, or checking
credits are being
sought on the basis
of having a motion
system, the motion
system operation may
not be distracting
and must be coupled
closely to provide
integrated sensory
cues. The motion
system must also
respond to abrupt
input at the pilot's
position within the
allotted time, but
not before the time
when the airplane
responds under the
same conditions.------------------------------------------------------------------------5.b........ If a motion system is X The motion system
installed, it must standards set out in
be measured by part 60, Appendix A
latency tests or for at least Level A
transport delay simulators is
tests and may not acceptable.
exceed 300
milliseconds.
Instrument response
may not occur prior
to motion onset.------------------------------------------------------------------------6. Visual System------------------------------------------------------------------------6.a........ The FTD may have a X X X
visual system, if
desired, although it
is not required. If
a visual system is
installed, it must
meet the following
criteria:------------------------------------------------------------------------6.a.1...... The visual system X X
must respond to
abrupt input at the
pilot's position.
An SOC is required...------------------------------------------------------------------------6.a.2...... The visual system X X X
must be at least a
single channel, non-
collimated display.
An SOC is required...------------------------------------------------------------------------6.a.3...... The visual system X X X
must provide at
least a field-of-
view of 18 vertical /
24 horizontal for
the pilot flying.
An SOC is required...------------------------------------------------------------------------6.a.4...... The visual system X X X
must provide for a
maximum parallax of
10 per pilot.
An SOC is required...------------------------------------------------------------------------6.a.5...... The visual scene X X X
content may not be
distracting.
An SOC is required...------------------------------------------------------------------------6.a.6...... The minimum distance X X X
from the pilot's eye
position to the
surface of a direct
view display may not
be less than the
distance to any
front panel
instrument.
An SOC is required...------------------------------------------------------------------------6.a.7...... The visual system X X X
must provide for a
minimum resolution
of 5 arc-minutes for
both computed and
displayed pixel size.
An SOC is required...------------------------------------------------------------------------
6.b........ If a visual system is X Directly projected,
installed and non-collimated
additional training, visual displays may
testing, or checking prove to be
credits are being unacceptable for
sought on the basis dual pilot
of having a visual applications.
system, a visual
system meeting the
standards set out
for at least a Level
A FFS (see Appendix
A of this part) will
be required. A
``direct-view,'' non-
collimated visual
system (with the
other requirements
for a Level A visual
system met) may be
considered
satisfactory for
those installations
where the visual
system design ``eye
point'' is
appropriately
adjusted for each
pilot's position
such that the
parallax error is at
or less than 10
simultaneously for
each pilot.
An SOC is required...------------------------------------------------------------------------7. Sound System------------------------------------------------------------------------7.a........ The FTD must simulate X
significant flight
deck sounds
resulting from pilot
actions that
correspond to those
heard in the
airplane.------------------------------------------------------------------------
Table B1B--Table of Tasks vs. FTD Level------------------------------------------------------------------------
QPS requirements Information------------------------------------------------------------------------
Subjective FTD level
Requirements--In ---------------
order to be qualified
at the FTD
qualification level
indicated, the FTD
Entry No. must be able to Notes
perform at least the 4 5 6
tasks associated with
that level of
qualification. See
Notes 1 and 2 at the
end of the Table------------------------------------------------------------------------1. Preflight Procedures.------------------------------------------------------------------------1.a........ Preflight Inspection A A X
(flight deck only).------------------------------------------------------------------------1.b........ Engine Start......... A A X------------------------------------------------------------------------1.c........ Pre-takeoff Checks... A A X------------------------------------------------------------------------2. Takeoff and Departure Phase.------------------------------------------------------------------------2.a........ Rejected Takeoff ... ... A
(requires visual
system).------------------------------------------------------------------------2.b........ Departure Procedure.. ... X X------------------------------------------------------------------------3. In-flight Maneuvers.------------------------------------------------------------------------3.a........ a. Steep Turns....... ... X X------------------------------------------------------------------------3.b........ b. Approaches to ... A X
Stalls.------------------------------------------------------------------------3.c........ c. Engine Failure ... A X
(procedures only)--
Multiengine Airplane.------------------------------------------------------------------------3.d........ d. Engine Failure ... A X
(procedures only)--
Single-Engine
Airplane.------------------------------------------------------------------------3.e........ e. Specific Flight A A A
Characteristics
incorporated into
the user's FAA
approved flight
training program.------------------------------------------------------------------------4. Instrument Procedures.------------------------------------------------------------------------4.a........ Standard Terminal ... A X
Arrival/Flight
Management System
Arrival.------------------------------------------------------------------------4.b........ Holding.............. ... A X------------------------------------------------------------------------
4.c........ Precision Instrument, ... A X e.g., Autopilot,
all engines Manual (Flt. Dir.
operating. Assisted), Manual
(Raw Data).------------------------------------------------------------------------4.d........ Non-precision ... A X e.g., NDB, VOR, VOR/
Instrument, all DME, VOR/TAC, RNAV,
engines operating. LOC, LOC/BC, ADF,
and SDF.------------------------------------------------------------------------4.e........ Circling Approach ... ... A
(requires visual
system).------------------------------------------------------------------------4.f........ Missed Approach...... ... A X------------------------------------------------------------------------5. Normal and Abnormal Procedures.------------------------------------------------------------------------5.a........ Engine (including A A X
shutdown and
restart--procedures
only).------------------------------------------------------------------------5.b........ Fuel System.......... A A X------------------------------------------------------------------------5.c........ Electrical System.... A A X------------------------------------------------------------------------5.d........ Hydraulic System..... A A X------------------------------------------------------------------------5.e........ Environmental and A A X
Pressurization
Systems.------------------------------------------------------------------------5.f........ Fire Detection and A A X
Extinguisher Systems.------------------------------------------------------------------------5.g........ Navigation and A A X
Avionics Systems.------------------------------------------------------------------------5.h........ Automatic Flight A A X
Control System,
Electronic Flight
Instrument System,
and Related
Subsystems.------------------------------------------------------------------------5.i........ Flight Control A A X
Systems.------------------------------------------------------------------------5.j........ Anti-ice and Deice A A X
Systems.------------------------------------------------------------------------5.k........ Aircraft and Personal A A X
Emergency Equipment.------------------------------------------------------------------------6. Emergency Procedures.------------------------------------------------------------------------6.a........ Emergency Descent ... A X
(maximum rate).------------------------------------------------------------------------6.b........ Inflight Fire and ... A X
Smoke Removal.------------------------------------------------------------------------6.c........ Rapid Decompression.. ... A X------------------------------------------------------------------------6.d........ Emergency Evacuation. A A X------------------------------------------------------------------------7. Postflight Procedures.------------------------------------------------------------------------7.a........ After-Landing A A X
Procedures.------------------------------------------------------------------------7.b........ Parking and Securing. A A X------------------------------------------------------------------------Note 1: An ``A'' in the table indicates that the system, task, or
procedure, although not required to be present, may be examined if the
appropriate airplane system is simulated in the FTD and is working
properly.Note 2: Items not installed or not functional on the FTD and not
appearing on the SOQ Configuration List, are not required to be listed
as exceptions on the SOQ.
Table B1C--Table of FTD System Tasks QPS requirements------------------------------------------------------------------------
QPS Requirements Information------------------------------------------------------------------------
Subjective FTD level
Requirements In order ---------------
to be qualified at
the FTD qualification
level indicated, the
Entry No. FTD must be able to Notes
perform at least the 4 5 6
tasks associated with
that level of
qualification.------------------------------------------------------------------------1. Instructor Operating Station (IOS).------------------------------------------------------------------------
1.a........ Power switch(es)..... X X X------------------------------------------------------------------------1.b........ Airplane conditions.. A X X e.g., GW, CG, Fuel
loading, Systems,
Ground Crew.------------------------------------------------------------------------1.c........ Airports/Runways..... X X X e.g., Selection and
Presets; Surface and
Lighting controls if
equipped with a
visual system.------------------------------------------------------------------------1.d........ Environmental X X X e.g., Temp, Wind.
controls.------------------------------------------------------------------------1.e........ Airplane system A X X
malfunctions
(Insertion/deletion).------------------------------------------------------------------------1.f........ Locks, Freezes, and X X X
Repositioning.------------------------------------------------------------------------1.g........ Sound Controls. (On/ X X X
off/adjustment).------------------------------------------------------------------------1.h........ Motion/Control A A A
Loading System, as
appropriate. On/off/
emergency stop.------------------------------------------------------------------------2. Observer Seats/Stations.------------------------------------------------------------------------2.a........ Position/Adjustment/ X X X
Positive restraint
system.------------------------------------------------------------------------Note 1: An ``A'' in the table indicates that the system, task, or
procedure, although not required to be present, may be examined if the
appropriate system is in the FTD and is working properly.
Attachment 2 to Appendix B to Part 60--Flight Training Device (FTD)
Objective Tests ________________________________________________________________________
Begin Information
1. Discussion
a. For the purposes of this attachment, the flight conditions specified in the Flight Conditions Column of Table B2A, are defined as follows:
(1) Ground--on ground, independent of airplane configuration;
(2) Take-off--gear down with flaps/slats in any certified takeoff position;
(3) First segment climb--gear down with flaps/slats in any certified takeoff position (normally not above 50 ft AGL);
(4) Second segment climb--gear up with flaps/slats in any certified takeoff position (normally between 50 ft and 400 ft AGL);
(5) Clean--flaps/slats retracted and gear up;
(6) Cruise--clean configuration at cruise altitude and airspeed;
(7) Approach--gear up or down with flaps/slats at any normal approach position as recommended by the airplane manufacturer; and
(8) Landing--gear down with flaps/slats in any certified landing position.
b. The format for numbering the objective tests in Appendix A, Attachment 2, Table A2A, and the objective tests in Appendix B, Attachment 2, Table B2A, is identical. However, each test required for FFSs is not necessarily required for FTDs. Also, each test required for FTDs is not necessarily required for FFSs. Therefore, when a test number (or series of numbers) is not required, the term ``Reserved'' is used in the table at that location. Following this numbering format provides a degree of commonality between the two tables and substantially reduces the potential for confusion when referring to objective test numbers for either FFSs or FTDs.
c. The reader is encouraged to review the Airplane Flight Simulator Evaluation Handbook, Volumes I and II, published by the Royal Aeronautical Society, London, UK, and FAA AC 25-7, as amended, Flight Test Guide for Certification of Transport Category Airplanes, and AC 23-8, as amended, Flight Test Guide for Certification of Part 23 Airplanes, for references and examples regarding flight testing requirements and techniques.
d. If relevant winds are present in the objective data, the wind vector should be clearly noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for the test.
e. A Level 4 FTD does not require objective tests and therefore, Level 4 is not addressed in the following table.
End Information ________________________________________________________________________
Begin QPS Requirements
2. Test Requirements
a. The ground and flight tests required for qualification are listed in Table B2A Objective Tests. Computer generated FTD test results must be provided for each test except where an alternate test is specifically authorized by the NSPM. If a flight condition or operating condition is required for the test but does not apply to the airplane being simulated or to the qualification level sought, it may be disregarded (e.g., an engine out missed approach for a single-engine airplane; a maneuver using reverse thrust for an airplane without reverse thrust capability). Each test result is compared against the validation data described in Sec. 60.13, and in Appendix B. The results must be produced on an appropriate recording device acceptable to the NSPM and must include FTD number, date, time, conditions, tolerances, and appropriate dependent variables portrayed in comparison to the validation data. Time histories are required unless otherwise indicated in Table B2A. All results must be labeled using the tolerances and units given.
b. Table B2A in this attachment sets out the test results required, including the parameters, tolerances, and flight conditions for FTD validation. Tolerances are provided for the listed tests because mathematical modeling and acquisition and development of reference data are often inexact. All tolerances listed in the following tables are applied to FTD performance. When two tolerance values are given for a parameter, the less restrictive may be used unless otherwise indicated. In those cases where a tolerance is expressed only as a percentage, the tolerance percentage applies to the maximum value of that parameter within its normal operating range as measured from the neutral or zero position unless otherwise indicated.
c. Certain tests included in this attachment must be supported with a SOC. In Table B2A, requirements for SOCs are indicated in the ``Test Details'' column.
d. When operational or engineering judgment is used in making assessments for flight test data applications for FTD validity, such judgment may not be limited to a single parameter. For example, data that exhibit rapid variations of the measured parameters may require interpolations or a ``best fit'' data section. All relevant parameters related to a given maneuver or flight condition must be provided to allow overall interpretation. When it is difficult or impossible to match FTD to airplane data throughout a time history, differences must be justified by providing a comparison of other related variables for the condition being assessed.
e. It is not acceptable to program the FTD so that the mathematical modeling is correct only at the validation test points. Unless noted otherwise, tests must represent airplane performance and handling qualities at operating weights and centers of gravity (CG) typical of normal operation. If a test is supported by aircraft data at one extreme weight or CG, another test supported by aircraft data at mid-conditions or as close as possible to the other extreme is necessary. Certain tests that are relevant only at one extreme CG or weight condition need not be repeated at the other extreme. The results of the tests for Level 6 are expected to be indicative of the device's performance and handling qualities throughout all of the following:
(1) The airplane weight and CG envelope;
(2) The operational envelope; and
(3) Varying atmospheric ambient and environmental conditions--including the extremes authorized for the respective airplane or set of airplanes.
f. When comparing the parameters listed to those of the airplane, sufficient data must also be provided to verify the correct flight condition and airplane configuration changes. For example, to show that control force is within the parameters for a static stability test, data to show the correct airspeed, power, thrust or torque, airplane configuration, altitude, and other appropriate datum identification parameters must also be given. If comparing short period dynamics, normal acceleration may be used to establish a match to the airplane, but airspeed, altitude, control input, airplane configuration, and other appropriate data must also be given. If comparing landing gear change dynamics, pitch, airspeed, and altitude may be used to establish a match to the airplane, but landing gear position must also be provided. All airspeed values must be properly annotated (e.g., indicated versus calibrated). In addition, the same variables must be used for comparison (e.g., compare inches to inches rather than inches to centimeters).
g. The QTG provided by the sponsor must clearly describe how the FTD will be set up and operated for each test. Each FTD subsystem may be tested independently, but overall integrated testing of the FTD must be accomplished to assure that the total FTD system meets the prescribed standards. A manual test procedure with explicit and detailed steps for completing each test must also be provided.
h. For previously qualified FTDs, the tests and tolerances of this attachment may be used in subsequent continuing qualification evaluations for any given test if the sponsor has submitted a proposed MQTG revision to the NSPM and has received NSPM approval.
i. FTDs are evaluated and qualified with an engine model simulating the airplane data supplier's flight test engine. For qualification of alternative engine models (either variations of the flight test engines or other manufacturer's engines) additional tests with the alternative engine models may be required. This attachment contains guidelines for alternative engines.
j. Testing Computer Controlled Aircraft (CCA) simulators, or other highly augmented airplane simulators, flight test data is required for the Normal (N) and/or Non-normal (NN) control states, as indicated in this attachment. Where test results are independent of control state, Normal or Non-normal control data may be used. All tests in Table B2A require test results in the Normal control state unless specifically noted otherwise in the Test Details section following the CCA designation. The NSPM will determine what tests are appropriate for airplane simulation data. When making this determination, the NSPM may require other levels of control state degradation for specific airplane tests. Where Non-normal control states are required, test data must be provided for one or more Non-normal control states, and must include the least augmented state. Where applicable, flight test data must record Normal and Non-normal states for:
(1) Pilot controller deflections or electronically generated inputs, including location of input; and
(2) Flight control surface positions unless test results are not affected by, or are independent of, surface positions.
k. Tests of handling qualities must include validation of augmentation devices. FTDs for highly augmented airplanes will be validated both in the unaugmented configuration (or failure state with the maximum permitted degradation in handling qualities) and the augmented configuration. Where various levels of handling qualities result from failure states, validation of the effect of the failure is necessary. Requirements for testing will be mutually agreed to between the sponsor and the NSPM on a case-by-case basis.
l. Some tests will not be required for airplanes using airplane hardware in the FTD flight deck (e.g., ``side stick controller''). These exceptions are noted in Section 2 ``Handling Qualities'' in Table B2A of this attachment. However, in these cases, the sponsor must provide a statement that the airplane hardware meets the appropriate manufacturer's specifications and the sponsor must have supporting information to that fact available for NSPM review.
m. For objective test purposes, see Appendix F of this part for the definitions of ``Near maximum,'' ``Light,'' and ``Medium'' gross weight.
End QPS Requirements ________________________________________________________________________
Begin Information
n. In those cases where the objective test results authorize a ``snapshot test'' or a ``series of snapshot test results'' in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.
o. Refer to AC 120-27, ``Aircraft Weight and Balance'' and FAA-H-8083-1, ``Aircraft Weight and Balance Handbook'' for more information.
End Information
Table B2A--Flight Training Device (FTD) Objective Tests----------------------------------------------------------------------------------------------------------------
QPS requirements-----------------------------------------------------------------------------------------------------------------
Test FTD Information------------------------------- Flight level -----------------
Tolerances conditions Test details ----------
Entry No. Title 5 6 Notes----------------------------------------------------------------------------------------------------------------1. Performance----------------------------------------------------------------------------------------------------------------1.a......... (Reserved)----------------------------------------------------------------------------------------------------------------1.b......... Takeoff----------------------------------------------------------------------------------------------------------------1.b.1....... Ground [5% time or [1 Takeoff......... Record X This test is
Acceleration sec. acceleration required only
Time. time for a if RTO training
minimum of 80% credit is
of the segment sought.
from brake
release to VR.
Preliminary
aircraft
certification
data may be
used.----------------------------------------------------------------------------------------------------------------1.b.2. (Reserved)through
1.b.6..----------------------------------------------------------------------------------------------------------------1.b.7....... Rejected Takeoff [5% time or [1.5 Dry Runway...... Record time for X This test is
sec. at least 80% of required only
the segment if RTO training
from initiation credit is
of the Rejected sought.
Takeoff to full
stop.----------------------------------------------------------------------------------------------------------------1.b.8....... (Reserved)----------------------------------------------------------------------------------------------------------------1.c......... Climb----------------------------------------------------------------------------------------------------------------1.c.1....... Normal Climb all [3 kt airspeed, Clean........... Flight test data X X
engines [5% or [100 ft/ or airplane
operating. min (0.5 m/sec) performance
climb rate. manual data may
be used. Record
at nominal
climb speed and
at nominal
altitude. May
be a snapshot
test result.
FTD performance
must be
recorded over
an interval of
at least 1,000
ft (300 m).----------------------------------------------------------------------------------------------------------------1.c.2. (Reserved)through
1.c.4..----------------------------------------------------------------------------------------------------------------1.d......... (Reserved)----------------------------------------------------------------------------------------------------------------1.e......... (Reserved)----------------------------------------------------------------------------------------------------------------1.f......... Engines----------------------------------------------------------------------------------------------------------------
1.f.1....... Acceleration.... Level 6: [10% Approach or Record engine X X See Appendix F
Tt, or [0.25 Landing. power (N1, N2, of this part
sec. EPR, Torque, for definitions
Level 5: [1 sec. Manifold of Ti and Tt.
Pressure) from
idle to maximum
takeoff power
for a rapid
(slam) throttle
movement.----------------------------------------------------------------------------------------------------------------1.f.2....... Deceleration.... Level 6: [10% Ground.......... Record engine X X See Appendix F
Tt, or [0.25 power (N1, N2, of this part
sec. EPR, Torque, for definitions
Level 5: [1 sec. Manifold of Ti and Tt.
Pressure) from
maximum takeoff
power to idle
for a rapid
(slam) throttle
movement.----------------------------------------------------------------------------------------------------------------2. Handling Qualities----------------------------------------------------------------------------------------------------------------
For FTDs requiring Static tests at the controls (i.e., column, wheel, Testing of
rudder pedal), special test fixtures will not be required during position versus
initial or upgrade evaluations if the sponsor's QTG/MQTG shows both force is not
test fixture results and the results of an alternative approach, such applicable if
as computer plots produced concurrently, that show satisfactory forces are
agreement. Repeat of the alternative method during the initial or generated
upgrade evaluation would then satisfy this test requirement. solely by use
of airplane
hardware in the
FTD.----------------------------------------------------------------------------------------------------------------2.a......... Static Control Tests----------------------------------------------------------------------------------------------------------------2.a.1.a..... Pitch Controller [2 lb (0.9 daN) Ground.......... Record results X
Position vs. breakout, [10% for an
Force and or [5 lb (2.2 uninterrupted
Surface daN) force, [2 control sweep
Position elevator. to the stops.
Calibration.----------------------------------------------------------------------------------------------------------------2.a.1.b..... Pitch Controller [2 lb (0.9 daN) As determined by Record results X Applicable only
Position vs. breakout, [10% sponsor. during initial on continuing
Force. or [5 lb (2.2 qualification qualification
daN) force. evaluation for evaluations.
an The intent is
uninterrupted to design the
control sweep control feel
to the stops. for Level 5 to
The recorded be able to
tolerances manually fly an
apply to instrument
subsequent approach; and
comparisons on not to compare
continuing results to
qualification flight test or
evaluations. other such
data.----------------------------------------------------------------------------------------------------------------2.a.2.a..... Roll Controller [2 lb (0.9 daN) Ground.......... Record results X
Position vs. breakout, [10% for an
Force and or [3 lb (1.3 uninterrupted
Surface daN) force, [2 control sweep
Position aileron, [3 to the stops.
Calibration. spoiler angle.----------------------------------------------------------------------------------------------------------------
2.a.2.b..... Roll Controller [2 lb (0.9 daN) As determined by Record results X Applicable only
Position vs. breakout, [10% sponsor. during initial on continuing
Force. or [3 lb (1.3 qualification qualification
daN) force. evaluation for evaluations.
an The intent is
uninterrupted to design the
control sweep control feel
to the stops. for Level 5 to
The recorded be able to
tolerances manually fly an
apply to instrument
subsequent approach; and
comparisons on not to compare
continuing results to
qualification flight test or
evaluations. other such
data.----------------------------------------------------------------------------------------------------------------2.a.3.a..... Rudder Pedal [5 lb (2.2 daN) Ground.......... Record results X
Position vs. breakout, [10% for an
Force and or [5 lb (2.2 uninterrupted
Surface daN) force, [2 control sweep
Position rudder angle. to the stops.
Calibration.----------------------------------------------------------------------------------------------------------------2.a.3.b..... Rudder Pedal [5 lb (2.2 daN) As determined by Record results X Applicable only
Position vs. breakout, [10% sponsor. during initial on continuing
Force. or [5 lb (2.2 qualification qualification
daN) force. evaluation for evaluations.
an The intent is
uninterrupted to design the
control sweep control feel
to the stops. for Level 5 to
The recorded be able to
tolerances manually fly an
apply to instrument
subsequent approach; and
comparisons on not to compare
continuing results to
qualification flight test or
evaluations. other such
data.----------------------------------------------------------------------------------------------------------------2.a.4....... Nosewheel [2 lb (0.9 daN) Ground.......... Record results X
Steering breakout, [10% of an
Controller or [3 lb (1.3 uninterrupted
Force. daN) force. control sweep
to the stops.----------------------------------------------------------------------------------------------------------------2.a.5....... Rudder Pedal [2 nosewheel Ground.......... Record results X
Steering angle. of an
Calibration. uninterrupted
control sweep
to the stops.----------------------------------------------------------------------------------------------------------------2.a.6....... Pitch Trim [0.5 of computed Ground.......... X The purpose of
Indicator vs. trim surface the test is to
Surface angle. compare the FTD
Position against design
Calibration. data or
equivalent.----------------------------------------------------------------------------------------------------------------2.a.7....... (Reserved)----------------------------------------------------------------------------------------------------------------2.a.8....... Alignment of [5 of throttle Ground.......... Requires X
Flight deck lever angle or simultaneous
Throttle Lever [0.8 in (2 cm) recording for
vs. Selected for power all engines.
Engine control without The tolerances
Parameter. angular travel, apply against
or [3% N1, or airplane data
[0.03 EPR, or and between
[3% maximum engines. In the
rated manifold case of
pressure, or propeller
[3% torque. powered
airplanes, if a
propeller lever
is present, it
must also be
checked. For
airplanes with
throttle
``detents,''
all detents
must be
presented. May
be a series of
snapshot test
results.----------------------------------------------------------------------------------------------------------------
2.a.9....... Brake Pedal [5 lb (2.2 daN) Ground.......... Two data points X Test not
Position vs. or 10% force. are required: required unless
Force. Zero and RTO credit is
maximum sought.
deflection.
Computer output
results may be
used to show
compliance.----------------------------------------------------------------------------------------------------------------2.b......... (Reserved)----------------------------------------------------------------------------------------------------------------2.c......... Longitudinal Control Tests----------------------------------------------------------------------------------------------------------------Power setting is that required for level flight unless otherwise specified.----------------------------------------------------------------------------------------------------------------2.c.1....... Power Change [5 lb (2.2 daN) Approach........ May be a series X X
Force. or, [20% pitch of snapshot
conrol force. test results.
Power change
dynamics test
as described in
test 2.c.1 of
Table A2A of
this part will
be accepted.
CCA: Test in
Normal and Non-
normal control
states.----------------------------------------------------------------------------------------------------------------2.c.2....... Flap/Slat Change [5 lb (2.2 daN) Takeoff through May be a series X X
Force. or, [20% pitch initial flap of snapshot
conrol force. retraction, and test results.
approach to Flap/Slat
landing. change dynamics
test as
described in
test 2.c.2 of
Table A2A of
this part will
be accepted.
CCA: Test in
Normal and Non-
normal control
states.----------------------------------------------------------------------------------------------------------------2.c.3....... (Reserved)----------------------------------------------------------------------------------------------------------------2.c.4....... Gear Change [5 lb (2.2 daN) Takeoff May be a series X X
Force. or, [20% pitch (retraction) of snapshot
conrol force. and Approach test results.
(extension). Gear change
dynamics test
as described in
test 2.c.4 of
Table A2A of
this part will
be accepted.
CCA: Test in
Normal and Non-
normal control
states.----------------------------------------------------------------------------------------------------------------2.c.5....... Longitudinal [0.5 trim Cruise, Record steady- X X
Trim. surface angle Approach, and state condition
[1 elevator [1 Landing. with wings
pitch angle [5% level and
net thrust or thrust set for
equivalent. level flight.
May be a series
of snapshot
tests Level 5
may use
equivalent
stick and trim
controllers in
lieu of
elevator and
trim surface.
CCA: Test in
Normal and Non-
normal control
states.----------------------------------------------------------------------------------------------------------------
2.c.6....... Longitudinal [5 lb ([2.2 daN) Cruise, Continuous time X
Maneuvering or [10% pitch Approach, and history data or
Stability controller Landing. a series of
(Stick Force/g). force snapshot tests
Alternative may be used.
method: [1 or Record results
[10% change of up to 30 of
elevator. bank for
approach and
landing
configurations.
Record results
for up to 45 of
bank for the
cruise
configuration.
The force
tolerance is
not applicable
if forces are
generated
solely by the
use of airplane
hardware in the
FTD. The
alternative
method applies
to airplanes
that do not
exhibit ``stick-
force-per-g''
characteristics
. CCA: Test in
Normal and Non-
normal control
states.----------------------------------------------------------------------------------------------------------------2.c.7....... Longitudinal [5 lb ([2.2 daN) Approach........ May be a series X X
Static or [10% pitch of snapshot
Stability. controller test results.
force. Record results
Alternative for at least 2
method: [1 or speeds above
[10% change of and 2 speeds
elevator. below trim
speed. The
force tolerance
is not
applicable if
forces are
generated
solely by the
use of airplane
hardware in the
FTD. The
alternative
method applies
to airplanes
that do not
exhibit speed
stability
characteristics
. Level 5 must
exhibit
positive static
stability, but
need not comply
with the
numerical
tolerance. CCA:
Test in Normal
and Non-normal
control states.----------------------------------------------------------------------------------------------------------------2.c.8....... Stall Warning [3 kts. Second Segment The stall X X
(actuation of airspeed, [2 Climb, and maneuver must
stall warning bank for speeds Approach or be entered with
device.). greater than Landing. thrust at or
actuation of near idle power
stall warning and wings level
device or (1g). Record
initial buffet. the stall
warning signal
and initial
buffet if
applicable.
CCA: Test in
Normal and Non-
normal control
states.----------------------------------------------------------------------------------------------------------------2.c.9.a..... Phugoid Dynamics [10% period, Cruise.......... The test must X
[10% of time to include
\1/2\ or double whichever is
amplitude or less of the
[.02 of damping following:
ratio. Three full
cycles (six
overshoots
after the input
is completed),
or the number
of cycles
sufficient to
determine time
to \1/2\ or
double
amplitude. CCA:
Test in Non-
normal control
state.----------------------------------------------------------------------------------------------------------------2.c.9.b..... Phugoid Dynamics [10% period, Cruise.......... The test must X
Representative include
damping. whichever is
less of the
following:
Three full
cycles (six
overshoots
after the input
is completed),
or the number
of cycles
sufficient to
determine
representative
damping. CCA:
Test in Non-
normal control
state.----------------------------------------------------------------------------------------------------------------
2.c.10...... Short Period [1.5 pitch angle Cruise.......... CCA: Test in Non- X
Dynamics. or [2/sec pitch normal control
rate, [0.10g state.
acceleration..----------------------------------------------------------------------------------------------------------------2.d......... Lateral Directional Tests----------------------------------------------------------------------------------------------------------------Power setting is that required for level flight unless otherwise specified.----------------------------------------------------------------------------------------------------------------2.d.1....... (Reserved)----------------------------------------------------------------------------------------------------------------2.d.2....... Roll Response [10% or [2/sec Cruise, and Record results X X
(Rate). roll rate. Approach or for normal roll
Landing. controller
deflection (one-
third of
maximum roll
controller
travel). May be
combined with
step input of
flight deck
roll controller
test (see
2.d.3.).----------------------------------------------------------------------------------------------------------------2.d.3....... Roll Response to [10% or [2 bank Approach or Record from X
Flight deck angle. Landing. initiation of
Roll Controller roll through 10
Step Input. seconds after
control is
returned to
neutral and
released. May
be combined
with roll
response (rate)
test (see
2.d.2.). CCA:
Test in Non-
normal control
state.----------------------------------------------------------------------------------------------------------------2.d.4.a..... Spiral Stability Correct trend Cruise.......... Record results X Airplane data
and [3 or [10% for both averaged from
bank angle in directions. As multiple tests
30 seconds. an alternate in same
test, direction may
demonstrate the be used.
lateral control
required to
maintain a
steady turn
with a bank
angle of 30.
CCA: Test in
Non-normal
control state.----------------------------------------------------------------------------------------------------------------2.d.4.b..... Spiral Stability Correct trend... Cruise.......... CCA: Test in Non- X Airplane data
normal control averaged from
state. multiple tests
in same
direction may
be used.----------------------------------------------------------------------------------------------------------------2.d.5....... (Reserved)----------------------------------------------------------------------------------------------------------------
2.d.6.a..... Rudder Response. [2/sec or [10% Approach or A rudder step X
yaw rate. Landing. input of 20%-
30% rudder
pedal throw
must be used.
Not required if
rudder input
and response is
shown in Dutch
Roll test (test
2.d.7.). CCA:
Test in Normal
and Non-normal
control states.----------------------------------------------------------------------------------------------------------------2.d.6.b..... Rudder Response. Roll rate [2/ Approach or May be roll X May be
sec, bank angle Landing. response to a accomplished as
[3. given rudder a yaw response
deflection. test, in which
CCA: Test in case the
Normal and Non- procedures and
normal control requirements of
states. test 2.d.6.a.
will apply.----------------------------------------------------------------------------------------------------------------2.d.7....... Dutch Roll (Yaw [0.5 sec. or Cruise, and Record results
Damper OFF). [10% of period, Approach or for at least 6
[10% of time to Landing. complete cycles
\1/2\ or double with stability
amplitude or augmentation
[.02 of damping OFF, or the
ratio. number of
cycles
sufficient to
determine time
to \1/2\ or
double
amplitude. CCA:
Test in Non-
normal control
state.----------------------------------------------------------------------------------------------------------------2.d.8....... Steady State For given rudder Approach or Use at least two X X
Sideslip. position [2 Landing. rudder
bank angle, [1 positions, one
sideslip angle, of which must
[10% or [2 be near maximum
aileron, [10% allowable
or [5 spoiler rudder.
or equivalent Propeller
roll, driven
controller airplanes must
position or test in each
force. direction. May
be a series of
snapshot test
results.
Sideslip angle
is matched only
for
repeatability
and only on
continuing
qualification
evaluations.----------------------------------------------------------------------------------------------------------------2.e. (Reserved)through 2.h.----------------------------------------------------------------------------------------------------------------3. (Reserved)----------------------------------------------------------------------------------------------------------------4. (Reserved)----------------------------------------------------------------------------------------------------------------5. (Reserved)----------------------------------------------------------------------------------------------------------------6. FTD System Response Time----------------------------------------------------------------------------------------------------------------6.a......... Latency.----------------------------------------------------------------------------------------------------------------
300 ms (or less) Take-off, One test is X X
after airplane cruise, and required in
response. approach or each axis
landing. (pitch, roll
and yaw) for
each of the
three
conditions
(take-off,
cruise, and
approach or
landing).----------------------------------------------------------------------------------------------------------------
Transport Delay----------------------------------------------------------------------------------------------------------------
300 ms (or less) N/A............. A separate test X X If Transport
after is required in Delay is the
controller each axis chosen method
movement. (pitch, roll, to demonstrate
and yaw). relative
responses, the
sponsor and the
NSPM will use
the latency
values to
ensure proper
simulator
response when
reviewing those
existing tests
where latency
can be
identified
(e.g., short
period, roll
response,
rudder
response).---------------------------------------------------------------------------------------------------------------- ________________________________________________________________________
Begin Information
3. For additional information on the following topics, please refer to
Appendix A, Attachment 2, and the indicated paragraph within that
attachment
Control Dynamics, paragraph 4.
Motion System, paragraph 6.
Sound System, paragraph 7.
Engineering Simulator Validation Data, paragraph 9.
Validation Test Tolerances, paragraph 11.
Validation Data Road Map, paragraph 12.
Acceptance Guidelines for Alternative Engines Data, paragraph 13.
Acceptance Guidelines for Alternative Avionics, paragraph 14.
Transport Delay Testing, paragraph 15.
Continuing Qualification Evaluation Validation Data Presentation, paragraph 16.
End Information ________________________________________________________________________
4. Alternative Objective Data for FTD Level 5 ________________________________________________________________________
Begin QPS Requirements
a. This paragraph (including the following tables) is relevant only to FTD Level 5. It is provided because this level is required to simulate the performance and handling characteristics of a set of airplanes with similar characteristics, such as normal airspeed/altitude operating envelope and the same number and type of propulsion systems (engines).
b. Tables B2B through B2E reflect FTD performance standards that are acceptable to the FAA. A sponsor must demonstrate that a device performs within these parameters, as applicable. If a device does not meet the established performance parameters for some or for all of the applicable tests listed in Tables B2B through B2E, the sponsor may use NSP accepted flight test data for comparison purposes for those tests.
c. Sponsors using the data from Tables B2B through B2E must comply with the following:
(1) Submit a complete QTG, including results from all of the objective tests appropriate for the level of qualification sought as set out in Table B2A. The QTG must highlight those results that demonstrate the performance of the FTD is within the allowable performance ranges indicated in Tables B2B through B2E, as appropriate.
(2) The QTG test results must include all relevant information concerning the conditions under which the test was conducted; e.g., gross weight, center of gravity, airspeed, power setting, altitude (climbing, descending, or level), temperature, configuration, and any other parameter that impacts the conduct of the test.
(3) The test results become the validation data against which the initial and all subsequent continuing qualification evaluations are compared. These subsequent evaluations will use the tolerances listed in Table B2A.
(4) Subjective testing of the device must be performed to determine that the device performs and handles like an airplane within the appropriate set of airplanes.
End QPS Requirements ________________________________________________________________________
Begin Information
d. The reader is encouraged to consult the Airplane Flight Simulator Evaluation Handbook, Volumes I and II, published by the Royal Aeronautical Society, London, UK, and AC 25-7, Flight Test Guide for Certification of Transport Category Airplanes, and AC 23-8A, Flight Test Guide for Certification of Part 23 Airplanes, as amended, for references and examples regarding flight testing requirements and techniques.
End Information ________________________________________________________________________
Table B2B--Alternative Data Source for FTD Level 5 Small, Single Engine
(Reciprocating) Airplane------------------------------------------------------------------------QPS requirement The performance parameters in this table must be used to
program the FTD if flight test data is not used to program the FTD.-------------------------------------------------------------------------
Applicable test--------------------------------------------- Authorized performance
Entry No. Title and procedure range------------------------------------------------------------------------1............... Performance.------------------------------------------------------------------------1.c............. Climb------------------------------------------------------------------------1.c.1........... Normal climb with nominal Climb rate = 500-1200 fpm
gross weight, at best (2.5-6 m/sec).
rate-of-climb airspeed.------------------------------------------------------------------------1.f............. Engines.------------------------------------------------------------------------
1.f.1........... Acceleration; idle to 2-4 Seconds.
takeoff power.------------------------------------------------------------------------1.f.2........... Deceleration; takeoff 2-4 Seconds.
power to idle.------------------------------------------------------------------------2............... Handling Qualities------------------------------------------------------------------------2.c............. Longitudinal Tests------------------------------------------------------------------------2.c.1........... Power change force------------------------------------------------------------------------
(a) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight at 80% of force (Pull).
normal cruise airspeed
with necessary power.
Reduce power to flight
idle. Do not change trim
or configuration. After
stabilized, record column
force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight at 80% of force (Push).
normal cruise airspeed
with necessary power. Add
power to maximum setting.
Do not change trim or
configuration. After
stabilized, record column
force necessary to
maintain original
airspeed..------------------------------------------------------------------------2.c.2........... Flap/slat change force------------------------------------------------------------------------
(a) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight with flaps force (Pull).
fully retracted at a
constant airspeed within
the flaps-extended
airspeed range. Do not
adjust trim or power.
Extend the flaps to 50%
of full flap travel.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight with flaps force (Push).
extended to 50% of full
flap travel, at a
constant airspeed within
the flaps-extended
airspeed range. Do not
adjust trim or power.
Retract the flaps to
zero. After stabilized,
record stick force
necessary to maintain
original airspeed.------------------------------------------------------------------------2.c.4........... Gear change force------------------------------------------------------------------------
(a) Trim for straight and 2-12 lbs (0.88-5.3 daN) of
level flight with landing force (Pull).
gear retracted at a
constant airspeed within
the landing gear-extended
airspeed range. Do not
adjust trim or power.
Extend the landing gear.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 2-12 lbs (0.88-5.3 daN) of
level flight with landing force (Push).
gear extended, at a
constant airspeed within
the landing gear-extended
airspeed range. Do not
adjust trim or power.
Retract the landing gear.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------2.c.5........... Longitudinal trim......... Must be able to trim
longitudinal stick force
to ``zero'' in each of
the following
configurations: cruise;
approach; and landing.------------------------------------------------------------------------2.c.7........... Longitudinal static Must exhibit positive
stability. static stability.------------------------------------------------------------------------
2.c.8........... Stall warning (actuation
of stall warning device)
with nominal gross
weight; wings level; and
a deceleration rate of
not more than three (3)
knots per second.------------------------------------------------------------------------
(a) Landing configuration. 40-60 knots; [5 of bank.------------------------------------------------------------------------
(b) Clean configuration... Landing configuration
speed + 10-20%.------------------------------------------------------------------------2.c.9.b......... Phugoid dynamics.......... Must have a phugoid with a
period of 30-60 seconds.
May not reach \1/2\ or
double amplitude in less
than 2 cycles.------------------------------------------------------------------------2.d............. Lateral Directional Tests.------------------------------------------------------------------------2.d.2........... Roll response (rate). Roll Must have a roll rate of
rate must be measured 40-25/second.
through at least 30 of
roll. Aileron control
must be deflected \1/3\
(33.3 percent) of maximum
travel.------------------------------------------------------------------------2.d.4.b......... Spiral stability. Cruise Initial bank angle ([5)
configuration and normal after 20 seconds.
cruise airspeed.
Establish a 20-30 bank.
When stabilized,
neutralize the aileron
control and release. Must
be completed in both
directions of turn.------------------------------------------------------------------------2.d.6.b......... Rudder response. Use 25 2-6/second yaw rate.
percent of maximum rudder
deflection. (Applicable
to approach or landing
configuration.).------------------------------------------------------------------------2.d.7........... Dutch roll, yaw damper A period of 2-5 seconds;
off. (Applicable to and \1/2\-2 cycles.
cruise and approach
configurations.).------------------------------------------------------------------------2.d.8........... Steady state sideslip. Use 2-10 of bank; 4-10 of
50 percent rudder sideslip; and 2-10 of
deflection. (Applicable aileron.
to approach and landing
configurations.).------------------------------------------------------------------------6............... FTD System Response Time------------------------------------------------------------------------6.a............. Latency. Flight deck 300 milliseconds or less.
instrument systems
response to an abrupt
pilot controller input.
One test is required in
each axis (pitch, roll,
yaw).------------------------------------------------------------------------
Table B2C--Alternative Data Source for FTD Level 5 Small, Multi-Engine
(Reciprocating) Airplane------------------------------------------------------------------------QPS requirement The performance parameters in this table must be used to
program the FTD if flight test data is not used to program the FTD.-------------------------------------------------------------------------
Applicable test--------------------------------------------- Authorized performance
Entry No. Title and procedure range------------------------------------------------------------------------1. Performance------------------------------------------------------------------------1.c............. Climb------------------------------------------------------------------------1.c.1........... Normal climb with nominal Climb airspeed = 95-115
gross weight, at best knots.
rate-of-climb airspeed. Climb rate = 500-1500 fpm
(2.5-7.5 m/sec)------------------------------------------------------------------------1.f............. Engines------------------------------------------------------------------------1.f.1........... Acceleration; idle to 2-5 Seconds.
takeoff power.------------------------------------------------------------------------1.f.2........... Deceleration; takeoff 2-5 Seconds.
power to idle.------------------------------------------------------------------------2. Handling Qualities------------------------------------------------------------------------2.c............. Longitudinal Tests........------------------------------------------------------------------------
2.c.1........... Power change force........------------------------------------------------------------------------
(a) Trim for straight and 10-25 lbs (2.2-6.6 daN) of
level flight at 80% of force (Pull).
normal cruise airspeed
with necessary power.
Reduce power to flight
idle. Do not change trim
or configuration. After
stabilized, record column
force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight at 80% of force (Push).
normal cruise airspeed
with necessary power. Add
power to maximum setting.
Do not change trim or
configuration. After
stabilized, record column
force necessary to
maintain original
airspeed.------------------------------------------------------------------------2.c.2........... Flap/slat change force....------------------------------------------------------------------------
(a) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight with flaps force (Pull).
fully retracted at a
constant airspeed within
the flaps-extended
airspeed range. Do not
adjust trim or power.
Extend the flaps to 50%
of full flap travel.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight with flaps force (Push).
extended to 50% of full
flap travel, at a
constant airspeed within
the flaps-extended
airspeed range. Do not
adjust trim or power.
Retract the flaps to
zero. After stabilized,
record stick force
necessary to maintain
original airspeed.------------------------------------------------------------------------2.c.4........... Gear change force.........------------------------------------------------------------------------
(a) Trim for straight and 2-12 lbs (0.88-5.3 daN) of
level flight with landing force (Pull).
gear retracted at a
constant airspeed within
the landing gear-extended
airspeed range. Do not
adjust trim or power.
Extend the landing gear.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 2-12 lbs (0.88-5.3 daN) of
level flight with landing force (Push).
gear extended, at a
constant airspeed within
the landing gear-extended
airspeed range. Do not
adjust trim or power.
Retract the landing gear.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------2.c.4........... Longitudinal trim......... Must be able to trim
longitudinal stick force
to ``zero'' in each of
the following
configurations: cruise;
approach; and landing.------------------------------------------------------------------------2.c.7........... Longitudinal static Must exhibit positive
stability. static stability.------------------------------------------------------------------------2.c.8........... Stall warning (actuation
of stall warning device)
with nominal gross
weight; wings level; and
a deceleration rate of
not more than three (3)
knots per second.
(a) Landing configuration. 60-90 knots; [5 of bank.------------------------------------------------------------------------
(b) Clean configuration... Landing configuration
speed + 10-20%.------------------------------------------------------------------------
2.c.9.b......... Phugoid dynamics.......... Must have a phugoid with a
period of 30-60 seconds.
May not reach \1/2\ or
double amplitude in less
than 2 cycles.------------------------------------------------------------------------2.d............. Lateral Directional Tests------------------------------------------------------------------------2.d.2........... Roll response............. Must have a roll rate of
Roll rate must be measured 4\1/2\-25\1/2\/second.
through at least 30 of
roll. Aileron control
must be deflected \1/3\
(33.3 percent) of maximum
travel.------------------------------------------------------------------------2.d.4.b......... Spiral stability.......... Initial bank angle ([5)
after 20 seconds.
Cruise configuration and
normal cruise airspeed.
Establish a 20-30 bank.
When stabilized,
neutralize the aileron
control and release. Must
be completed in both
directions of turn.------------------------------------------------------------------------2.d.6.b......... Rudder response........... 3-6/second yaw rate.
Use 25 percent of maximum
rudder deflection.
(Applicable to approach
landing configuration.)------------------------------------------------------------------------2.d.7........... Dutch roll, yaw damper A period of 2-5 seconds;
off. (Applicable to and \1/2\-2 cycles.
cruise and approach
configurations.).------------------------------------------------------------------------2.d.8........... Steady state sideslip..... 2-10 of bank; 4-10 degrees
of sideslip; and 2-10 of
aileron.
Use 50 percent rudder
deflection. (Applicable
to approach and landing
configurations.)------------------------------------------------------------------------6. FTD System Response Time------------------------------------------------------------------------6.a............. Flight deck instrument 300 milliseconds or less.
systems response to an
abrupt pilot controller
input. One test is
required in each axis
(pitch, roll, yaw).------------------------------------------------------------------------
Table B2D--Alternative Data Source for FTD Level 5 Small, Single Engine
(Turbo-Propeller) Airplane------------------------------------------------------------------------QPS requirement The performance parameters in this table must be used to
program the FTD if flight test data is not used to program the FTD.-------------------------------------------------------------------------
Applicable Test--------------------------------------------- Authorized performance
Entry No. Title and procedure range------------------------------------------------------------------------1. Performance------------------------------------------------------------------------1.c............. Climb.------------------------------------------------------------------------1.c.1........... Normal climb with nominal Climb airspeed = 95-115
gross weight, at best knots.
rate-of-climb airspeed. Climb rate = 800-1800 fpm
(4-9 m/sec).------------------------------------------------------------------------1.f............. Engines------------------------------------------------------------------------1.f.1........... Acceleration; idle to 4-8 Seconds.
takeoff power.------------------------------------------------------------------------1.f.2........... Deceleration; takeoff 3-7 Seconds.
power to idle.------------------------------------------------------------------------2. Handling Qualities------------------------------------------------------------------------2.c............. Longitudinal Tests------------------------------------------------------------------------2.c.1........... Power change force------------------------------------------------------------------------
(a) Trim for straight and 8 lbs (3.5 daN) of Push
level flight at 80% of force--8 lbs (3.5 daN) of
normal cruise airspeed Pull force.
with necessary power.
Reduce power to flight
idle. Do not change trim
or configuration. After
stabilized, record column
force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 12-22 lbs (5.3-9.7 daN) of
level flight at 80% of force (Push).
normal cruise airspeed
with necessary power. Add
power to maximum setting.
Do not change trim or
configuration. After
stabilized, record column
force necessary to
maintain original
airspeed.------------------------------------------------------------------------2.c.2........... Flap/slat change force------------------------------------------------------------------------
(a) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight with flaps force (Pull).
fully retracted at a
constant airspeed within
the flaps-extended
airspeed range. Do not
adjust trim or power.
Extend the flaps to 50%
of full flap travel.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight with flaps force (Push).
extended to 50% of full
flap travel, at a
constant airspeed within
the flaps-extended
airspeed range. Do not
adjust trim or power.
Retract the flaps to
zero. After stabilized,
record stick force
necessary to maintain
original airspeed..------------------------------------------------------------------------2.c.4........... Gear change force.------------------------------------------------------------------------
(a) Trim for straight and 2-12 lbs (0.88-5.3 daN) of
level flight with landing force (Pull).
gear retracted at a
constant airspeed within
the landing gear-extended
airspeed range. Do not
adjust trim or power.
Extend the landing gear.
After stabilized, record
stick force necessary to
maintain original
airspeed..------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 2-12 lbs (0.88-5.3 daN) of
level flight with landing force (Push).
gear extended, at a
constant airspeed within
the landing gear-extended
airspeed range. Do not
adjust trim or power.
Retract the landing gear.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------2.b.5........... Longitudinal trim......... Must be able to trim
longitudinal stick force
to ``zero'' in each of
the following
configurations: cruise;
approach; and landing.------------------------------------------------------------------------2.c.7........... Longitudinal static Must exhibit positive
stability. static stability.------------------------------------------------------------------------2.c.8........... Stall warning (actuation
of stall warning device)
with nominal gross
weight; wings level; and
a deceleration rate of
not more than three (3)
knots per second.------------------------------------------------------------------------
(a) Landing configuration. 60-90 knots; [5 of bank.------------------------------------------------------------------------
(b) Clean configuration... Landing configuration
speed + 10-20%.------------------------------------------------------------------------
2.c.8.b......... Phugoid dynamics.......... Must have a phugoid with a
period of 30-60 seconds.
May not reach \1/2\ or
double amplitude in less
than 2 cycles.------------------------------------------------------------------------2.d............. Lateral Directional Tests------------------------------------------------------------------------2.d.2........... Roll response............. Must have a roll rate of 4-
Roll rate must be measured 25/second.
through at least 30 of
roll. Aileron control
must be deflected \1/3\
(33.3 percent) of maximum
travel.------------------------------------------------------------------------2.d.4.b......... Spiral stability.......... Initial bank angle ([5)
Cruise configuration and after 20 seconds.
normal cruise airspeed.
Establish a 20-30 bank.
When stabilized,
neutralize the aileron
control and release. Must
be completed in both
directions of turn.------------------------------------------------------------------------2.d.6.b......... Rudder response........... 3-6/second yaw rate.
Use 25 percent of maximum
rudder deflection.
(Applicable to approach
or landing
configuration.).------------------------------------------------------------------------2.d.7........... Dutch roll, yaw damper off A period of 2-5 seconds;
(Applicable to cruise and and \1/2\-3 cycles.
approach configurations.).------------------------------------------------------------------------2.d.8........... Steady state sideslip..... 2-10 of bank; 4-10 of
Use 50 percent rudder sideslip; and 2-10 of
deflection.. aileron.
(Applicable to approach
and landing
configurations.).------------------------------------------------------------------------6. FTD System Response Time------------------------------------------------------------------------6.a............. Flight deck instrument 300 milliseconds or less.
systems response to an
abrupt pilot controller
input. One test is
required in each axis
(pitch, roll, yaw).------------------------------------------------------------------------
Table B2E--Alternative Data Source for FTD Level 5 Multi-Engine (Turbo-
Propeller) Airplane------------------------------------------------------------------------QPS Requirement The performance parameters in this table must be used to
program the FTD if flight test data is not used to program the FTD.-------------------------------------------------------------------------
Applicable test--------------------------------------------- Authorized performance
Entry No. Title and procedure range------------------------------------------------------------------------1. Performance------------------------------------------------------------------------1.c............. Climb.....................------------------------------------------------------------------------1.b.1........... Normal climb with nominal Climb airspeed = 120-140
gross weight, at best knots.
rate-of-climb airspeed. Climb rate = 1000-3000 fpm
(5-15 m/sec).------------------------------------------------------------------------1.f............. Engines------------------------------------------------------------------------1.f.1........... Acceleration; idle to 2-6 Seconds.
takeoff power.------------------------------------------------------------------------1.f.2........... Deceleration; takeoff 1-5 Seconds.
power to idle.------------------------------------------------------------------------2. Handling Qualities------------------------------------------------------------------------2.c............. Longitudinal Tests------------------------------------------------------------------------2.c.1........... Power change force------------------------------------------------------------------------
(a) Trim for straight and 8 lbs (3.5 daN) of Push
level flight at 80% of force to 8 lbs (3.5 daN)
normal cruise airspeed of Pull force.
with necessary power.
Reduce power to flight
idle. Do not change trim
or configuration. After
stabilized, record column
force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 12-22 lbs (5.3-9.7 daN) of
level flight at 80% of force (Push).
normal cruise airspeed
with necessary power. Add
power to maximum setting.
Do not change trim or
configuration. After
stabilized, record column
force necessary to
maintain original
airspeed.------------------------------------------------------------------------2.c.2........... Flap/slat change force------------------------------------------------------------------------
(a) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight with flaps force (Pull).
fully retracted at a
constant airspeed within
the flaps-extended
airspeed range. Do not
adjust trim or power.
Extend the flaps to 50%
of full flap travel.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of
level flight with flaps force (Push).
extended to 50% of full
flap travel, at a
constant airspeed within
the flaps-extended
airspeed range. Do not
adjust trim or power.
Retract the flaps to
zero. After stabilized,
record stick force
necessary to maintain
original airspeed.------------------------------------------------------------------------2.c.4........... Gear change force------------------------------------------------------------------------
(a) Trim for straight and 2-12 lbs (0.88-5.3 daN) of
level flight with landing force (Pull).
gear retracted at a
constant airspeed within
the landing gear-extended
airspeed range. Do not
adjust trim or power.
Extend the landing gear.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------
OR------------------------------------------------------------------------
(b) Trim for straight and 2-12 lbs (0.88-5.3 daN) of
level flight with landing force (Push).
gear extended, at a
constant airspeed within
the landing gear-extended
airspeed range. Do not
adjust trim or power.
Retract the landing gear.
After stabilized, record
stick force necessary to
maintain original
airspeed.------------------------------------------------------------------------2.b.5........... Longitudinal trim......... Must be able to trim
longitudinal stick force
to ``zero'' in each of
the following
configurations: cruise;
approach; and landing.------------------------------------------------------------------------2.c.7........... Longitudinal static Must exhibit positive
stability. static stability.------------------------------------------------------------------------2.c.8........... Stall warning (actuation
of stall warning device)
with nominal gross
weight; wings level; and
a deceleration rate of
not more than three (3)
knots per second.------------------------------------------------------------------------
(a) Landing configuration. 80-100 knots; 5
of bank.------------------------------------------------------------------------
(b) Clean configuration... Landing configuration
speed + 10-20%.------------------------------------------------------------------------
2.c.8.b......... Phugoid dynamics.......... Must have a phugoid with a
period of 30-60 seconds.
May not reach \1/2\ or
double amplitude in less
than 2 cycles.------------------------------------------------------------------------2.d............. Lateral Directional Tests------------------------------------------------------------------------2.d.2........... Roll response............. Must have a roll rate of 4-
Roll rate must be measured 25 degrees/second.
through at least 30 of
roll. Aileron control
must be deflected \1/3\
(33.3 percent) of maximum
travel..------------------------------------------------------------------------2.d.4.b......... Spiral stability.......... Initial bank angle ([5)
Cruise configuration and after 20 seconds.
normal cruise airspeed.
Establish a 20-30 bank.
When stabilized,
neutralize the aileron
control and release. Must
be completed in both
directions of turn..------------------------------------------------------------------------2.d.6.b......... Rudder response........... 3-6 /second yaw rate.
Use 25 percent of maximum
rudder deflection.
(Applicable to approach
or landing
configuration.).------------------------------------------------------------------------2.d.7........... Dutch roll, yaw damper off A period of 2-5 seconds;
(Applicable to cruise and and \1/2\-2 cycles.
approach configurations.).------------------------------------------------------------------------2.d.8........... Steady state sideslip..... 2-10 of bank;
Use 50 percent rudder 4-10 of sideslip; and
deflection. (Applicable 2-10 of aileron.
to approach and landing
configurations.).------------------------------------------------------------------------6. FTD System Response Time------------------------------------------------------------------------6.a............. Flight deck instrument 300 milliseconds or less.
systems response to an
abrupt pilot controller
input. One test is
required in each axis
(pitch, roll, yaw).------------------------------------------------------------------------
End QPS Requirements ________________________________________________________________________
Begin QPS Requirements
5. Alternative Data Sources, Procedures, and Instrumentation: Level 6
FTD Only
a. Sponsors are not required to use the alternative data sources, procedures, and instrumentation. However, a sponsor may choose to use one or more of the alternative sources, procedures, and instrumentation described in Table B2F.
End QPS Requirements ________________________________________________________________________
Begin Information
b. It has become standard practice for experienced FTD manufacturers to use such techniques as a means of establishing data bases for new FTD configurations while awaiting the availability of actual flight test data; and then comparing this new data with the newly available flight test data. The results of such comparisons have, as reported by some recognized and experienced simulation experts, become increasingly consistent and indicate that these techniques, applied with appropriate experience, are becoming dependably accurate for the development of aerodynamic models for use in Level 6 FTDs.
c. In reviewing this history, the NSPM has concluded that, with proper care, those who are experienced in the development of aerodynamic models for FTD application can successfully use these modeling techniques to acceptably alter the method by which flight test data may be acquired and, when applied to Level 6 FTDs, does not compromise the quality of that simulation.
d. The information in the table that follows (Table of Alternative Data Sources, Procedures, and Information: Level 6 FTD Only) is presented to describe an acceptable alternative to data sources for Level 6 FTD modeling and validation, and an acceptable alternative to the procedures and instrumentation found in the flight test methods traditionally accepted for gathering modeling and validation data.
(1) Alternative data sources that may be used for part or all of a data requirement are the Airplane Maintenance Manual, the Airplane Flight Manual (AFM), Airplane Design Data, the Type Inspection Report (TIR), Certification Data or acceptable supplemental flight test data.
(2) The NSPM recommends that use of the alternative instrumentation noted in Table B2F be coordinated with the NSPM prior to employment in a flight test or data gathering effort.
e. The NSPM position regarding the use of these alternative data sources, procedures, and instrumentation is based on three primary preconditions and presumptions regarding the objective data and FTD aerodynamic program modeling.
(1) Data gathered through the alternative means does not require angle of attack (AOA) measurements or control surface position measurements for any flight test. AOA can be sufficiently derived if the flight test program insures the collection of acceptable level, unaccelerated, trimmed flight data. Angle of attack may be validated by conducting the three basic ``fly-by'' trim tests. The FTD time history tests should begin in level, unaccelerated, and trimmed flight, and the results should be compared with the flight test pitch angle.
(2) A simulation controls system model should be rigorously defined and fully mature. It should also include accurate gearing and cable stretch characteristics (where applicable) that are determined from actual aircraft measurements. Such a model does not require control surface position measurements in the flight test objective data for Level 6 FTD applications.
f. Table B2F is not applicable to Computer Controlled Aircraft FTDs.
g. Utilization of these alternate data sources, procedures, and instrumentation does not relieve the sponsor from compliance with the balance of the information contained in this document relative to Level 6 FTDs.
h. The term ``inertial measurement system'' allows the use of a functional global positioning system (GPS).
End Information ________________________________________________________________________
Table B2F--Alternative Data Sources, Procedures, and Instrumentation Level 6 FTD----------------------------------------------------------------------------------------------------------------
QPS Requirements The standards in this table are required if the data gathering Information
methods described in paragraph 9 of Appendix B are not used. ----------------------------------------------------------------------------------------------------------------
Objective test reference number and Alternative data sources, procedures, and Notes
title instrumentation----------------------------------------------------------------------------------------------------------------1.b.1................................... Data may be acquired through a This test is required onlyPerformance............................. synchronized video recording of a stop if RTO is sought.Takeoff................................. watch and the calibrated airplaneGround acceleration time................ airspeed indicator. Hand-record the
flight conditions and airplane
configuration.rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr1.b.7................................... Data may be acquired through a This test is required onlyPerformance............................. synchronized video recording of a stop if RTO is sought.Takeoff................................. watch and the calibrated airplaneRejected takeoff........................ airspeed indicator. Hand-record the
flight conditions and airplane
configuration.rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr1.c.1................................... Data may be acquired with a synchronizedPerformance............................. video of calibrated airplane instrumentsClimb................................... and engine power throughout the climbNormal climb all engines operating...... range.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$1.f.1................................... Data may be acquired with a synchronizedPerformance............................. video recording of engine instruments andEngines................................. throttle position.Acceleration............................$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$1.f.2................................... Data may be acquired with a synchronizedPerformance............................. video recording of engine instruments andEngines................................. throttle position.Deceleration............................$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
2.a.1.a................................. Surface position data may be acquired from For airplanes withHandling qualities...................... flight data recorder (FDR) sensor or, if reversible controlStatic control tests.................... no FDR sensor, at selected, significant systems, surface positionPitch controller position vs. force and column positions (encompassing data acquisition should
surface position calibration.. significant column position data points), be accomplished with
acceptable to the NSPM, using a control winds less than 5 kts.
surface protractor on the ground. Force
data may be acquired by using a hand held
force gauge at the same column position
data points.rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr2.a.2.a................................. Surface position data may be acquired from For airplanes withHandling qualities...................... flight data recorder (FDR) sensor or, if reversible controlStatic control tests.................... no FDR sensor, at selected, significant systems, surface positionWheel position vs. force and surface wheel positions (encompassing significant data acquisition should
position calibration.. wheel position data points), acceptable be accomplished with
to the NSPM, using a control surface winds less than 5 kts.
protractor on the ground. Force data may
be acquired by using a hand held force
gauge at the same wheel position data
points.rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr2.a.3.a................................. Surface position data may be acquired from For airplanes withHandling qualities...................... flight data recorder (FDR) sensor or, if reversible controlStatic control tests.................... no FDR sensor, at selected, significant systems, surface positionRudder pedal position vs. force and rudder pedal positions (encompassing data acquisition should
surface position calibration.. significant rudder pedal position data be accomplished with
points), acceptable to the NSPM, using a winds less than 5 kts.
control surface protractor on the ground.
Force data may be acquired by using a
hand held force gauge at the same rudder
pedal position data points.rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr2.a.4................................... Breakout data may be acquired with a handHandling qualities...................... held force gauge. The remainder of theStatic control tests.................... force to the stops may be calculated ifNosewheel steering force................ the force gauge and a protractor are used
to measure force after breakout for at
least 25% of the total displacement
capability.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.a.5................................... Data may be acquired through the use ofHandling qualities...................... force pads on the rudder pedals and aStatic control tests.................... pedal position measurement device,Rudder pedal steering calibration....... together with design data for nosewheel
position.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.a.6................................... Data may be acquired through calculations.Handling qualities......................Static control tests....................Pitch trim indicator vs. surface
position calibration..$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.a.8................................... Data may be acquired through the use of aHandling qualities...................... temporary throttle quadrant scale toStatic control tests.................... document throttle position. Use aAlignment of power lever angle vs. synchronized video to record steady state
selected engine parameter (e.g., EPR, instrument readings or hand-record steady
N1, Torque, Manifold pressure).. state engine performance readings.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.a.9................................... Use of design or predicted data isHandling qualities...................... acceptable. Data may be acquired byStatic control tests.................... measuring deflection at ``zero'' and atBrake pedal position vs. force.......... ``maximum.''$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
2.c.1................................... Data may be acquired by using an inertial Power change dynamics testHandling qualities...................... measurement system and a synchronized is acceptable using theLongitudinal control tests.............. video of the calibrated airplane same data acquisitionPower change force...................... instruments, throttle position, and the methodology.
force/position measurements of flight
deck controls.rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr2.c.2................................... Data may be acquired by using an inertial Flap/slat change dynamicsHandling qualities...................... measurement system and a synchronized test is acceptable usingLongitudinal control tests.............. video of calibrated airplane instruments, the same data acquisitionFlap/slat change force.................. flap/slat position, and the force/ methodology.
position measurements of flight deck
controls.rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr2.c.4................................... Data may be acquired by using an inertial Gear change dynamics testHandling qualities...................... measurement system and a synchronized is acceptable using theLongitudinal control tests.............. video of the calibrated airplane same data acquisitionGear change force....................... instruments, gear position, and the force/ methodology.
position measurements of flight deck
controls.rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr2.c.5................................... Data may be acquired through use of anHandling qualities...................... inertial measurement system and aLongitudinal control tests.............. synchronized video of flight deckLongitudinal trim....................... controls position (previously calibrated
to show related surface position) and
engine instrument readings.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.c.6................................... Data may be acquired through the use of anHandling qualities...................... inertial measurement system and aLongitudinal control tests.............. synchronized video of the calibratedLongitudinal maneuvering stability airplane instruments; a temporary, high
(stick force/g).. resolution bank angle scale affixed to
the attitude indicator; and a wheel and
column force measurement indication.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.c.7................................... Data may be acquired through the use of aHandling qualities...................... synchronized video of the airplane flightLongitudinal control tests.............. instruments and a hand held force gauge.Longitudinal static stability...........$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.c.8................................... Data may be acquired through a Airspeeds may be crossHandling qualities...................... synchronized video recording of a stop checked with those in theLongitudinal control tests.............. watch and the calibrated airplane TIR and AFM.Stall Warning (activation of stall airspeed indicator. Hand-record the
warning device).. flight conditions and airplane
configuration.rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr2.c.9.a................................. Data may be acquired by using an inertialHandling qualities...................... measurement system and a synchronizedLongitudinal control tests.............. video of the calibrated airplanePhugoid dynamics........................ instruments and the force/position
measurements of flight deck controls.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.c.10.................................. Data may be acquired by using an inertialHandling qualities...................... measurement system and a synchronizedLongitudinal control tests.............. video of the calibrated airplaneShort period dynamics................... instruments and the force/position
measurements of flight deck controls.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.c.11.................................. May use design data, production flightHandling qualities...................... test schedule, or maintenanceLongitudinal control tests.............. specification, together with an SOC.Gear and flap/slat operating times......$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.d.2................................... Data may be acquired by using an inertialHandling qualities...................... measurement system and a synchronizedLateral directional tests............... video of the calibrated airplaneRoll response (rate).................... instruments and the force/position
measurements of flight deck lateral
controls.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
2.d.3................................... Data may be acquired by using an inertialHandling qualities...................... measurement system and a synchronizedLateral directional tests............... video of the calibrated airplane(a) Roll overshoot...................... instruments and the force/positionOR...................................... measurements of flight deck lateral(b) Roll response to flight deck roll controls.
controller step input..$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.d.4................................... Data may be acquired by using an inertialHandling qualities...................... measurement system and a synchronizedLateral directional tests............... video of the calibrated airplaneSpiral stability........................ instruments; the force/position
measurements of flight deck controls; and
a stop watch.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.d.6.a................................. Data may be acquired by using an inertialHandling qualities...................... measurement system and a synchronizedLateral directional tests............... video of the calibrated airplaneRudder response......................... instruments; the force/position
measurements of rudder pedals.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.d.7................................... Data may be acquired by using an inertialHandling qualities...................... measurement system and a synchronizedLateral directional tests............... video of the calibrated airplaneDutch roll, (yaw damper OFF)............ instruments and the force/position
measurements of flight deck controls.$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$2.d.8................................... Data may be acquired by using an inertialHandling qualities...................... measurement system and a synchronizedLateral directional tests............... video of the calibrated airplaneSteady state sideslip................... instruments and the force/position
measurements of flight deck controls.----------------------------------------------------------------------------------------------------------------
Attachment 3 to Appendix B to Part 60--Flight Training Device (FTD)
Subjective Evaluation ________________________________________________________________________
Begin Information
1. Discussion
a. The subjective tests provide a basis for evaluating the capability of the FTD to perform over a typical utilization period. The items listed in the Table of Functions and Subjective Tests are used to determine whether the FTD competently simulates each required maneuver, procedure, or task; and verifying correct operation of the FTD controls, instruments, and systems. The tasks do not limit or exceed the authorizations for use of a given level of FTD as described on the SOQ or as approved by the TPAA. All items in the following paragraphs are subject to examination.
b. All simulated airplane systems functions will be assessed for normal and, where appropriate, alternate operations. Simulated airplane systems are listed separately under ``Any Flight Phase'' to ensure appropriate attention to systems checks. Operational navigation systems (including inertial navigation systems, global positioning systems, or other long-range systems) and the associated electronic display systems will be evaluated if installed. The NSP pilot will include in his report to the TPAA, the effect of the system operation and any system limitation.
c. At the request of the TPAA, the NSP Pilot may assess the FTD for a special aspect of a sponsor's training program during the functions and subjective portion of an evaluation. Such an assessment may include a portion of a specific operation (e.g., a Line Oriented Flight Training (LOFT) scenario) or special emphasis items in the sponsor's training program. Unless directly related to a requirement for the qualification level, the results of such an evaluation would not affect the qualification of the FTD.
End Information ________________________________________________________________________
Table B3A--Table of Functions and Subjective Tests Level 6 FTD------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Entry No. Operations tasks------------------------------------------------------------------------
Tasks in this table are subject to evaluation if appropriate for the
airplane system or systems simulated as indicated in the SOQ
Configuration List as defined in Appendix B, Attachment 2 of this part.------------------------------------------------------------------------1. Preflight------------------------------------------------------------------------
Accomplish a functions check of all installed
switches, indicators, systems, and equipment at
all crewmembers' and instructors' stations, and
determine that the flight deck (or flight deck
area) design and functions replicate the
appropriate airplane.------------------------------------------------------------------------2. Surface Operations (pre-takeoff)------------------------------------------------------------------------2.a................. Engine start:------------------------------------------------------------------------2.a.1............... Normal start.------------------------------------------------------------------------2.a.2............... Alternative procedures start.------------------------------------------------------------------------2.a.3............... Abnormal procedures start/shut down.------------------------------------------------------------------------2.b................. Pushback/Powerback (powerback requires visual
system).------------------------------------------------------------------------3. Takeoff (requires appropriate visual system as set out in Table B1A,
item 6; Appendix B, Attachment 1.)------------------------------------------------------------------------3.a................. Instrument takeoff:------------------------------------------------------------------------3.a.1............... Engine checks (e.g., engine parameter
relationships, propeller/mixture controls).------------------------------------------------------------------------3.a.2............... Acceleration characteristics.------------------------------------------------------------------------3.a.3............... Nosewheel/rudder steering.------------------------------------------------------------------------3.a.4............... Landing gear, wing flap, leading edge device
operation.------------------------------------------------------------------------3.b................. Rejected takeoff:------------------------------------------------------------------------3.b.1............... Deceleration characteristics.------------------------------------------------------------------------3.b.2............... Brakes/engine reverser/ground spoiler operation.------------------------------------------------------------------------3.b.3............... Nosewheel/rudder steering.------------------------------------------------------------------------4. In-Flight Operations------------------------------------------------------------------------4.a................. Normal climb.------------------------------------------------------------------------4.b................. Cruise:------------------------------------------------------------------------4.b.1............... Demonstration of performance characteristics
(speed vs. power).------------------------------------------------------------------------4.b.2............... Normal turns.------------------------------------------------------------------------4.b.3............... Demonstration of high altitude handling.------------------------------------------------------------------------4.b.4............... Demonstration of high airspeed handling/overspeed
warning.------------------------------------------------------------------------4.b.5............... Demonstration of Mach effects on control and trim.------------------------------------------------------------------------4.b.6............... Steep turns.------------------------------------------------------------------------4.b.7............... In-Flight engine shutdown (procedures only).------------------------------------------------------------------------4.b.8............... In-Flight engine restart (procedures only).------------------------------------------------------------------------4.b.9............... Specific flight characteristics.------------------------------------------------------------------------4.b.10.............. Response to loss of flight control power.------------------------------------------------------------------------4.b.11.............. Response to other flight control system failure
modes.------------------------------------------------------------------------4.b.12.............. Operations during icing conditions.------------------------------------------------------------------------
4.b.13.............. Effects of airframe/engine icing.------------------------------------------------------------------------4.c................. Other flight phase:------------------------------------------------------------------------4.c.1............... Approach to stalls in the following
configurations:------------------------------------------------------------------------4.c.1.a............. Cruise.------------------------------------------------------------------------4.c.1.b............. Takeoff or approach.------------------------------------------------------------------------4.c.1.c............. Landing.------------------------------------------------------------------------4.c.2............... High angle of attack maneuvers in the following
configurations:------------------------------------------------------------------------4.c.2.a............. Cruise.------------------------------------------------------------------------4.c.2.b............. Takeoff or approach.------------------------------------------------------------------------4.c.2.c............. Landing.------------------------------------------------------------------------4.c.3............... Slow flight.------------------------------------------------------------------------4.c.4............... Holding.------------------------------------------------------------------------5. Approaches------------------------------------------------------------------------5.a. Non-precision Instrument Approaches:------------------------------------------------------------------------5.a.1............... With use of autopilot and autothrottle, as
applicable.------------------------------------------------------------------------5.a.2............... Without use of autopilot and autothrottle, as
applicable.------------------------------------------------------------------------5.a.3............... With 10 knot tail wind.------------------------------------------------------------------------5.a.4............... With 10 knot crosswind.------------------------------------------------------------------------5.b................. Precision Instrument Approaches:------------------------------------------------------------------------5.b.1............... With use of autopilot, autothrottle, and autoland,
as applicable.------------------------------------------------------------------------5.b.2............... Without use of autopilot, autothrottle, and
autoland, as applicable.------------------------------------------------------------------------5.b.3............... With 10 knot tail wind.------------------------------------------------------------------------5.b.4............... With 10 knot crosswind.------------------------------------------------------------------------6. Missed Approach------------------------------------------------------------------------6.a................. Manually controlled.------------------------------------------------------------------------6.b................. Automatically controlled (if applicable).------------------------------------------------------------------------7. Any Flight Phase, as appropriate------------------------------------------------------------------------7.a................. Normal system operation (installed systems).------------------------------------------------------------------------7.b................. Abnormal/Emergency system operation (installed
systems).------------------------------------------------------------------------7.c................. Flap operation.------------------------------------------------------------------------7.d................. Landing gear operation.------------------------------------------------------------------------7.e................. Engine Shutdown and Parking.------------------------------------------------------------------------7.e.1............... Systems operation.------------------------------------------------------------------------7.e.2............... Parking brake operation.------------------------------------------------------------------------8. Instructor Operating Station (IOS), as appropriate. Functions in this
section are subject to evaluation only if appropriate for the airplane
and/or installed on the specific FTD involved------------------------------------------------------------------------
8.a................. Power Switch(es).------------------------------------------------------------------------8.b................. Airplane conditions.------------------------------------------------------------------------8.b.1............... Gross weight, center of gravity, and fuel loading
and allocation.------------------------------------------------------------------------8.b.2............... Airplane systems status.------------------------------------------------------------------------8.b.3............... Ground crew functions (e.g., external power, push
back).------------------------------------------------------------------------8.c................. Airports.------------------------------------------------------------------------8.c.1............... Selection.------------------------------------------------------------------------8.c.2............... Runway selection.------------------------------------------------------------------------8.c.3............... Preset positions (e.g., ramp, over FAF).------------------------------------------------------------------------8.d................. Environmental controls.------------------------------------------------------------------------8.d.1............... Temperature.------------------------------------------------------------------------8.d.2............... Climate conditions (e.g., ice, rain).------------------------------------------------------------------------8.d.3............... Wind speed and direction.------------------------------------------------------------------------8.e................. Airplane system malfunctions.------------------------------------------------------------------------8.e.1............... Insertion/deletion.------------------------------------------------------------------------8.e.2............... Problem clear.------------------------------------------------------------------------8.f................. Locks, Freezes, and Repositioning.------------------------------------------------------------------------8.f.1............... Problem (all) freeze/release.------------------------------------------------------------------------8.f.2............... Position (geographic) freeze/release.------------------------------------------------------------------------8.f.3............... Repositioning (locations, freezes, and releases).------------------------------------------------------------------------8.f.4............... Ground speed control.------------------------------------------------------------------------8.f.5............... Remote IOS, if installed.------------------------------------------------------------------------9. Sound Controls. On/off/adjustment------------------------------------------------------------------------10. Control Loading System (as applicable) On/off/emergency stop.------------------------------------------------------------------------11. Observer Stations.------------------------------------------------------------------------11.a................ Position.------------------------------------------------------------------------11.b................ Adjustments.------------------------------------------------------------------------
End QPS Requirements------------------------------------------------------------------------
Table B3B--Table of Functions and Subjective Tests Level 5 FTD------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Operations tasks Tasks in this table are subject
to evaluation if appropriate for the airplane
Entry No. system or systems simulated as indicated in the
SOQ Configuration List as defined in Appendix B,
Attachment 2 of this part.------------------------------------------------------------------------1. Preflight------------------------------------------------------------------------
Accomplish a functions check of all installed
switches, indicators, systems, and equipment at
all crewmembers' and instructors' stations, and
determine that the flight deck (or flight deck
area) design and functions replicate the
appropriate airplane.------------------------------------------------------------------------2. Surface Operations (pre-takeoff)------------------------------------------------------------------------
2.a................. Engine start (if installed):------------------------------------------------------------------------2.a.1............... Normal start.------------------------------------------------------------------------2.a.2............... Alternative procedures start.------------------------------------------------------------------------2.a.3............... Abnormal/Emergency procedures start/shut down.------------------------------------------------------------------------3. In-Flight Operations------------------------------------------------------------------------3.a................. Normal climb.------------------------------------------------------------------------3.b................. Cruise:------------------------------------------------------------------------3.b.1............... Performance characteristics (speed vs. power).------------------------------------------------------------------------3.b.2............... Normal turns.------------------------------------------------------------------------3.c................. Normal descent.------------------------------------------------------------------------4. Approaches------------------------------------------------------------------------4.a................. Coupled instrument approach maneuvers (as
applicable for the systems installed).------------------------------------------------------------------------5. Any Flight Phase------------------------------------------------------------------------5.a................. Normal system operation (Installed systems).------------------------------------------------------------------------5.b................. Abnormal/Emergency system operation (Installed
systems).------------------------------------------------------------------------5.c................. Flap operation.------------------------------------------------------------------------5.d................. Landing gear operation------------------------------------------------------------------------5.e................. Engine Shutdown and Parking (if installed).------------------------------------------------------------------------5.e.1............... Systems operation.------------------------------------------------------------------------5.e.2............... Parking brake operation.------------------------------------------------------------------------6. Instructor Operating Station (IOS)------------------------------------------------------------------------6.a................. Power Switch(es).------------------------------------------------------------------------6.b................. Preset positions--ground, air.------------------------------------------------------------------------6.c................. Airplane system malfunctions (Installed systems).------------------------------------------------------------------------6.c.1............... Insertion/deletion.------------------------------------------------------------------------6.c.2............... Problem clear.------------------------------------------------------------------------
Table B3C--Table of Functions and Subjective Tests Level 4 FTD------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Operations tasks Tasks in this table are subject
to evaluation if appropriate for the airplane
Entry No. system or systems simulated as indicated in the
SOQ Configuration List as defined in Appendix B,
Attachment 2 of this part.------------------------------------------------------------------------1................... Level 4 FTDs are required to have at least one
operational system. The NSPM will accomplish a
functions check of all installed systems,
switches, indicators, and equipment at all
crewmembers' and instructors' stations, and
determine that the flight deck (or flight deck
area) design and functions replicate the
appropriate airplane.------------------------------------------------------------------------
Attachment 4 to Appendix B to Part 60--Sample Documents ________________________________________________________________________
Begin Information
Table of Contents
Title of Sample Figure B4A Sample Letter, Request for Initial, Upgrade, or Reinstatement
EvaluationFigure B4B Attachment: FTD Information FormFigure B4C Sample Letter of ComplianceFigure B4D Sample Qualification Test Guide Cover PageFigure B4E Sample Statement of Qualification--CertificateFigure B4F Sample Statement of Qualification--Configuration ListFigure B4G Sample Statement of Qualification--List of Qualified TasksFigure B4H Sample Continuing Qualification Evaluation Requirements PageFigure B4I Sample MQTG Index of Effective FTD Directives [GRAPHIC] [TIFF OMITTED] TR09MY08.020 [GRAPHIC] [TIFF OMITTED] TR09MY08.021 [GRAPHIC] [TIFF OMITTED] TR09MY08.022 [GRAPHIC] [TIFF OMITTED] TR09MY08.023 [GRAPHIC] [TIFF OMITTED] TR09MY08.024 [GRAPHIC] [TIFF OMITTED] TR09MY08.025 [GRAPHIC] [TIFF OMITTED] TR09MY08.026 [GRAPHIC] [TIFF OMITTED] TR09MY08.028 [GRAPHIC] [TIFF OMITTED] TR09MY08.029 [GRAPHIC] [TIFF OMITTED] TR09MY08.030 [GRAPHIC] [TIFF OMITTED] TR09MY08.031 [GRAPHIC] [TIFF OMITTED] TR09MY08.032 [GRAPHIC] [TIFF OMITTED] TR09MY08.033 [Doc. No. FAA-2002-12461, 73 FR 26490, May 9, 2008]
Sec. Appendix C to Part 60--Qualification Performance Standards for
Helicopter Full Flight Simulators ________________________________________________________________________
Begin Information
This appendix establishes the standards for Helicopter FFS evaluation and qualification. The NSPM is responsible for the development, application, and implementation of the standards contained within this appendix. The procedures and criteria specified in this appendix will be used by the NSPM, or a person assigned by the NSPM, when conducting helicopter FFS evaluations.
Table of Contents 1. Introduction.2. Applicability (Sec. 60.1) and (Sec. 60.2).3. Definitions (Sec. 60.3).4. Qualification Performance Standards (Sec. 60.4).5. Quality Management System (Sec. 60.5).6. Sponsor Qualification Requirements (Sec. 60.7).7. Additional Responsibilities of the Sponsor (Sec. 60.9).8. FFS Use (Sec. 60.11).9. FFS Objective Data Requirements (Sec. 60.13).10. Special Equipment and Personnel Requirements for Qualification of
the FFS (Sec. 60.14).11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15).12. Additional Qualifications for a Currently Qualified FFS
(Sec. 60.16).13. Previously Qualified FFSs (Sec. 60.17).14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec. 60.19).15. Logging FFS Discrepancies (Sec. 60.20).16. Interim Qualification of FFSs for New Helicopter Types or Models
(Sec. 60.21).17. Modifications to FFSs (Sec. 60.23).18. Operations with Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25).19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (Sec. 60.27).20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29).21. Record Keeping and Reporting (Sec. 60.31).22. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (Sec. 60.33).23. [Reserved]24. [Reserved]25. FFS Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37).Attachment 1 to Appendix C to Part 60--General Simulator Requirements.Attachment 2 to Appendix C to Part 60--FFS Objective Tests. Attachment 3 to Appendix C to Part 60--Simulator Subjective Evaluation.Attachment 4 to Appendix C to Part 60--Sample Documents.Attachment 5 to Appendix C to Part 60--FSTD Directives Applicable to
Helicopter FFSs
End Information ________________________________________________________________________
1. Introduction ________________________________________________________________________
Begin Information
a. This appendix contains background information as well as regulatory and informative material as described later in this section. To assist the reader in determining what areas are required and what areas are permissive, the text in this appendix is divided into two sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements sections contain details regarding compliance with the part 60 rule language. These details are regulatory, but are found only in this appendix. The Information sections contain material that is advisory in nature, and designed to give the user general information about the regulation.
b. Questions regarding the contents of this publication should be sent to the U.S. Department of Transportation, Federal Aviation Administration, Flight Standards Service, National Simulator Program Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, Georgia, 30354. Telephone contact numbers for the NSP are: phone, 404-832-4700; fax, 404-761-8906. The general e-mail address for the NSP office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web site address is: http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/. On this Web Site you will find an NSP personnel list with telephone and e-mail contact information for each NSP staff member, a list of qualified flight simulation devices, ACs, a description of the qualification process, NSP policy, and an NSP ``In-Works'' section. Also linked from this site are additional information sources, handbook bulletins, frequently asked questions, a listing and text of the Federal Aviation Regulations, Flight Standards Inspector's handbooks, and other FAA links.
c. The NSPM encourages the use of electronic media for all communication, including any record, report, request, test, or statement required by this appendix. The electronic media used must have adequate security provisions and be acceptable to the NSPM. The NSPM recommends inquiries on system compatibility, and minimum system requirements are also included on the NSP Web site.
d. Related Reading References.
(1) 14 CFR part 60.
(2) 14 CFR part 61.
(3) 14 CFR part 63.
(4) 14 CFR part 119.
(5) 14 CFR part 121.
(6) 14 CFR part 125.
(7) 14 CFR part 135.
(8) 14 CFR part 141.
(9) 14 CFR part 142.
(10) AC 120-35, as amended, Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.
(11) AC 120-57, as amended, Surface Movement Guidance and Control System (SMGCS).
(12) AC 120-63, as amended, Helicopter Simulator Qualification.
(13) AC 150/5300-13, as amended, Airport Design.
(14) AC 150/5340-1, as amended, Standards for Airport Markings.
(15) AC 150/5340-4, as amended, Installation Details for Runway Centerline Touchdown Zone Lighting Systems.
(16) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.
(17) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting System.
(18) AC 150/5345-28, as amended, Precision Approach Path Indicator (PAPI) Systems
(19) AC 150/5390-2, as amended, Heliport Design
(20) International Air Transport Association document, ``Flight Simulator Design and Performance Data Requirements,'' as amended.
(21) AC 29-2, as amended, Flight Test Guide for Certification of Transport Category Rotorcraft.
(22) AC 27-1, as amended, Flight Test Guide for Certification of Normal Category Rotorcraft.
(23) International Civil Aviation Organization (ICAO) Manual of Criteria for the Qualification of Flight Simulators, as amended.
(24) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society, London, UK.
(25) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and Instrument Ratings).
(26) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs.
(27) Aeronautical Radio, Inc. (ARINC) document number 436, titled Guidelines For Electronic Qualification Test Guide (as amended).
(28) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for Design and Integration of Aircraft Avionics Equipment in Simulators (as amended).
End Information ________________________________________________________________________
2. Applicability (Sec. Sec. 60.1 and 60.2) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of sponsor rules to person who are not sponsors and who are engaged in certain unauthorized activities.
End Information ________________________________________________________________________
3. Definitions (Sec. 60.3) ________________________________________________________________________
Begin Information
See Appendix F of this part for a list of definitions and abbreviations from part 1 and part 60, including the appropriate appendices of part 60.
End Information ________________________________________________________________________
4. Qualification Performance Standards (Sec. 60.4) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.4, Qualification Performance Standards.
End Information ________________________________________________________________________
5. Quality Management System (Sec. 60.5) ________________________________________________________________________
Begin Information
See Appendix E of this part for additional regulatory and informational material regarding Quality Management Systems.
End Information ________________________________________________________________________
6. Sponsor Qualification Requirements (Sec. 60.7) ________________________________________________________________________
Begin Information
a. The intent of the language in Sec. 60.7(b) is to have a specific FFS, identified by the sponsor, used at least once in an FAA-approved flight training program for the helicopter simulated during the 12-month period described. The identification of the specific FFS may change from one 12-month period to the next 12-month period as long as that sponsor sponsors and uses at least one FFS at least once during the prescribed period. There is no minimum number of hours or minimum FFS periods required.
b. The following examples describe acceptable operational practices:
(1) Example One.
(a) A sponsor is sponsoring a single, specific FFS for its own use, in its own facility or elsewhere--this single FFS forms the basis for the sponsorship. The sponsor uses that FFS at least once in each 12-month period in that sponsor's FAA-approved flight training program for the helicopter simulated. This 12-month period is established according to the following schedule:
(i) If the FFS was qualified prior to May 30, 2008, the 12-month period begins on the date of the first continuing qualification evaluation conducted in accordance with Sec. 60.19 after May 30, 2008, and continues for each subsequent 12-month period;
(ii) A device qualified on or after May 30, 2008, will be required to undergo an initial or upgrade evaluation in accordance with Sec. 60.15. Once the initial or upgrade evaluation is complete, the first continuing qualification evaluation will be conducted within 6 months. The 12 month continuing qualification evaluation cycle begins on that date and continues for each subsequent 12-month period.
(b) There is no minimum number of hours of FFS use required.
(c) The identification of the specific FFS may change from one 12-month period to the next 12-month period as long as that sponsor sponsors and uses at least one FFS at least once during the prescribed period.
(2) Example Two.
(a) A sponsor sponsors an additional number of FFSs, in its facility or elsewhere. Each additionally sponsored FFS must be--
(i) Used by the sponsor in the sponsor's FAA-approved flight training program for the helicopter simulated (as described in Sec. 60.7(d)(1)); or
(ii) Used by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the helicopter simulated (as described in Sec. 60.7(d)(1)). This 12-month period is established in the same manner as in example one; or
(iii) Provided a statement each year from a qualified pilot, (after having flown the helicopter, not the subject FFS or another FFS, during the preceding 12-month period) stating that the subject FFS's performance and handling qualities represent the helicopter (as described in Sec. 60.7(d)(2)). This statement is provided at least once in each 12-month period established in the same manner as in example one.
(b) There is no minimum number of hours of FFS use required.
(3) Example Three.
(a) A sponsor in New York (in this example, a Part 142 certificate holder) establishes ``satellite'' training centers in Chicago and Moscow.
(b) The satellite function means that the Chicago and Moscow centers must operate under the New York center's certificate (in accordance with all of the New York center's practices, procedures, and policies; e.g., instructor and/or technician training/checking requirements, record keeping, QMS program).
(c) All of the FFSs in the Chicago and Moscow centers could be dry-leased (i.e., the certificate holder does not have and use FAA-approved flight training programs for the FFSs in the Chicago and Moscow centers) because--
(i) Each FFS in the Chicago center and each FFS in the Moscow center is used at least once each 12-month period by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the helicopter (as described in Sec. 60.7(d)(1)); OR
(ii) A statement is obtained from a qualified pilot (having flown the helicopter, not the subject FFS or another FFS during the preceding 12-month period) stating that the performance and handling qualities of each FFS in the Chicago and Moscow centers represents the helicopter (as described in Sec. 60.7(d)(2)).
End Information ________________________________________________________________________
7. Additional Responsibilities of the Sponsor (Sec. 60.9).
Begin Information
The phrase ``as soon as practicable'' in Sec. 60.9(a) means without unnecessarily disrupting or delaying beyond a reasonable time the training, evaluation, or experience being conducted in the FFS.
End Information ________________________________________________________________________
8. FFS Use (Sec. 60.11) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.11, FFS Use.
End Information ________________________________________________________________________
9. FFS Objective Data Requirements (Sec. 60.13) ________________________________________________________________________
Begin QPS Requirements
a. Flight test data used to validate FFS performance and handling qualities must have been gathered in accordance with a flight test program containing the following:
(1) A flight test plan consisting of:
(a) The maneuvers and procedures required for aircraft certification and simulation programming and validation
(b) For each maneuver or procedure--
(i) The procedures and control input the flight test pilot and/or engineer used.
(ii) The atmospheric and environmental conditions.
(iii) The initial flight conditions.
(iv) The helicopter configuration, including weight and center of gravity.
(v) The data to be gathered.
(vi) All other information necessary to recreate the flight test conditions in the FFS.
(2) Appropriately qualified flight test personnel.
(3) An understanding of the accuracy of the data to be gathered using appropriate alternative data sources, procedures, and instrumentation that is traceable to a recognized standard as described in Attachment 2, Table C2D of this appendix.
(4) Appropriate and sufficient data acquisition equipment or system(s), including appropriate data reduction and analysis methods and techniques, acceptable to the FAA's Aircraft Certification Service.
b. The data, regardless of source, must be presented:
(1) In a format that supports the FFS validation process;
(2) In a manner that is clearly readable and annotated correctly and completely;
(3) With resolution sufficient to determine compliance with the tolerances set forth in Attachment 2, Table C2A of this appendix.
(4) With any necessary instructions or other details provided, such as Stability Augmentation System (SAS) or throttle position; and
(5) Without alteration, adjustments, or bias. Data may be corrected to address known data calibration errors provided that an explanation of the methods used to correct the errors appears in the QTG. The corrected data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation.
c. After completion of any additional flight test, a flight test report must be submitted in support of the validation data. The report must contain sufficient data and rationale to support qualification of the FFS at the level requested.
d. As required by Sec. 60.13(f), the sponsor must notify the NSPM when it becomes aware that an addition to, an amendment to, or a revision of data that may relate to FFS performance or handling characteristics is available. The data referred to in this paragraph is data used to validate the performance, handling qualities, or other characteristics of the aircraft, including data related to any relevant changes occurring after the type certificate was issued. The sponsor must--
(1) Within 10 calendar days, notify the NSPM of the existence of this data; and
(2) Within 45 calendar days, notify the NSPM of--
(a) The schedule to incorporate this data into the FFS; or
(b) The reason for not incorporating this data into the FFS.
e. In those cases where the objective test results authorize a ``snapshot test'' or a ``series of snapshot test results'' in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.
End QPS Requirements ________________________________________________________________________
Begin Information
f. The FFS sponsor is encouraged to maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and, if appropriate, with the person who supplied the aircraft data package for the FFS in order to facilitate the notification required by Sec. 60.13(f).
g. It is the intent of the NSPM that for new aircraft entering service, at a point well in advance of preparation of the QTG, the sponsor should submit to the NSPM for approval, a descriptive document (see Table C2D, Sample Validation Data Roadmap for Helicopters) containing the plan for acquiring the validation data, including data sources. This document should clearly identify sources of data for all required tests, a description of the validity of these data for a specific engine type and thrust rating configuration, and the revision levels of all avionics affecting the performance or flying qualities of the aircraft. Additionally, this document should provide other information, such as the rationale or explanation for cases where data or data parameters are missing, instances where engineering simulation data are used or where flight test methods require further explanations. It should also provide a brief narrative describing the cause and effect of any deviation from data requirements. The aircraft manufacturer may provide this document.
h. There is no requirement for any flight test data supplier to submit a flight test plan or program prior to gathering flight test data. However, the NSPM notes that inexperienced data gatherers often provide data that is irrelevant, improperly marked, or lacking adequate justification for selection. Other problems include inadequate information regarding initial conditions or test maneuvers. The NSPM has been forced to refuse these data submissions as validation data for an FFS evaluation. It is for this reason that the NSPM recommends that any data supplier not previously experienced in this area review the data necessary for programming and for validating the performance of the FFS, and discuss the flight test plan anticipated for acquiring such data with the NSPM well in advance of commencing the flight tests.
i. The NSPM will consider, on a case-by-case basis, whether to approve supplemental validation data derived from flight data recording systems such as a Quick Access Recorder or Flight Data Recorder.
End Information
10. Special Equipment and Personnel Requirements for Qualification of
the FFS (Sec. 60.14) ________________________________________________________________________
Begin Information
a. In the event that the NSPM determines that special equipment or specifically qualified persons will be required to conduct an evaluation, the NSPM will make every attempt to notify the sponsor at least one (1) week, but in no case less than 72 hours, in advance of the evaluation. Examples of special equipment include spot photometers, flight control measurement devices, and sound analyzers. Examples of specially qualified personnel include individuals specifically qualified to install or use any special equipment when its use is required.
b. Examples of a special evaluation include an evaluation conducted after an FFS is moved, at the request of the TPAA, or as a result of comments received from users of the FFS that raise questions about the continued qualification or use of the FFS.
End Information ________________________________________________________________________
11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15) ________________________________________________________________________
Begin QPS Requirements
a. In order to be qualified at a particular qualification level, the FFS must:
(1) Meet the general requirements listed in Attachment 1 of this appendix;
(2) Meet the objective testing requirements listed in Attachment 2 of this appendix; and
(3) Satisfactorily accomplish the subjective tests listed in Attachment 3 of this appendix.
b. The request described in Sec. 60.15(a) must include all of the following:
(1) A statement that the FFS meets all of the applicable provisions of this part and all applicable provisions of the QPS.
(2) A confirmation that the sponsor will forward to the NSPM the statement described in Sec. 60.15(b) in such time as to be received no later than 5 business days prior to the scheduled evaluation and may be forwarded to the NSPM via traditional or electronic means.
(3) A QTG, acceptable to the NSPM, that includes all of the following:
(a) Objective data obtained from aircraft testing or another approved source.
(b) Correlating objective test results obtained from the performance of the FFS as prescribed in the appropriate QPS.
(c) The result of FFS subjective tests prescribed in the appropriate QPS.
(d) A description of the equipment necessary to perform the evaluation for initial qualification and the continuing qualification evaluations.
c. The QTG described in paragraph (a)(3) of this section, must provide the documented proof of compliance with the simulator objective tests in Attachment 2, Table C2A of this appendix.
d. The QTG is prepared and submitted by the sponsor, or the sponsor's agent on behalf of the sponsor, to the NSPM for review and approval, and must include, for each objective test:
(1) Parameters, tolerances, and flight conditions.
(2) Pertinent and complete instructions for the conduct of automatic and manual tests.
(3) A means of comparing the FFS test results to the objective data.
(4) Any other information as necessary, to assist in the evaluation of the test results.
(5) Other information appropriate to the qualification level of the FFS.
e. The QTG described in paragraphs (a)(3) and (b) of this section, must include the following:
(1) A QTG cover page with sponsor and FAA approval signature blocks (see Attachment 4, Figure C4C, of this appendix, for a sample QTG cover page).
(2) A continuing qualification evaluation schedule requirements page. This page will be used by the NSPM to establish and record the frequency with which continuing qualification evaluations must be conducted and any subsequent changes that may be determined by the NSPM in accordance with Sec. 60.19. See Attachment 4 of this appendix, Figure C4G, for a sample Continuing Qualification Evaluation Requirements page.
(3) An FFS information page that provides the information listed in this paragraph (see Attachment 4, Figure C4B, of this appendix for a sample FFS information page). For convertible FFSs, the sponsor must submit a separate page for each configuration of the FFS.
(a) The sponsor's FFS identification number or code.
(b) The helicopter model and series being simulated.
(c) The aerodynamic data revision number or reference.
(d) The source of the basic aerodynamic model and the aerodynamic coefficient data used to modify the basic model.
(e) The engine model(s) and its data revision number or reference.
(f) The flight control data revision number or reference.
(g) The flight management system identification and revision level.
(h) The FFS model and manufacturer.
(i) The date of FFS manufacture.
(j) The FFS computer identification.
(k) The visual system model and manufacturer, including display type.
(l) The motion system type and manufacturer, including degrees of freedom.
(4) A Table of Contents.
(5) A log of revisions and a list of effective pages.
(6) List of all relevant data references.
(7) A glossary of terms and symbols used (including sign conventions and units).
(8) Statements of compliance and capability (SOCs) with certain requirements.
(9) Recording procedures or equipment required to accomplish the objective tests.
(10) The following information for each objective test designated in Attachment 2 of this appendix, Table C2A, as applicable to the qualification level sought:
(a) Name of the test.
(b) Objective of the test.
(c) Initial conditions.
(d) Manual test procedures.
(e) Automatic test procedures (if applicable).
(f) Method for evaluating FFS objective test results.
(g) List of all relevant parameters driven or constrained during the automatically conducted test(s).
(h) List of all relevant parameters driven or constrained during the manually conducted test(s).
(i) Tolerances for relevant parameters.
(j) Source of Validation Data (document and page number).
(k) Copy of the Validation Data (if located in a separate binder, a cross reference for the identification and page number for pertinent data location must be provided).
(l) Simulator Objective Test Results as obtained by the sponsor. Each test result must reflect the date completed and must be clearly labeled as a product of the device being tested.
f. A convertible FFS is addressed as a separate FFS for each model and series helicopter to which it will be converted and for the FAA qualification level sought. If a sponsor seeks qualification for two or more models of a helicopter type using a convertible FFS, the sponsor must submit a QTG for each helicopter model, or a QTG for the first helicopter model and a supplement to that QTG for each additional helicopter model. The NSPM will conduct evaluations for each helicopter model.
g. Form and manner of presentation of objective test results in the QTG:
(1) The sponsor's FFS test results must be recorded in a manner acceptable to the NSPM, that allows easy comparison of the FFS test results to the validation data (e.g., use of a multi-channel recorder, line printer, cross plotting, overlays, transparencies).
(2) FFS results must be labeled using terminology common to helicopter parameters as opposed to computer software identifications.
(3) Validation data documents included in a QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution.
(4) Scaling on graphical presentations must provide the resolution necessary to evaluate the parameters shown in Attachment 2, Table C2A of this appendix.
(5) Tests involving time histories, data sheets (or transparencies thereof) and FFS test results must be clearly marked with appropriate reference points to ensure an accurate comparison between the FFS and the helicopter with respect to time. Time histories recorded via a line printer are to be clearly identified for cross plotting on the helicopter data. Over-plots must not obscure the reference data.
h. The sponsor may elect to complete the QTG objective and subjective tests at the manufacturer's facility or at the sponsor's training facility. If the tests are conducted at the manufacturer's facility, the sponsor must repeat at least one-third of the tests at the sponsor's training facility in order to substantiate FFS performance. The QTG must be clearly annotated to indicate when and where each test was accomplished. Tests conducted at the manufacturer's facility and at the sponsor's training facility must be conducted after the FFS is assembled with systems and sub-systems functional and operating in an interactive manner. The test results must be submitted to the NSPM.
i. The sponsor must maintain a copy of the MQTG at the FFS location.
j. All FFSs for which the initial qualification is conducted after May 30, 2014, must have an electronic MQTG (eMQTG) including all objective data obtained from helicopter testing, or another approved source (reformatted or digitized), together with correlating objective test results obtained from the performance of the FFS (reformatted or digitized) as prescribed in this appendix. The eMQTG must also contain the general FFS performance or demonstration results (reformatted or digitized) prescribed in this appendix, and a description of the equipment necessary to perform the initial qualification evaluation and the continuing qualification evaluations. The eMQTG must include the original validation data used to validate FFS performance and handling qualities in either the original digitized format from the data supplier or an electronic scan of the original time-history plots that were provided by the data supplier. A copy of the eMQTG must be provided to the NSPM.
k. All other FFSs not covered in subparagraph ``j'' must have an electronic copy of the MQTG by May 30, 2014. An electronic copy of the MQTG must be provided to the NSPM. This may be provided by an electronic scan presented in a Portable Document File (PDF), or similar format acceptable to the NSPM.
l. During the initial (or upgrade) qualification evaluation conducted by the NSPM, the sponsor must also provide a person who is a user of the device (e.g., a qualified pilot or instructor pilot with flight time experience in that aircraft) and knowledgeable about the operation of the aircraft and the operation of the FFS.
End QPS Requirements ________________________________________________________________________
Begin Information
m. Only those FFSs that are sponsored by a certificate holder as defined in Appendix F of this part will be evaluated by the NSPM. However, other FFS evaluations may be conducted on a case-by-case basis as the Administrator deems appropriate, but only in accordance with applicable agreements.
n. The NSPM will conduct an evaluation for each configuration, and each FFS must be evaluated as completely as possible. To ensure a thorough and uniform evaluation, each FFS is subjected to the general simulator requirements in Attachment 1 of this appendix, the objective tests listed in Attachment 2 of this appendix, and the subjective tests listed in Attachment 3 of this appendix. The evaluations described herein will include, but not necessarily be limited to the following:
(1) Helicopter responses, including longitudinal and lateral-directional control responses (see Attachment 2 of this appendix).
(2) Performance in authorized portions of the simulated helicopter's operating envelope, to include tasks evaluated by the NSPM in the areas of surface operations, takeoff, climb, cruise, descent, approach, and landing as well as abnormal and emergency operations (see Attachment 2 of this appendix).
(3) Control checks (see Attachment 1 and Attachment 2 of this appendix).
(4) Flight deck configuration (see Attachment 1 of this appendix).
(5) Pilot, flight engineer, and instructor station functions checks (see Attachment 1 and Attachment 3 of this appendix).
(6) Helicopter systems and sub-systems (as appropriate) as compared to the helicopter simulated (see Attachment 1 and Attachment 3 of this appendix).
(7) FFS systems and sub-systems, including force cueing (motion), visual, and aural (sound) systems, as appropriate (see Attachment 1 and Attachment 2 of this appendix).
(8) Certain additional requirements, depending upon the qualification level sought, including equipment or circumstances that may become hazardous to the occupants. The sponsor may be subject to Occupational Safety and Health Administration requirements.
o. The NSPM administers the objective and subjective tests, which includes an examination of functions. The tests include a qualitative assessment of the FFS by an NSP pilot. The NSP evaluation team leader may assign other qualified personnel to assist in accomplishing the functions examination and/or the objective and subjective tests performed during an evaluation when required.
(1) Objective tests provide a basis for measuring and evaluating FFS performance and determining compliance with the requirements of this part.
(2) Subjective tests provide a basis for:
(a) Evaluating the capability of the FFS to perform over a typical utilization period;
(b) Determining that the FFS satisfactorily simulates each required task;
(c) Verifying correct operation of the FFS controls, instruments, and systems; and
(d) Demonstrating compliance with the requirements of this part.
p. The tolerances for the test parameters listed in Attachment 2 of this appendix reflect the range of tolerances acceptable to the NSPM for FFS validation and are not to be confused with design tolerances specified for FFS manufacture. In making decisions regarding tests and test results, the NSPM relies on the use of operational and engineering judgment in the application of data (including consideration of the way in which the flight test was flown and way the data was gathered and applied), data presentations, and the applicable tolerances for each test.
q. In addition to the scheduled continuing qualification evaluation, each FFS is subject to evaluations conducted by the NSPM at any time without prior notification to the sponsor. Such evaluations would be accomplished in a normal manner (i.e., requiring exclusive use of the FFS for the conduct of objective and subjective tests and an examination of functions) if the FFS is not being used for flight crewmember training, testing, or checking. However, if the FFS were being used, the evaluation would be conducted in a non-exclusive manner. This non-exclusive evaluation will be conducted by the FFS evaluator accompanying the check airman, instructor, Aircrew Program Designee (APD), or FAA inspector aboard the FFS along with the student(s) and observing the operation of the FFS during the training, testing, or checking activities.
r. Problems with objective test results are handled as follows:
(1) If a problem with an objective test result is detected by the NSP evaluation team during an evaluation, the test may be repeated or the QTG may be amended.
(2) If it is determined that the results of an objective test do not support the level requested but do support a lower level, the NSPM may qualify the FFS at that lower level. For example, if a Level D evaluation is requested and the FFS fails to meet sound test tolerances, it could be qualified at Level C.
s. After an FFS is successfully evaluated, the NSPM issues a certificate of qualification (COQ) to the sponsor. The NSPM recommends the FFS to the TPAA, who will approve the FFS for use in a flight training program. The COQ will be issued at the satisfactory conclusion of the initial or continuing qualification evaluation and will list the tasks for which the FFS is qualified, referencing the tasks described in Table C1B in Attachment 1 of this appendix. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FFS in an FAA-approved flight training program.
t. Under normal circumstances, the NSPM establishes a date for the initial or upgrade evaluation within ten (10) working days after determining that a complete QTG is acceptable. Unusual circumstances may warrant establishing an evaluation date before this determination is made. A sponsor may schedule an evaluation date as early as 6 months in advance. However, there may be a delay of 45 days or more in rescheduling and completing the evaluation if the sponsor is unable to meet the scheduled date. See Attachment 4, of this appendix, Figure C4A, Sample Request for Initial, Upgrade, or Reinstatement Evaluation.
u. The numbering system used for objective test results in the QTG should closely follow the numbering system set out in Attachment 2, FFS Objective Tests, Table C2A of this appendix.
v. Contact the NSPM or visit the NSPM Web site for additional information regarding the preferred qualifications of pilots used to meet the requirements of Sec. 60.15(d).
w. Examples of the exclusions for which the FFS might not have been subjectively tested by the sponsor or the NSPM and for which qualification might not be sought or granted, as described in Sec. 60.15(g)(6), include takeoffs and landing from slopes and pinnacles.
End Information ________________________________________________________________________ 12. Additional Qualifications for a Currently Qualified FFS (Sec. 60.16)
No additional regulatory or informational material applies to Sec. 60.16, Additional Qualifications for a Currently Qualified FFS.
13. Previously Qualified FFSs (Sec. 60.17) ________________________________________________________________________
Begin QPS Requirements
a. In instances where a sponsor plans to remove an FFS from active status for a period of less than two years, the following procedures apply:
(1) The NSPM must be notified in writing and the notification must include an estimate of the period that the FFS will be inactive.
(2) Continuing Qualification evaluations will not be scheduled during the inactive period.
(3) The NSPM will remove the FFS from the list of qualified FSTDs on a mutually established date not later than the date on which the first missed continuing qualification evaluation would have been scheduled.
(4) Before the FFS is restored to qualified status, it must be evaluated by the NSPM. The evaluation content and the time required to accomplish the evaluation is based on the number of continuing qualification evaluations and sponsor-conducted quarterly inspections missed during the period of inactivity.
(5) The sponsor must notify the NSPM of any changes to the original scheduled time out of service.
b. Simulators qualified prior to May 30, 2008, are not required to meet the general simulation requirements, the objective test requirements, and the subjective test requirements of attachments 1, 2, and 3, of this appendix as long as the simulator continues to meet the test requirements contained in the MQTG developed under the original qualification basis.
c. After May 30, 2009, each visual scene or airport model beyond the minimum required for the FFS qualification level that is installed in and available for use in a qualified FFS must meet the requirements described in Attachment 3 of this appendix.
d. Simulators qualified prior to May 30, 2008, may be updated. If an evaluation is deemed appropriate or necessary by the NSPM after such an update, the evaluation will not require an evaluation to standards beyond those against which the simulator was originally qualified.
End QPS Requirements ________________________________________________________________________
Begin Information
e. Other certificate holders or persons desiring to use an FFS may contract with FFS sponsors to use FFSs previously qualified at a particular level for a helicopter type and approved for use within an FAA-approved flight training program. Such FFSs are not required to undergo an additional qualification process, except as described in Sec. 60.16.
f. Each FFS user must obtain approval from the appropriate TPAA to use any FFS in an FAA-approved flight training program.
g. The intent of the requirement listed in Sec. 60.17(b), for each FFS to have an SOQ within 6 years, is to have the availability of that statement (including the configuration list and the limitations to authorizations) to provide a complete picture of the FFS inventory regulated by the FAA. The issuance of the statement will not require any additional evaluation or require any adjustment to the evaluation basis for the FFS.
h. Downgrading of an FFS is a permanent change in qualification level and will necessitate the issuance of a revised SOQ to reflect the revised qualification level, as appropriate. If a temporary restriction is placed on an FFS because of a missing, malfunctioning, or inoperative component or on-going repairs, the restriction is not a permanent change in qualification level. Instead, the restriction is temporary and is removed when the reason for the restriction has been resolved.
i. The NSPM will determine the evaluation criteria for an FFS that has been removed from active status. The criteria will be based on the number of continuing qualification evaluations and quarterly inspections missed during the period of inactivity. For example, if the FFS were out of service for a 1 year period, it would be necessary to complete the entire QTG, since all of the quarterly evaluations would have been missed. The NSPM will also consider how the FFS was stored, whether parts were removed from the FFS and whether the FFS was disassembled.
j. The FFS will normally be requalified using the FAA-approved MQTG and the criteria that was in effect prior to its removal from qualification. However, inactive periods of 2 years or more will require requalification under the standards in effect and current at the time of requalification.
End Information ________________________________________________________________________
14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec. 60.19) ________________________________________________________________________
Begin QPS Requirements
a. The sponsor must conduct a minimum of four evenly spaced inspections throughout the year. The objective test sequence and content of each inspection must be developed by the sponsor and must be acceptable to the NSPM.
b. The description of the functional preflight check must be contained in the sponsor's QMS.
c. Record ``functional preflight'' in the FFS discrepancy log book or other acceptable location, including any item found to be missing, malfunctioning, or inoperative.
d. During the continuing qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FFS.
e. The NSPM will conduct continuing qualification evaluations every 12 months unless:
(1) The NSPM becomes aware of discrepancies or performance problems with the device that warrants more frequent evaluations; or
(2) The sponsor implements a QMS that justifies less frequent evaluations. However, in no case shall the frequency of a continuing qualification evaluation exceed 36 months.
End QPS Requirements ________________________________________________________________________
Begin Information
f. The sponsor's test sequence and the content of each quarterly inspection required in Sec. 60.19(a)(1) should include a balance and a mix from the objective test requirement areas listed as follows:
(1) Performance.
(2) Handling qualities.
(3) Motion system (where appropriate).
(4) Visual system (where appropriate).
(5) Sound system (where appropriate).
(6) Other FFS systems.
g. If the NSP evaluator plans to accomplish specific tests during a normal continuing qualification evaluation that requires the use of special equipment or technicians, the sponsor will be notified as far in advance of the evaluation as practical; but not less than 72 hours. Examples of such tests include latencies, control dynamics, sounds and vibrations, motion, and/or some visual system tests.
h. The continuing qualification evaluations, described in Sec. 60.19(b), will normally require 4 hours of FFS time. However, flexibility is necessary to address abnormal situations or situations involving aircraft with additional levels of complexity (e.g., computer controlled aircraft). The sponsor should anticipate that some tests may require additional time. The continuing qualification evaluations will consist of the following:
(1) Review of the results of the quarterly inspections conducted by the sponsor since the last scheduled continuing qualification evaluation.
(2) A selection of approximately 8 to 15 objective tests from the MQTG that provide an adequate opportunity to evaluate the performance of the FFS. The tests chosen will be performed either automatically or manually and should be able to be conducted within approximately one-third (1/3) of the allotted FFS time.
(3) A subjective evaluation of the FFS to perform a representative sampling of the tasks set out in attachment 3 of this appendix. This portion of the evaluation should take approximately two-thirds (2/3) of the allotted FFS time.
(4) An examination of the functions of the FFS may include the motion system, visual system, sound system, instructor operating station, and the normal functions and simulated malfunctions of the simulated helicopter systems. This examination is normally accomplished simultaneously with the subjective evaluation requirements.
End Information ________________________________________________________________________
15. Logging FFS Discrepancies (Sec. 60.20) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.20. Logging FFS Discrepancies.
End Information ________________________________________________________________________
16. Interim Qualification of FFSs for New Helicopter Types or Models
(Sec. 60.21) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.21, Interim Qualification of FFSs for New Helicopter Types or Models.
End Information ________________________________________________________________________
17. Modifications to FFSs (Sec. 60.23) ________________________________________________________________________
Begin QPS Requirements
a. The notification described in Sec. 60.23(c)(2) must include a complete description of the planned modification, with a description of the operational and engineering effect the proposed modification will have on the operation of the FFS and the results that are expected with the modification incorporated.
b. Prior to using the modified FFS:
(1) All the applicable objective tests completed with the modification incorporated, including any necessary updates to the MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to the NSPM; and
(2) The sponsor must provide the NSPM with a statement signed by the MR that the factors listed in Sec. 60.15(b) are addressed by the appropriate personnel as described in that section.
End QPS Requirements ________________________________________________________________________
Begin Information
(3) FSTD Directives are considered modifications of an FFS. See Attachment 4 of this appendix for a sample index of effective FSTD Directives. See Attachment 6 of this appendix for a list of all effective FSTD Directives applicable to Helicopter FFSs.
End Information ________________________________________________________________________
18. Operation with Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25) ________________________________________________________________________
Begin Information
a. The sponsor's responsibility with respect to Sec. 60.25(a) is satisfied when the sponsor fairly and accurately advises the user of the current status of an FFS, including any missing, malfunctioning, or inoperative (MMI) component(s).
b. It is the responsibility of the instructor, check airman, or representative of the administrator conducting training, testing, or checking to exercise reasonable and prudent judgment to determine if any MMI component is necessary for the satisfactory completion of a specific maneuver, procedure, or task.
c. If the 29th or 30th day of the 30-day period described in Sec. 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend the deadline until the next business day.
d. In accordance with the authorization described in Sec. 60.25(b), the sponsor may develop a discrepancy prioritizing system to accomplish repairs based on the level of impact on the capability of the FFS. Repairs having a larger impact on FFS capability to provide the required training, evaluation, or flight experience will have a higher priority for repair or replacement.
End Information ________________________________________________________________________
19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (Sec. 60.27) ________________________________________________________________________
Begin Information
If the sponsor provides a plan for how the FFS will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FFS is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing required for requalification.
End Information ________________________________________________________________________
20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29) ________________________________________________________________________
Begin Information
If the sponsor provides a plan for how the FFS will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FFS is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing required for requalification.
End Information ________________________________________________________________________
21. Record Keeping and Reporting (Sec. 60.31) ________________________________________________________________________
Begin QPS Requirements
a. FFS modifications can include hardware or software changes. For FFS modifications involving software programming changes, the record required by Sec. 60.31(a)(2) must consist of the name of the aircraft system software, aerodynamic model, or engine model change, the date of the change, a summary of the change, and the reason for the change.
b. If a coded form for record keeping is used, it must provide for the preservation and retrieval of information with appropriate security or controls to prevent the inappropriate alteration of such records after the fact.
End QPS Requirements ________________________________________________________________________ 22. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (Sec. 60.33) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements.
23. [Reserved]
24. [Reserved]
25. FFS Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37)
No additional regulatory or informational material applies to Sec. 60.37, FFS Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA).
End Information ________________________________________________________________________
Attachment 1 to Appendix C to Part 60--GENERAL SIMULATOR REQUIREMENTS ________________________________________________________________________
Begin QPS Requirements
1. Requirements
a. Certain requirements included in this appendix must be supported with an SOC as defined in Appendix F of this part, which may include objective and subjective tests. The requirements for SOCs are indicated in the ``General Simulator Requirements'' column in Table C1A of this appendix.
b. Table C1A describes the requirements for the indicated level of FFS. Many devices include operational systems or functions that exceed the requirements outlined in this section. However, all systems will be tested and evaluated in accordance with this appendix to ensure proper operation.
End QPS Requirements ________________________________________________________________________
Begin Information
2. Discussion
a. This attachment describes the general simulator requirements for qualifying a helicopter FFS. The sponsor should also consult the objective tests in Attachment 2 of this appendix and the examination of functions and subjective tests listed in Attachment 3 of this appendix to determine the complete requirements for a specific level simulator.
b. The material contained in this attachment is divided into the following categories:
(1) General flight deck configuration.
(2) Simulator programming.
(3) Equipment operation.
(4) Equipment and facilities for instructor/evaluator functions.
(5) Motion system.
(6) Visual system.
(7) Sound system.
c. Table C1A provides the standards for the General Simulator Requirements.
d. Table C1B provides the tasks that the sponsor will examine to determine whether the FFS satisfactorily meets the requirements for flight crew training, testing, and experience, and provides the tasks for which the simulator may be qualified.
e. Table C1C provides the functions that an instructor/check airman must be able to control in the simulator.
f. It is not required that all of the tasks that appear on the List of Qualified Tasks (part of the SOQ) be accomplished during the initial or continuing qualification evaluation.
g. Table C1A addresses only Levels B, C, and D helicopter simulators because there are no Level A Helicopter simulators.
End Information ________________________________________________________________________
Table C1A--Minimum Simulator Requirements------------------------------------------------------------------------
QPS requirements Simulator levels Information
----------------------------------------------------------
Entry No. General simulator
requirements B C D Notes------------------------------------------------------------------------1............ General Flight Deck Configuration------------------------------------------------------------------------
1.a.......... The simulator X X X For simulator
must have a purposes, the
flight deck that flight deck
is a replica of consists of all
the helicopter that space
being simulated. forward of a
The simulator cross section of
must have the fuselage at
controls, the most extreme
equipment, aft setting of
observable the pilots'
flight deck seats including
indicators, additional,
circuit required flight
breakers, and crewmember duty
bulkheads stations and
properly those required
located, bulkheads aft of
functionally the pilot seats.
accurate and For
replicating the clarification,
helicopter. The bulkheads
direction of containing only
movement of items such as
controls and landing gear pin
switches must be storage
identical to compartments,
that in the fire axes and
helicopter. extinguishers,
Pilot seats must spare light
afford the bulbs, and
capability for aircraft
the occupant to documents
be able to pouches are not
achieve the considered
design ``eye essential and
position'' may be omitted.
established for
the helicopter
being simulated.
Equipment for
the operation of
the flight deck
windows must be
included, but
the actual
windows need not
be operable.
Fire axes,
extinguishers,
and spare light
bulbs must be
available in the
FFS but may be
relocated to a
suitable
location as near
as practical to
the original
position. Fire
axes, landing
gear pins, and
any similar
purpose
instruments need
only be
represented in
silhouette.------------------------------------------------------------------------1.b.......... Those circuit X X X
breakers that
affect
procedures or
result in
observable
flight deck
indications must
be properly
located and
functionally
accurate.------------------------------------------------------------------------2............ Programming------------------------------------------------------------------------2.a.......... A flight dynamics X X X
model that
accounts for
various
combinations of
air speed and
power normally
encountered in
flight must
correspond to
actual flight
conditions,
including the
effect of change
in helicopter
attitude,
aerodynamic and
propulsive
forces and
moments,
altitude,
temperature,
mass, center of
gravity
location, and
configuration.
An SOC is
required.------------------------------------------------------------------------2.b.......... The simulator X X X
must have the
computer
capacity,
accuracy,
resolution, and
dynamic response
needed to meet
the
qualification
level sought.
An SOC is
required.------------------------------------------------------------------------2.c.......... Ground handling
(where
appropriate) and
aerodynamic
programming must
include the
following:.------------------------------------------------------------------------2.c.1........ Ground effect.... X X X Applicable areas
Level B does not include flare
require hover and touch down
programming. from a running
An SOC is landing as well
required. as for in-ground-
effect (IGE)
hover. A
reasonable
simulation of
ground effect
includes
modeling of
lift, drag,
pitching moment,
trim, and power
while in ground
effect.------------------------------------------------------------------------2.c.2........ Ground reaction.. X X X Reaction of the
Level B does not helicopter upon
require hover contact with the
programming. landing surface
An SOC is during landing
required. (e.g., strut
deflection, tire
or skid
friction, side
forces) may
differ with
changes in gross
weight,
airspeed, rate
of descent on
touchdown, and
slide slip.------------------------------------------------------------------------
2.d.......... The simulator X X This may include
must provide for an automated
manual and system, which
automatic could be used
testing of for conducting
simulator at least a
hardware and portion of the
software QTG tests.
programming to Automatic
determine ``flagging'' of
compliance with out-of-tolerance
simulator situations is
objective tests encouraged.
as prescribed in
Attachment 2 of
this appendix.
An SOC is
required.------------------------------------------------------------------------2.e.......... The relative The intent is to
responses of the verify that the
motion system, simulator
visual system, provides
and flight deck instrument,
instruments must motion, and
be measured by visual cues that
latency tests or are like the
transport delay helicopter
tests. Motion responses within
onset must occur the stated time
before the end delays. It is
of the scan of preferable
that video motion onset
field. occur before the
Instrument start of the
response may not visual scene
occur prior to change (the
motion onset. start of the
Test results scan of the
must be within first video
the following field containing
limits: different
information).
For helicopter
response,
acceleration in
the appropriate
corresponding
rotational axis
is preferred.------------------------------------------------------------------------2.e.1........ Response must be X
within 150
milliseconds of
the helicopter
response.2.e.2........ Response must be X X
within 100
milliseconds of
the helicopter
response.------------------------------------------------------------------------2.f.......... The simulator X X The simulator
must simulate should represent
brake and tire the motion (in
failure dynamics the appropriate
(including axes) and the
antiskid directional
failure, if control
appropriate). characteristics
An SOC is of the
required.. helicopter when
experiencing
simulated brake
or tire
failures.------------------------------------------------------------------------2.g.......... The aerodynamic X X See Attachment 2
modeling in the of this appendix
simulator must for further
include:. information on
(1) Ground ground effect.
effect,.
(2) Effects of
airframe and
rotor icing (if
applicable),.
(3) Aerodynamic
interference
effects between
the rotor wake
and fuselage,.
(4) Influence of
the rotor on
control and
stabilization
systems,.
(5)
Representations
of settling with
power, and.
(6) Retreating
blade stall..
An SOC is
required..------------------------------------------------------------------------2.h.......... The simulator X X X
must provide for
realistic mass
properties,
including gross
weight, center
of gravity, and
moments of
inertia as a
function of
payload and fuel
loading.
An SOC is
required..------------------------------------------------------------------------3............ Equipment Operation------------------------------------------------------------------------3.a.......... All relevant X X X
instrument
indications
involved in the
simulation of
the helicopter
must
automatically
respond to
control movement
or external
disturbances to
the simulated
helicopter;
e.g., turbulence
or windshear.
Numerical values
must be
presented in the
appropriate
units.------------------------------------------------------------------------3.b.......... Communications, X X X See Attachment 3
navigation, of this appendix
caution, and for further
warning information
equipment must regarding long-
be installed and range navigation
operate within equipment.
the tolerances
applicable for
the helicopter
being simulated.------------------------------------------------------------------------3.c.......... Simulated X X X
helicopter
systems must
operate as the
helicopter
systems operate
under normal,
abnormal, and
emergency
operating
conditions on
the ground and
in flight.------------------------------------------------------------------------
3.d.......... The simulator X X X
must provide
pilot controls
with control
forces and
control travel
that correspond
to the simulated
helicopter. The
simulator must
also react in
the same manner
as the
helicopter under
the same flight
conditions.------------------------------------------------------------------------3.e.......... Simulator control X X
feel dynamics
must replicate
the helicopter
simulated. This
must be
determined by
comparing a
recording of the
control feel
dynamics of the
simulator to
helicopter
measurements.
For initial and
upgrade
evaluations, the
control dynamic
characteristics
must be measured
and recorded
directly from
the flight deck
controls, and
must be
accomplished in
takeoff, cruise,
and landing
conditions and
configurations.------------------------------------------------------------------------4............ Instructor/Evaluator Facilities------------------------------------------------------------------------4.a.......... In addition to X X X The NSPM will
the flight consider
crewmember alternatives to
stations, the this standard
simulator must for additional
have at least seats based on
two suitable unique flight
seats for the deck
instructor/check configurations.
airman and FAA
inspector. These
seats must
provide adequate
vision to the
pilot's panel
and forward
windows. All
seats other than
flight crew
seats need not
represent those
found in the
helicopter but
must be
adequately
secured to the
floor and
equipped with
similar positive
restraint
devices.------------------------------------------------------------------------4.b.......... The simulator X X X
must have
controls that
enable the
instructor/
evaluator to
control all
required system
variables and
insert all
abnormal or
emergency
conditions into
the simulated
helicopter
systems as
described in the
sponsor's FAA-
approved
training
program, or as
described in the
relevant
operating manual
as appropriate.------------------------------------------------------------------------4.c.......... The simulator X X X
must have
instructor
controls for all
environmental
effects expected
to be available
at the IOS;
e.g., clouds,
visibility,
icing,
precipitation,
temperature,
storm cells, and
wind speed and
direction.------------------------------------------------------------------------4.d.......... The simulator X X For example,
must provide the another aircraft
instructor or crossing the
evaluator the active runway
ability to and converging
present ground airborne
and air hazards. traffic.------------------------------------------------------------------------4.e.......... The simulator X X This is a
must provide the selectable
instructor or condition that
evaluator the is not required
ability to for all
present the operations on or
effect of re- near the
circulating surface.
dust, water
vapor, or snow
conditions that
develop as a
result of rotor
downwash.------------------------------------------------------------------------5............ Motion System------------------------------------------------------------------------5.a.......... The simulator X X X For example,
must have motion touchdown cues
(force) cues should be a
perceptible to function of the
the pilot that rate of descent
are (RoD) of the
representative simulated
of the motion in helicopter.
a helicopter.------------------------------------------------------------------------5.b.......... The simulator X
must have a
motion (force
cueing) system
with a minimum
of three degrees
of freedom (at
least pitch,
roll, and heave).
An SOC is
required..------------------------------------------------------------------------
5.c.......... The simulator X X
must have a
motion (force
cueing) system
that produces
cues at least
equivalent to
those of a six-
degrees-of-
freedom,
synergistic
platform motion
system (i.e.,
pitch, roll,
yaw, heave,
sway, and surge).
An SOC is
required..------------------------------------------------------------------------5.d.......... The simulator X X X
must provide for
the recording of
the motion
system response
time.
An SOC is
required..------------------------------------------------------------------------5.e.......... The simulator
must provide
motion effects
programming to
include the
following:.
(1) Runway X X X
rumble, oleo
deflections,
effects of
ground speed,
uneven runway,
characteristics.
(2) Buffets due
to transverse
flow effects.
(3) Buffet during
extension and
retraction of
landing gear.
(4) Buffet due to
retreating blade
stall.
(5) Buffet due to
vortex ring
(settling with
power).
(6)
Representative
cues resulting
from touchdown.
(7) High speed
rotor
vibrations.
(8) Tire failure X X
dynamics.
(9) Engine
malfunction and
engine damage
(10) Airframe
ground strike
(11) Motion X For air
vibrations that turbulence,
result from general purpose
atmospheric disturbance
disturbances. models are
acceptable if,
when used, they
produce test
results that
approximate
demonstrable
flight test
data.------------------------------------------------------------------------5.f.......... The simulator X The simulator
must provide should be
characteristic programmed and
motion instrumented in
vibrations that such a manner
result from that the
operation of the characteristic
helicopter (for buffet modes can
example, be measured and
retreating blade compared to
stall, extended helicopter data.
landing gear,
settling with
power) in so far
as vibration
marks an event
or helicopter
state, which can
be sensed in the
flight deck.------------------------------------------------------------------------6............ Visual System.... Additional
horizontal field-
of-view
capability may
be added at the
sponsor's
discretion
provided the
minimum field-of-
view is
retained.------------------------------------------------------------------------6.a.......... The simulator X X X
must have a
visual system
providing an out-
of-the-flight
deck view.------------------------------------------------------------------------6.b.......... The simulator X
must provide a
continuous field-
of-view of at
least 75
horizontally and
30 vertically
per pilot seat.
Both pilot seat
visual systems
must be operable
simultaneously.
The minimum
horizontal field-
of-view coverage
must be plus and
minus one-half
(\1/2\) of the
minimum
continuous field-
of-view
requirement,
centered on the
zero degree
azimuth line
relative to the
aircraft
fuselage. An SOC
must explain the
geometry of the
installation.
An SOC is
required..------------------------------------------------------------------------
6.c.......... The simulator X Optimization of
must provide a the vertical
continuous field-of-view
visual field-of- may be
view of at least considered with
146 horizontally respect to the
and 36 specific
vertically per helicopter
pilot seat. Both flight deck cut-
pilot seat off angle. The
visual systems sponsor may
must be operable request the NSPM
simultaneously. to evaluate the
Horizontal field- FFS for specific
of-view is authorization(s)
centered on the for the
zero degree following:
azimuth line (1) Specific
relative to the areas within the
aircraft database needing
fuselage. The higher
minimum resolution to
horizontal field- support
of-view coverage landings, take-
must be plus and offs and ground
minus one-half cushion
(\1/2\) of the exercises and
minimum training away
continuous field- from a heliport,
of-view including
requirement, elevated
centered on the heliport,
zero degree helidecks and
azimuth line confined areas.
relative to the (2) For cross-
aircraft country flights,
fuselage. sufficient scene
An SOC must details to allow
explain the for ground to
geometry of the map navigation
installation. over a sector
Capability for a length equal to
field-of-view in 30 minutes at an
excess of the average cruise
minimum is not speed.
required for (3) For offshore
qualification at airborne radar
Level C. approaches
However, where (ARA),
specific tasks harmonized
require extended visual/radar
fields of view representations
beyond the 146 of
by 36 (e.g., to installations.
accommodate the
use of ``chin
windows'' where
the
accommodation is
either integral
with or separate
from the primary
visual system
display), then
the extended
fields of view
must be
provided. When
considering the
installation and
use of augmented
fields of view,
the sponsor must
meet with the
NSPM to
determine the
training,
testing,
checking, and
experience tasks
for which the
augmented field-
of-view
capability may
be required.
An SOC is
required..------------------------------------------------------------------------6.d.......... The simulator X Optimization of
must provide a the vertical
continuous field-of-view
visual field-of- may be
view of at least considered with
176 horizontally respect to the
and 56 specific
vertically per helicopter
pilot seat. Both flight deck cut-
pilot seat off angle.The
visual systems sponsor may
must be operable request the NSPM
simultaneously. to evaluate the
Horizontal field- FFS for specific
of-view is authorization(s)
centered on the for the
zero degree following:
azimuth line (1) Specific
relative to the areas within the
aircraft database needing
fuselage. The higher
minimum resolution to
horizontal field- support
of-view coverage landings, take-
must be plus and offs and ground
minus one-half cushion
(\1/2\) of the exercises and
minimum training away
continuous field- from a heliport,
of-view including
requirement, elevated
centered on the heliport,
zero degree helidecks and
azimuth line confined areas.
relative to the (2) For cross-
aircraft country flights,
fuselage. An SOC sufficient scene
must explain the details to allow
geometry of the for ground to
installation. map navigation
Capability for a over a sector
field-of-view in length equal to
excess of the 30 minutes at an
minimum is not average cruise
required for speed.
qualification at (3) For offshore
Level D. airborne radar
However, where approaches
specific tasks (ARA),
require extended harmonized
fields of view visual/radar
beyond the 176 representations
by 56 (e.g., to of
accommodate the installations.
use of ``chin
windows'' where
the
accommodation is
either integral
with or separate
from the primary
visual system
display), then
the extended
fields of view
must be
provided. When
considering the
installation and
use of augmented
fields of view,
the sponsor must
meet with the
NSPM to
determine the
training,
testing,
checking, and
experience tasks
for which the
augmented field-
of-view
capability may
be required.
An SOC is
required..------------------------------------------------------------------------6.e.......... The visual system X X X Nonrealistic cues
must be free might include
from optical image
discontinuities ``swimming'' and
and artifacts image ``roll-
that create non- off,'' that may
realistic cues. lead a pilot to
make incorrect
assessments of
speed,
acceleration and/
or situational
awareness.------------------------------------------------------------------------
6.f.......... The simulator X X X
must have
operational
landing lights
for night
scenes.Where
used, dusk (or
twilight) scenes
require
operational
landing lights..------------------------------------------------------------------------6.g.......... The simulator X X X
must have
instructor
controls for the
following:
(1) Visibility in
statute miles
(kilometers) and
runway visual
range (RVR) in
ft. (meters)..
(2) Airport or
landing area
selection.
(3) Airport or
landing area
lighting.------------------------------------------------------------------------6.h.......... Each airport X X X
scene displayed
must include the
following:
(1) Airport
runways and
taxiways.
(2) Runway
definition.
(a) Runway
surface and
markings.
(b) Lighting for
the runway in
use, including
runway
threshold, edge,
centerline,
touchdown zone,
VASI (or PAPI),
and approach
lighting of
appropriate
colors, as
appropriate.
(c) Taxiway
lights.------------------------------------------------------------------------6.i.......... The simulator X X X
must provide
visual system
compatibility
with dynamic
response
programming.------------------------------------------------------------------------6.j.......... The simulator X X X This will show
must show that the modeling
the segment of accuracy of the
the ground scene with
visible from the respect to a
simulator flight predetermined
deck is the same position from
as from the the end of the
helicopter runway ``in
flight deck use.''
(within
established
tolerances) when
at the correct
airspeed and
altitude above
the touchdown
zone.------------------------------------------------------------------------6.k.......... The simulator X
must provide
visual cues
necessary to
assess rate of
change of
height, height
AGL, and
translational
displacement and
rates during
takeoffs and
landings.------------------------------------------------------------------------6.l.......... The simulator X X
must provide
visual cues
necessary to
assess rate of
change of
height, height
AGL, as well as
translational
displacement and
rates during
takeoff, low
altitude/low
airspeed
maneuvering,
hover, and
landing.------------------------------------------------------------------------6.m.......... The simulator X X X Visual attitude
must provide for vs. simulator
accurate attitude is a
portrayal of the comparison of
visual pitch and roll
environment of the horizon
relating to the as displayed in
simulator the visual scene
attitude. compared to the
display on the
attitude
indicator.------------------------------------------------------------------------6.n.......... The simulator X X
must provide for
quick
confirmation of
visual system
color, RVR,
focus, and
intensity.
An SOC is
required..------------------------------------------------------------------------6.o.......... The simulator X X
must be capable
of producing at
least 10 levels
of occulting.------------------------------------------------------------------------
6.p.......... Night Visual X X X
Scenes. The
simulator must
provide night
visual scenes
with sufficient
scene content to
recognize the
airport, the
terrain, and
major landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Night scenes, as
a minimum, must
provide
presentations of
sufficient
surfaces with
appropriate
textural cues
that include
self-illuminated
objects such as
road networks,
ramp lighting,
and airport
signage, to
conduct a visual
approach, a
landing, and
airport movement
(taxi). Scenes
must include a
definable
horizon and
typical terrain
characteristics
such as fields,
roads and bodies
of water and
surfaces
illuminated by
helicopter
landing lights.------------------------------------------------------------------------6.q.......... Dusk (Twilight) X X
Visual Scenes.
The simulator
must provide
dusk (or
twilight) visual
scenes with
sufficient scene
content to
recognize the
airport, the
terrain, and
major landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Dusk (or
twilight)
scenes, as a
minimum, must
provide full
color
presentations of
reduced ambient
intensity,
sufficient
surfaces with
appropriate
textural cues
that include
self-illuminated
objects such as
road networks,
ramp lighting
and airport
signage, to
conduct a visual
approach,
landing and
airport movement
(taxi). Scenes
must include a
definable
horizon and
typical terrain
characteristics
such as fields,
roads and bodies
of water and
surfaces
illuminated by
representative
aircraft
lighting (e.g.,
landing lights).
If provided,
directional
horizon lighting
must have
correct
orientation and
be consistent
with surface
shading effects.
Total scene
content must be
comparable in
detail to that
produced by
10,000 visible
textured
surfaces and
15,000 visible
lights with
sufficient
system capacity
to display 16
simultaneously
moving objects.
An SOC is
required..------------------------------------------------------------------------6.r.......... Daylight Visual X X
Scenes. The
simulator must
have daylight
visual scenes
with sufficient
scene content to
recognize the
airport, the
terrain, and
major landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
No ambient
lighting may
``washout'' the
displayed visual
scene. Total
scene content
must be
comparable in
detail to that
produced by
10,000 visible
textured
surfaces and
6,000 visible
lights with
sufficient
system capacity
to display 16
simultaneously
moving objects.
The visual
display must be
free of apparent
and distracting
quantization and
other
distracting
visual effects
while the
simulator is in
motion.
An SOC is
required..------------------------------------------------------------------------6.s.......... The simulator X X For example:
must provide short runways,
operational landing
visual scenes approaches over
that portray water, uphill or
physical downhill
relationships runways, rising
known to cause terrain on the
landing approach path,
illusions to unique
pilots. topographic
features.------------------------------------------------------------------------
6.t.......... The simulator X X
must provide
special weather
representations
of light,
medium, and
heavy
precipitation
near a
thunderstorm on
takeoff and
during approach
and landing.
Representations
need only be
presented at and
below an
altitude of
2,000 ft. (610
m) above the
airport surface
and within 10
miles (16 km) of
the airport.------------------------------------------------------------------------6.u.......... The simulator X X The NSPM will
must present consider
visual scenes of suitable
wet and snow- alternative
covered runways, effects.
including runway
lighting
reflections for
wet conditions,
and partially
obscured lights
for snow
conditions.------------------------------------------------------------------------6.v.......... The simulator X X
must present
realistic color
and
directionality
of all airport
lighting.------------------------------------------------------------------------7............ Sound System------------------------------------------------------------------------7.a.......... The simulator X X X
must provide
flight deck
sounds that
result from
pilot actions
that correspond
to those that
occur in the
helicopter.------------------------------------------------------------------------7.b.......... Volume control, X X X
if installed,
must have an
indication of
the sound level
setting.------------------------------------------------------------------------7.c.......... The simulator X X
must accurately
simulate the
sound of
precipitation,
windshield
wipers, and
other
significant
helicopter
noises
perceptible to
the pilot during
normal and
abnormal
operations, and
include the
sound of a crash
(when the
simulator is
landed in an
unusual attitude
or in excess of
the structural
gear
limitations);
normal engine
sounds; and the
sounds of gear
extension and
retraction.
An SOC is
required..------------------------------------------------------------------------7.d.......... The simulator X
must provide
realistic
amplitude and
frequency of
flight deck
noises and
sounds.
Simulator
performance must
be recorded,
compared to
amplitude and
frequency of the
same sounds
recorded in the
helicopter, and
made a part of
the QTG.------------------------------------------------------------------------
Table C1B--Table of Tasks vs. Simulator Level------------------------------------------------------------------------
QPS requirements Information------------------------------------------------------------------------
Subjective requirements Simulator
The simulator must be levels
able to perform the ---------------
Entry No. tasks associated with Notes
that level of B C D
qualification.------------------------------------------------------------------------1. Preflight Procedures------------------------------------------------------------------------1.a.......... Preflight Inspection X X X
(Flight deck Only)
switches, indicators,
systems, and equipment.------------------------------------------------------------------------1.b.......... APU/Engine start and
run-up.------------------------------------------------------------------------1.b.1........ Normal start procedures X X X------------------------------------------------------------------------1.b.2........ Alternate start X X X
procedures.------------------------------------------------------------------------1.b.3........ Abnormal starts and X X X
shutdowns (hot start,
hung start).------------------------------------------------------------------------1.c.......... Taxiing--Ground........ X X X------------------------------------------------------------------------
1.d.......... Taxiing--Hover......... X X X------------------------------------------------------------------------1.e.......... Pre-takeoff Checks..... X X X------------------------------------------------------------------------2. Takeoff and Departure Phase------------------------------------------------------------------------2.a.......... Normal takeoff.........------------------------------------------------------------------------2.a.1........ From ground............ X X X------------------------------------------------------------------------2.a.2........ From hover............. X X------------------------------------------------------------------------2.a.3........ Running................ X X X------------------------------------------------------------------------2.b.......... Instrument............. X X X------------------------------------------------------------------------2.c.......... Powerplant Failure X X X
During Takeoff.------------------------------------------------------------------------2.d.......... Rejected Takeoff....... X X X------------------------------------------------------------------------2.e.......... Instrument Departure... X X X------------------------------------------------------------------------3. Climb------------------------------------------------------------------------3.a.......... Normal................. X X X------------------------------------------------------------------------3.b.......... Obstacle clearance..... X X X------------------------------------------------------------------------3.c.......... Vertical............... X X X------------------------------------------------------------------------3.d.......... One engine inoperative. X X X------------------------------------------------------------------------4. In-flight Maneuvers------------------------------------------------------------------------4.a.......... Turns (timed, normal, X X X
steep).------------------------------------------------------------------------4.b.......... Powerplant Failure-- X X X
Multiengine
Helicopters.------------------------------------------------------------------------4.c.......... Powerplant Failure-- X X X
Single-Engine
Helicopters.------------------------------------------------------------------------4.d.......... Recovery From Unusual X X X
Attitudes.------------------------------------------------------------------------4.e.......... Settling with Power.... X X X------------------------------------------------------------------------4.f.......... Specific Flight A A A
Characteristics
incorporated into the
user's FAA approved
flight training
program.------------------------------------------------------------------------5. Instrument Procedures------------------------------------------------------------------------5.a.......... Instrument Arrival..... X X X------------------------------------------------------------------------5.b.......... Holding................ X X X------------------------------------------------------------------------5.c.......... Precision Instrument
Approach.------------------------------------------------------------------------5.c.1........ Normal--All engines X X X
operating.------------------------------------------------------------------------5.c.2........ Manually controlled-- X X X
One or more engines
inoperative.------------------------------------------------------------------------5.d.......... Non-precision X X X
Instrument Approach.------------------------------------------------------------------------5.e.......... Missed Approach........------------------------------------------------------------------------5.e.1........ All engines operating.. X X X------------------------------------------------------------------------5.e.2........ One or more engines X X X
inoperative.------------------------------------------------------------------------5.e.3........ Stability augmentation X X X
system failure.------------------------------------------------------------------------
6. Landings and Approaches to Landings------------------------------------------------------------------------6.a.......... Visual Approaches X X X
(normal, steep,
shallow).------------------------------------------------------------------------6.b.......... Landings...............------------------------------------------------------------------------6.b.1........ Normal/crosswind.......------------------------------------------------------------------------6.b.1.a...... Running................ X X X------------------------------------------------------------------------6.b.1.b...... From Hover............. X X------------------------------------------------------------------------6.b.2........ One or more engines X X X
inoperative.------------------------------------------------------------------------6.b.3........ Rejected Landing....... X X X------------------------------------------------------------------------7. Normal and Abnormal Procedures------------------------------------------------------------------------7.a.......... Powerplant............. X X X------------------------------------------------------------------------7.b.......... Fuel System............ X X X------------------------------------------------------------------------7.c.......... Electrical System...... X X X------------------------------------------------------------------------7.d.......... Hydraulic System....... X X X------------------------------------------------------------------------7.e.......... Environmental System(s) X X X------------------------------------------------------------------------7.f.......... Fire Detection and X X X
Extinguisher Systems.------------------------------------------------------------------------7.g.......... Navigation and Aviation X X X
Systems.------------------------------------------------------------------------7.h.......... Automatic Flight X X X
Control System,
Electronic Flight
Instrument System, and
Related Subsystems.------------------------------------------------------------------------7.i.......... Flight Control Systems. X X X------------------------------------------------------------------------7.j.......... Anti-ice and Deice X X X
Systems.------------------------------------------------------------------------7.k.......... Aircraft and Personal X X X
Emergency Equipment.------------------------------------------------------------------------7.l.......... Special Missions tasks A A X
(e.g., Night Vision
goggles, Forward
Looking Infrared
System, External Loads
and as listed on the
SOQ).------------------------------------------------------------------------8. Emergency procedures (as applicable)------------------------------------------------------------------------8.a.......... Emergency Descent...... X X X------------------------------------------------------------------------8.b.......... Inflight Fire and Smoke X X X
Removal.------------------------------------------------------------------------8.c.......... Emergency Evacuation... X X X------------------------------------------------------------------------8.d.......... Ditching............... X X X------------------------------------------------------------------------8.e.......... Autorotative Landing... X X X------------------------------------------------------------------------8.f.......... Retreating blade stall X X X
recovery.------------------------------------------------------------------------8.g.......... Mast bumping........... X X X------------------------------------------------------------------------8.h.......... Loss of tail rotor X X X
effectiveness.------------------------------------------------------------------------8.i.......... Vortex recovery........ X X X------------------------------------------------------------------------9. Postflight Procedures------------------------------------------------------------------------9.a.......... After-Landing X X X
Procedures.------------------------------------------------------------------------
9.b.......... Parking and Securing...------------------------------------------------------------------------9.b.1........ Rotor brake operation.. X X X------------------------------------------------------------------------9.b.2........ Abnormal/emergency X X X
procedures.------------------------------------------------------------------------Note: An ``A'' in the table indicates that the system, task, or
procedure may be examined if the appropriate aircraft system or
control is simulated in the FFS and is working properly
Table C1C--Table of Tasks vs. Simulator Level------------------------------------------------------------------------
QPS requirements Information------------------------------------------------------------------------
Subjective requirements Simulator
The simulator must be levels
able to perform the ---------------
Entry No. tasks associated with Notes
that level of B C D
qualification.------------------------------------------------------------------------1............ Instructor Operating Station (IOS), as appropriate------------------------------------------------------------------------1.a.......... Power switch(es)....... X X X------------------------------------------------------------------------1.b.......... Helicopter conditions.. X X X e.g., GW, CG,
Fuel loading,
Systems, Ground
Crew.------------------------------------------------------------------------1.c.......... Airports/Heliports/ X X X e.g., Selection,
Helicopter Landing Surface,
Areas. Presets,
Lighting
controls------------------------------------------------------------------------1.d.......... Environmental controls. X X X e.g., Clouds,
Visibility, RVR,
Temp, Wind, Ice,
Snow, Rain, and
Windshear.------------------------------------------------------------------------1.e.......... Helicopter system X X X
malfunctions
(Insertion/deletion).------------------------------------------------------------------------1.f.......... Locks, Freezes, and X X X
Repositioning.------------------------------------------------------------------------2............ Sound Controls.------------------------------------------------------------------------2.a.......... On/off/adjustment...... X X X------------------------------------------------------------------------3............ Motion/Control Loading System------------------------------------------------------------------------3.a.......... On/off/emergency stop.. X X X------------------------------------------------------------------------4............ Observer Seats/Stations------------------------------------------------------------------------4.a.......... Position/Adjustment/ X X X
Positive restraint
system.------------------------------------------------------------------------
Attachment 2 to Appendix C to Part 60--FFS Objective Tests ________________________________________________________________________
Begin Information
Table of Contents------------------------------------------------------------------------
Paragraph No. Title------------------------------------------------------------------------1............................. Introduction.------------------------------------------------------------------------2............................. Test Requirements.------------------------------------------------------------------------
Table C2A, Objective Tests.------------------------------------------------------------------------3............................. General.------------------------------------------------------------------------4............................. Control Dynamics.------------------------------------------------------------------------5............................. [Reserved]------------------------------------------------------------------------6............................. Motion System.------------------------------------------------------------------------7............................. Sound System.------------------------------------------------------------------------8............................. Additional Information About Flight
Simulator Qualification for New or
Derivative Helicopters.------------------------------------------------------------------------
9............................. Engineering Simulator--Validation Data.------------------------------------------------------------------------10............................ [Reserved]------------------------------------------------------------------------11............................ Validation Test Tolerances.------------------------------------------------------------------------12............................ Validation Data Roadmap.------------------------------------------------------------------------13............................ Acceptance Guidelines for Alternative
Engines Data.------------------------------------------------------------------------14............................ Acceptance Guidelines for Alternative
Avionics (Flight-Related Computers and
Controllers).------------------------------------------------------------------------15............................ Transport Delay Testing.------------------------------------------------------------------------16............................ Continuing Qualification Evaluations--
Validation Test Data Presentation.------------------------------------------------------------------------17............................ Alternative Data Sources, Procedures,
and Instrumentation: Level A and Level
B Simulators Only.------------------------------------------------------------------------
1. Introduction
a. If relevant winds are present in the objective data, the wind vector (magnitude and direction) should be clearly noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for the test.
b. The NSPM will not evaluate any simulator unless the required SOC indicates that the motion system is designed and manufactured to safely operate within the simulator's maximum excursion, acceleration, and velocity capabilities (see Motion System in the following table).
c. Table C2A addresses helicopter simulators at Levels B, C, and D because there are no Level A Helicopter simulators.
End Information ________________________________________________________________________
Begin QPS Requirements
2. Test Requirements
a. The ground and flight tests required for qualification are listed in Table of C2A, FFS Objective Tests. Computer-generated simulator test results must be provided for each test except where an alternative test is specifically authorized by the NSPM. If a flight condition or operating condition is required for the test but does not apply to the helicopter being simulated or to the qualification level sought, it may be disregarded (e.g., an engine out missed approach for a single-engine helicopter, or a hover test for a Level B simulator). Each test result is compared against the validation data described in Sec. 60.13 and in this appendix. Although use of a driver program designed to automatically accomplish the tests is encouraged for all simulators and required for Level C and Level D simulators, each test must be able to be accomplished manually while recording all appropriate parameters. The results must be produced on an appropriate recording device acceptable to the NSPM and must include simulator number, date, time, conditions, tolerances, and appropriate dependent variables portrayed in comparison to the validation data. Time histories are required unless otherwise indicated in Table C2A. All results must be labeled using the tolerances and units given.
b. Table C2A sets out the test results required, including the parameters, tolerances, and flight conditions for simulator validation. Tolerances are provided for the listed tests because mathematical modeling and acquisition/development of reference data are often inexact. All tolerances listed in the following tables are applied to simulator performance. When two tolerance values are given for a parameter, the less restrictive value may be used unless otherwise indicated. In those cases where a tolerance is expressed only as a percentage, the tolerance percentage applies to the maximum value of that parameter within its normal operating range as measured from the neutral or zero position unless otherwise indicated.
c. Certain tests included in this attachment must be supported with an SOC. In Table C2A, requirements for SOCs are indicated in the ``Test Details'' column.
d. When operational or engineering judgment is used in making assessments for flight test data applications for simulator validity, such judgment may not be limited to a single parameter. For example, data that exhibit rapid variations of the measured parameters may require interpolations or a ``best fit'' data selection. All relevant parameters related to a given maneuver or flight condition must be provided to allow overall interpretation. When it is difficult or impossible to match simulator to helicopter data throughout a time history, differences must be justified by providing a comparison of other related variables for the condition being assessed.
e. The FFS may not be programmed so that the mathematical modeling is correct only at the validation test points. Unless noted otherwise, simulator tests must represent helicopter performance and handling qualities at operating weights and centers of gravity (CG) typical of normal operation. If a test is supported by helicopter data at one extreme weight or CG, another test supported by helicopter data at mid-conditions or as close as possible to the other extreme must be included. Certain tests that are relevant only at one extreme CG or weight condition need not be repeated at the other extreme. Tests of handling qualities must include validation of augmentation devices.
f. When comparing the parameters listed to those of the helicopter, sufficient data must also be provided to verify the correct flight condition and helicopter configuration changes. For example, to show that control force is within [0.5 pound (0.22 daN) in a static stability test, data to show the correct airspeed, power, thrust or torque, helicopter configuration, altitude, and other appropriate datum identification parameters must also be given. If comparing short period dynamics, normal acceleration may be used to establish a match to the helicopter, but airspeed, altitude, control input, helicopter configuration, and other appropriate data must also be given. All airspeed values must be properly annotated (e.g., indicated versus calibrated). In addition, the same variables must be used for comparison (e.g., compare inches to inches rather than inches to centimeters).
g. The QTG provided by the sponsor must clearly describe how the simulator will be set up and operated for each test. Each simulator subsystem may be tested independently, but overall integrated testing of the simulator must be accomplished to assure that the total simulator system meets the prescribed standards. A manual test procedure with explicit and detailed steps for completing each test must also be provided.
h. For previously qualified simulators, the tests and tolerances of this attachment may be used in subsequent continuing qualification evaluations for any given test if the sponsor has submitted a proposed MQTG revision to the NSPM and has received NSPM approval.
i. Motion System Tests:
(a) The minimum excursions, accelerations, and velocities for pitch, roll, and yaw must be measurable about a single, common reference point and must be achieved by driving one degree of freedom at a time.
(b) The minimum excursions, accelerations, and velocities for heave, sway, and surge may be measured about different, identifiable reference points and must be achieved by driving one degree of freedom at a time.
j. Tests of handling qualities must include validation of augmentation devices. FFSs for highly augmented helicopters will be validated both in the unaugmented configuration (or failure state with the maximum permitted degradation in handling qualities) and the augmented configuration. Where various levels of handling qualities result from failure states, validation of the effect of the failure is necessary. For those performance and static handling qualities tests where the primary concern is control position in the unaugmented configuration, unaugmented data are not required if the design of the system precludes any affect on control position. In those instances where the unaugmented helicopter response is divergent and non-repeatable, it may not be feasible to meet the specified tolerances. Alternative requirements for testing will be mutually agreed upon by the sponsor and the NSPM on a case-by-case basis.
k. Some tests will not be required for helicopters using helicopter hardware in the simulator flight deck (e.g., ``helicopter modular controller''). These exceptions are noted in Table C2A of this attachment. However, in these cases, the sponsor must provide a statement that the helicopter hardware meets the appropriate manufacturer's specifications and the sponsor must have supporting information to that fact available for NSPM review.
l. In cases where light-class helicopters are being simulated, prior coordination with the NSPM on acceptable weight ranges is required. The terms ``light'', ``medium'', and ``near maximum'', as defined in Appendix F of this part, may not be appropriate for the simulation of light-class helicopters.
End QPS Requirements ________________________________________________________________________
Begin Information
m. In those cases where the objective test results authorize a ``snapshot test'' or a ``series of snapshot test results'' in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot''. The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.
n. For references on basic operating weight, see AC 120-27, Aircraft Weight and Balance; and FAA-H-8083-1, Aircraft Weight and Balance Handbook.
End Information
Table C2A--Full Flight Simulator (FFS) Objective Tests----------------------------------------------------------------------------------------------------------------
QPS requirements Information----------------------------------------------------------------------------------------------------------------
Test Simulator------------------------------ Flight level
Tolerance(s) condition Test details --------------- Notes
Entry No. Title B C D----------------------------------------------------------------------------------------------------------------1. Performance----------------------------------------------------------------------------------------------------------------1.a........ Engine Assessment----------------------------------------------------------------------------------------------------------------1.a.1...... Start Operations----------------------------------------------------------------------------------------------------------------1.a.1.a.... Engine start and Light Off Time-- Ground with the Record each X X X
acceleration [10% or [1 Rotor Brake engine start
(transient). sec., Torque-- Used and Not from the
[5%, Rotor Used, if initiation of
Speed--[3%, applicable. the start
Fuel Flow-- sequence to
[10%, Gas steady state
Generator idle and from
Speed--[5%, steady state
Power Turbine idle to
Speed--[5%, operating RPM.
Gas Turbine
Temp.--[30 C.----------------------------------------------------------------------------------------------------------------1.a.1.b.... Steady State Torque--[3%, Ground......... Record both X X X
Idle and Rotor Speed-- steady state
Operating RPM [1.5%, Fuel idle and
conditions. Flow--[5%, Gas operating RPM
Generator conditions.
Speed--[2%, May be a
Power Turbine series of
Speed--[2%, snapshot
Turbine Gas tests.
Temp.--[20 C.----------------------------------------------------------------------------------------------------------------1.a.2...... Power Turbine [10% of total Ground......... Record engine X X X
Speed Trim. change of response to
power turbine trim system
speed, or actuation in
[0.5% change both
of rotor directions.
speed.----------------------------------------------------------------------------------------------------------------1.a.3...... Engine and Rotor Torque--[5%, Climb and Record results X X X
Speed Governing. Rotor Speed-- descent. using a step
1.5%. input to the
collective.
May be
conducted
concurrently
with climb and
descent
performance
tests.----------------------------------------------------------------------------------------------------------------1.b........ Surface Operations----------------------------------------------------------------------------------------------------------------1.b.1...... Minimum Radius [3 ft. (0.9m) Ground......... If brakes are X X X
Turn. or 20% of used, brake
helicopter pedal position
turn radius. and brake
system
pressure must
be matched to
the helicopter
flight test
value.----------------------------------------------------------------------------------------------------------------
1.b.2...... Rate of Turn vs. [10% or [2/sec. Ground Takeoff. If brakes are X X X
Pedal Turn Rate. used, brake
Deflection, pedal position
Brake and brake
Application, or system
Nosewheel pressure must
Angle, as be matched to
applicable. the helicopter
flight test
value.----------------------------------------------------------------------------------------------------------------1.b.3...... Taxi............ Pitch Angle-- Ground......... Record results X X X
[1.5, Torque-- for control
[3%, position and
Longitudinal pitch attitude
Control during ground
Position--[5%, taxi for a
Lateral specific
Control ground speed,
Position--[5%, wind speed and
Directional direction, and
Control density
Position--[5%, altitude.
Collective
Control
Position--[5%.----------------------------------------------------------------------------------------------------------------1.b.4...... Brake [10% of time Ground......... X X X
Effectiveness. and distance.----------------------------------------------------------------------------------------------------------------1.c........ Takeoff
When the speed range for the following tests is less than 40 knots, the applicable airspeed
tolerance may be applied to either airspeed or ground speed, as appropriate.----------------------------------------------------------------------------------------------------------------1.c.1...... All Engines..... Airspeed--[3 Ground/Takeoff Record results X X X
kt, Altitude-- and Initial of takeoff
[20 ft (6.1m), Segment of flight path as
Torque--[3%, Climb. appropriate to
Rotor Speed-- helicopter
[1.5%, model
Vertical simulated
Velocity--[100 (running
fpm (0.50m/ takeoff for
sec) or 10%, Level B,
Pitch takeoff from a
Attitude--[1.5 hover for
, Bank Level C and
Attitude--[2, D). For Level
Heading--[2, B, the
Longitudinal criteria apply
Control only to those
Position--[10% segments at
, Lateral airspeeds
Control above
Position--[10% effective
, Directional translational
Control lift. Results
Position--[10% must be
, Collective recorded from
Control the initiation
Position--[10%. of the takeoff
to at least
200 ft (61m)
AGL.----------------------------------------------------------------------------------------------------------------1.c.2...... One Engine Airspeed--[3 Ground/Takeoff; Record takeoff X X X Because several
Inoperative kt, Altitude-- and Initial flight path as kinds of
continued [20 ft (6.1m), Segment of appropriate to takeoff
takeoff. Torque--[3%, Climb. helicopter procedures can
Rotor Speed-- model be performed,
[1.5%, simulated. the specific
Vertical Results must type of
Velocity--[100 be recorded takeoff
fpm (0.50m/ from the profile should
sec) or 10%, initiation of be recorded to
Pitch the takeoff to ensure the
Attitude--[1.5 at least 200 proper takeoff
, Bank ft (61m) AGL. profile
Attitude--[2, comparison
Heading--[2, test is used.
Longitudinal
Control
Position--[10%
Lateral
Control
Position--[10%
, Directional
Control
Position--[10%
, Collective
Control
Position--[10%.----------------------------------------------------------------------------------------------------------------
1.c.3...... One Engine Airspeed--[3 Ground, Takeoff Time history X X
inoperative, kt, Altitude-- from the take
rejected take [20 ft (6.1m), off point to
off. Torque--[3%, touch down.
Rotor Speed-- Test
[1.5%, Pitch conditions
Attitude--[1.5 near limiting
, Roll angle-- performance.
[1.5, Heading--
[2,
Longitudinal
Control
Position--[10%
, Lateral
Control
Position--[10%
, Directional
Control
Position--[10%
, Collective
Control
Position--[10%
, Distance--
[7.5% or [30m
(100ft).----------------------------------------------------------------------------------------------------------------1.d........ Hover----------------------------------------------------------------------------------------------------------------
Performance..... Torque--[3%, In Ground Record results X X
Pitch Effect (IGE); for light and
Attitude--[1.5 and Out of heavy gross
, Bank Ground Effect weights. May
Attitude--[1.5 (OGE). be a series of
, Longitudinal snapshot
Control tests.
Position--[5%,
Lateral
Control
Position--[5%,
Directional
Control
Position--[5%,
Collective
Control
Position--[5%.----------------------------------------------------------------------------------------------------------------1.e........ Vertical Climb----------------------------------------------------------------------------------------------------------------
Performance..... Vertical From OGE Hover. Record results X X
Velocity--[100 for light and
fpm (0.50 m/ heavy gross
sec) or [10%, weights. May
Directional be a series of
Control snapshot
Position--[5%, tests.
Collective
Control
Position--[5%.----------------------------------------------------------------------------------------------------------------1.f........ Level Flight----------------------------------------------------------------------------------------------------------------
Performance and Torque--[3%, Cruise Record results X X X This test
Trimmed Flight Pitch (Augmentation for two gross validates
Control Attitude--[1.5 On and Off). weight and CG performance at
Positions. , Sideslip combinations speeds above
Angle--[2, with varying maximum
Longitudinal trim speeds endurance
Control throughout the airspeed.
Position--[5%, airspeed
Lateral envelope. May
Control be a series of
Position--[5%, snapshot
Directional tests.
Control
Position--[5%,
Collective
Control
Position--[5%.----------------------------------------------------------------------------------------------------------------1.g........ Climb----------------------------------------------------------------------------------------------------------------
Performance and Vertical All engines Record results X X X
Trimmed Flight Velocity--[100 operating; One for two gross
Control fpm (6.1m/sec) engine weight and CG
Positions. or [10%, Pitch inoperative; combinations.
Attitude--[1.5 Augmentation The data
, Sideslip System(s) On presented must
Angle--[2, and Off. be for normal
Longitudinal climb power
Control conditions.
Position--[5%, May be a
Lateral series of
Control snapshot
Position--[5%, tests.
Directional
Control
Position--[5%,
Collective
Control
Position--[5%.----------------------------------------------------------------------------------------------------------------1.h........ Descent----------------------------------------------------------------------------------------------------------------1.h.1...... Descent Torque--[3%, At or near Results must be X X X
Performance and Pitch 1,000 fpm (5 m/ recorded for
Trimmed Flight Attitude--[1.5 sec) rate of two gross
Control , Sideslip descent (RoD) weight and CG
Positions. Angle--[2, at normal combinations.
Longitudinal approach May be a
Control speed. series of
Position--[5%, Augmentation snapshot
Lateral System(s) On tests.
Control and Off.
Position--[5%,
Directional
Control
Position--[5%,
Collective
Control
Position--[5%.----------------------------------------------------------------------------------------------------------------1.h.2...... Autorotation Pitch Attitude-- Steady Record results X X X
Performance and [1.5, Sideslip descents. for two gross
Trimmed Flight Angle--[2, Augmentation weight
Control Longitudinal System(s) On conditions.
Positions. Control and Off. Data must be
Position--[5%, recorded for
Lateral normal
Control operating RPM.
Position--[5%, (Rotor speed
Directional tolerance
Control applies only
Position--[5%, if collective
Collective control
Control position is
Position--[5%, full down.)
Vertical Data must be
Velocity--[100 recorded for
fpm or 10%, speeds from 50
Rotor Speed-- kts, [5 kts,
[1.5%. through at
least maximum
glide distance
airspeed, or
maximum
allowable
autorotation
airspeed,
whichever is
slower. May be
a series of
snapshot
tests.----------------------------------------------------------------------------------------------------------------1.i........ Autorotation----------------------------------------------------------------------------------------------------------------
Entry........... Rotor Speed-- Cruise or Climb Record results X X
[3%, Pitch of a rapid
Attitude--[2, throttle
Roll Attitude-- reduction to
[3, Yaw idle. If the
Attitude--[5, cruise
Airspeed--[5 condition is
kts., Vertical selected,
Velocity--[200 comparison
fpm (1.00 m/ must be made
sec) or 10%. for the
maximum range
airspeed. If
the climb
condition is
selected,
comparison
must be made
for the
maximum rate
of climb
airspeed at or
near maximum
continuous
power.----------------------------------------------------------------------------------------------------------------1.j........ Landing
When the speed range for tests 1.j.1., 1.j.2., or 1.j.3. is less than 40 knots, the applicable
airspeed tolerance may be applied to either airspeed or ground speed, as appropriate.----------------------------------------------------------------------------------------------------------------1.j.1...... All Engines..... Airspeed--[3 Approach....... Record results X X X
kts., of the
Altitude--[20 approach and
ft. (6.1m), landing
Torque--[3%, profile as
Rotor Speed-- appropriate to
[1.5%, Pitch the helicopter
Attitude--[1.5 model
, Bank simulated
Attitude--[1.5 (running
, Heading--[2, landing for
Longitudinal Level B, or
Control approach to a
Position--[10% hover for
, Lateral Level C and
Control D). For Level
Position--[10% B, the
, Directional criteria apply
Control only to those
Position--[10% segments at
, Collective airspeeds
Control above
Position--[10% effective
. translational
lift.----------------------------------------------------------------------------------------------------------------1.j.2...... One Engine Airspeed--[3 Approach....... Record results X X X
Inoperative. kts., for both
Altitude--[20 Category A and
ft. (6.1m), Category B
Torque--[3%, approaches and
Rotor Speed-- landing as
[1.5%, Pitch appropriate to
Attitude--[1.5 helicopter
, Bank model
Attitude--[1.5 simulated. For
, Heading--[2, Level B, the
Longitudinal criteria apply
Control only to those
Position--[10% segments at
, Lateral airspeeds
Control above
Position--[10% effective
, Directional translational
Control lift.
Position--[10%
, Collective
Control
Position--[10%
.----------------------------------------------------------------------------------------------------------------
1.j.3...... Balked Landing.. Airspeed--[3 Approach....... Record the X X X
kts, Altitude-- results for
[20 ft. the maneuver
(6.1m), initiated from
Torque--[3%, a stabilized
Rotor Speed-- approach at
[1.5%, Pitch the landing
Attitude--[1.5 decision point
, Bank (LDP).
Attitude--[1.5
, Heading--[2,
Longitudinal
Control
Position--[10%
, Lateral
Control
Position--[10%
, Directional
Control
Position--[10%
, Collective
Control
Position--[10%
.----------------------------------------------------------------------------------------------------------------1.j.4...... Autorotational Torque--[3%, Landing........ Record the X X Alternative
Landing. Rotor Speed-- results of an approaches for
[3%, Vertical autorotational acquiring this
Velocity--[100 deceleration data may be
fpm (0.50m/ and landing acceptable,
sec) or 10%, from a depending on
Pitch stabilized the aircraft
Attitude--[2, autorotational as well as the
Bank Attitude-- descent, to personnel and
[2, Heading-- touch down. If the data
[5, flight test recording,
Longitudinal data reduction, and
Control containing all interpretation
Position--[10% required facilities to
, Lateral parameters for be used, are:
Control a complete (1) a
Position--[10% power-off simulated
, Directional landing is not autorotational
Control available from flare and
Position--[10% the aircraft reduction of
, Collective manufacturer rate of
Control for this test descent (ROD)
Position--[10% and other at altitude;
. qualified or (2) a power-
flight test on termination
personnel are following an
not available autorotational
to acquire approach and
this data, the flare.
sponsor may
coordinate
with the NSPM
to determine
if it is
appropriate to
accept
alternative
testing means.----------------------------------------------------------------------------------------------------------------2. Handling Qualities...........................................................................................----------------------------------------------------------------------------------------------------------------2.a........ Control System Mechanical Characteristics----------------------------------------------------------------------------------------------------------------
For simulators requiring Static or Dynamic tests at the controls Contact the
(i.e., cyclic, collective, and pedal), special test fixtures will NSPM for
not be required during initial or upgrade evaluations if the clarification
sponsor's QTG/MQTG shows both test fixture results and the results of any issue
of an alternative approach, such as computer plots produced regarding
concurrently showing satisfactory agreement. Repeat of the helicopters
alternative method during the initial or upgrade evaluation with
satisfies this test requirement. For initial and upgrade reversible
evaluations, the control dynamic characteristics must be measured controls or
at and recorded directly from the flight deck controls, and must where the
be accomplished in hover, climb, cruise, and autorotation. required
validation
data is not
attainable.----------------------------------------------------------------------------------------------------------------
2.a.1...... Cyclic.......... Breakout--[0.25 Ground; Static Record results X X X Flight Test
lbs. (0.112 conditions for an Data for this
daN) or 25%; with the uninterrupted test does not
Force--[1.0 hydraulic control sweep require the
lb. (0.224 system (if to the stops. rotor to be
daN) or 10%. applicable) (This test engaged/
pressurized; does not apply turning. The
supplemental if aircraft phrase ``if
hydraulic hardware applicable''
pressurization modular regarding
system may be controllers stability
used. Trim On are used.) augmentation
and Off. systems means
Friction Off if an
Augmentation augmentation
(if system is
applicable) On available and
and Off. if this system
may be
operational on
the ground
under static
conditions as
described
here.----------------------------------------------------------------------------------------------------------------2.a.2...... Collective/ Breakout--[0.5 Ground; Static Record results X X X Flight Test
Pedals. lb. (0.224 conditions for an Data for this
daN) or 25%; with the uninterrupted test does not
Force--[1.0 hydraulic control sweep require the
lb. (0.224 system (if to the stops. rotor to be
daN) or 10%. applicable) engaged/
pressurized; turning. The
supplemental phrase ``if
hydraulic applicable''
pressurization regarding
system may be stability
used. Trim On augmentation
and Off. system means
Friction Off. if a stability
Augmentation augmentation
(if system is
applicable) On available and
and Off. if this system
may be
operational on
the ground
under static
conditions as
described
here.----------------------------------------------------------------------------------------------------------------2.a.3...... Brake Pedal [5 lbs. (2.224 Ground; Static X X X
Force vs. daN) or 10%. conditions.
Position.----------------------------------------------------------------------------------------------------------------2.a.4...... Trim System Rate Rate--[10%. Ground; Static The tolerance X X X
(all applicable conditions. applies to the
systems). Trim On, recorded value
Friction Off. of the trim
rate.----------------------------------------------------------------------------------------------------------------
2.a.5...... Control Dynamics [10% of time Hover/Cruise, Results must be X X Typically,
(all axes). for first zero Trim On, recorded for a control
crossing and Friction Off. normal control displacement
[10 (N+1)% of displacement of 25% to 50%
period in both is necessary
thereafter, directions in for proper
[10% of each axis. excitation.
amplitude of Control
first Dynamics for
overshoot, 20% irreversible
of amplitude control
of 2nd and systems may be
subsequent evaluated in a
overshoots ground/static
greater than condition.
5% of initial Additional
displacement, information on
[1 overshoot. control
dynamics is
found later in
this
attachment.
``N'' is the
sequential
period of a
full cycle of
oscillation.----------------------------------------------------------------------------------------------------------------2.a.6...... Control System [0.10 inches Ground; Static Record and X X X Flight Test
Freeplay. ([2.5 mm). conditions; compare Data for this
with the results for test does not
hydraulic all controls. require the
system (if rotor to be
applicable) engaged/
pressurized; turning.
supplemental
hydraulic
pressurization
system may be
used.----------------------------------------------------------------------------------------------------------------2.b........ Low Airspeed Handling Qualities----------------------------------------------------------------------------------------------------------------2.b.1...... Trimmed Flight Torque--[3%, Translational Record results X X
Control Pitch Flight IGE-- for several
Positions. Attitude--[1.5 Sideward, airspeed
, Bank rearward, and increments to
Attitude--[2, forward the
Longitudinal flight. translational
Control Augmentation airspeed
Position--[5%. On and Off. limits and for
Lateral 45 kts.
Control forward
Position--[5%, airspeed. May
Directional be a series of
Control snapshot
Position--[5%, tests.
Collective
Control
Position--[5%.----------------------------------------------------------------------------------------------------------------2.b.2...... Critical Azimuth Torque--[3%, Stationary Record results X X
Pitch Hover. for three
Attitude--[1.5 Augmentation relative wind
, Bank On and Off. directions
Attitude--[2, (including the
Longitudinal most critical
Control case) in the
Position--[5%, critical
Lateral quadrant. May
Control be a series of
Position--[5%, snapshot
Directional tests.
Control
Position--[5%,
Collective
Control
Position--[5%.----------------------------------------------------------------------------------------------------------------2.b.3...... Control Response----------------------------------------------------------------------------------------------------------------2.b.3.a.... Longitudinal.... Pitch Rate-- Hover Record results X X This is a
[10% or [2/ Augmentation for a step ``short time''
sec., Pitch On and Off. control input. test conducted
Attitude The Off-axis in a hover, in
Change--[10% response must ground effect,
or 1.5. show correct without
trend for entering
unaugmented translational
cases. flight, to
provide better
visual
reference.----------------------------------------------------------------------------------------------------------------
2.b.3.b.... Lateral......... Roll Rate--[10% Hover Record results X X This is a
or [3/sec., Augmentation for a step ``short time''
Roll Attitude On and Off. control input. test conducted
Change--[10% The Off-axis in a hover, in
or [3. response must ground effect,
show correct without
trend for entering
unaugmented translational
cases. flight, to
provide better
visual
reference.----------------------------------------------------------------------------------------------------------------2.b.3.c.... Directional..... Yaw Rate--[10% Hover Record results X X This is a
or [2/sec., Augmentation for a step ``short time''
Heading On and Off. control input. test conducted
Change--[10% The Off-axis in a hover, in
or [2. response must ground effect,
show correct without
trend for entering
unaugmented translational
cases. flight, to
provide better
visual
reference.----------------------------------------------------------------------------------------------------------------2.b.3.d.... Vertical........ Normal Hover Record results X X
Acceleration-- Augmentation for a step
[0.1 g. On and Off. control input.
The Off-axis
response must
show correct
trend for
unaugmented
cases.----------------------------------------------------------------------------------------------------------------2.c........ Longitudinal Handling Qualities----------------------------------------------------------------------------------------------------------------2.c.1...... Control Response Pitch Rate-- Cruise Results must be X X X
[10% or [2/ Augmentation recorded for
sec., Pitch On and Off. two cruise
Attitude airspeeds to
Change--[10% include
or [1.5. minimum power
required
speed. Record
data for a
step control
input. The Off-
axis response
must show
correct trend
for
unaugmented
cases.----------------------------------------------------------------------------------------------------------------2.c.2...... Static Stability Longitudinal Cruise or Record results X X X
Control Climb. for a minimum
Position: [10% Autorotation. of two speeds
of change from Augmentation on each side
trim or [0.25 On and Off. of the trim
in. (6.3 mm) speed. May be
or a series of
Longitudinal snapshot
Control Force tests.
: [0.5 lb.
(0.223 daN) or
[10%.----------------------------------------------------------------------------------------------------------------2.c.3...... Dynamic Stability----------------------------------------------------------------------------------------------------------------
2.c.3.a.... Long-Term [10% of Cruise For periodic X X X The response
Response. calculated Augmentation responses, may be
period, [10% On and Off. record results unrepeatable
of time to \1/ for three full throughout the
2\ or double cycles (6 stated time
amplitude, or overshoots for certain
[0.02 of after input helicopters.
damping completed) or In these
ratio.For non- that cases, the
periodic sufficient to test should
responses, the determine time show at least
time history to \1/2\ or that a
must be double divergence is
matched within amplitude, identifiable.
[3 pitch; and whichever is For example:
[5 kts less. Displacing the
airspeed over The test may be cyclic for a
a 20 sec terminated given time
period prior to 20 normally
following sec. if the excites this
release of the test pilot test or until
controls. determines a given pitch
that the attitude is
results are achieved and
becoming then return
uncontrollably the cyclic to
divergent.. the original
position. For
non-periodic
responses,
results should
show the same
convergent or
divergent
character as
the flight
test data.----------------------------------------------------------------------------------------------------------------2.c.3.b.... Short-Term [1.5 Pitch or Cruise or Record results X X X A control
Response. [2/sec. Pitch Climb. for at least doublet
Rate. [0.1 g Augmentation two airspeeds. inserted at
Normal On and Off. the natural
Acceleration. frequency of
the aircraft
normally
excites this
test. However,
while input
doublets are
preferred over
pulse inputs
for
Augmentation-
Off tests, for
Augmentation-
On tests, when
the short-term
response
exhibits 1st-
order or
deadbeat
characteristic
s,
longitudinal
pulse inputs
may produce a
more coherent
response.----------------------------------------------------------------------------------------------------------------2.c.4...... Maneuvering Longitudinal Cruise or Record results X X X
Stability. Control Climb. for at least
Position--[10% Augmentation two airspeeds
of change from On and Off. at 30-45 roll
trim or [0.25 angle. The
in. (6.3 mm) force may be
or shown as a
Longitudinal cross plot for
Control irreversible
Forces--[0.5 systems. May
lb. (0.223 be a series of
daN) or [10%. snapshot
tests.----------------------------------------------------------------------------------------------------------------2.d........ Lateral and Directional Handling Qualities----------------------------------------------------------------------------------------------------------------2.d.1...... Control Response----------------------------------------------------------------------------------------------------------------
2.d.1.a.... Lateral......... Roll Rate--[10% Cruise Record results X X X
or [3/sec., Augmentation for at least
Roll Attitude On and Off. two airspeeds,
Change--[10% including the
or [3. speed at or
near the
minimum power
required
airspeed.
Record results
for a step
control input.
The Off-axis
response must
show correct
trend for
unaugmented
cases.----------------------------------------------------------------------------------------------------------------2.d.1.b.... Directional..... Yaw Rate--[10% Cruise Record data for X X X
or [2/sec., Augmentation at least two
Yaw Attitude On and Off. airspeeds,
Change--[10% including the
or [2. speed at or
near the
minimum power
required
airspeed.
Record results
for a step
control input.
The Off-axis
response must
show correct
trend for
unaugmented
cases..----------------------------------------------------------------------------------------------------------------2.d.2...... Directional Lateral Control Cruise; or Record results X X X This is a
Static Position--[10% Climb (may use for at least steady heading
Stability. of change from Descent two sideslip sideslip test
trim or [0.25 instead of angles on at a fixed
in. (6.3 mm) Climb if either side of collective
or Lateral desired), the trim position.
Control Force-- Augmentation point. The
[0.5 lb. On and Off. force may be
(0.223 daN) or shown as a
10%, Roll cross plot for
Attitude--[1.5 irreversible
, Directional systems. May
Control be a series of
Position--[10% snapshot
of change from tests.
trim or [0.25
in. (6.3 mm)
or Directional
Control Force--
[1 lb. (0.448
daN) or 10%,
Longitudinal
Control
Position--[10%
of change from
trim or [0.25
in. (6.3 mm),
Vertical
Velocity--[100
fpm (0.50m/
sec) or 10%.----------------------------------------------------------------------------------------------------------------
2.d.3...... Dynamic Lateral and Directional Stability----------------------------------------------------------------------------------------------------------------2.d.3.a.... Lateral- [0.5 sec. or Cruise or Record results X X X
Directional [10% of Climb. for at least
Oscillations. period, [10% Augmentation two airspeeds.
of time to \1/ On and Off. The test must
2\ or double be initiated
amplitude or with a cyclic
[0.02 of or a pedal
damping ratio, doublet input.
[20% or [1 sec Record results
of time for six full
difference cycles (12
between peaks overshoots
of bank and after input
sideslip. For completed) or
non-periodic that
responses, the sufficient to
time history determine time
must be to \1/2\ or
matched within double
[10 knots amplitude,
Airspeed; [5/s whichever is
Roll Rate or less. The test
[5 Roll may be
Attitude; [4/s terminated
Yaw Rate or [4 prior to 20
Yaw Angle over sec if the
a 20 sec test pilot
period roll determines
angle that the
following results are
release of the becoming
controls. uncontrollably
divergent.----------------------------------------------------------------------------------------------------------------2.d.3.b.... Spiral [2 or [10% roll Cruise or Record the X X X
Stability. angle. Climb. results of a
Augmentation release from
On and Off. pedal only or
cyclic only
turns for 20
sec. Results
must be
recorded from
turns in both
directions.
Terminate
check at zero
roll angle or
when the test
pilot
determines
that the
attitude is
becoming
uncontrollably
divergent.----------------------------------------------------------------------------------------------------------------2.d.3.c.... Adverse/Proverse Correct Trend, Cruise or Record the time X X X
Yaw. [2 transient Climb. history of
sideslip Augmentation initial entry
angle. On and Off. into cyclic
only turns,
using only a
moderate rate
for cyclic
input. Results
must be
recorded for
turns in both
directions.----------------------------------------------------------------------------------------------------------------3. Motion System................................................................................................----------------------------------------------------------------------------------------------------------------3.a........ Frequency response----------------------------------------------------------------------------------------------------------------
Based on N/A............ Required as X X X
Simulator part of the
Capability. MQTG. The test
must
demonstrate
frequency
response of
the motion
system as
specified by
the applicant
for flight
simulator
qualification.----------------------------------------------------------------------------------------------------------------
3.b........ Leg Balance----------------------------------------------------------------------------------------------------------------
Leg Balance..... Based on N/A............ Required as X X X
Simulator part of the
Capability. MQTG. The test
must
demonstrate
motion system
leg balance as
specified by
the applicant
for flight
simulator
qualification.----------------------------------------------------------------------------------------------------------------3.c........ Turn Around----------------------------------------------------------------------------------------------------------------
Turn Around..... Based on N/A............ Required as X X X
Simulator part of the
Capability. MQTG. The test
must
demonstrate a
smooth turn-
around (shift
to opposite
direction of
movement) of
the motion
system as
specified by
the applicant
for flight
simulator
qualification.----------------------------------------------------------------------------------------------------------------3.d........ Motion system repeatability----------------------------------------------------------------------------------------------------------------
With the same Accomplished in Required as X X X See Paragraph
input signal, both the part of the 6.c. in this
the test ``ground'' MQTG. The test attachment for
results must mode and in is additional
be repeatable the ``flight'' accomplished information.
to within mode of the by injecting a Note: if there
[0.05g actual motion system motion signal is no
platform operation. to generate difference in
linear movement of the model for
acceleration the platform. ``ground'' and
in each axis. The input must ``flight''
be such that operation of
the rotational the motion
accelerations, system, this
rotational should be
rates, and described in
linear an SOC and
accelerations will not
are inserted require tests
before the in both modes.
transfer from
helicopter
center of
gravity to the
pilot
reference
point with a
minimum
amplitude of 5/
sec/sec, 10/
sec and 0.3g,
respectively.----------------------------------------------------------------------------------------------------------------3.e........ Motion cueing performance signature----------------------------------------------------------------------------------------------------------------
Required as See paragraph
part of MQTG. 6.d., of this
These tests attachment,
must be run Motion cueing
with the performance
motion buffet signature.
mode disabled.----------------------------------------------------------------------------------------------------------------3.e.1...... Takeoff (all As specified by Ground......... Pitch attitude X X X Associated to
engines). the sponsor due to initial test number
for flight climb must 1.c.1.
simulator dominate over
qualification. cab tilt due
to
longitudinal
acceleration.----------------------------------------------------------------------------------------------------------------3.e.2...... Hover As specified by Ground......... X X Associated to
performance the sponsor test number
(IGE and OGE). for flight 1.d.
simulator
qualification.----------------------------------------------------------------------------------------------------------------3.e.3...... Autorotation As specified by Flight......... X X Associated to
(entry). the sponsor test number
for flight 1.i.
simulator
qualification.----------------------------------------------------------------------------------------------------------------3.e.4...... Landing (all As specified by Flight......... X X X Associated to
engines). the sponsor test number
for flight 1.j.1.
simulator
qualification.----------------------------------------------------------------------------------------------------------------3.e.5...... Autorotation As specified by Flight......... X X Associated to
(landing). the sponsor test number
for flight 1.j.4.
simulator
qualification.----------------------------------------------------------------------------------------------------------------3.e.6...... Control Response----------------------------------------------------------------------------------------------------------------3.e.6.a.... Longitudinal.... As specified by Flight......... X X X Associated to
the sponsor test number
for flight 2.c.1.
simulator
qualification.----------------------------------------------------------------------------------------------------------------3.e.6.b.... Lateral......... As specified by Ground......... X X X Associated to
the sponsor test number
for flight 2.d.1.a.
simulator
qualification.----------------------------------------------------------------------------------------------------------------3.e.6.c.... Directional..... As specified by X X X Associated to
the sponsor test number
for flight 2.d.1.c.
simulator
qualification.----------------------------------------------------------------------------------------------------------------3.f........ Characteristic Motion (Vibration) Cues--For all of the following ... ... ... Characteristic
tests, the simulator test results must exhibit the overall motion cues
appearance and trends of the helicopter data, with at least three may be
(3) of the predominant frequency ``spikes'' being present within separate from
[2 Hz. the ``main''
motion system.----------------------------------------------------------------------------------------------------------------
3.f.1...... Vibrations--to +3db to -6db or (a) On ground Characteristic X Correct trend
include 1/Rev [10% of (idle); vibrations refers to a
and n/Rev nominal (b) In flight.. include those comparison of
vibrations vibration that result vibration
(where ``n'' is level in from operation amplitudes
the number of flight cruise of the between
main rotor and correct helicopter different
blades). trend (see (for example, maneuvers;
comment). high airspeed, e.g., if the 1/
retreating rev vibration
blade stall, amplitude in
extended the helicopter
landing gear, is higher
vortex ring or during steady
settling with state turns
power) in so than in level
far as flight this
vibration increasing
marks an event trend should
or helicopter be
state, which demonstrated
can be sensed in the
in the flight simulator.
deck. Additional
[See Table C1A, examples of
table entries vibrations may
5.e. and 5.f.]. include:
(a) Low & High
speed
transition to
and from
hover;
(b) Level
flight;
(c) Climb and
descent
(including
vertical
climb;
(d) Auto-
rotation;
(e) Steady
Turns.----------------------------------------------------------------------------------------------------------------3.f.2...... Buffet--Test +3db to -6db or On ground and Characteristic X The recorded
against [10% of in flight. buffets test results
recorded nominal include those for
results for vibration that result characteristic
characteristic level in from operation buffets should
buffet motion flight cruise of the allow the
that can be and correct helicopter checking of
sensed in the trend (see (for example, relative
flight deck. comment). high airspeed, amplitude for
retreating different
blade stall, frequencies.
extended For atmospheric
landing gear, disturbance,
vortex ring or general
settling with purpose models
power) in so are acceptable
far as a which
buffet marks approximate
an event or demonstrable
helicopter flight test
state, which data.
can be sensed
in the flight
deck.
[See Table C1A,
table entries
5.e. and 5.f.].----------------------------------------------------------------------------------------------------------------4. Visual System................................................................................................----------------------------------------------------------------------------------------------------------------4.a........ Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a., Visual
System Response Time Test. This test is also sufficient for motion system response timing and
flight deck instrument response timing.)----------------------------------------------------------------------------------------------------------------4.a.1...... Latency----------------------------------------------------------------------------------------------------------------
150 ms (or Takeoff, climb, One test is X
less) after and descent. required in
helicopter each axis
response. (pitch, roll
and yaw) for
each of the
three
conditions
(take-off,
cruise, and
approach or
landing).----------------------------------------------------------------------------------------------------------------
100 ms (or Climb, cruise, One test is X X
less) after descent, and required in
helicopter hover. each axis
response. (pitch, roll
and yaw) for
each of the
three
conditions
(take-off,
cruise, and
approach or
landing).----------------------------------------------------------------------------------------------------------------4.a.2...... Transport Delay----------------------------------------------------------------------------------------------------------------
If Transport
Delay is the
chosen method
to demonstrate
relative
responses, the
sponsor and
the NSPM will
use the
latency values
to ensure
proper
simulator
response when
reviewing
those existing
tests where
latency can be
identified
(e.g., short
period, roll
response,
rudder
response).----------------------------------------------------------------------------------------------------------------
150 ms (or N/A............ A separate test X
less) after is required in
controller each axis
movement. (pitch, roll,
and yaw).----------------------------------------------------------------------------------------------------------------
100 ms (or N/A............ A separate test X X
less) after is required in
controller each axis
movement. (pitch, roll,
and yaw)..----------------------------------------------------------------------------------------------------------------4.b........ Field-of-view----------------------------------------------------------------------------------------------------------------
4.b.1...... Continuous field- The simulator N/A............ An SOC is X Horizontal
of-view. must provide a required and field-of-view
continuous must explain is centered on
field-of-view the geometry the zero
of at least 75 of the degree azimuth
horizontally installation. line relative
and 30 Additional to the
vertically per horizontal aircraft
pilot seat or field-of-view fuselage.
the number of capability may Field-of-view
degrees be added at may be
necessary to the sponsor's measured using
meet the discretion a visual test
visual ground provided the pattern
segment minimum field- filling the
requirement, of-view is entire visual
whichever is retained.. scene (all
greater. Both channels) with
pilot seat a matrix of
visual systems black and
must be white 5
operable squares.
simultaneously
. Wide-angle
systems
providing
cross-flight
deck viewing
(for both
pilots
simultaneously
) must provide
a minimum
field-of-view
of at least
146
horizontally
and 36
vertically.
Any geometric
error between
the Image
Generator eye
point and the
pilot eye
point must be
8 or less.----------------------------------------------------------------------------------------------------------------
4.b.2...... Continuous field- The simulator N/A............ An SOC is X Horizontal
of-view. must provide a required and field-of-view
continuous must explain is centered on
field-of-view the geometry the zero
of at least of the degree azimuth
146 installation. line relative
horizontally Horizontal to the
and 36 field-of-view aircraft
vertically or of at least fuselage.
the number of 146 (including Field-of-view
degrees not less than may be
necessary to 73 measured measured using
meet the either side of a visual test
visual ground the center of pattern
segment the design eye filling the
requirement, point). entire visual
whichever is Additional scene (all
greater. The horizontal channels) with
minimum field-of-view a matrix of
horizontal capability may black and
field-of-view be added at white 5
coverage must the sponsor's squares.
be plus and discretion
minus one-half provided the
(\1/2\) of the minimum field-
minimum of-view is
continuous retained..
field-of-view Vertical field-
requirement, of-view of at
centered on least 36
the zero measured from
degree azimuth the pilot's
line relative and co-pilot's
to the eye point..
aircraft
fuselage. Any
geometric
error between
the Image
Generator eye
point and the
pilot eye
point must be
8 or less.----------------------------------------------------------------------------------------------------------------4.b.3...... Continuous field- Continuous N/A............ An SOC is X The horizontal
of-view. field-of-view required and field-of-view
of at least must explain is
176 horizontal the geometry traditionally
and 56 of the described as a
vertical field- installation. 180 field-of-
of-view for Horizontal view. However,
each pilot field-of-view the field-of-
simultaneously is centered on view is
. Any the zero technically no
geometric degree azimuth less than 176.
error between line relative Field-of-view
the Image to the may be
Generator eye aircraft measured using
point and the fuselage. a visual test
pilot eye Horizontal pattern
point must be field-of-view filling the
8 or less. must be at entire visual
least 176 scene (all
(including not channels) with
less than 88 a matrix of
either side of black and
the center of white 5
the design eye squares.
point).
Additional
horizontal
field-of-view
capability may
be added at
the sponsor's
discretion
provided the
minimum field-
of-view is
retained..
Vertical field-
of-view must
not be less
than a total
of 56 measured
from the
pilot's and co-
pilot's eye
point.----------------------------------------------------------------------------------------------------------------
4.c........ Surface contrast Not less than N/A............ The ratio is X Measurements
ratio. 5:1. calculated by may be made
dividing the using a 1 spot
brightness photometer and
level of the a raster drawn
center, bright test pattern
square filling the
(providing at entire visual
least 2 foot- scene (all
lamberts or 7 channels) with
cd/m\2\) by a test pattern
the brightness of black and
level of any white squares,
adjacent dark 5 per square,
square. with a white
square in the
center of each
channel.
During
contrast ratio
testing,
simulator aft-
cab and flight
deck ambient
light levels
should be
zero.----------------------------------------------------------------------------------------------------------------4.d........ Highlight Not less than N/A............ Measure the X Measurements
brightness. six (6) foot- brightness of may be made
lamberts (20 the center, using a 1 spot
cd/m\2\). white square photometer and
while a raster drawn
superimposing test pattern
a highlight on filling the
that white entire visual
square. The scene (all
use of channels) with
calligraphic a test pattern
capabilities of black and
to enhance the white squares,
raster 5 per square,
brightness is with a white
acceptable; square in the
however, center of each
measuring channel.
light points
is not
acceptable.----------------------------------------------------------------------------------------------------------------
4.e........ Surface Not greater N/A............ An SOC is X X When the eye is
resolution. than two (2) required and positioned on
arc minutes. must include a 3 glide
the slope at the
appropriate slant range
calculations distances
and an indicated with
explanation of white runway
those markings on a
calculations. black runway
Level B surface, the
requires eye will
surface subtend two
resolution not (2) arc
greater than minutes: (1) A
three (3) arc slant range of
minutes. 6,876 ft with
stripes 150 ft
long and 16 ft
wide, spaced 4
ft apart. (2)
For
Configuration
A, a slant
range of 5,157
feet with
stripes 150 ft
long and 12 ft
wide, spaced 3
ft apart. (3)
For
Configuration
B, a slant
range of 9,884
feet, with
stripes 150 ft
long and 5.75
ft wide,
spaced 5.75 ft
apart.----------------------------------------------------------------------------------------------------------------4.f........ Light point size Not greater N/A............ An SOC is X X Light point
than five (5) required and size may be
arc minutes. must include measured using
the relevant a test pattern
calculations consisting of
and an a centrally
explanation of located single
those row of light
calculations. points reduced
in length
until
modulation is
just
discernible in
each visual
channel. A row
of 48 lights
will form a 4
angle or less.----------------------------------------------------------------------------------------------------------------4.g........ Light point A 1 spot
contrast ratio. photometer may
be used to
measure a
square of at
least 1 filled
with light
points (where
light point
modulation is
just
discernible)
and compare
the results to
the measured
adjacent
background.
During
contrast ratio
testing,
simulator aft-
cab and flight
deck ambient
light levels
should be
zero.----------------------------------------------------------------------------------------------------------------4.g.1...... Not less than N/A............ An SOC is X
10:1. required and
must include
the relevant
calculations.----------------------------------------------------------------------------------------------------------------
4.g.2...... Not less than N/A............ An SOC is X X
25:1. required and
must include
the relevant
calculations.----------------------------------------------------------------------------------------------------------------4.h........ Visual ground segment----------------------------------------------------------------------------------------------------------------
The visible Landing The QTG must X X X Pre-positioning
segment in the configuration, contain for this test
simulator must with the appropriate is encouraged,
be [20% of the aircraft calculations and may be
segment trimmed for and a drawing achieved via
computed to be the showing the manual or
visible from appropriate data used to autopilot
the helicopter airspeed, establish the control to the
flight deck. where the MLG helicopter desired
This tolerance are at 100 ft location and position.
may be applied (30 m) above the segment of
at the far end the plane of the ground
of the the touchdown that is
displayed zone, on the visible
segment. electronic considering
However, glide slope design eye
lights and with an RVR point, the
ground objects value set at helicopter
computed to be 1,200 ft (350 attitude,
visible from m). flight deck
the helicopter cut-off angle,
flight deck at and a
the near end visibility of
of the visible 1200 ft (350
segment must m) RVR.
be visible in Simulator
the simulator. performance
must be
measured
against the
QTG
calculations.
The data
submitted must
include at
least the
following:
(1) Static
helicopter
dimensions as
follows:
(i) Horizontal
and vertical
distance from
main landing
gear (MLG) to
glideslope
reception
antenna..
(ii) Horizontal
and vertical
distance from
MLG to pilot's
eyepoint..
(iii) Static
flight deck
cutoff angle..
(2) Approach
data as
follows:.
(i)
Identification
of runway..
(ii) Horizontal
distance from
runway
threshold to
glideslope
intercept with
runway..
(iii)
Glideslope
angle..
(iv) Helicopter
pitch angle on
approach..
(3) Helicopter
data for
manual
testing:.
(i) Gross
weight..
(ii) Helicopter
configuration..
(iii) Approach
airspeed..
If non-
homogenous fog
is used to
obscure
visibility,
the vertical
variation in
horizontal
visibility
must be
described and
be included in
the slant
range
visibility
calculation
used in the
computations..----------------------------------------------------------------------------------------------------------------5.......... Sound system----------------------------------------------------------------------------------------------------------------
The sponsor will not be required to repeat the helicopter tests
(i.e., tests 5.a.1. through 5.a.8. (or 5.b.1. through 5.b.9.) and
5.c., as appropriate) during continuing qualification evaluations
if frequency response and background noise test results are within
tolerance when compared to the initial qualification evaluation
results, and the sponsor shows that no software changes have
occurred that will affect the helicopter test results. If the
frequency response test method is chosen and fails, the sponsor
may elect to fix the frequency response problem and repeat the
test or the sponsor may elect to repeat the helicopter tests. If
the helicopter tests are repeated during continuing qualification
evaluations, the results may be compared against initial
qualification evaluation results or helicopter master data. All
tests in this section must be presented using an unweighted \1/3\-
octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum
20 second average must be taken at the location corresponding to
the helicopter data set. The helicopter and flight simulator
results must be produced using comparable data analysis
techniques.----------------------------------------------------------------------------------------------------------------5.a........ Basic requirements----------------------------------------------------------------------------------------------------------------
5.a.1...... Ready for engine [5 dB per \1/3\ Ground......... Normal X
start. octave band. condition
prior to
engine start.
The APU must
be on if
appropriate.----------------------------------------------------------------------------------------------------------------5.a.2...... All engines at [5 dB per \1/3\ Ground......... Normal X
idle; rotor not octave band. condition
turning (if prior to lift-
applicable) and off.
rotor turning.----------------------------------------------------------------------------------------------------------------5.a.3...... Hover........... [5 dB per \1/3\ Hover.......... X
octave band.----------------------------------------------------------------------------------------------------------------5.a.4...... Climb........... [5 dB per \1/3\ En-route climb. Medium altitude X
octave band.----------------------------------------------------------------------------------------------------------------5.a.5...... Cruise.......... [5 dB per \1/3\ Cruise......... Normal cruise X
octave band. configuration.----------------------------------------------------------------------------------------------------------------5.a.6...... Final approach.. [5 dB per \1/3\ Landing........ Constant X
octave band. airspeed, gear
down.----------------------------------------------------------------------------------------------------------------5.b........ Special cases----------------------------------------------------------------------------------------------------------------
[5 dB per \1/3\ As appropriate. X These special
octave band. cases are
identified as
particularly
significant
during
critical
phases of
flight and
ground
operations for
a specific
helicopter
type or model.----------------------------------------------------------------------------------------------------------------5.c........ Background noise----------------------------------------------------------------------------------------------------------------
[3 dB per \1/3\ As appropriate. Results of the X The simulated
octave band. background sound will be
noise at evaluated to
initial ensure that
qualification the background
must be noise does not
included in interfere with
the MQTG. training,
Measurements testing, or
must be made checking.
with the
simulation
running, the
sound muted,
and a ``dead''
flight deck.----------------------------------------------------------------------------------------------------------------5.d........ Frequency response----------------------------------------------------------------------------------------------------------------
[5 dB on three Applicable only X Measurements
(3) to Continuing are compared
consecutive Qualification to those taken
bands when Evaluations. during initial
compared to If frequency qualification
initial response plots evaluation.
evaluation; are provided
and [2 dB when for each
comparing the channel at the
average of the initial
absolute evaluation,
differences these plots
between may be
initial and repeated at
continuing the continuing
qualification qualification
evaluation. evaluation
with the
following
tolerances
applied:
(a) The
continuing
qualification
\1/3\ octave
band
amplitudes
must not
exceed [5 dB
for three
consecutive
bands when
compared to
initial
results..
(b) The average
of the sum of
the absolute
differences
between
initial and
continuing
qualification
results must
not exceed 2
dB (refer to
table C2C in
Appendix C)..---------------------------------------------------------------------------------------------------------------- ________________________________________________________________________
Begin Information
3. General
a. If relevant winds are present in the objective data, the wind vector should be clearly noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for test near the ground.
b. The reader is encouraged to review the Airplane Flight Simulator Evaluation Handbook, Volumes I and II, published by the Royal Aeronautical Society, London, UK, and FAA AC 25-7, as amended, Flight Test Guide for Certification of Transport Category Airplanes, and AC 23-8, as amended, Flight Test Guide for Certification of Part 23 Airplanes, for references and examples regarding flight testing requirements and techniques.
4. Control Dynamics
a. General. The characteristics of a helicopter flight control system have a major effect on the handling qualities. A significant consideration in pilot acceptability of a helicopter is the ``feel'' provided through the flight controls. Considerable effort is expended on helicopter feel system design so that pilots will be comfortable and will consider the helicopter desirable to fly. In order for an FFS to be representative, it should ``feel'' like the helicopter being simulated. Compliance with this requirement is determined by comparing a recording of the control feel dynamics of the FFS to actual helicopter measurements in the hover and cruise configurations.
(1) Recordings such as free response to an impulse or step function are classically used to estimate the dynamic properties of electromechanical systems. In any case, it is only possible to estimate the dynamic properties as a result of only being able to estimate true inputs and responses. Therefore, it is imperative that the best possible data be collected since close matching of the FFS control loading system to the helicopter system is essential. The required dynamic control tests are described in Table C2A of this attachment.
(2) For initial and upgrade evaluations, the QPS requires that control dynamics characteristics be measured and recorded directly from the flight controls (Handling Qualities--Table C2A). This procedure is usually accomplished by measuring the free response of the controls using a step or impulse input to excite the system. The procedure should be accomplished in the hover and cruise flight conditions and configurations.
(3) For helicopters with irreversible control systems, measurements may be obtained on the ground if proper pitot-static inputs are provided to represent airspeeds typical of those encountered in flight. Likewise, it may be shown that for some helicopters, hover, climb, cruise, and autorotation have like effects. Thus, one may suffice for another. If either or both considerations apply, engineering validation or helicopter manufacturer rationale should be submitted as justification for ground tests or for eliminating a configuration. For FFSs requiring static and dynamic tests at the controls, special test fixtures will not be required during initial and upgrade evaluations if the QTG shows both test fixture results and the results of an alternate approach (e.g., computer plots that were produced concurrently and show satisfactory agreement). Repeat of the alternate method during the initial evaluation satisfies this test requirement.
b. Control Dynamics Evaluations. The dynamic properties of control systems are often stated in terms of frequency, damping, and a number of other classical measurements. In order to establish a consistent means of validating test results for FFS control loading, criteria are needed that will clearly define the measurement interpretation and the applied tolerances. Criteria are needed for underdamped, critically damped and overdamped systems. In the case of an underdamped system with very light damping, the system may be quantified in terms of frequency and damping. In critically damped or overdamped systems, the frequency and damping are not readily measured from a response time history. Therefore, the following suggested measurements may be used:
(1) For Levels C and D simulators. Tests to verify that control feel dynamics represent the helicopter should show that the dynamic damping cycles (free response of the controls) match those of the helicopter within specified tolerances. The NSPM recognizes that several different testing methods may be used to verify the control feel dynamic response. The NSPM will consider the merits of testing methods based on reliability and consistency. One acceptable method of evaluating the response and the tolerance to be applied is described below for the underdamped and critically damped cases. A sponsor using this method to comply with the QPS requirements should perform the tests as follows:
(a) Underdamped Response. Two measurements are required for the period, the time to first zero crossing (in case a rate limit is present) and the subsequent frequency of oscillation. It is necessary to measure cycles on an individual basis in case there are non-uniform periods in the response. Each period will be independently compared to the respective period of the helicopter control system and, consequently, will enjoy the full tolerance specified for that period. The damping tolerance will be applied to overshoots on an individual basis. Care should be taken when applying the tolerance to small overshoots since the significance of such overshoots becomes questionable. Only those overshoots larger than 5 percent of the total initial displacement should be considered significant. The residual band, labeled T(Ad) on Figure C2A is [5 percent of the initial displacement amplitude Ad from the steady state value of the oscillation. Only oscillations outside the residual band are considered significant. When comparing FFS data to helicopter data, the process should begin by overlaying or aligning the FFS and helicopter steady state values and then comparing amplitudes of oscillation peaks, the time of the first zero crossing, and individual periods of oscillation. The FFS should show the same number of significant overshoots to within one when compared against the helicopter data. The procedure for evaluating the response is illustrated in Figure C2A.
(b) Critically damped and Overdamped Response. Due to the nature of critically damped and overdamped responses (no overshoots), the time to reach 90 percent of the steady state (neutral point) value should be the same as the helicopter within [10 percent. The simulator response must be critically damped also. Figure C2B illustrates the procedure.
(c) Special considerations. Control systems that exhibit characteristics other than classical overdamped or underdamped responses should meet specified tolerances. In addition, special consideration should be given to ensure that significant trends are maintained.
(2) Tolerances.
(a) The following summarizes the tolerances, ``T'' for underdamped systems, and ``n'' is the sequential period of a full cycle of oscillation. See Figure C2A of this attachment for an illustration of the referenced measurements.
T(P0)..................................... [10% of P0T(P1)..................................... [20% of P1T(P2)..................................... [30% of P2T(Pn)..................................... [10(n+1)% of PnT(An)..................................... [10% of A1, [20% of
Subsequent PeaksT(Ad)..................................... [5% of Ad = residual band
Significant overshoots. First overshoot and [1 subsequent overshoots
(b) The following tolerance applies to critically damped and overdamped systems only. See Figure C2B for an illustration of the reference measurements:
T(P0)..................................... [10% of P0
End Information ________________________________________________________________________
Begin QPS Requirement
c. Alternative method for control dynamics evaluation.
(1) An alternative means for validating control dynamics for aircraft with hydraulically powered flight controls and artificial feel systems is by the measurement of control force and rate of movement. For each axis of pitch, roll, and yaw, the control must be forced to its maximum extreme position for the following distinct rates. These tests are conducted under normal flight and ground conditions.
(a) Static test--Slowly move the control so that a full sweep is achieved within 95-105 seconds. A full sweep is defined as movement of the controller from neutral to the stop, usually aft or right stop, then to the opposite stop, then to the neutral position.
(b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.
(c) Fast dynamic test--Achieve a full sweep in within 3-5 seconds.
Note: Dynamic sweeps may be limited to forces not exceeding 100 lbs. (44.5 daN).
(d) Tolerances
(i) Static test--see Table C2A, FFS Objective Tests, Entries 2.a.1., 2.a.2., and 2.a.3.
(ii) Dynamic test--[2 lbs (0.9 daN) or [10% on dynamic increment above static test.
End QPS Requirement ________________________________________________________________________
Begin Information
d. The FAA is open to alternative means that are justified and appropriate to the application. For example, the method described here may not apply to all manufacturers systems and certainly not to aircraft with reversible control systems. Each case is considered on its own merit on an ad hoc basis. If the FAA finds that alternative methods do not result in satisfactory performance, more conventionally accepted methods will have to be used. [GRAPHIC] [TIFF OMITTED] TR09MY08.034
End Information ________________________________________________________________________
5. [Reserved] ________________________________________________________________________
Begin Information
6. Motion System.
a. General.
(1) Pilots use continuous information signals to regulate the state of the helicopter. In concert with the instruments and outside-world visual information, whole-body motion feedback is essential in assisting the pilot to control the helicopter dynamics, particularly in the presence of external disturbances. The motion system should meet basic objective performance criteria, and be subjectively tuned at the pilot's seat position to represent the linear and angular accelerations of the helicopter during a prescribed minimum set of maneuvers and conditions. The response of the motion cueing system should be repeatable.
(2) The Motion System tests in Section 3 of Table C2A are intended to qualify the FFS motion cueing system from a mechanical performance standpoint. Additionally, the list of motion effects provides a representative sample of dynamic conditions that should be present in the flight simulator. An additional list of representative, training-critical maneuvers, selected from Section 1, (Performance tests) and Section 2, (Handling Qualities tests) in Table C2A, that should be recorded during initial qualification (but without tolerance) to indicate the flight simulator motion cueing performance signature have been identified (reference Section 3.e). These tests are intended to help improve the overall standard of FFS motion cueing.
b. Motion System Checks. The intent of test 3a, Frequency Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as described in the Table of Objective Tests, is to demonstrate the performance of the motion system hardware, and to check the integrity of the motion set-up with regard to calibration and wear. These tests are independent of the motion cueing software and should be considered robotic tests.
c. Motion System Repeatability. The intent of this test is to ensure that the motion system software and motion system hardware have not degraded or changed over time. This diagnostic test should be completed during continuing qualification checks in lieu of the robotic tests. This will allow an improved ability to determine changes in the software or determine degradation in the hardware. The following information delineates the methodology that should be used for this test.
(1) Input: The inputs should be such that rotational accelerations, rotational rates, and linear accelerations are inserted before the transfer from helicopter center of gravity to pilot reference point with a minimum amplitude of 5 deg/sec/sec, 10 deg/sec and 0.3 g, respectively, to provide adequate analysis of the output.
(2) Recommended output:
(a) Actual platform linear accelerations; the output will comprise accelerations due to both the linear and rotational motion acceleration;
(b) Motion actuators position.
d. Motion Cueing Performance Signature.
(1) Background. The intent of this test is to provide quantitative time history records of motion system response to a selected set of automated QTG maneuvers during initial qualification. It is not intended to be a comparison of the motion platform accelerations against the flight test recorded accelerations (i.e., not to be compared against helicopter cueing). If there is a modification to the initially qualified motion software or motion hardware (e.g., motion washout filter, simulator payload change greater than 10%) then a new baseline may need to be established.
(2) Test Selection. The conditions identified in Section 3.e. in Table C2A are those maneuvers where motion cueing is the most discernible. They are general tests applicable to all types of helicopters and should be completed for motion cueing performance signature at any time acceptable to the NSPM prior to or during the initial qualification evaluation, and the results included in the MQTG.
(3) Priority. Motion system should be designed with the intent of placing greater importance on those maneuvers that directly influence pilot perception and control of the helicopter motions. For the maneuvers identified in section 3.e. in Table C2A, the flight simulator motion cueing system should have a high tilt co-ordination gain, high rotational gain, and high correlation with respect to the helicopter simulation model.
(4) Data Recording. The minimum list of parameters provided should allow for the determination of the flight simulator's motion cueing performance signature for the initial qualification evaluation. The following parameters are recommended as being acceptable to perform such a function:
(a) Flight model acceleration and rotational rate commands at the pilot reference point;
(b) Motion actuators position;
(c) Actual platform position;
(d) Actual platform acceleration at pilot reference point.
e. Motion Vibrations.
(1) Presentation of results. The characteristic motion vibrations may be used to verify that the flight simulator can reproduce the frequency content of the helicopter when flown in specific conditions. The test results should be presented as a Power Spectral Density (PSD) plot with frequencies on the horizontal axis and amplitude on the vertical axis. The helicopter data and flight simulator data should be presented in the same format with the same scaling. The algorithms used for generating the flight simulator data should be the same as those used for the helicopter data. If they are not the same then the algorithms used for the flight simulator data should be proven to be sufficiently comparable. As a minimum the results along the dominant axes should be presented and a rationale for not presenting the other axes should be provided.
(2) Interpretation of results. The overall trend of the PSD plot should be considered while focusing on the dominant frequencies. Less emphasis should be placed on the differences at the high frequency and low amplitude portions of the PSD plot. During the analysis, certain structural components of the flight simulator have resonant frequencies that are filtered and may not appear in the PSD plot. If filtering is required, the notch filter bandwidth should be limited to 1 Hz to ensure that the buffet feel is not adversely affected. In addition, a rationale should be provided to explain that the characteristic motion vibration is not being adversely affected by the filtering. The amplitude should match helicopter data as described below. However, if the PSD plot was altered for subjective reasons, a rationale should be provided to justify the change. If the plot is on a logarithmic scale it may be difficult to interpret the amplitude of the buffet in terms of acceleration. For example, a 1x10-3 g-rms\2\/Hz would describe a heavy buffet and may be seen in the deep stall regime. Alternatively, a 1x10-6 g-rms\2\/Hz buffet is almost imperceptable, but may represent a flap buffet at low speed. The previous two examples differ in magnitude by 1000. On a PSD plot this represents three decades (one decade is a change in order of magnitude of 10, and two decades is a change in order of magnitude of 100).
Note: In the example, ``g-rms\2\'' is the mathematical expression for ``g's root mean squared.''
f. Table C2B, Motion System Recommendations for Level C and Level D Helicopter Simulators, contains a description of the parameters that should be present in simulator motion systems to provide adequate onset motion cues to helicopter pilots. The information provided covers the six axes of motion (pitch, roll, yaw, vertical, lateral, and longitudinal) and addresses displacement, velocity, and acceleration. Also included is information about the parameters for initial rotational and linear acceleration. The parameters listed in this table apply only to Level C and Level D simulators, and are presented here as recommended targets for motion system capability. They are not requirements.
Table C2B--Motion System Recommendations for Level C and Level D
Helicopter Simulators------------------------------------------------------------------------
------------------------------------------------------------------------a.......... Motion System Envelopea.1........ Pitcha.1.a...... Displacement.... [25a.1.b...... Velocity........ [20/seca.1.c...... Acceleration.... [100/sec\2\a.2........ Rolla.2.a...... Displacement.... [25a.2.b...... Velocity........ [20/seca.2.c...... Acceleration.... [100/sec\2\a.3........ Yawa.3.a...... Displacement.... [25a.3.b...... Velocity--...... [20/seca.3.c...... Acceleration.... [100/sec\2\a.4........ Verticala.4.a...... Displacement.... [34 in.a.4.b...... Velocity........ [24 in.a.4.c...... Acceleration.... [0.8 g.a.5........ Laterala.5.a...... Displacement.... [45 in.a.5.b...... Velocity........ [28 in/sec.a.5.c...... Acceleration.... [0.6 g.a.6........ Longitudinala.6.a...... Displacement.... [34 in.a.6.b...... Velocity........ [28 in/sec.a.6.c...... Acceleration.... [0.6 g.a.7........ Initial Rotational Acceleration Ratio.
All axes 300/ sec\2\/seca.8........ Initial Linear Acceleration Ratio.a.8.a...... Vertical........ [6g/seca.8.b...... Lateral......... [3g/seca.8.c...... Longitudinal.... [3g/sec------------------------------------------------------------------------ [GRAPHIC] [TIFF OMITTED] TR09MY08.035
7. Sound System
a. General. The total sound environment in the helicopter is very complex, and changes with atmospheric conditions, helicopter configuration, airspeed, altitude, and power settings. Flight deck sounds are an important component of the flight deck operational environment and provide valuable information to the flight crew. These aural cues can either assist the crew (as an indication of an abnormal situation), or hinder the crew (as a distraction or nuisance). For effective training, the flight simulator should provide flight deck sounds that are perceptible to the pilot during normal and abnormal operations, and that are comparable to those of the helicopter. The flight simulator operator should carefully evaluate background noises in the location where the device will be installed. To demonstrate compliance with the sound requirements, the objective or validation tests in this attachment were selected to provide a representative sample of normal static conditions typically experienced by a pilot.
b. Alternate propulsion. For FFS with multiple propulsion configurations, any condition listed in Table C2A in this attachment should be presented for evaluation as part of the QTG if identified by the helicopter manufacturer or other data supplier as significantly different due to a change in propulsion system (engine or propeller).
c. Data and Data Collection System.
(1) Information provided to the flight simulator manufacturer should comply be presented in the format suggested by the ``International Air Transport Association (IATA) Flight Simulator Design and Performance Data Requirements,'' as amended. This information should contain calibration and frequency response data.
(2) The system used to perform the tests listed in Table C2A should comply with the following standards:
(a) The specifications for octave, half octave, and third octave band filter sets may be found in American National Standards Institute (ANSI) S1.11-1986.
(b) Measurement microphones should be type WS2 or better, as described in International Electrotechnical Commission (IEC) 1094-4-1995.
(3) Headsets. If headsets are used during normal operation of the helicopter they should also be used during the flight simulator evaluation.
(4) Playback equipment. Playback equipment and recordings of the QTG conditions should be provided during initial evaluations.
(5) Background noise.
(a) Background noise is the noise in the flight simulator that is not associated with the helicopter, but is caused by the flight simulator's cooling and hydraulic systems and extraneous noise from other locations in the building. Background noise can seriously impact the correct simulation of helicopter sounds, and should be kept below the helicopter sounds. In some cases, the sound level of the simulation can be increased to compensate for the background noise. However, this approach is limited by the specified tolerances and by the subjective acceptability of the sound environment to the evaluation pilot.
(b) The acceptability of the background noise levels is dependent upon the normal sound levels in the helicopter being represented. Background noise levels that fall below the lines defined by the following points, may be acceptable:
(i) 70 dB @ 50 Hz;
(ii) 55 dB @ 1000 Hz;
(iii) 30 dB @ 16 kHz.
(Note: These limits are for unweighted \1/3\ octave band sound levels. Meeting these limits for background noise does not ensure an acceptable flight simulator. Helicopter sounds that fall below this limit require careful review and may require lower limits on background noise.)
(6) Validation testing. Deficiencies in helicopter recordings should be considered when applying the specified tolerances to ensure that the simulation is representative of the helicopter. Examples of typical deficiencies are:
(a) Variation of data between tail numbers.
(b) Frequency response of microphones.
(c) Repeatability of the measurements.
Table C2C--Example of Continuing Qualification Frequency Response Test
Tolerance------------------------------------------------------------------------
Continuing
Initial qualification Absolute
Band center frequency results results difference
(dBSPL) (dBSPL)------------------------------------------------------------------------50............................. 75.0 73.8 1.263............................. 75.9 75.6 0.380............................. 77.1 76.5 0.6100............................ 78.0 78.3 0.3125............................ 81.9 81.3 0.6160............................ 79.8 80.1 0.3200............................ 83.1 84.9 1.8250............................ 78.6 78.9 0.3315............................ 79.5 78.3 1.2400............................ 80.1 79.5 0.9500............................ 80.7 79.8 0.9630............................ 81.9 80.4 1.5800............................ 73.2 74.1 0.91000........................... 79.2 80.1 0.91250........................... 80.7 82.8 2.11600........................... 81.6 78.6 3.02000........................... 76.2 74.4 1.82500........................... 79.5 80.7 1.23150........................... 80.1 77.1 3.04000........................... 78.9 78.6 0.35000........................... 80.1 77.1 3.06300........................... 80.7 80.4 0.38000........................... 84.3 85.5 1.210000.......................... 81.3 79.8 1.512500.......................... 80.7 80.1 0.616000.......................... 71.1 71.1 0.0
----------------------------------------
Average 1.1------------------------------------------------------------------------
8. Additional Information About Flight Simulator Qualification for New
or Derivative Helicopters
a. Typically, a helicopter manufacturer's approved final data for performance, handling qualities, systems or avionics is not available until well after a new or derivative helicopter has entered service. However, flight crew training and certification often begins several months prior to the entry of the first helicopter into service. Consequently, it may be necessary to use preliminary data provided by the helicopter manufacturer for interim qualification of flight simulators.
b. In these cases, the NSPM may accept certain partially validated preliminary helicopter and systems data, and early release (``red label'') avionics data in order to permit the necessary program schedule for training, certification, and service introduction.
c. Simulator sponsors seeking qualification based on preliminary data should consult the NSPM to make special arrangements for using preliminary data for flight simulator qualification. The sponsor should also consult the helicopter and flight simulator manufacturers to develop a data plan and flight simulator qualification plan.
d. The procedure to be followed to gain NSPM acceptance of preliminary data will vary from case to case and between helicopter manufacturers. Each helicopter manufacturer's new helicopter development and test program is designed to suit the needs of the particular project and may not contain the same events or sequence of events as another manufacturer's program or even the same manufacturer's program for a different helicopter. Therefore, there cannot be a prescribed invariable procedure for acceptance of preliminary data; instead there should be a statement describing the final sequence of events, data sources, and validation procedures agreed by the simulator sponsor, the helicopter manufacturer, the flight simulator manufacturer, and the NSPM.
Note: A description of helicopter manufacturer-provided data needed for flight simulator modeling and validation is to be found in the ``Royal Aeronautical Society Data Package Requirements for Design and Performance Evaluation of Rotary Wing Synthetic Training Devices.''
e. The preliminary data should be the manufacturer's best representation of the helicopter, with assurance that the final data will not deviate significantly from the preliminary estimates. Data derived from these predictive or preliminary techniques should be validated by available sources including, at least, the following:
(1) Manufacturer's engineering report. The report should explain the predictive method used and illustrate past success of the method on similar projects. For example, the manufacturer could show the application of the method to an earlier helicopter model or predict the characteristics of an earlier model and compare the results to final data for that model.
(2) Early flight test results. This data is often derived from helicopter certification tests and should be used to maximum advantage for early flight simulator validation. Certain critical tests that would normally be done early in the helicopter certification program should be included to validate essential pilot training and certification maneuvers. These tests include cases where a pilot is expected to cope with a helicopter failure mode or an engine failure. The early data available will depend on the helicopter manufacturer's flight test program design and may not be the same in each case. The flight test program of the helicopter manufacturer should include provisions for generation of very early flight tests results for flight simulator validation.
f. The use of preliminary data is not indefinite. The helicopter manufacturer's final data should be available within 12 months after the helicopter first entry into service or as agreed by the NSPM, the simulator sponsor, and the helicopter manufacturer. When applying for interim qualification using preliminary data, the simulator sponsor and the NSPM should agree on the update program. This includes specifying that the final data update will be installed in the flight simulator within a period of 12 months following the final data release, unless special conditions exist and a different schedule is acceptable. The flight simulator performance and handling validation would then be based on data derived from flight tests. Initial helicopter systems data should be updated after engineering tests. Final helicopter systems data should also be used for flight simulator programming and validation.
g. Flight simulator avionics should stay essentially in step with helicopter avionics (hardware and software) updates. The permitted time lapse between helicopter and flight simulator updates should be minimal. It may depend on the magnitude of the update and whether the QTG and pilot training and certification are affected. Differences in helicopter and flight simulator avionics versions and the resulting effects on flight simulator qualification should be agreed between the simulator sponsor and the NSPM. Consultation with the flight simulator manufacturer is desirable throughout the qualification process.
h. The following describes an example of the design data and sources that might be used in the development of an interim qualification plan.
(1) The plan should consist of the development of a QTG based upon a mix of flight test and engineering simulation data. For data collected from specific helicopter flight tests or other flights the required design model or data changes necessary to support an acceptable Proof of Match (POM) should be generated by the helicopter manufacturer.
(2) For proper validation of the two sets of data, the helicopter manufacturer should compare their simulation model responses against the flight test data, when driven by the same control inputs and subjected to the same atmospheric conditions as recorded in the flight test. The model responses should result from a simulation where the following systems are run in an integrated fashion and are consistent with the design data released to the flight simulator manufacturer:
(a) Propulsion.
(b) Aerodynamics.
(c) Mass properties.
(d) Flight controls.
(e) Stability augmentation.
(f) Brakes/landing gear.
i. A qualified test pilot should be used to assess handling qualities and performance evaluations for the qualification of flight simulators of new helicopter types.
End Information ________________________________________________________________________
Begin QPS Requirement
9. Engineering Simulator--Validation Data
a. When a fully validated simulation (i.e., validated with flight test results) is modified due to changes to the simulated helicopter configuration, the helicopter manufacturer or other acceptable data supplier must coordinate with the NSPM to supply validation data from an ``audited'' engineering simulator/simulation to selectively supplement flight test data. The NSPM must be provided an opportunity to audit the use of the engineering simulation or the engineering simulator during the acquisition of the data that will be used as validation data. Audited data may be used for changes that are incremental in nature. Manufacturers or other data suppliers must be able to demonstrate that the predicted changes in helicopter performance are based on acceptable aeronautical principles with proven success history and valid outcomes. This must include comparisons of predicted and flight test validated data.
b. Helicopter manufacturers or other acceptable data suppliers seeking to use an engineering simulator for simulation validation data as an alternative to flight-test derived validation data, must contact the NSPM and provide the following:
(1) A description of the proposed aircraft changes, a description of the proposed simulation model changes, and the use of an integral configuration management process, including an audit of the actual simulation model modifications that includes a step-by-step description leading from the original model(s) to the current model(s).
(2) A schedule for review by the NSPM of the proposed plan and the subsequent validation data to establish acceptability of the proposal.
(3) Validation data from an audited engineering simulator/simulation to supplement specific segments of the flight test data.
c. To be qualified to supply engineering simulator validation data, for aerodynamic, engine, flight control, or ground handling models, a helicopter manufacturer or other acceptable data supplier must:
(1) Be able to verify their ability to:
(a) Develop and implement high fidelity simulation models; and
(b) Predict the handling and performance characteristics of a helicopter with sufficient accuracy to avoid additional flight test activities for those handling and performance characteristics.
(2) Have an engineering simulator that:
(a) Is a physical entity, complete with a flight deck representative of the simulated class of helicopter;
(b) Has controls sufficient for manual flight;
(c) Has models that run in an integrated manner;
(d) Had fully flight-test validated simulation models as the original or baseline simulation models;
(e) Has an out-of-the-flight deck visual system;
(f) Has actual avionics boxes interchangeable with the equivalent software simulations to support validation of released software;
(g) Uses the same models as released to the training community (which are also used to produce stand-alone proof-of-match and checkout documents);
(h) Is used to support helicopter development and certification; and
(i) Has been found to be a high fidelity representation of the helicopter by the manufacturer's pilots (or other acceptable data supplier), certificate holders, and the NSPM.
(3) Use the engineering simulator to produce a representative set of integrated proof-of-match cases.
(4) Use a configuration control system covering hardware and software for the operating components of the engineering simulator.
(5) Demonstrate that the predicted effects of the change(s) are within the provisions of sub-paragraph ``a'' of this section, and confirm that additional flight test data are not required.
d. Additional Requirements for Validation Data
(1) When used to provide validation data, an engineering simulator must meet the simulator standards currently applicable to training simulators except for the data package.
(2) The data package used must be:
(a) Comprised of the engineering predictions derived from the helicopter design, development, or certification process;
(b) Based on acceptable aeronautical principles with proven success history and valid outcomes for aerodynamics, engine operations, avionics operations, flight control applications, or ground handling;
(c) Verified with existing flight-test data; and
(d) Applicable to the configuration of a production helicopter, as opposed to a flight-test helicopter.
(3) Where engineering simulator data are used as part of a QTG, an essential match must exist between the training simulator and the validation data.
(4) Training flight simulator(s) using these baseline and modified simulation models must be qualified to at least internationally recognized standards, such as contained in the ICAO Document 9625, the ``Manual of Criteria for the Qualification of Flight Simulators.''
End QPS Requirement ________________________________________________________________________
10. [Reserved]
11. Validation Test Tolerances ________________________________________________________________________
Begin Information
a. Non-Flight-Test Tolerances. If engineering simulator data or other non-flight-test data are used as an allowable form of reference validation data for the objective tests listed in Table C2A of this attachment, the data provider must supply a well-documented mathematical model and testing procedure that enables a replication of the engineering simulation results within 20% of the corresponding flight test tolerances.
b. Background
(1) The tolerances listed in Table C2A of this attachment are designed to measure the quality of the match using flight-test data as a reference.
(2) Good engineering judgment should be applied to all tolerances in any test. A test is failed when the results fall outside of the prescribed tolerance(s).
(3) Engineering simulator data are acceptable because the same simulation models used to produce the reference data are also used to test the flight training simulator (i.e., the two sets of results should be ``essentially'' similar).
(4) The results from the two sources may differ for the following reasons:
(a) Hardware (avionics units and flight controls);
(b) Iteration rates;
(c) Execution order;
(d) Integration methods;
(e) Processor architecture;
(f) Digital drift, including:
(i) Interpolation methods;
(ii) Data handling differences;
(iii) Auto-test trim tolerances.
(5) The tolerance limit between the reference data and the flight simulator results is generally 20% of the corresponding ``flight-test'' tolerances. However, there may be cases where the simulator models used are of higher fidelity, or the manner in which they are cascaded in the integrated testing loop have the effect of a higher fidelity, than those supplied by the data provider. Under these circumstances, it is possible that an error greater than 20% may be generated. An error greater than 20% may be acceptable if the simulator sponsor can provide an adequate explanation.
(6) Guidelines are needed for the application of tolerances to engineering-simulator-generated validation data because:
(a) Flight-test data are often not available due to sound technical reasons;
(b) Alternative technical solutions are being advanced; and
(c) The costs are high.
12. Validation Data Roadmap
a. Helicopter manufacturers or other data suppliers should supply a validation data roadmap (VDR) document as part of the data package. A VDR document contains guidance material from the helicopter validation data supplier recommending the best possible sources of data to be used as validation data in the QTG. A VDR is of special value when requesting interim qualification, qualification of simulators for helicopters certificated prior to 1992, and qualification of alternate engine or avionics fits. A sponsor seeking to have a device qualified in accordance with the standards contained in this QPS appendix should submit a VDR to the NSPM as early as possible in the planning stages. The NSPM is the final authority to approve the data to be used as validation material for the QTG. The NSPM and the Joint Aviation Authorities' Synthetic Training Devices Advisory Board have committed to maintain a list of agreed VDRs.
b. The VDR should identify (in matrix format) sources of data for all required tests. It should also provide guidance regarding the validity of these data for a specific engine type, thrust rating configuration, and the revision levels of all avionics affecting helicopter handling qualities and performance. The VDR should include rationale or explanation in cases where data or parameters are missing, engineering simulation data are to be used, flight test methods require explanation, or where there is any deviation from data requirements. Additionally, the document should refer to other appropriate sources of validation data (e.g., sound and vibration data documents).
c. The Sample Validation Data Roadmap (VDR) for helicopters, shown in Table C2D, depicts a generic roadmap matrix identifying sources of validation data for an abbreviated list of tests. This sample document uses fixed wing parameters instead of helicopter values. It is merely a sample and does not provide actual data. A complete matrix should address all test conditions for helicopter application and provide actual data and data sources.
d. Two examples of rationale pages are presented in Appendix F of IATA Flight Simulator Design and Performance Data Requirements document. These illustrate the type of helicopter and avionics configuration information and descriptive engineering rationale used to describe data anomalies or provide an acceptable basis for using alternative data for QTG validation requirements.
End Information ________________________________________________________________________ [GRAPHIC] [TIFF OMITTED] TR09MY08.036
Begin Information ________________________________________________________________________
13. [Reserved]
14. Acceptance Guidelines for Alternative Avionics (Flight-Related
Computers and Controllers)
a. Background
(1) For a new helicopter type, the majority of flight validation data are collected on the first helicopter configuration with a ``baseline'' flight-related avionics ship-set; (see subparagraph b.(2) of this section). These data are then used to validate all flight simulators representing that helicopter type.
(2) Additional validation data may be needed for flight simulators representing a helicopter with avionics of a different hardware design than the baseline, or a different software revision than that of previously validated configurations.
(3) When a flight simulator with additional or alternate avionics configurations is to be qualified, the QTG should contain tests against validation data for selected cases where avionics differences are expected to be significant.
b. Approval Guidelines For Validating Alternate Avionics
(1) The following guidelines apply to flight simulators representing helicopters with a revised avionics configuration, or more than one avionics configuration.
(2) The baseline validation data should be based on flight test data, except where other data are specifically allowed (e.g., engineering flight simulator data).
(3) The helicopter avionics can be segmented into two groups, systems or components whose functional behavior contributes to the aircraft response presented in the QTG results, and systems that do not. The following avionics are examples of contributory systems for which hardware design changes or software revisions may lead to significant differences in the aircraft response relative to the baseline avionics configuration: Flight control computers and controllers for engines, autopilot, braking system, and nosewheel steering system, if applicable. Related avionics such as augmentation systems should also be considered.
(4) The acceptability of validation data used in the QTG for an alternative avionics fit should be determined as follows:
(a) For changes to an avionics system or component that do not affect QTG validation test response, the QTG test can be based on validation data from the previously validated avionics configuration.
(b) For an avionics change to a contributory system, where a specific test is not affected by the change (e.g., the avionics change is a Built In Test Equipment (BITE) update or a modification in a different flight phase), the QTG test can be based on validation data from the previously-validated avionics configuration. The QTG should include authoritative justification (e.g., from the helicopter manufacturer or system supplier) that this avionics change does not affect the test.
(c) For an avionics change to a contributory system, the QTG may be based on validation data from the previously-validated avionics configuration if no new functionality is added and the impact of the avionics change on the helicopter response is based on acceptable aeronautical principles with proven success history and valid outcomes. This should be supplemented with avionics-specific validation data from the helicopter manufacturer's engineering simulation, generated with the revised avionics configuration. The QTG should include an explanation of the nature of the change and its effect on the helicopter response.
(d) For an avionics change to a contributory system that significantly affects some tests in the QTG, or where new functionality is added, the QTG should be based on validation data from the previously validated avionics configuration and supplemental avionics-specific flight test data sufficient to validate the alternate avionics revision. Additional flight test validation data may not be needed if the avionics changes were certified without the need for testing with a comprehensive flight instrumentation package. The helicopter manufacturer should coordinate flight simulator data requirements in advance with the NSPM.
(5) A matrix or ``roadmap'' should be provided with the QTG indicating the appropriate validation data source for each test. The roadmap should include identification of the revision state of those contributory avionics systems that could affect specific test responses.
15. Transport Delay Testing
a. This paragraph describes how to determine the introduced transport delay through the flight simulator system so that it does not exceed a specific time delay. The transport delay should be measured from control inputs through the interface, through each of the host computer modules and back through the interface to motion, flight instrument, and visual systems. The transport delay should not exceed the maximum allowable interval.
b. Four specific examples of transport delay are:
(1) Simulation of classic non-computer controlled aircraft;
(2) Simulation of Computer Controlled Aircraft using real helicopter black boxes;
(3) Simulation of Computer Controlled Aircraft using software emulation of helicopter boxes;
(4) Simulation using software avionics or rehosted instruments.
c. Figure C2C illustrates the total transport delay for a non-computer-controlled helicopter or the classic transport delay test. Since there are no helicopter-induced delays for this case, the total transport delay is equivalent to the introduced delay.
d. Figure C2D illustrates the transport delay testing method using the real helicopter controller system.
e. To obtain the induced transport delay for the motion, instrument and visual signal, the delay induced by the helicopter controller should be subtracted from the total transport delay. This difference represents the introduced delay and should not exceed the standards prescribed in Table C1A.
f. Introduced transport delay is measured from the flight deck control input to the reaction of the instruments and motion and visual systems (See Figure C2C).
g. The control input may also be introduced after the helicopter controller system input and the introduced transport delay may be measured directly from the control input to the reaction of the instruments, and simulator motion and visual systems (See Figure C2D).
h. Figure C2E illustrates the transport delay testing method used on a flight simulator that uses a software emulated helicopter controller system.
i. It is not possible to measure the introduced transport delay using the simulated helicopter controller system architecture for the pitch, roll and yaw axes. Therefore, the signal should be measured directly from the pilot controller. The flight simulator manufacturer should measure the total transport delay and subtract the inherent delay of the actual helicopter components because the real helicopter controller system has an inherent delay provided by the helicopter manufacturer. The flight simulator manufacturer should ensure that the introduced delay does not exceed the standards prescribed in Table C1A.
j. Special measurements for instrument signals for flight simulators using a real helicopter instrument display system instead of a simulated or re-hosted display. For flight instrument systems, the total transport delay should be measured and the inherent delay of the actual helicopter components subtracted to ensure that the introduced delay does not exceed the standards prescribed in Table C1A.
(1) Figure C2FA illustrates the transport delay procedure without helicopter display simulation. The introduced delay consists of the delay between the control movement and the instrument change on the data bus.
(2) Figure C2FB illustrates the modified testing method required to measure introduced delay due to software avionics or re-hosted instruments. The total simulated instrument transport delay is measured and the helicopter delay should be subtracted from this total. This difference represents the introduced delay and should not exceed the standards prescribed in Table C1A. The inherent delay of the helicopter between the data bus and the displays is indicated in figure C2FA. The display manufacturer should provide this delay time.
k. Recorded signals. The signals recorded to conduct the transport delay calculations should be explained on a schematic block diagram. The flight simulator manufacturer should also provide an explanation of why each signal was selected and how they relate to the above descriptions.
l. Interpretation of results. Flight simulator results vary over time from test to test due to ``sampling uncertainty.'' All flight simulators run at a specific rate where all modules are executed sequentially in the host computer. The flight controls input can occur at any time in the iteration, but these data will not be processed before the start of the new iteration. For example, a flight simulator running at 60 Hz may have a difference of as much as 16.67 msec between results. This does not mean that the test has failed. Instead, the difference is attributed to variation in input processing. In some conditions, the host simulator and the visual system do not run at the same iteration rate, so the output of the host computer to the visual system will not always be synchronized.
m. The transport delay test should account for both daylight and night modes of operation of the visual system. In both cases, the tolerances prescribed in Table C1A should be met and the motion response should occur before the end of the first video scan containing new information. [GRAPHIC] [TIFF OMITTED] TR09MY08.037 [GRAPHIC] [TIFF OMITTED] TR09MY08.038
16. Continuing Qualification Evaluations--Validation Test Data
Presentation
a. Background
(1) The MQTG is created during the initial evaluation of a flight simulator. This is the master document, as amended, to which flight simulator continuing qualification evaluation test results are compared.
(2) The currently accepted method of presenting continuing qualification evaluation test results is to provide flight simulator results over-plotted with reference data. Test results are carefully reviewed to determine if the test is within the specified tolerances. This can be a time consuming process, particularly when reference data exhibits rapid variations or an apparent anomaly requiring engineering judgment in the application of the tolerances. In these cases, the solution is to compare the results to the MQTG. The continuing qualification results are compared to the results in the MQTG for acceptance. The flight simulator operator and the NSPM should look for any change in the flight simulator performance since initial qualification.
b. Continuing Qualification Evaluation Test Results Presentation
(1) Flight simulator operators are encouraged to over-plot continuing qualification validation test results with MQTG flight simulator results recorded during the initial evaluation and as amended. Any change in a validation test will be readily apparent. In addition to plotting continuing qualification validation test and MQTG results, operators may elect to plot reference data.
(2) There are no suggested tolerances between flight simulator continuing qualification and MQTG validation test results. Investigation of any discrepancy between the MQTG and continuing qualification flight simulator performance is left to the discretion of the flight simulator operator and the NSPM.
(3) Differences between the two sets of results, other than variations attributable to repeatability issues that cannot be explained should be investigated.
(4) The flight simulator should retain the ability to over-plot both automatic and manual validation test results with reference data.
End Information ________________________________________________________________________
Begin QPS Requirements
17. Alternative Data Sources, Procedures, and Instrumentation: Level B
Simulators Only
a. Sponsors are not required to use the alternative data sources, procedures, and instrumentation. However, any sponsor choosing to use alternative sources must comply with the requirements in Table C2E.
End QPS Requirements ________________________________________________________________________
Begin Information
b. It has become standard practice for experienced simulator manufacturers to use such techniques as a means of establishing data bases for new simulator configurations while awaiting the availability of actual flight test data. The data generated from the aerodynamic modeling techniques is then compared to the flight test data when it becomes available. The results of such comparisons have become increasingly consistent, indicating that these techniques, applied with appropriate experience, are dependable and accurate for the development of aerodynamic models for use in Level B simulators.
c. Based on this history of successful comparisons, the NSPM has concluded that those who are experienced in the development of aerodynamic models for simulator application can successfully use these modeling techniques to alter the method for acquiring flight test data for Level B simulators.
d. The information in Table C2E (Alternative Data Sources, Procedures, and Information) is presented to describe an acceptable alternative to data sources for simulator modeling and validation and an acceptable alternative to the procedures and instrumentation traditionally used to gather such modeling and validation data.
(1) Alternative data sources that may be used for part or all of a data requirement are the Helicopter Maintenance Manual, the Rotorcraft Flight Manual (RFM), Helicopter Design Data, the Type Inspection Report (TIR), Certification Data or acceptable supplemental flight test data.
(2) The sponsor should coordinate with the NSPM prior to using alternative data sources in a flight test or data gathering effort.
e. The NSPM position on the use of these alternative data sources, procedures, and instrumentation is based on the use of a rigorously defined and fully mature simulation controls system model that includes accurate gearing and cable stretch characteristics (where applicable), determined from actual aircraft measurements. The model does not require control surface position measurements in the flight test objective data in these limited applications.
f. Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated helicopter instruments, including the inclinometer; the force/position measurements of flight deck controls; and a clear visual directional reference for a known magnetic bearing (e.g., a runway centerline). Ground track and wind corrected heading may be used for sideslip angle.
g. The sponsor is urged to contact the NSPM for clarification of any issue regarding helicopters with reversible control systems. This table is not applicable to Computer Controlled Aircraft flight simulators.
h. Use of these alternate data sources, procedures, and instrumentation does not relieve the sponsor from compliance with the balance of the information contained in this document relative to Level B FFSs.
i. The term ``inertial measurement system'' is used in table C2E includes the use of a functional global positioning system (GPS).
j. Synchronized video for the use of alternative data sources, procedures, and instrumentation should have:
(1) sufficient resolution to allow magnification of the display to make appropriate measurement and comparisons; and
(2) sufficient size and incremental marking to allow similar measurement and comparison. The detail provided by the video should provide sufficient clarity and accuracy to measure the necessary parameter(s) to at least \1/2\ of the tolerance authorized for the specific test being conducted and allow an integration of the parameter(s) in question to obtain a rate of change.
End Information ________________________________________________________________________
Table C2E--Alternative Data Sources, Procedures, and Instrumentation
[The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix C
are not used]----------------------------------------------------------------------------------------------------------------
QPS requirements Information----------------------------------------------------------------------------------------------------------------
Table of objective tests Level--------------------------------------- By Alternative data sources, procedures, Notes
Test entry number and title only and instrumentation----------------------------------------------------------------------------------------------------------------1.a.1.a. Performance. Engine Start and X Data may be acquired using a
Accelerations. synchronized video recording of all
engine instruments, start buttons,
means for fuel introduction and
means for moving from ``idle'' to
``flight.'' A stopwatch is necessary.1.a.1.b. Performance. Steady State X Data may be acquired using a
Idle and Operating RPM Conditions. synchronized video recording of all
engine instruments, and include the
status of the means for moving from
``idle'' to ``flight.''.1.a.2. Performance. Power Turbine X Data may be acquired using a
Speed Trim. synchronized video recording of all
engine instruments. Speed trim
actuator position may be hand
recorded.1.a.3. Performance. Engine and Rotor X Data may be acquired by using a
Speed Governing. synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.1.b.1. Performance. On Surface Taxi. X TIR, AFM, or Design data may be used.
Minimum Radius Turn.1.b.2. Performance. On Surface Taxi X Data may be acquired by using a A single procedure may
Rate of Turn vs. Nosewheel Steering constant tiller position (measured not be adequate for all
Angle. with a protractor), or full pedal rotorcraft steering
application for steady state turn, systems. Appropriate
and synchronized video of heading measurement procedures
indicator. If less than full pedal must be devised and
is used, pedal position must be proposed for NSPM
recorded. concurrence.1.b.3. Performance. Taxi.............. X Data may be acquired by using a
synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.1.b.4. Performance. Brake............. X Data may be acquired using a
stopwatch and a means for measuring
distance such as runway distance
markers conforming with runway
distance marker standards.1.c.1. Performance. Running Takeoff... X Preliminary certification data may be
used. Data may be acquired by using
a synchronized video of the
calibrated helicopter instruments
and the force/position measurements
of flight deck controls. Collective,
cyclic, and pedal position time
history must be recorded from the
start of collective movement through
to normal climb. Indicated torque
settings may be hand recorded at the
moment of lift-off and in a steady
normal climb.1.c.2. Performance. One Engine X Data may be acquired by using a
Inoperative (OEI), continued takeoff. synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls. Collective, cyclic, and
pedal position time history must be
recorded from the start of
collective movement through to
normal OEI climb. Indicated torque
settings may be hand recorded at the
moment of lift-off and in a steady
normal OEI climb.1.f. Performance. Level Flight. X Data may be acquired by using a
Trimmed Flight Control Positions. synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.1.g. Performance. Normal Climb. X Data may be acquired by using a
Trimmed Flight Control Positions. synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.1.h.1. Descent Performance and Trimmed X Data may be acquired by using a
Flight Control Positions. synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.
1.h.2. Autorotation Performance and X Data may be acquired by using a
Trimmed Flight Control Positions. synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.1.j.1. Performance. Running Landing X Data may be acquired by using a
All Engines. synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.1.j.2. Performance. Running Landing X Data may be acquired by using a
One Engine Inoperative. synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.1.j.3. Performance. Balked Landing.... X Data may be acquired by using a
synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls. The synchronized video
must record the time of the ``balk
landing'' decision.2.a.1. Handling Qualities. Static X Control positions can be obtained
Control Checks. Cyclic Controller using continuous control position
Position vs. Force. recordings. Force data may be
acquired by using a hand held force
gauge so that the forces can be
cross-plotted against control
position in each of the control axes.2.a.2. Handling Qualities. Static X Control positions can be obtained
Control Checks. Collective/Pedals vs. using continuous control position
Force. recordings. Force data may be
acquired by using a hand held force
gauge so that the forces can be
cross-plotted against control
position in each of the control axes.2.a.3. Handling Qualities. Brake Pedal X Brake pedal positions can be obtained
Force vs. Position. using continuous position
recordings. Force data may be
acquired by using a hand held force
gauge so that the forces can be
cross-plotted against brake pedal
position.2.a.4. Handling Qualities. Trim System X Control positions can be obtained
Rate (all applicable systems). using continuous control position
recordings plotted against time to
provide rate in each applicable
system.2.a.6. Handling Qualities. Control X Data may be acquired by direct
System Freeplay. measurement.2.c.1. Longitudinal Handling X Data may be acquired by using an
Qualities. Control Response. inertial measurement system, a
synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.2.c.2. Longitudinal Handling X Data may be acquired by using an
Qualities. Static Stability. inertial measurement system, a
synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.2.c.3.a. Longitudinal Handling X Data may be acquired by using an
Qualities. Dynamic Stability, Long inertial measurement system, a
Term Response. synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.2.c.3.b. Longitudinal Handling X Data may be acquired by using an
Qualities. Dynamic Stability, Short inertial measurement system, a
Term Response. synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.2.c.4. Longitudinal Handling X Data may be acquired by using an
Qualities. Maneuvering stability. inertial measurement system, a
synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.2.d.1.a. Lateral Handling Qualities. X Data may be acquired by using an
Control Response. inertial measurement system, a
synchronized video of the calibrated
helicopter instruments and the force/
position measurements of flight deck
controls.2.d.1.b Directional Handling X Data may be acquired by using an
Qualities. Control Response.. inertial measurement system and a
synchronized video of calibrated
helicopter instruments and force/
position measurements of flight deck
directional controls.2.d.2. Handling Qualities. Directional X Data may be acquired by using an
Static Stability. inertial measurement system and a
synchronized video of calibrated
helicopter instruments and force/
position measurements of flight deck
directional controls.2.d.3.a. Handling Qualities. Dynamic X Data may be acquired by using an
Lateral and Directional Stability inertial measurement system and a
Lateral-Directional Oscillations. synchronized video of the calibrated
helicopter instruments, the force/
position measurements of flight deck
controls, and a stop watch.2.d.3.b. Handling Qualities. Dynamic X Data may be acquired by using an
Lateral and Directional Stability inertial measurement system and a
Spiral Stability. synchronized video of the calibrated
helicopter instruments, the force/
position measurements of flight deck
controls, and a stop watch.
2.d.3.c. Handling Qualities. Dynamic X Data may be acquired by using an
Lateral and Directional Stability. inertial measurement system and a
Adverse/Proverse Yaw. synchronized video of the calibrated
helicopter instruments, the force/
position measurements of flight deck
controls.---------------------------------------------------------------------------------------------------------------- ________________________________________________________________________
Begin Information
18. Visual Display Systems.
a. Basic principles of a FFS collimated display:
(1) The essential feature of a collimated display is that light rays coming from a given point in a picture are parallel. There are two main implications of the parallel rays:
(a) The viewer's eyes focus at infinity and have zero convergence, providing a cue that the object is distant; and
(b) The angle to any given point in the picture does not change when viewed from a different position so the object behaves geometrically as though it were located at a significant distance from the viewer. These cues are self-consistent, and are appropriate for any object that has been modeled as being at a significant distance from the viewer.
(2) In an ideal situation the rays are perfectly parallel, but most implementations provide only an approximation to the ideal. Typically, an FFS display provides an image located not closer than about 20-33 ft (6-10 m) from the viewer, with the distance varying over the field-of-view. A schematic representation of a collimated display is provided in Figure C2A.
(3) Collimated displays are well suited to many simulation applications as the area of interest is relatively distant from the observer so the angles to objects should remain independent of viewing position. Consider the view of the runway seen by the flight crew lined up on an approach. In the real world, the runway is distant and the light rays from the runway to the eyes are parallel. The runway appears to be straight ahead to both crew members. This situation is well simulated by a collimated display and is presented in Figure C2B. Note that the distance to the runway has been shortened for clarity. If drawn to scale, the runway would be farther away and the rays from the two seats would be closer to being parallel.
(4) While the horizontal field-of-view of a collimated display can be extended to approximately 210-220, the vertical field-of-view has been limited to about 40-45. These limitations result from tradeoffs in optical quality and interference between the display components and flight deck structures, but were sufficient to meet FFS regulatory approval for Helicopter FFSs. However, recent designs have been introduced with vertical fields of view of up to 60 for helicopter applications.
b. Basic principles of a FFS dome (or non-collimated) display:
(1) The situation in a dome display is shown in Figure C2C. As the angles can be correct for only one eye point at a time, the visual system in the figure has been aligned for the right seat eye point position. The runway appears to be straight ahead of the aircraft for this viewer. For the left seat viewer, however, the runway appears to be somewhat to the right of the aircraft. As the aircraft is still moving towards the runway, the perceived velocity vector will be directed towards the runway and this will be interpreted as the aircraft having some yaw offset.
(2) The situation is substantially different for near field objects encountered in helicopter operations close to the ground. In those cases, objects that should be interpreted as being close to the viewer will be misinterpreted as being distant in a collimated display. The errors can actually be reduced in a dome display.
(3) The field-of-view possible with a dome display can be larger than that of a collimated display. Depending on the configuration, a field-of-view of 240 by 90 is possible and can be exceeded.
c. Additional display considerations
(1) While the situations described above are for discrete viewing positions, the same arguments can be extended to moving eye points produced by the viewer's head movement. In the real world, the parallax effects resulting from head movement provide distance cues. The effect is particularly strong for relative movement of flight deck structure in the near field and modeled objects in the distance. Collimated displays will provide accurate parallax cues for distant objects, but increasingly inaccurate cues for near field objects. The situation is reversed for dome displays.
(2) Stereopsis cues resulting from the different images presented to each eye for objects relatively close to the viewer also provide depth cues. Again, the collimated and dome displays provide more or less accurate cues depending on the modeled distance of the objects being viewed.
d. Training implications
(1) In view of the basic principles described above, it is clear that neither display approach provides a completely accurate image for all possible object distances. The sponsor should consider the training role of the FFS when configuring the display system to make the optimum choice. Factors that should be considered include relative importance of training tasks at low altitudes, the role of the two crew members in the flying tasks, and the field-of-view required for specific training tasks. [GRAPHIC] [TIFF OMITTED] TR09MY08.039
Attachment 3 to Appendix C to Part 60--Simulator Subjective Evaluation ________________________________________________________________________
Begin QPS Requirements
1. Requirements
a. Except for special use airport models, all airport models required by this part must be representations of real-world, operational airports or representations of fictional airports and must meet the requirements set out in Tables C3B or C3C of this attachment, as appropriate.
b. If fictional airports are used, the sponsor must ensure that navigational aids and all appropriate maps, charts, and other navigational reference material for the fictional airports (and surrounding areas as necessary) are compatible, complete, and accurate with respect to the visual presentation and airport model of this fictional airport. An SOC must be submitted that addresses navigation aid installation and performance and other criteria (including obstruction clearance protection) for all instrument approaches to the fictional airports that are available in the simulator. The SOC must reference and account for information in the terminal instrument procedures manual and the construction and availability of the required maps, charts, and other navigational material. This material must be clearly marked ``for training purposes only.''
c. When the simulator is being used by an instructor or evaluator for purposes of training, checking, or testing under this chapter, only airport models classified as Class I, Class II, or Class III may be used by the instructor or evaluator. Detailed descriptions/definitions of these classifications are found in Appendix F of this part.
d. When a person sponsors an FFS maintained by a person other than a U.S. certificate holder, the sponsor is accountable for that FFS originally meeting, and continuing to meet, the criteria under which it was originally qualified and the appropriate Part 60 criteria, including the visual scenes and airport models that may be used by instructors or evaluators for purposes of training, checking, or testing under this chapter.
e. Neither Class II nor Class III airport visual models are required to appear on the SOQ, and the method used for keeping instructors and evaluators apprised of the airport models that meet Class II or Class III requirements on any given simulator is at the option of the sponsor, but the method used must be available for review by the TPAA.
f. When an airport model represents a real world airport and a permanent change is made to that real world airport (e.g., a new runway, an extended taxiway, a new lighting system, a runway closure) without a written extension grant from the NSPM (described in paragraph 1.g., of this section), an update to that airport model must be made in accordance with the following time limits:
(1) For a new airport runway, a runway extension, a new airport taxiway, a taxiway extension, or a runway/taxiway closure--within 90 days of the opening for use of the new airport runway, runway extension, new airport taxiway, or taxiway extension; or within 90 days of the closure of the runway or taxiway.
(2) For a new or modified approach light system--within 45 days of the activation of the new or modified approach light system.
(3) For other facility or structural changes on the airport (e.g., new terminal, relocation of Air Traffic Control Tower)--within 180 days of the opening of the new or changed facility or structure.
g. If a sponsor desires an extension to the time limit for an update to a visual scene or airport model or has an objection to what must be updated in the specific airport model requirement, the sponsor must provide a written extension request to the NSPM stating the reason for the update delay and a proposed completion date or provide an explanation for the objection, explaining why the identified airport change will not have an impact on flight training, testing, or checking. A copy of this request or objection must also be sent to the POI/TCPM. The NSPM will send the official response to the sponsor and a copy to the POI/TCPM; however, if there is an objection, after consultation with the appropriate POI/TCPM regarding the training, testing, or checking impact, the NSPM will send the official response to the sponsor and a copy to the POI/TCPM.
End QPS Requirements ________________________________________________________________________
Begin Information
2. Discussion
a. The subjective tests provide a basis for evaluating the capability of the simulator to perform over a typical utilization period; determining that the simulator competently simulates each required maneuver, procedure, or task; and verifying correct operation of the simulator controls, instruments, and systems. The items listed in the following Tables are for simulator evaluation purposes only. They may not be used to limit or exceed the authorizations for use of a given level of simulator as described on the SOQ or as approved by the TPAA. All items in the following paragraphs are subject to an examination.
b. The tests in Table C3A, Operations Tasks, in this attachment address pilot functions, including maneuvers and procedures (called flight tasks), and are divided by flight phases. The performance of these tasks by the NSPM includes an operational examination of the visual system and special effects. There are flight tasks included to address some features of advanced technology helicopters and innovative training programs.
c. The tests in Table C3A, Operations Tasks, and Table C3G, Instructor Operating Station, in this attachment address the overall function and control of the simulator including the various simulated environmental conditions; simulated helicopter system operation (normal, abnormal, and emergency); visual system displays; and special effects necessary to meet flight crew training, evaluation, or flight experience requirements.
d. All simulated helicopter systems functions will be assessed for normal and, where appropriate, alternate operations. Normal, abnormal, and emergency operations associated with a flight phase will be assessed during the evaluation of flight tasks or events within that flight phase. Simulated helicopter systems are listed separately under ``Any Flight Phase'' to ensure appropriate attention to systems checks. Operational navigation systems (including inertial navigation systems, global positioning systems, or other long-range systems) and the associated electronic display systems will be evaluated if installed. The NSP pilot will include in his report to the TPAA, the effect of the system operation and any system limitation.
e. Simulators demonstrating a satisfactory circling approach will be qualified for the circling approach maneuver and may be approved for such use by the TPAA in the sponsor's FAA-approved flight training program. To be considered satisfactory, the circling approach will be flown at maximum gross weight for landing, with minimum visibility for the helicopter approach category, and must allow proper alignment with a landing runway at least 90 different from the instrument approach course while allowing the pilot to keep an identifiable portion of the airport in sight throughout the maneuver (reference--14 CFR 91.175(e)).
f. At the request of the TPAA, the NSP Pilot may assess the simulator for a special aspect of a sponsor's training program during the functions and subjective portion of an evaluation. Such an assessment may include a portion of a Line Oriented Flight Training (LOFT) scenario or special emphasis items in the sponsor's training program. Unless directly related to a requirement for the qualification level, the results of such an evaluation would not affect the qualification of the simulator.
g. This appendix addresses helicopter simulators at Levels B, C, and D because there are no Level A Helicopter simulators.
h. The FAA intends to allow the use of Class III airport models on a limited basis when the sponsor provides the TPAA (or other regulatory authority) an appropriate analysis of the skills, knowledge, and abilities (SKAs) necessary for competent performance of the tasks in which this particular media element is used. The analysis should describe the ability of the FFS/visual media to provide an adequate environment in which the required SKAs are satisfactorily performed and learned. The analysis should also include the specific media element, such as the visual scene or airport model. Additional sources of information on the conduct of task and capability analysis may be found on the FAA's Advanced Qualification Program (AQP) Web site at: http://www.faa.gov/education_research/training/aqp/.
h. The TPAA may accept Class III airport models without individual observation provided the sponsor provides the TPAA with an acceptable description of the process for determining the acceptability of a specific airport model, outlines the conditions under which such an airport model may be used, and adequately describes what restrictions will be applied to each resulting airport or landing area model. Examples of situations that may warrant Class III model designation by the TPAA include the following:
(a) Training, testing, or checking on very low visibility operations, including SMGCS operations.
(b) Instrument operations training (including instrument takeoff, departure, arrival, approach, and missed approach training, testing, or checking) using--
(i) A specific model that has been geographically ``moved'' to a different location and aligned with an instrument procedure for another airport.
(ii) A model that does not match changes made at the real-world airport (or landing area for helicopters) being modeled.
(iii) A model generated with an ``off-board'' or an ``on-board'' model development tool (by providing proper latitude/longitude reference; correct runway or landing area orientation, length, width, marking, and lighting information; and appropriate adjacent taxiway location) to generate a facsimile of a real world airport or landing area.
i. Previously qualified simulators with certain early generation Computer Generated Image (CGI) visual systems, are limited by the capability of the Image Generator or the display system used. These systems are:
(1) Early CGI visual systems that are exempt from the necessity of including runway numbers as a part of the specific runway marking requirements are:
(a) Link NVS and DNVS.
(b) Novoview 2500 and 6000.
(c) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.
(d) Redifusion SP1, SP1T, and SP2.
(2) Early CGI visual systems are excepted from the necessity of including runway numbers unless the runway is used for LOFT training sessions. These LOFT airport models require runway numbers, but only for the specific runway end (one direction) used in the LOFT session. The systems required to display runway numbers only for LOFT scenes are:
(a) FlightSafety VITAL IV.
(b) Redifusion SP3 and SP3T.
(c) Link-Miles Image II.
(3) The following list of previously qualified CGI and display systems are incapable of generating blue lights. These systems are not required to have accurate taxi-way edge lighting are:
(a) Redifusion SP1 and SP1T.
(b) FlightSafety Vital IV.
(c) Link-Miles Image II and Image IIT
(d) XKD displays (even though the XKD image generator is capable of generating blue colored lights, the display cannot accommodate that color).
End Information ________________________________________________________________________
Table C3A--Functions and Subjective Tests----------------------------------------------------------------------------------------------------------------
QPS requirements-----------------------------------------------------------------------------------------------------------------
Simulator
level
Entry No. Operations tasks --------------
B C D----------------------------------------------------------------------------------------------------------------Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the
SOQ Configuration List or the level of simulator qualification involved. Items not installed or not functional
on the simulator and, therefore, not appearing on the SOQ Configuration List, are not required to be listed as
exceptions on the SOQ.----------------------------------------------------------------------------------------------------------------1. Preparation for Flight----------------------------------------------------------------------------------------------------------------1.a................................... Flight deck check: Switches, indicators, systems, and X X X
equipment.----------------------------------------------------------------------------------------------------------------2. APU/Engine start and run-up----------------------------------------------------------------------------------------------------------------2.a................................... Normal start procedures.................................. X X X----------------------------------------------------------------------------------------------------------------2.b................................... Alternate start procedures............................... X X X----------------------------------------------------------------------------------------------------------------2.c................................... Abnormal starts and shutdowns (e.g., hot start, hung X X X
start).----------------------------------------------------------------------------------------------------------------2.d................................... Rotor engagement......................................... X X X----------------------------------------------------------------------------------------------------------------2.e................................... System checks............................................ X X X----------------------------------------------------------------------------------------------------------------3. Taxiing--Ground----------------------------------------------------------------------------------------------------------------3.a................................... Power required to taxi................................... X X X----------------------------------------------------------------------------------------------------------------3.b................................... Brake effectiveness...................................... X X X----------------------------------------------------------------------------------------------------------------3.c................................... Ground handling.......................................... X X X----------------------------------------------------------------------------------------------------------------3.d................................... Water handling (if applicable)........................... X X----------------------------------------------------------------------------------------------------------------3.e................................... Abnormal/emergency procedures:----------------------------------------------------------------------------------------------------------------3.e.1................................. Brake system failure..................................... X X X----------------------------------------------------------------------------------------------------------------3.e.2................................. Ground resonance......................................... X X----------------------------------------------------------------------------------------------------------------3.e.3................................. Dynamic rollover......................................... X X----------------------------------------------------------------------------------------------------------------3.e.4................................. Deployment of emergency floats/water landing............. X X----------------------------------------------------------------------------------------------------------------3.e.5................................. Others listed on the SOQ................................. A X X----------------------------------------------------------------------------------------------------------------4. Taxiing--Hover----------------------------------------------------------------------------------------------------------------4.a................................... Takeoff to a hover....................................... X X X----------------------------------------------------------------------------------------------------------------4.b................................... Instrument response:----------------------------------------------------------------------------------------------------------------4.b.1................................. Engine instruments....................................... X X X----------------------------------------------------------------------------------------------------------------4.b.2................................. Flight instruments....................................... X X X----------------------------------------------------------------------------------------------------------------4.b.3................................. Hovering turns........................................... X X X----------------------------------------------------------------------------------------------------------------4.c................................... Hover power checks:----------------------------------------------------------------------------------------------------------------4.c.1................................. In ground effect (IGE)................................... X X X----------------------------------------------------------------------------------------------------------------4.c.2................................. Out of ground effect (OGE)............................... X X X----------------------------------------------------------------------------------------------------------------4.d................................... Crosswind/tailwind hover................................. X X X----------------------------------------------------------------------------------------------------------------
4.e................................... Translating tendency..................................... X X X----------------------------------------------------------------------------------------------------------------4.f................................... External load operations:----------------------------------------------------------------------------------------------------------------4.f.1................................. Hookup................................................... X X----------------------------------------------------------------------------------------------------------------4.f.2................................. Release.................................................. X X----------------------------------------------------------------------------------------------------------------4.f.3................................. Winch operations......................................... X X----------------------------------------------------------------------------------------------------------------4.g................................... Abnormal/emergency procedures:----------------------------------------------------------------------------------------------------------------4.g.1................................. Engine failure........................................... X X X----------------------------------------------------------------------------------------------------------------4.g.2................................. Fuel governing system failure............................ X X X----------------------------------------------------------------------------------------------------------------4.g.3................................. Settling with power (OGE)................................ X X X----------------------------------------------------------------------------------------------------------------4.g.4................................. Hovering autorotation.................................... X X----------------------------------------------------------------------------------------------------------------4.g.5................................. Stability augmentation system failure.................... X X X----------------------------------------------------------------------------------------------------------------4.g.6................................. Directional control malfunction.......................... X X X----------------------------------------------------------------------------------------------------------------4.g.7................................. Loss of tail rotor effectiveness (LTE)................... X X----------------------------------------------------------------------------------------------------------------4.g.8................................. Others listed on the SOQ................................. A X X----------------------------------------------------------------------------------------------------------------4.h................................... Pre-takeoff checks....................................... X X X----------------------------------------------------------------------------------------------------------------5. Takeoff/Translational Flight----------------------------------------------------------------------------------------------------------------5.a................................... Forward (up to effective translational lift)............. X X----------------------------------------------------------------------------------------------------------------5.b................................... Sideward (up to limiting airspeed)....................... X X----------------------------------------------------------------------------------------------------------------5.c................................... Rearward (up to limiting airspeed)....................... X X----------------------------------------------------------------------------------------------------------------6. Takeoff and Departure Phase----------------------------------------------------------------------------------------------------------------6.a................................... Normal................................................... X X X----------------------------------------------------------------------------------------------------------------6.a.1................................. From ground.............................................. X X X----------------------------------------------------------------------------------------------------------------6.a.2................................. From hover............................................... X X X----------------------------------------------------------------------------------------------------------------6.a.2.a............................... Cat A.................................................... X X X----------------------------------------------------------------------------------------------------------------6.a.2.b............................... Cat B.................................................... X X X----------------------------------------------------------------------------------------------------------------6.a.3................................. Running.................................................. X X X----------------------------------------------------------------------------------------------------------------6.a.4................................. Crosswind/tailwind....................................... X X X----------------------------------------------------------------------------------------------------------------6.a.5................................. Maximum performance...................................... X X X----------------------------------------------------------------------------------------------------------------6.a.6................................. Instrument............................................... X X X----------------------------------------------------------------------------------------------------------------6.a.7................................. Takeoff from a confined area............................. X X X----------------------------------------------------------------------------------------------------------------6.a.8................................. Takeoff from a pinnacle/platform......................... X X X----------------------------------------------------------------------------------------------------------------6.a.9................................. Takeoff from a slope..................................... X X X----------------------------------------------------------------------------------------------------------------6.a.10................................ External load operations................................. X X----------------------------------------------------------------------------------------------------------------6.b................................... Abnormal/emergency procedures:........................... X X X----------------------------------------------------------------------------------------------------------------6.b.1................................. Takeoff with engine failure after critical decision point X X X
(CDP).----------------------------------------------------------------------------------------------------------------
6.b.1.a............................... Cat A.................................................... X X----------------------------------------------------------------------------------------------------------------6.b.1.b............................... Cat B.................................................... X X----------------------------------------------------------------------------------------------------------------6.c................................... Rejected takeoff.........................................----------------------------------------------------------------------------------------------------------------6.c.1................................. Land..................................................... X X X----------------------------------------------------------------------------------------------------------------6.c.2................................. Water (if appropriate)................................... X X X----------------------------------------------------------------------------------------------------------------6.d................................... Instrument departure..................................... X X X----------------------------------------------------------------------------------------------------------------6.e................................... Others as listed on the SOQ.............................. A X X----------------------------------------------------------------------------------------------------------------7. Climb----------------------------------------------------------------------------------------------------------------7.a................................... Normal................................................... X X X----------------------------------------------------------------------------------------------------------------7.b................................... Obstacle clearance....................................... X X X----------------------------------------------------------------------------------------------------------------7.c................................... Vertical................................................. X X----------------------------------------------------------------------------------------------------------------7.d................................... One engine inoperative................................... X X X----------------------------------------------------------------------------------------------------------------7.e................................... Others as listed on the SOQ.............................. A X X----------------------------------------------------------------------------------------------------------------8. Cruise----------------------------------------------------------------------------------------------------------------8.a................................... Performance.............................................. X X X----------------------------------------------------------------------------------------------------------------8.b................................... Flying qualities......................................... X X X----------------------------------------------------------------------------------------------------------------8.c................................... Turns.................................................... X X X----------------------------------------------------------------------------------------------------------------8.c.1................................. Timed.................................................... X X X----------------------------------------------------------------------------------------------------------------8.c.2................................. Normal................................................... X X X----------------------------------------------------------------------------------------------------------------8.c.3................................. Steep.................................................... X X X----------------------------------------------------------------------------------------------------------------8.d................................... Accelerations and decelerations.......................... X X X----------------------------------------------------------------------------------------------------------------8.e................................... High speed vibrations.................................... X X X----------------------------------------------------------------------------------------------------------------8.f................................... External Load Operations (see entry 4.f. of this table).. X X----------------------------------------------------------------------------------------------------------------8.g................................... Abnormal/emergency procedures............................ X X X----------------------------------------------------------------------------------------------------------------8.g.1................................. Engine fire.............................................. X X X----------------------------------------------------------------------------------------------------------------8.g.2................................. Engine failure........................................... X X X----------------------------------------------------------------------------------------------------------------8.g.3................................. Inflight engine shutdown and restart..................... X X X----------------------------------------------------------------------------------------------------------------8.g.4................................. Fuel governing system failures........................... X X X----------------------------------------------------------------------------------------------------------------8.g.5................................. Directional control malfunction.......................... X X X----------------------------------------------------------------------------------------------------------------8.g.6................................. Hydraulic failure........................................ X X X----------------------------------------------------------------------------------------------------------------8.g.7................................. Stability system failure................................. X X X----------------------------------------------------------------------------------------------------------------8.g.8................................. Rotor vibrations......................................... X X X----------------------------------------------------------------------------------------------------------------8.g.9................................. Recovery from unusual attitudes.......................... X X X----------------------------------------------------------------------------------------------------------------9. Descent----------------------------------------------------------------------------------------------------------------9.a................................... Normal................................................... X X X----------------------------------------------------------------------------------------------------------------
(1) Manual (raw data).................................... X X X----------------------------------------------------------------------------------------------------------------10.b.3.c.............................. (2) Flight director only................................. X X X----------------------------------------------------------------------------------------------------------------10.b.3.c.............................. (3) Autopilot * only..................................... X X X----------------------------------------------------------------------------------------------------------------10.b.3.c.............................. (4) Cat I................................................ X X X----------------------------------------------------------------------------------------------------------------10.b.3.c.............................. (5) Cat II............................................... X X X----------------------------------------------------------------------------------------------------------------10.b.4................................ Missed approach:----------------------------------------------------------------------------------------------------------------10.b.4.a.............................. All engines operating.................................... X X X----------------------------------------------------------------------------------------------------------------10.b.4.b.............................. One or more engines inoperative.......................... X X X----------------------------------------------------------------------------------------------------------------10.b.4.c.............................. Stability system failure................................. X X X----------------------------------------------------------------------------------------------------------------10.c.................................. Others as listed on the SOQ.............................. A X X----------------------------------------------------------------------------------------------------------------
11. Landings and Approaches to Landings----------------------------------------------------------------------------------------------------------------11.a.................................. Visual Approaches:----------------------------------------------------------------------------------------------------------------11.a.1................................ Normal................................................... X X X----------------------------------------------------------------------------------------------------------------11.a.2................................ Steep.................................................... X X X----------------------------------------------------------------------------------------------------------------11.a.3................................ Shallow.................................................. X X X----------------------------------------------------------------------------------------------------------------11.a.4................................ Crosswind................................................ X X X----------------------------------------------------------------------------------------------------------------11.a.5................................ Category A profile....................................... X X----------------------------------------------------------------------------------------------------------------11.a.6................................ Category B profile....................................... X X----------------------------------------------------------------------------------------------------------------11.a.7................................ External Load............................................ X X----------------------------------------------------------------------------------------------------------------11.b.................................. Abnormal/emergency procedures:----------------------------------------------------------------------------------------------------------------11.b.1................................ Directional control failure.............................. X X X----------------------------------------------------------------------------------------------------------------11.b.2................................ Hydraulics failure....................................... X X X----------------------------------------------------------------------------------------------------------------11.b.3................................ Fuel governing failure................................... X X X----------------------------------------------------------------------------------------------------------------11.b.4................................ Autorotation............................................. X X X----------------------------------------------------------------------------------------------------------------11.b.5................................ Stability system failure................................. X X X----------------------------------------------------------------------------------------------------------------11.b.6................................ Others listed on the SOQ................................. A X X----------------------------------------------------------------------------------------------------------------11c................................... Landings:----------------------------------------------------------------------------------------------------------------11.c.1................................ Normal:----------------------------------------------------------------------------------------------------------------11.c.1.a.............................. Running.................................................. X X X----------------------------------------------------------------------------------------------------------------11.c.1.b.............................. From Hover............................................... X X X----------------------------------------------------------------------------------------------------------------11.c.2................................ Pinnacle/platform........................................ X X X----------------------------------------------------------------------------------------------------------------11.c.3................................ Confined area............................................ X X X----------------------------------------------------------------------------------------------------------------11.c.4................................ Slope.................................................... X X----------------------------------------------------------------------------------------------------------------11.c.5................................ Crosswind................................................ X X X----------------------------------------------------------------------------------------------------------------11.c.6................................ Tailwind................................................. X X X----------------------------------------------------------------------------------------------------------------11.c.7................................ Rejected Landing......................................... X X X----------------------------------------------------------------------------------------------------------------11.c.8................................ Abnormal/emergency procedures:----------------------------------------------------------------------------------------------------------------11.c.8.a.............................. From autorotation........................................ X X----------------------------------------------------------------------------------------------------------------11.c.8.b.............................. One or more engines inoperative.......................... X X X----------------------------------------------------------------------------------------------------------------11.c.8.c.............................. Directional control failure.............................. X X X----------------------------------------------------------------------------------------------------------------11.c.8.d.............................. Hydraulics failure....................................... X X X----------------------------------------------------------------------------------------------------------------11.c.8.e.............................. Stability augmentation system failure.................... X X X----------------------------------------------------------------------------------------------------------------11.c.9................................ Other (listed on the SOQ)................................ A X X----------------------------------------------------------------------------------------------------------------12. Any Flight Phase----------------------------------------------------------------------------------------------------------------12.a.1................................ Air conditioning......................................... X X X----------------------------------------------------------------------------------------------------------------
12.a.2................................ Anti-icing/deicing....................................... X X X----------------------------------------------------------------------------------------------------------------12.a.3................................ Auxiliary power-plant.................................... X X X----------------------------------------------------------------------------------------------------------------12.a.4................................ Communications........................................... X X X----------------------------------------------------------------------------------------------------------------12.a.5................................ Electrical............................................... X X X----------------------------------------------------------------------------------------------------------------12.a.6................................ Fire detection and suppression........................... X X X----------------------------------------------------------------------------------------------------------------12.a.7................................ Stabilizer............................................... X X X----------------------------------------------------------------------------------------------------------------12.a.8................................ Flight controls.......................................... X X X----------------------------------------------------------------------------------------------------------------12.a.9................................ Fuel and oil............................................. X X X----------------------------------------------------------------------------------------------------------------12.a.10............................... Hydraulic................................................ X X X----------------------------------------------------------------------------------------------------------------12.a.11............................... Landing gear............................................. X X X----------------------------------------------------------------------------------------------------------------12.a.12............................... Oxygen................................................... X X X----------------------------------------------------------------------------------------------------------------12.a.13............................... Pneumatic................................................ X X X----------------------------------------------------------------------------------------------------------------12.a.14............................... Powerplant............................................... X X X----------------------------------------------------------------------------------------------------------------12.a.15............................... Flight control computers................................. X X X----------------------------------------------------------------------------------------------------------------12.a.16............................... Stability and control augmentation....................... X X X----------------------------------------------------------------------------------------------------------------12.b.................................. Flight management and guidance system:----------------------------------------------------------------------------------------------------------------12.b.1................................ Airborne radar........................................... X X X----------------------------------------------------------------------------------------------------------------12.b.2................................ Automatic landing aids................................... X X X----------------------------------------------------------------------------------------------------------------12.b.3................................ Autopilot................................................ X X X----------------------------------------------------------------------------------------------------------------12.b.4................................ Collision avoidance system............................... X X X----------------------------------------------------------------------------------------------------------------12.b.5................................ Flight data displays..................................... X X X----------------------------------------------------------------------------------------------------------------12.b.6................................ Flight management computers.............................. X X X----------------------------------------------------------------------------------------------------------------12.b.7................................ Heads-up displays........................................ X X X----------------------------------------------------------------------------------------------------------------12.b.8................................ Navigation systems....................................... X X X----------------------------------------------------------------------------------------------------------------12.c.................................. Airborne procedures:----------------------------------------------------------------------------------------------------------------12.c.1................................ Holding.................................................. X X X----------------------------------------------------------------------------------------------------------------12.c.2................................ Air hazard avoidance..................................... X X X----------------------------------------------------------------------------------------------------------------12.c.3................................ Retreating blade stall recovery.......................... X X X----------------------------------------------------------------------------------------------------------------12.c.4................................ Mast bumping............................................. X X X----------------------------------------------------------------------------------------------------------------12.c.5................................ Loss of directional control.............................. X X X----------------------------------------------------------------------------------------------------------------12.c.6................................ Loss of tail rotor effectiveness......................... X X----------------------------------------------------------------------------------------------------------------12.c.7................................ Other (listed on the SOQ)................................ A X X----------------------------------------------------------------------------------------------------------------13. Engine Shutdown and Parking----------------------------------------------------------------------------------------------------------------13.a.................................. Engine and systems operation............................. X X X----------------------------------------------------------------------------------------------------------------13.b.................................. Parking brake operation.................................. X X X----------------------------------------------------------------------------------------------------------------
13.c.................................. Rotor brake operation.................................... X X X----------------------------------------------------------------------------------------------------------------13.d.................................. Abnormal/emergency procedures............................ X X X----------------------------------------------------------------------------------------------------------------* ``Autopilot'' means attitude retention mode of operation.Note: An ``A'' in the table indicates that the system, task, or procedure may be examined if the appropriate
aircraft system or control is simulated in the FFS and is working properly.
Table C3B--Functions and Subjective Tests------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Simulator
Visual requirements for qualification level
Entry No. at the stated level class I airport --------------
or landing area models B C D------------------------------------------------------------------------This table specifies the minimum airport visual model content and
functionality to qualify a simulator at the indicated level. This table
applies only to the airport scenes required for simulator
qualification; i.e., two helicopter landing area models for Level B
simulators; four helicopter landing area models for Level C and Level D
simulators.------------------------------------------------------------------------1................. Functional test content requirements
The following is the minimum airport/landing area
model content requirement to satisfy visual
capability tests, and provides suitable visual cues
to allow completion of all functions and subjective
tests described in this attachment for simulators
at Level B.------------------------------------------------------------------------1.a............... A minimum of one (1) representative X
airport and one (1) representative
helicopter landing area model. The
airport and the helicopter landing
area may be contained within the
same model. If but if this option is
selected, the approach path to the
airport runway(s) and the approach
path to the helicopter landing area
must be different. The model(s) used
to meet the following requirements
may be demonstrated at either a
fictional or a real-world airport or
helicopter landing area, but each
must be acceptable to the sponsor's
TPAA, selectable from the IOS, and
listed on the SOQ.------------------------------------------------------------------------1.b............... The fidelity of the visual scene must X
be sufficient for the aircrew to
visually identify the airport and/or
helicopter landing area; determine
the position of the simulated
helicopter within the visual scene;
successfully accomplish take-offs,
approaches, and landings; and
maneuver around the airport on the
ground, or hover taxi, as necessary.------------------------------------------------------------------------1.c............... Runways:------------------------------------------------------------------------1.c.1............. Visible runway number................ X------------------------------------------------------------------------1.c.2............. Runway threshold elevations and X
locations must be modeled to provide
sufficient correlation with
helicopter systems (e.g., altimeter).------------------------------------------------------------------------1.c.3............. Runway surface and markings.......... X------------------------------------------------------------------------1.c.4............. Lighting for the runway in use X
including runway edge and centerline.------------------------------------------------------------------------1.c.5............. Lighting, visual approach aid (VASI X
or PAPI) and approach lighting of
appropriate colors.------------------------------------------------------------------------1.c.6............. Representative taxiway lights........ X------------------------------------------------------------------------1.d............... Other helicopter landing area:------------------------------------------------------------------------1.d.1............. Standard heliport designation (``H'') X
marking, properly sized and oriented.------------------------------------------------------------------------1.d.2............. Perimeter markings for the Touchdown X
and Lift-Off Area (TLOF) or the
Final Approach and Takeoff Area
(FATO), as appropriate.------------------------------------------------------------------------1.d.3............. Perimeter lighting for the TLOF or X
the FATO areas, as appropriate.------------------------------------------------------------------------1.d.4............. Appropriate markings and lighting to X
allow movement from the runway or
helicopter landing area to another
part of the landing facility.------------------------------------------------------------------------2................. Functional test content requirements for Level C and
Level D simulators
The following is the minimum airport/landing area
model content requirement to satisfy visual
capability tests, and provide suitable visual cues
to allow completion of all functions and subjective
tests described in this attachment for simulators
at Level C and Level D. Not all of the elements
described in this section must be found in a single
airport/landing area scene. However, all of the
elements described in this section must be found
throughout a combination of the four (4) airport/
landing area models described in entry 2.a. The
representations of the hazards (as described in
2.d.) must be ``hard objects'' that interact as
such if contacted by the simulated helicopter.
Additionally, surfaces on which the helicopter
lands must be ``hard surfaces.'' The model(s) used
to meet the following requirements must be
demonstrated at either a fictional or a real-world
airport or helicopter landing area, and each must
be acceptable to the sponsor's TPAA, selectable
from the IOS, and listed on the SOQ.------------------------------------------------------------------------2.a............... There must be at least the following airport/
helicopter landing areas.------------------------------------------------------------------------2.a.1............. At least one (1) representative X X
airport.------------------------------------------------------------------------2.a.2............. At least three representative non-airport landing
areas, as follows:------------------------------------------------------------------------2.a.2.a........... At least one (1) representative X X
helicopter landing area situated on
a substantially elevated surface
with respect to the surrounding
structures or terrain (e.g.,
building top, offshore oil rig).------------------------------------------------------------------------2.a.2.b........... At least one (1) helicopter landing X X
area that meets the definition of a
``confined landing area''.------------------------------------------------------------------------2.a.2.c........... At least one (1) helicopter landing X X
area on a sloped surface where the
slope is at least 2\1/2\.------------------------------------------------------------------------2.b............... For each of the airport/helicopter X X
landing areas described in 2.a., the
simulator must be able to provide at
least the following:------------------------------------------------------------------------2.b.1............. A night and twilight (dusk) X X
environment..------------------------------------------------------------------------2.b.2............. A daylight environment............... X------------------------------------------------------------------------2.c............... Non-airport helicopter landing areas must have the
following:------------------------------------------------------------------------2.c.1............. Representative buildings, structures, X X
and lighting within appropriate
distances.------------------------------------------------------------------------2.c.2............. Representative moving and static X X
clutter (e.g., other aircraft, power
carts, tugs, fuel trucks).------------------------------------------------------------------------2.c.3............. Representative depiction of terrain X X
and obstacles as well as significant
and identifiable natural and
cultural features, within 25 NM of
the reference landing area.------------------------------------------------------------------------2.c.4............. Standard heliport designation (``H'') X X
marking, properly sized and oriented.------------------------------------------------------------------------2.c.5............. Perimeter markings for the Touchdown X X
and Lift-Off Area (TLOF) or the
Final Approach and Takeoff Area
(FATO), as appropriate.------------------------------------------------------------------------2.c.6............. Perimeter lighting for the TLOF or X X
the FATO areas, as appropriate.------------------------------------------------------------------------2.c.7............. Appropriate markings and lighting to X X
allow movement from the area to
another part of the landing
facility, if appropriate.------------------------------------------------------------------------2.c.8............. Representative markings, lighting, X X
and signage, including a windsock
that gives appropriate wind cues.------------------------------------------------------------------------2.c.9............. Appropriate markings, lighting, and X X
signage necessary for position
identification, and to allow
movement from the landing area to
another part of the landing facility.------------------------------------------------------------------------2.c.10............ Representative moving and static X X
ground traffic (e.g., vehicular and
aircraft), including the ability to
present surface hazards (e.g.,
conflicting traffic, vehicular or
aircraft, on or approaching the
landing area).------------------------------------------------------------------------2.c.11............ Portrayal of landing surface X X
contaminants, including lighting
reflections when wet and partially
obscured lights when snow is
present, or suitable alternative
effects.------------------------------------------------------------------------2.d............... All of the following three (3) hazards must be
presented in a combination of the three (3) non-
airport landing areas (described in entry 2.a.2. of
this table) and each of these non-airport landing
areas must have at least one of the following
hazards:------------------------------------------------------------------------2.d.1............. Other airborne traffic............... X X------------------------------------------------------------------------
2.d.2............. Buildings, trees, or other vertical X X
obstructions in the immediate
landing area.------------------------------------------------------------------------2.d.3............. Suspended wires in the immediate X X
landing area.------------------------------------------------------------------------2.e............... Airport applications. Each airport must have the
following:------------------------------------------------------------------------2.e.1............. At least one runway designated as X X
``in-use'', appropriately marked and
capable of being lighted fully.------------------------------------------------------------------------2.e.2............. Runway threshold elevations and X X X
locations must be modeled to provide
sufficient correlation with
helicopter systems (e.g., HGS, GPS,
altimeter). Slopes in runways,
taxiways, and ramp areas, if
depicted in the visual scene, may
not cause distracting or unrealistic
effects, including pilot eye-point
height variation.------------------------------------------------------------------------2.e.3............. Appropriate approach lighting systems X X
and airfield lighting for a VFR
circuit and landing, non-precision
approaches and landings, and
precision approaches and landings,
as appropriate..------------------------------------------------------------------------2.e.4............. Representative taxiway lights........ X------------------------------------------------------------------------3................. Airport or landing area model management
The following is the minimum visual scene management
requirements------------------------------------------------------------------------3.a............... Runway and helicopter landing area X X X
approach lighting must fade into
view in accordance with the
environmental conditions set in the
simulator.------------------------------------------------------------------------3.b............... The direction of strobe lights, X X X
approach lights, runway edge lights,
visual landing aids, runway
centerline lights, threshold lights,
touchdown zone lights, and TLOF or
FATO lights must be replicated.------------------------------------------------------------------------4................. Visual feature recognition.
The following are the minimum distances at which
runway features must be visible. Distances are
measured from runway threshold or a helicopter
landing area to a helicopter aligned with the
runway or helicopter landing area on an extended 3
glide-slope in simulated meteorological conditions.
For circling approaches, all tests apply to the
runway used for the initial approach and to the
runway of intended landing------------------------------------------------------------------------4.a............... For runways: Runway definition, X X X
strobe lights, approach lights, and
runway edge lights from 5 sm (8 km)
of the runway threshold.------------------------------------------------------------------------4.b............... For runways: Centerline lights and X X X
taxiway definition from 3 sm (5 km).------------------------------------------------------------------------4.c............... For runways: Visual Approach Aid X
lights (VASI or PAPI) from 3 sm (5
km) of the threshold.------------------------------------------------------------------------4.d............... For runways: Visual Approach Aid X X
lights (VASI or PAPI) from 5 sm (8
km) of the threshold.------------------------------------------------------------------------4.e............... For runways: Runway threshold lights X X X
and touchdown zone lights from 2 sm
(3 km).------------------------------------------------------------------------4.f............... For runways and helicopter landing X X X
areas: Markings within range of
landing lights for night/twilight
scenes and the surface resolution
test on daylight scenes, as required.------------------------------------------------------------------------4.g............... For circling approaches, the runway X X X
of intended landing and associated
lighting must fade into view in a
non-distracting manner.------------------------------------------------------------------------4.h............... For helicopter landing areas: Landing X X X
direction lights and raised FATO
lights from 1 sm (1.5 km).------------------------------------------------------------------------4.i............... For helicopter landing areas: Flush X
mounted FATO lights, TOFL lights,
and the lighted windsock from 0.5 sm
(750 m).------------------------------------------------------------------------4.j............... Hover taxiway lighting (yellow/blue/ X
yellow cylinders) from TOFL area.------------------------------------------------------------------------5................. Airport or helicopter landing area model content
The following prescribes the minimum requirements
for an airport/helicopter landing area model and
identifies other aspects of the environment that
must correspond with that model for simulators at
Level B, Level C, and Level D. For circling
approaches, all tests apply to the runway used for
the initial approach and to the runway of intended
landing. If all runways or landing areas in a
visual model used to meet the requirements of this
attachment are not designated as ``in use,'' then
the ``in use'' runways/landing areas must be listed
on the SOQ (e.g., KORD, Rwys 9R, 14L, 22R). Models
of airports or helicopter landing areas with more
than one runway or landing area must have all
significant runways or landing areas not ``in-use''
visually depicted for airport runway/landing area
recognition purposes. The use of white or off-white
light strings that identify the runway or landing
area for twilight and night scenes are acceptable
for this requirement; and rectangular surface
depictions are acceptable for daylight scenes. A
visual system's capabilities must be balanced
between providing visual models with an accurate
representation of the airport and a realistic
representation of the surrounding environment. Each
runway or helicopter landing area designated as an
``in-use'' runway or area must include the
following detail that is developed using airport
pictures, construction drawings and maps, or other
similar data, or developed in accordance with
published regulatory material; however, this does
not require that such models contain details that
are beyond the design capability of the currently
qualified visual system. Only one ``primary'' taxi
route from parking to the runway end or helicopter
takeoff/landing area will be required for each ``in-
use'' runway or helicopter takeoff/landing area.------------------------------------------------------------------------5.a............... The surface and markings for each ``in-use'' runway
or helicopter landing area must include the
following:------------------------------------------------------------------------5.a.1............. For airports: Runway threshold X X X
markings, runway numbers, touchdown
zone markings, fixed distance
markings, runway edge markings, and
runway centerline stripes.------------------------------------------------------------------------5.a.2............. For helicopter landing areas: X X X
Markings for standard heliport
identification (``H'') and TOFL,
FATO, and safety areas.------------------------------------------------------------------------5.b............... The lighting for each ``in-use'' runway or
helicopter landing area must include the following:------------------------------------------------------------------------5.b.1............. For airports: Runway approach, X X X
threshold, edge, end, centerline (if
applicable), touchdown zone (if
applicable), leadoff, and visual
landing aid lights or light systems
for that runway.------------------------------------------------------------------------5.b.2............. For helicopter landing areas: landing X X X
direction, raised and flush FATO,
TOFL, windsock lighting.------------------------------------------------------------------------5.c............... The taxiway surface and markings associated with
each ``in-use'' runway or helicopter landing area
must include the following:------------------------------------------------------------------------5.c.1............. For airports: Taxiway edge, X X X
centerline (if appropriate), runway
hold lines, and ILS critical area(s).------------------------------------------------------------------------5.c.2............. For helicopter landing areas: X X X
taxiways, taxi routes, and aprons.------------------------------------------------------------------------5.d............... The taxiway lighting associated with each ``in-use''
runway or helicopter landing area must include the
following:------------------------------------------------------------------------5.d.1............. For airports: Runway edge, centerline X X X
(if appropriate), runway hold lines,
ILS critical areas.------------------------------------------------------------------------5.d.2............. For helicopter landing areas: X X X
taxiways, taxi routes, and aprons.------------------------------------------------------------------------5.d.3............. For airports: taxiway lighting of X
correct color.------------------------------------------------------------------------5.e............... Airport signage associated with each ``in-use''
runway or helicopter landing area must include the
following:------------------------------------------------------------------------5.e.1............. For airports: Signs for runway X X X
distance remaining, intersecting
runway with taxiway, and
intersecting taxiway with taxiway.------------------------------------------------------------------------5.e.2............. For helicopter landing areas: as X X X
appropriate for the model used.------------------------------------------------------------------------5.f............... Required visual model correlation with other aspects
of the airport or helicopter landing environment
simulation:------------------------------------------------------------------------5.f.1............. The airport or helicopter landing X X X
area model must be properly aligned
with the navigational aids that are
associated with operations at the
``in-use'' runway or helicopter
landing area.------------------------------------------------------------------------5.f.2............. The simulation of runway or X X
helicopter landing area contaminants
must be correlated with the
displayed runway surface and
lighting where applicable.------------------------------------------------------------------------6................. Correlation with helicopter and associated equipment
The following are the minimum correlation
comparisons that must be made for simulators at
Level B, Level C, and Level D------------------------------------------------------------------------6.a............... Visual system compatibility with X X X
aerodynamic programming.------------------------------------------------------------------------
6.b............... Visual cues to assess sink rate and X X X
depth perception during landings.------------------------------------------------------------------------6.c............... Accurate portrayal of environment X X X
relating to flight simulator
attitudes.------------------------------------------------------------------------6.d............... The visual scene must correlate with X X
integrated helicopter systems (e.g.,
terrain, traffic and weather
avoidance systems and Head-up
Guidance System (HGS)).------------------------------------------------------------------------6.e............... Representative visual effects for X X X
each visible, own-ship, helicopter
external light(s)--taxi and landing
light lobes (including independent
operation, if appropriate).------------------------------------------------------------------------6.f............... The effect of rain removal devices... X X------------------------------------------------------------------------7................. Scene quality
The following are the minimum scene quality tests
that must be conducted for simulators at Level B,
Level C, and Level D.------------------------------------------------------------------------7.a............... Surfaces and textural cues must be X X
free from apparent and distracting
quantization (aliasing).------------------------------------------------------------------------7.b............... System capable of portraying full X X
color realistic textural cues.------------------------------------------------------------------------7.c............... The system light points must be free X X X
from distracting jitter, smearing or
streaking.------------------------------------------------------------------------7.d............... Demonstration of occulting through X X X
each channel of the system in an
operational scene.------------------------------------------------------------------------7.e............... Demonstration of a minimum of ten X X
levels of occulting through each
channel of the system in an
operational scene.------------------------------------------------------------------------7.f............... System capable of providing focus X X
effects that simulate rain..------------------------------------------------------------------------7.g............... System capable of providing focus X X
effects that simulate light point
perspective growth.------------------------------------------------------------------------7.h............... Runway light controls capable of six X X X
discrete light steps (0-5).------------------------------------------------------------------------8................. Environmental effects.
The following are the minimum environmental effects
that must be available in simulators at Level B,
Level C, and Level D.------------------------------------------------------------------------8.a............... The displayed scene corresponding to X
the appropriate surface contaminants
and include appropriate lighting
reflections for wet, partially
obscured lights for snow, or
alternative effects.------------------------------------------------------------------------8.b............... Special weather representations which include:------------------------------------------------------------------------8.b.1............. The sound, motion and visual effects X
of light, medium and heavy
precipitation near a thunderstorm on
take-off, approach, and landings at
and below an altitude of 2,000 ft
(600 m) above the surface and within
a radius of 10 sm (16 km) from the
airport or helicopter landing area.------------------------------------------------------------------------8.b.2............. One airport or helicopter landing X
area with a snow scene to include
terrain snow and snow-covered
surfaces.------------------------------------------------------------------------8.c............... In-cloud effects such as variable X X
cloud density, speed cues and
ambient changes.------------------------------------------------------------------------8.d............... The effect of multiple cloud layers X X
representing few, scattered, broken
and overcast conditions giving
partial or complete obstruction of
the ground scene.------------------------------------------------------------------------8.e............... Visibility and RVR measured in terms X X X
of distance. Visibility/RVR checked
at 2,000 ft (600 m) above the
airport or helicopter landing area
and at two heights below 2,000 ft
with at least 500 ft of separation
between the measurements. The
measurements must be taken within a
radius of 10 sm (16 km) from the
airport or helicopter landing area.------------------------------------------------------------------------8.f............... Patchy fog giving the effect of X
variable RVR.------------------------------------------------------------------------8.g............... Effects of fog on airport lighting X X
such as halos and defocus.------------------------------------------------------------------------8.h............... Effect of own-ship lighting in X X
reduced visibility, such as
reflected glare, including landing
lights, strobes, and beacons.------------------------------------------------------------------------8.i............... Wind cues to provide the effect of X
blowing snow or sand across a dry
runway or taxiway selectable from
the instructor station.------------------------------------------------------------------------
8.j............... ``White-out'' or ``Brown-out'' X
effects due to rotor downwash
beginning at a distance above the
ground equal to the rotor diameter.------------------------------------------------------------------------9................. Instructor control of the following:
The following are the minimum instructor controls
that must be available in Level B, Level C, and
Level D simulators, as indicated.------------------------------------------------------------------------9.a............... Environmental effects, e.g. cloud X X X
base, cloud effects, cloud density,
visibility in statute miles/
kilometers and RVR in feet/meters.------------------------------------------------------------------------9.b............... Airport or helicopter landing area X X X
selection.------------------------------------------------------------------------9.c............... Airport or helicopter landing area X X X
lighting, including variable
intensity.------------------------------------------------------------------------9.d............... Dynamic effects including ground and X X
flight traffic.------------------------------------------------------------------------
End QPS Requirement------------------------------------------------------------------------
Begin Information------------------------------------------------------------------------10................ An example of being able to ``combine two airport
models to achieve two ``in-use'' runways: One
runway designated as the ``in-use'' runway in the
first model of the airport, and the second runway
designated as the ``in-use'' runway in the second
model of the same airport. For example, the
clearance is for the ILS approach to Runway 27,
Circle to Land on Runway 18 right. Two airport
visual models might be used: the first with Runway
27 designated as the ``in use'' runway for the
approach to runway 27, and the second with Runway
18 Right designated as the ``in use'' runway. When
the pilot breaks off the ILS approach to runway 27,
the instructor may change to the second airport
visual model in which runway 18 Right is designated
as the ``in use'' runway, and the pilot would make
a visual approach and landing. This process is
acceptable to the FAA as long as the temporary
interruption due to the visual model change is not
distracting to the pilot.------------------------------------------------------------------------11................ Sponsors are not required to provide every detail of
a runway, but the detail that is provided should be
correct within reasonable limits.------------------------------------------------------------------------
End Information------------------------------------------------------------------------
Table C3C--Functions and Subjective Tests------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Visual scene content additional Simulator
airport or landing area models beyond level
Entry No. minimum required for qualification --------------
Class II airport or landing area
models B C D------------------------------------------------------------------------This table specifies the minimum airport or helicopter landing area
visual model content and functionality necessary to add visual models
to a simulator's visual model library (i.e., beyond those necessary for
qualification at the stated level) without the necessity of further
involvement of the NSPM or TPAA.------------------------------------------------------------------------1................. Airport or landing area model management
The following is the minimum visual scene management
requirements for simulators at Levels B, C, and D.------------------------------------------------------------------------1.a............... The installation and direction of the following
lights must be replicated for the ``in-use''
surface:------------------------------------------------------------------------1.a.1............. For ``in-use'' runways: Strobe X X X
lights, approach lights, runway edge
lights, visual landing aids, runway
centerline lights, threshold lights,
and touchdown zone lights.------------------------------------------------------------------------1.a.2............. For ``in-use'' helicopter landing X X X
areas: ground level TLOF perimeter
lights, elevated TLOF perimeter
lights (if applicable), Optional
TLOF lights (if applicable), ground
FATO perimeter lights, elevated TLOF
lights (if applicable), landing
direction lights.------------------------------------------------------------------------2................. Visual feature recognition
The following are the minimum distances at which
runway or landing area features must be visible for
simulators at Levels B, C, and D. Distances are
measured from runway threshold or a helicopter
landing area to an aircraft aligned with the runway
or helicopter landing area on a 3 glide-slope from
the aircraft to the touchdown point, in simulated
meteorological conditions. For circling approaches,
all tests apply to the runway used for the initial
approach and to the runway of intended landing.------------------------------------------------------------------------
2.a............... For Runways:------------------------------------------------------------------------2.a.1............. Strobe lights, approach lights, and X X X
edge lights from 5 sm (8 km) of the
threshold.------------------------------------------------------------------------2.a.2............. Centerline lights and taxiway X X X
definition from 3 sm (5 km).------------------------------------------------------------------------2.a.3............. Visual Approach Aid lights (VASI or X
PAPI) from 3 sm (5 km) of the
threshold.------------------------------------------------------------------------2.a.4............. Visual Approach Aid lights (VASI or X X
PAPI) from 5 sm (8 km) of the
threshold.------------------------------------------------------------------------2.a.5............. Threshold lights and touchdown zone X X X
lights from 2 sm (3 km).------------------------------------------------------------------------2.a.6............. Markings within range of landing X X X
lights for night/twilight (dusk)
scenes and as required by the
surface resolution test on daylight
scenes.------------------------------------------------------------------------2.a.7............. For circling approaches, the runway X X X
of intended landing and associated
lighting must fade into view in a
non-distracting manner.------------------------------------------------------------------------2.b............... For Helicopter landing areas:------------------------------------------------------------------------2.b.1............. Landing direction lights and raised X X X
FATO lights from 1 sm (1.5 km).------------------------------------------------------------------------2.b.2............. Flush mounted FATO lights, TOFL X X
lights, and the lighted windsock
from 0.5 sm (750 m).------------------------------------------------------------------------2.b.3............. Hover taxiway lighting (yellow/blue/ X X
yellow cylinders) from TOFL area.------------------------------------------------------------------------2.b.4............. Markings within range of landing X X X
lights for night/twilight (dusk)
scenes and as required by the
surface resolution test on daylight
scenes.------------------------------------------------------------------------3................. Airport or Helicopter landing area model content
The following prescribes the minimum requirements
for what must be provided in an airport visual
model and identifies other aspects of the airport
environment that must correspond with that model
for simulators at Level B, C, and D. The detail
must be developed using airport pictures,
construction drawings and maps, or other similar
data, or developed in accordance with published
regulatory material; however, this does not require
that airport or helicopter landing area models
contain details that are beyond the designed
capability of the currently qualified visual
system. For circling approaches, all requirements
of this section apply to the runway used for the
initial approach and to the runway of intended
landing. Only one ``primary'' taxi route from
parking to the runway end or helicopter takeoff/
landing area will be required for each ``in-use''
runway or helicopter takeoff/landing area.------------------------------------------------------------------------3.a............... The surface and markings for each ``in-use'' runway
or helicopter landing area must include the
following:------------------------------------------------------------------------3.a.1............. For airports: Runway threshold X X X
markings, runway numbers, touchdown
zone markings, fixed distance
markings, runway edge markings, and
runway centerline stripes.------------------------------------------------------------------------3.a.2............. For helicopter landing areas: X X X
Standard heliport marking (``H''),
TOFL, FATO, and safety areas.------------------------------------------------------------------------3.b............... The lighting for each ``in-use'' runway or
helicopter landing area must include the following:------------------------------------------------------------------------3.b.1............. For airports: Runway approach, X X X
threshold, edge, end, centerline (if
applicable), touchdown zone (if
applicable), leadoff, and visual
landing aid lights or light systems
for that runway.------------------------------------------------------------------------3.b.2............. For helicopter landing areas: Landing X X X
direction, raised and flush FATO,
TOFL, windsock lighting.------------------------------------------------------------------------3.c............... The taxiway surface and markings associated with
each ``in-use'' runway or helicopter landing area
must include the following:------------------------------------------------------------------------3.c.1............. For airports: Taxiway edge, X X X
centerline (if appropriate), runway
hold lines, and ILS critical area(s).------------------------------------------------------------------------3.c.2............. For helicopter landing areas: X X X
Taxiways, taxi routes, and aprons.------------------------------------------------------------------------3.d............... The taxiway lighting associated with each ``in-use''
runway or helicopter landing area must include the
following:------------------------------------------------------------------------3.d.1............. For airports: Runway edge, centerline X X X
(if appropriate), runway hold lines,
ILS critical areas.------------------------------------------------------------------------3.d.2............. For helicopter landing areas: X X X
Taxiways, taxi routes, and aprons.------------------------------------------------------------------------3.d.3............. For airports: Taxiway lighting of X
correct color.------------------------------------------------------------------------4................. Required visual model correlation with other aspects
of the airport environment simulation
The following are the minimum visual model
correlation tests that must be conducted for Level
B, Level C, and Level D simulators, as indicated.------------------------------------------------------------------------4.a............... The airport model must be properly X X X
aligned with the navigational aids
that are associated with operations
at the ``in-use'' runway.------------------------------------------------------------------------4.b............... Slopes in runways, taxiways, and ramp X X X
areas, if depicted in the visual
scene, must not cause distracting or
unrealistic effects.------------------------------------------------------------------------5................. Correlation with helicopter and associated equipment
The following are the minimum correlation
comparisons that must be made for simulators at
Level B, C, and D.------------------------------------------------------------------------5.a............... Visual system compatibility with X X X
aerodynamic programming.------------------------------------------------------------------------5.b............... Accurate portrayal of environment X X X
relating to flight simulator
attitudes.------------------------------------------------------------------------5.c............... Visual cues to assess sink rate and X X X
depth perception during landings.------------------------------------------------------------------------6................. Scene quality
The following are the minimum scene quality tests
that must be conducted for simulators at Level B,
C, and D.------------------------------------------------------------------------6.a............... Light points free from distracting X X X
jitter, smearing or streaking.------------------------------------------------------------------------6.b............... Surfaces and textural cues free from X X
apparent and distracting
quantization (aliasing).------------------------------------------------------------------------6.c............... Correct color and realistic textural X
cues.------------------------------------------------------------------------7................. Instructor controls of the following:
The following are the minimum instructor controls
that must be available in Level B, Level C, and
Level D simulators, as indicated.------------------------------------------------------------------------7.a............... Environmental effects, e.g., cloud X X X
base (if used), cloud effects, cloud
density, visibility in statute miles/
kilometers and RVR in feet/meters.------------------------------------------------------------------------7.b............... Airport/Heliport selection........... X X X7.c............... Airport lighting including variable X X X
intensity.7.d............... Dynamic effects including ground and X X
flight traffic.------------------------------------------------------------------------
End QPS Requirements------------------------------------------------------------------------
Begin Information------------------------------------------------------------------------8................. Sponsors are not required to provide X X X
every detail of a runway or
helicopter landing area, but the
detail that is provided must be
correct within the capabilities of
the system.$$$$$$$$$$$$$$$$$$$
End Information------------------------------------------------------------------------
Table C3D--Functions and Subjective Tests----------------------------------------------------------------------------------------------------------------
QPS requirements Information----------------------------------------------------------------------------------------------------------------
Simulator level
Entry No. Motion system (and special --------------------- Notes
aerodynamic model) effects B C D----------------------------------------------------------------------------------------------------------------This table specifies motion effects that are required to indicate the threshold at which a flight crewmember
must be able to recognize an event or situation. Where applicable, flight simulator pitch, side loading and
directional control characteristics must be representative of the helicopter.----------------------------------------------------------------------------------------------------------------
1...................... Runway rumble, oleo deflection, X X X If time permits, different
ground speed, uneven runway, runway gross weights can also be
and taxiway centerline light selected as this may also
characteristics: affect the associated
Procedure: After the helicopter has vibrations depending on
been pre-set to the takeoff position helicopter type. The
and then released, taxi at various associated motion effects
speeds with a smooth runway and note for the above tests should
the general characteristics of the also include an assessment
simulated runway rumble effects of of the effects of rolling
oleo deflections. Repeat the over centerline lights,
maneuver with a runway roughness of surface discontinuities of
50%, then with maximum roughness. uneven runways, and
Note the associated motion various taxiway
vibrations affected by ground speed characteristics.
and runway roughness----------------------------------------------------------------------------------------------------------------2...................... Friction Drag from Skid-type Landing X X
Gear:
Procedure: Perform a running takeoff
or a running landing and note an
increase in a fuselage vibration (as
opposed to rotor vibration) due to
the friction of dragging the skid
along the surface. This vibration
will lessen as the ground speed
decreases----------------------------------------------------------------------------------------------------------------3...................... Rotor Out-of-Track and/or Out-of- X X X Does not require becoming
Balance condition: airborne. The abnormal
Procedure: Select the malfunction or vibration for Out-of-Track
condition from the IOS. Start the and Out-of-Balance
engine(s) normally and check for an conditions should be
abnormal vibration for an Out-of- recognized in the
Track condition and check for an frequency range of the
abnormal vibration for an Out-of- inverse of the period for
Balance condition each; i.e., 1/P for
vertical vibration, and 1/
P for lateral vibration.----------------------------------------------------------------------------------------------------------------4...................... Bumps associated with the landing X X X When the landing gear is
gear: extended or retracted,
Procedure: Perform a normal take-off motion bumps can be felt
paying special attention to the when the gear locks into
bumps that could be perceptible due position.
to maximum oleo extension after lift-
off----------------------------------------------------------------------------------------------------------------5...................... Buffet during extension and X X X
retraction of landing gear:
Procedure: Operate the landing gear.
Check that the motion cues of the
buffet experienced represent the
actual helicopter----------------------------------------------------------------------------------------------------------------6...................... Failure of Dynamic Vibration Absorber X X X
or similar system as appropriate for
the helicopter (e.g., droop stop or
static stop):
Procedure: May be accomplished any
time the rotor is engaged. Select
the appropriate failure at the IOS,
note an appropriate increase in
vibration and check that the
vibration intensity and frequency
increases with an increase in RPM
and an increase in collective
application----------------------------------------------------------------------------------------------------------------7...................... Tail Rotor Drive Failure: X X X The tail rotor operates in
Procedure: With the engine(s) running the medium frequency
and the rotor engaged--select the range, normally estimated
malfunction and note the immediate by multiplying the tail
increase of medium frequency rotor gear box ratio by
vibration the main rotor RPM. The
failure can be recognized
by an increase in the
vibrations in this
frequency range.----------------------------------------------------------------------------------------------------------------8...................... Touchdown cues for main and nose X X X
gear:
Procedure: Conduct several normal
approaches with various rates of
descent. Check that the motion cues
for the touchdown bumps for each
descent rate are representative of
the actual helicopter----------------------------------------------------------------------------------------------------------------
9...................... Tire failure dynamics: X X The pilot may notice some
Procedure: Simulate a single tire yawing with a multiple
failure and a multiple tire failure tire failure selected on
the same side. This should
require the use of the
pedal to maintain control
of the helicopter.
Dependent on helicopter
type, a single tire
failure may not be noticed
by the pilot and may not
cause any special motion
effect. Sound or vibration
may be associated with the
actual tire losing
pressure.----------------------------------------------------------------------------------------------------------------10..................... Engine malfunction and engine damage: X X X
Procedure: The characteristics of an
engine malfunction as prescribed in
the malfunction definition document
for the particular flight simulator
must describe the special motion
effects felt by the pilot. Note the
associated engine instruments
varying according to the nature of
the malfunction and note the
replication of the effects of the
airframe vibration----------------------------------------------------------------------------------------------------------------11..................... Tail boom strikes: X X X The motion effect should be
Procedure: Tail-strikes can be felt as a noticeable nose
checked by over-rotation of the down pitching moment.
helicopter at a quick stop or
autorotation to the ground----------------------------------------------------------------------------------------------------------------12..................... Vortex Ring State (Settling with X X When the aircraft begins to
Power): shudder, the application
Procedure: Specific procedures may of additional up
differ between helicopters and may collective increases the
be prescribed by the Helicopter vibration and sink rate.
Manufacturer or other subject matter One recovery method is to
expert. However, the following decrease collective to
information is provided for enter vertical
illustrative purposes * * * To enter autorotation and/or use
the maneuver, reduce power below cyclic inputs to gain
hover power. Hold altitude with aft horizontal airspeed and
cyclic until the airspeed approaches exit from vortex ring
20 knots. Then allow the sink rate state.
to increase to 300 feet per minute
or more as the attitude is adjusted
to obtain an airspeed of less than
10 knots----------------------------------------------------------------------------------------------------------------13..................... Retreating Blade Stall: X X Correct recovery from
Procedure: Specific procedures may retreating blade stall
differ between helicopters and may requires the collective to
be prescribed by the Helicopter be lowered first, which
Manufacturer or other subject matter reduces blade angles and
expert. However, the following the angle of attack. Aft
information is provided for cyclic can then be used to
illustrative purposes: To enter the slow the helicopter.
maneuver, increase forward airspeed;
the effect will be recognized
through the development of a low
frequency vibration, pitching up of
the nose, and a roll in the
direction of the retreating blade.
High weight, low rotor RPM, high
density altitude, turbulence or
steep, abrupt turns are all
conducive to retreating blade stall
at high forward airspeeds----------------------------------------------------------------------------------------------------------------
14..................... Translational Lift Effects: X X X ...........................
Procedure: From a stabilized in-
ground-effect (IGE) Hover begin a
forward acceleration. When passing
through the effective translational
lift range, the noticeable effect
will be a possible nose pitch-up in
some helicopters, an increase in the
rate of climb, and a temporary
increase in vibration level (in some
cases this vibration may be
pronounced). This effect is
experienced again upon deceleration
through the appropriate speed range.
During deceleration, the pitch and
rate of climb will have the reverse
effect, but there will be a similar,
temporary increase in vibration
level----------------------------------------------------------------------------------------------------------------
Table C3E--Functions and Subjective Tests------------------------------------------------------------------------
QPS Requirements-------------------------------------------------------------------------
Simulator level
Entry number Sound system --------------------
B C D------------------------------------------------------------------------The following checks are performed during a normal flight profile,
motion system ON.------------------------------------------------------------------------1................... Precipitation................ X X------------------------------------------------------------------------2................... Rain removal equipment....... X X------------------------------------------------------------------------3................... Helicopter noises used by the X X
pilot for normal helicopter
operation..------------------------------------------------------------------------4................... Abnormal operations for which X X
there are associated sound
cues, including engine
malfunctions, landing gear
or tire malfunctions, tail
boom.------------------------------------------------------------------------5................... Sound of a crash when the X X
flight simulator is landed
in excess of limitations.------------------------------------------------------------------------
Table C3F--Functions and Subjective Tests------------------------------------------------------------------------
QPS Requirements-------------------------------------------------------------------------
Simulator level
Entry number Special effects --------------------
B C D------------------------------------------------------------------------This table specifies the minimum special effects necessary for the
specified simulator level.------------------------------------------------------------------------1................... Braking Dynamics:............ X X
Representations of the
dynamics of brake failure
(flight simulator pitch,
side-loading, and
directional control
characteristics
representative of the
helicopter), including
antiskid and decreased brake
efficiency due to high brake
temperatures (based on
helicopter related data),
sufficient to enable pilot
identification of the
problem and implementation
of appropriate procedures.------------------------------------------------------------------------2................... Effects of Airframe and X X
Engine Icing: Required only
for those helicopters
authorized for operations in
known icing conditions.
Procedure: With the simulator
airborne, in a clean
configuration, nominal
altitude and cruise
airspeed, autopilot on and
auto-throttles off, engine
and airfoil anti-ice/de-ice
systems deactivated;
activate icing conditions at
a rate that allows
monitoring of simulator and
systems response.
Icing recognition will
include an increase in gross
weight, airspeed decay,
change in simulator pitch
attitude, change in engine
performance indications
(other than due to airspeed
changes), and change in data
from pitot/static system, or
rotor out-of-track/balance.
Activate heating, anti-ice,
or de-ice systems
independently. Recognition
will include proper effects
of these systems, eventually
returning the simulated
helicopter to normal flight.------------------------------------------------------------------------
Table C3G--Functions and Subjective Tests------------------------------------------------------------------------
QPS Requirements-------------------------------------------------------------------------
Simulator level
Entry number Instructor Operating Station --------------------
(IOS) B C D------------------------------------------------------------------------Functions in this table are subject to evaluation only if appropriate
for the helicopter or the system is installed on the specific
simulator.------------------------------------------------------------------------1................... Simulator Power Switch(es)... X X X------------------------------------------------------------------------2................... Helicopter conditions.------------------------------------------------------------------------2.a................. Gross weight, center of X X X
gravity, fuel loading and
allocation.------------------------------------------------------------------------2.b................. Helicopter systems status.... X X X------------------------------------------------------------------------2.c................. Ground crew functions........ X X X------------------------------------------------------------------------3................... Airports/Heliports.------------------------------------------------------------------------3.a................. Number and selection......... X X X------------------------------------------------------------------------3.b................. Runway or landing area X X X
selection.------------------------------------------------------------------------3.c................. Landing surface conditions X X X
(rough, smooth, icy, wet,
dry, snow).------------------------------------------------------------------------3.d................. Preset positions............. X X X------------------------------------------------------------------------3.e................. Lighting controls............ X X X------------------------------------------------------------------------4................... Environmental controls.------------------------------------------------------------------------4.a................. Visibility (statute miles/ X X X
kilometers).------------------------------------------------------------------------4.b................. Runway visual range (in feet/ X X X
meters).------------------------------------------------------------------------4.c................. Temperature.................. X X X------------------------------------------------------------------------4.d................. Climate conditions........... X X X------------------------------------------------------------------------4.e................. Wind speed and direction..... X X X------------------------------------------------------------------------5................... Helicopter system X X X
malfunctions (Insertion/
deletion)..------------------------------------------------------------------------6................... Locks, Freezes, and Repositioning.------------------------------------------------------------------------6.a................. Problem (all) freeze/release. X X X------------------------------------------------------------------------6.b................. Position (geographic) freeze/ X X X
release.------------------------------------------------------------------------6.c................. Repositioning (locations, X X X
freezes, and releases).------------------------------------------------------------------------6.d................. Ground speed control......... X X X------------------------------------------------------------------------7................... Remote IOS................... X X X------------------------------------------------------------------------8................... Sound Controls. On/off/ X X X
adjustment.------------------------------------------------------------------------9................... Motion/Control Loading System.------------------------------------------------------------------------9.a................. On/off/emergency stop........ X X X------------------------------------------------------------------------10.................. Observer Seats/Stations. X X X
Position/Adjustment/Positive
restraint system.------------------------------------------------------------------------
Attachment 4 to Appendix C to Part 60--SAMPLE DOCUMENTS
Table of Contents
Title of Sample Figure C4A Sample Letter, Request for Initial, Upgrade, or Reinstatement Evaluation.Figure C4B Attachment: FFS Information FormFigure A4C Sample Letter of ComplianceFigure C4D Sample Qualification Test Guide Cover PageFigure C4E Sample Statement of Qualification--CertificateFigure C4F Sample Statement of Qualification--Configuration ListFigure C4G Sample Statement of Qualification--List of Qualified TasksFigure C4H Sample Continuing Qualification Evaluation Requirements PageFigure C4I Sample MQTG Index of Effective FFS Directives [GRAPHIC] [TIFF OMITTED] TR09MY08.040 [GRAPHIC] [TIFF OMITTED] TR09MY08.041 [GRAPHIC] [TIFF OMITTED] TR09MY08.042 [GRAPHIC] [TIFF OMITTED] TR09MY08.043 [GRAPHIC] [TIFF OMITTED] TR09MY08.044 [GRAPHIC] [TIFF OMITTED] TR09MY08.045 [GRAPHIC] [TIFF OMITTED] TR09MY08.046 [GRAPHIC] [TIFF OMITTED] TR09MY08.047 [GRAPHIC] [TIFF OMITTED] TR09MY08.048 [GRAPHIC] [TIFF OMITTED] TR09MY08.049 [GRAPHIC] [TIFF OMITTED] TR09MY08.050 [GRAPHIC] [TIFF OMITTED] TR09MY08.051 [GRAPHIC] [TIFF OMITTED] TR09MY08.052
Attachment 5 to Appendix C to Part 60--FSTD DIRECTIVES APPLICABLE TO
HELICOPTER FFSs
Flight Simulation Training Device (FSTD) Directive
FSTD Directive 1. Applicable to all FFSs, regardless of the original qualification basis and qualification date (original or upgrade), having Class II or Class III airport models available.
Agency: Federal Aviation Administration (FAA), DOT
Action: This is a retroactive requirement to have all Class II or Class III airport models meet current requirements.________________________________________________________________________
Summary: Notwithstanding the authorization listed in paragraph 13b in Appendices A and C of this part, this FSTD Directive requires each certificate holder to ensure that by May 30, 2009, except for the airport model(s) used to qualify the simulator at the designated level, each airport model used by the certificate holder's instructors or evaluators for training, checking, or testing under this chapter in an FFS, meets the definition of a Class II or Class III airport model as defined in 14CFR part 60. The completion of this requirement will not require a report, and the method used for keeping instructors and evaluators apprised of the airport models that meet Class II or Class III requirements on any given simulator is at the option of the certificate holder whose employees are using the FFS, but the method used must be available for review by the TPAA for that certificate holder.
Dates: FSTD Directive 1 becomes effective on May 30, 2008.
For Further Information Contact: Ed Cook, Senior Advisor to the Division Manager, Air Transportation Division, AFS-200, 800 Independence Ave, SW, Washington, DC, 20591: telephone: (404) 832-4701; fax: (404) 761-8906.
Specific Requirements:
1. Part 60 requires that each FSTD be:
a. Sponsored by a person holding or applying for an FAA operating certificate under Part 119, Part 141, or Part 142, or holding or applying for an FAA-approved training program under Part 63, Appendix C, for flight engineers, and
b. Evaluated and issued an SOQ for a specific FSTD level.
2. FFSs also require the installation of a visual system that is capable of providing an out-of-the-flight-deck view of airport models. However, historically these airport models were not routinely evaluated or required to meet any standardized criteria. This has led to qualified simulators containing airport models being used to meet FAA-approved training, testing, or checking requirements with potentially incorrect or inappropriate visual references.
3. To prevent this from occurring in the future, by May 30, 2009, except for the airport model(s) used to qualify the simulator at the designated level, each certificate holder must assure that each airport model used for training, testing, or checking under this chapter in a qualified FFS meets the definition of a Class II or Class III airport model as defined in Appendix F of this part.
4. These references describe the requirements for visual scene management and the minimum distances from which runway or landing area features must be visible for all levels of simulator. The visual scene or airport model must provide, for each ``in-use runway'' or ``in-use landing area,'' runway or landing area surface and markings, runway or landing area lighting, taxiway surface and markings, and taxiway lighting. Additional requirements include correlation of the visual scenes or airport models with other aspects of the airport environment, correlation of the aircraft and associated equipment, scene quality assessment features, and the extent to which the instructor is able to exercise control of these scenes or models.
5. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing.
6. The details in these scenes or models must be developed using airport pictures, construction drawings and maps, or other similar data, or be developed in accordance with published regulatory material. However, FSTD Directive 1 does not require that airport models contain details that are beyond the initially designed capability of the visual system, as currently qualified. The recognized limitations to visual systems are as follows:
a. Visual systems not required to have runway numbers as a part of the specific runway marking requirements are:
(1) Link NVS and DNVS.
(2) Novoview 2500 and 6000.
(3) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.
(4) Redifusion SP1, SP1T, and SP2.
b. Visual systems required to display runway numbers only for LOFT scenes are:
(1) FlightSafety VITAL IV.
(2) Redifusion SP3 and SP3T.
(3) Link-Miles Image II.
c. Visual systems not required to have accurate taxiway edge lighting are:
(1) Redifusion SP1.
(2) FlightSafety Vital IV.
(3) Link-Miles Image II and Image IIT
(4) XKD displays (even though the XKD image generator is capable of generating blue colored lights, the display cannot accommodate that color).
7. A copy of this Directive must be filed in the MQTG in the designated FSTD Directive Section, and its inclusion must be annotated on the Index of Effective FSTD Directives chart. See Attachment 4, Appendices A through D of this part for a sample MQTG Index of Effective FSTD Directives chart. [Doc. No. FAA-2002-12461, 73 FR 26490, May 9, 2008]
Sec. Appendix D to Part 60--Qualification Performance Standards for
Helicopter Flight Training Devices ________________________________________________________________________
Begin Information
This appendix establishes the standards for Helicopter Flight Training Device (FTD) evaluation and qualification at Level 4, Level 5, Level 6, or Level 7. The NSPM is responsible for the development, application, and implementation of the standards contained within this appendix. The procedures and criteria specified in this appendix will be used by the NSPM, or a person or persons assigned by the NSPM when conducting helicopter FTD evaluations.
Table of Contents
1. Introduction.
2. Applicability (Sec. Sec. 60.1, 60.2).
3. Definitions (Sec. 60.3).
4. Qualification Performance Standards (Sec. 60.4).
5. Quality Management System (Sec. 60.5).
6. Sponsor Qualification Requirements (Sec. 60.7).
7. Additional Responsibilities of the Sponsor (Sec. 60.9).
8. FTD Use (Sec. 60.11).
9. FTD Objective Data Requirements (Sec. 60.13).
10. Special Equipment and Personnel Requirements for Qualification of the FTD (Sec. 60.14).
11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15).
12. Additional Qualifications for Currently Qualified FTDs (Sec. 60.16).
13. Previously Qualified FTDs (Sec. 60.17).
14. Inspection, Continuing Qualification Evaluation, and Maintenance Requirements (Sec. 60.19).
15. Logging FTD Discrepancies (Sec. 60.20).
16. Interim Qualification of FTDs for New Helicopter Types or Models (Sec. 60.21).
17. Modifications to FTDs (Sec. 60.23).
18. Operations with Missing, Malfunctioning, or Inoperative Components (Sec. 60.25).
19. Automatic Loss of Qualification and Procedures for Restoration of Qualification (Sec. 60.27).
20. Other Losses of Qualification and Procedures for Restoration of Qualification (Sec. 60.29).
21. Recordkeeping and Reporting (Sec. 60.31).
22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements (Sec. 60.33).
23. [Reserved]
24. Levels of FTD.
25. FTD Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA) (Sec. 60.37).
Attachment 1 to Appendix D to Part 60--General FTD Requirements.
Attachment 2 to Appendix D to Part 60--Flight Training Device (FTD) Objective Tests.
Attachment 3 to Appendix D to Part 60--Flight Training Device (FTD) Subjective Evaluation.
Attachment 4 to Appendix D to Part 60--Sample Documents.
End Information ________________________________________________________________________
1. Introduction ________________________________________________________________________
Begin Information
a. This appendix contains background information as well as regulatory and informative material as described later in this section. To assist the reader in determining what areas are required and what areas are permissive, the text in this appendix is divided into two sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements sections contain details regarding compliance with the part 60 rule language. These details are regulatory, but are found only in this appendix. The Information sections contain material that is advisory in nature, and designed to give the user general information about the regulation.
b. Questions regarding the contents of this publication should be sent to the U.S. Department of Transportation, Federal Aviation Administration, Flight Standards Service, National Simulator Program Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, Georgia 30354. Telephone contact numbers for the NSP are: Phone, 404-832-4700; fax, 404-761-8906. The general e-mail address for the NSP office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web Site address is: http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/. On this Web Site you will find an NSP personnel list with telephone and e-mail contact information for each NSP staff member, a list of qualified flight simulation devices, ACs, a description of the qualification process, NSP policy, and an NSP ``In-Works'' section. Also linked from this site are additional information sources, handbook bulletins, frequently asked questions, a listing and text of the Federal Aviation Regulations, Flight Standards Inspector's handbooks, and other FAA links.
c. The NSPM encourages the use of electronic media for all communication, including any record, report, request, test, or statement required by this appendix. The electronic media used must have adequate security provisions and be acceptable to the NSPM. The NSPM recommends inquiries on system compatibility, and minimum system requirements are also included on the NSP Web site.
d. Related Reading References.
(1) 14 CFR part 60.
(2) 14 CFR part 61.
(3) 14 CFR part 63.
(4) 14 CFR part 119.
(5) 14 CFR part 121.
(6) 14 CFR part 125.
(7) 14 CFR part 135.
(8) 14 CFR part 141.
(9) 14 CFR part 142.
(10) AC 120-28, as amended, Criteria for Approval of Category III Landing Weather Minima.
(11) AC 120-29, as amended, Criteria for Approving Category I and Category II Landing Minima for part 121 operators.
(12) AC 120-35, as amended, Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.
(13) AC 120-41, as amended, Criteria for Operational Approval of Airborne Wind Shear Alerting and Flight Guidance Systems.
(14) AC 120-57, as amended, Surface Movement Guidance and Control System (SMGCS).
(15) AC 120-63, as amended, Helicopter Simulator Qualification.
(16) AC 150/5300-13, as amended, Airport Design.
(17) AC 150/5340-1, as amended, Standards for Airport Markings.
(18) AC 150/5340-4, as amended, Installation Details for Runway Centerline Touchdown Zone Lighting Systems.
(19) AC 150/5390-2, as amended, Heliport Design.
(20) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.
(21) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting System.
(22) AC 150/5345-28, as amended, Precision Approach Path Indicator (PAPI) Systems.
(23) International Air Transport Association document, ``Flight Simulator Design and Performance Data Requirements,'' as amended.
(24) AC 29-2, as amended, Flight Test Guide for Certification of Transport Category Rotorcraft.
(25) AC 27-1, as amended, Flight Test Guide for Certification of Normal Category Rotorcraft.
(26) International Civil Aviation Organization (ICAO) Manual of Criteria for the Qualification of Flight Simulators, as amended.
(27) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society, London, UK.
(28) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and Instrument Ratings).
(29) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs.
(30) Aeronautical Radio, Inc. (ARINC) document number 436, Guidelines For Electronic Qualification Test Guide (as amended).
(31) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for Design and Integration of Aircraft Avionics Equipment in Simulators (as amended).
End Information ________________________________________________________________________
2. Applicability (Sec. 60.1 and 60.2) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of sponsor rules to person who are not sponsors and who are engaged in certain unauthorized activities.
End Information ________________________________________________________________________
3. Definitions (Sec. 60.3) ________________________________________________________________________
Begin Information
See Appendix F of this part for a list of definitions and abbreviations from part 1, part 60, and the QPS appendices of part 60.
End Information ________________________________________________________________________
4. Qualification Performance Standards (Sec. 60.4)
Begin Information
No additional regulatory or informational material applies to Sec. 60.4, Qualification Performance Standards.
End Information ________________________________________________________________________
5. Quality Management System (Sec. 60.5) ________________________________________________________________________
Begin Information
Additional regulatory material and informational material regarding Quality Management Systems for FTDs may be found in Appendix E of this part.
End Information ________________________________________________________________________
6. Sponsor Qualification Requirements (Sec. 60.7) ________________________________________________________________________
Begin Information
a. The intent of the language in Sec. 60.7(b) is to have a specific FTD, identified by the sponsor, used at least once in an FAA-approved flight training program for the helicopter simulated during the 12-month period described. The identification of the specific FTD may change from one 12-month period to the next 12-month period as long as that sponsor sponsors and uses at least one FTD at least once during the prescribed period. There is no minimum number of hours or minimum FTD periods required.
b. The following examples describe acceptable operational practices:
(1) Example One.
(a) A sponsor is sponsoring a single, specific FTD for its own use, in its own facility or elsewhere--this single FTD forms the basis for the sponsorship. The sponsor uses that FTD at least once in each 12-month period in that sponsor's FAA-approved flight training program for the helicopter simulated. This 12-month period is established according to the following schedule:
(i) If the FTD was qualified prior to May 30, 2008, the 12-month period begins on the date of the first continuing qualification evaluation conducted in accordance with Sec. 60.19 after May 30, 2008, and continues for each subsequent 12-month period;
(ii) A device qualified on or after May 30, 2008, will be required to undergo an initial or upgrade evaluation in accordance with Sec. 60.15. Once the initial or upgrade evaluation is complete, the first continuing qualification evaluation will be conducted within 6 months. The 12 month continuing qualification evaluation cycle begins on that date and continues for each subsequent 12-month period.
(b) There is no minimum number of hours of FTD use required.
(c) The identification of the specific FTD may change from one 12-month period to the next 12-month period as long as that sponsor sponsors and uses at least one FTD at least once during the prescribed period.
(2) Example Two.
(a) A sponsor sponsors an additional number of FTDs, in its facility or elsewhere. Each additionally sponsored FTD must be--
(i) Used by the sponsor in the sponsor's FAA-approved flight training program for the helicopter simulated (as described in Sec. 60.7(d)(1)); or
(ii) Used by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the helicopter simulated (as described in Sec. 60.7(d)(1)). This 12-month period is established in the same manner as in example one; or
(iii) Provided a statement each year from a qualified pilot, (after having flown the helicopter not the subject FTD or another FTD, during the preceding 12-month period) stating that the subject FTD's performance and handling qualities represent the helicopter (as described in Sec. 60.7(d)(2)). This statement is provided at least once in each 12-month period established in the same manner as in example one.
(b) There is no minimum number of hours of FTD use required.
(3) Example Three.
(a) A sponsor in New York (in this example, a Part 142 certificate holder) establishes ``satellite'' training centers in Chicago and Moscow.
(b) The satellite function means that the Chicago and Moscow centers must operate under the New York center's certificate (in accordance with all of the New York center's practices, procedures, and policies; e.g., instructor and/or technician training/checking requirements, record keeping, QMS program).
(c) All of the FTDs in the Chicago and Moscow centers could be dry-leased (i.e., the certificate holder does not have and use FAA-approved flight training programs for the FTDs in the Chicago and Moscow centers) because--
(i) Each FTD in the Chicago center and each FTD in the Moscow center is used at least once each 12-month period by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the helicopter (as described in Sec. 60.7(d)(1)); or
(ii) A statement is obtained from a qualified pilot (having flown the helicopter, not the subject FTD or another FTD during the preceding 12-month period) stating that the performance and handling qualities of each FTD in the Chicago and Moscow centers represents the helicopter (as described in Sec. 60.7(d)(2)).
End Information ________________________________________________________________________
7. Additional Responsibilities of the Sponsor (Sec. 60.9) ________________________________________________________________________
Begin Information
The phrase ``as soon as practicable'' in Sec. 60.9(a) means without unnecessarily disrupting or delaying beyond a reasonable time the training, evaluation, or experience being conducted in the FTD.
End Information ________________________________________________________________________
8. FTD Use (Sec. 60.11). ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.11, FTD Use.
End Information ________________________________________________________________________
9. FTD Objective Data Requirements (Sec. 60.13) ________________________________________________________________________
Begin QPS Requirements
a. Flight test data used to validate FTD performance and handling qualities must have been gathered in accordance with a flight test program containing the following:
(1) A flight test plan consisting of:
(a) The maneuvers and procedures required for aircraft certification and simulation programming and validation.
(b) For each maneuver or procedure--
(i) The procedures and control input the flight test pilot and/or engineer used.
(ii) The atmospheric and environmental conditions.
(iii) The initial flight conditions.
(iv) The helicopter configuration, including weight and center of gravity.
(v) The data to be gathered.
(vi) All other information necessary to recreate the flight test conditions in the FTD.
(2) Appropriately qualified flight test personnel.
(3) Appropriate and sufficient data acquisition equipment or system(s), including appropriate data reduction and analysis methods and techniques, acceptable to the FAA's Aircraft Certification Service.
b. The data, regardless of source, must be presented:
(1) In a format that supports the FTD validation process;
(2) In a manner that is clearly readable and annotated correctly and completely;
(3) With resolution sufficient to determine compliance with the tolerances set forth in Attachment 2, Table D2A Appendix D;
(4) With any necessary guidance information provided; and
(5) Without alteration, adjustments, or bias. Data may be corrected to address known data calibration errors provided that an explanation of the methods used to correct the errors appears in the QTG. The corrected data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation
c. After completion of any additional flight test, a flight test report must be submitted in support of the validation data. The report must contain sufficient data and rationale to support qualification of the FTD at the level requested.
d. As required by Sec. 60.13(f), the sponsor must notify the NSPM when it becomes aware that an addition to or a revision of the flight related data or helicopter systems related data is available if this data is used to program and operate a qualified FTD. The data referred to in this sub-section is data used to validate the performance, handling qualities, or other characteristics of the aircraft, including data related to any relevant changes occurring after the type certification is issued. The sponsor must--
(1) Within 10 calendar days, notify the NSPM of the existence of this data; and
(a) Within 45 calendar days, notify the NSPM of--
(b) The schedule to incorporate this data into the FTD; or
(c) The reason for not incorporating this data into the FTD.
e. In those cases where the objective test results authorize a ``snapshot test'' or a ``series of snapshot tests'' results in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.
End QPS Requirements ________________________________________________________________________
Begin Information
f. The FTD sponsor is encouraged to maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and if appropriate, with the person having supplied the aircraft data package for the FTD in order to facilitate the notification described in this paragraph.
g. It is the intent of the NSPM that for new aircraft entering service, at a point well in advance of preparation of the QTG, the sponsor should submit to the NSPM for approval, a descriptive document (see Appendix C of this part, Table C2D, Sample Validation Data Roadmap for Helicopters) containing the plan for acquiring the validation data, including data sources. This document should clearly identify sources of data for all required tests, a description of the validity of these data for a specific engine type and thrust rating configuration, and the revision levels of all avionics affecting the performance or flying qualities of the aircraft. Additionally, this document should provide other information such as the rationale or explanation for cases where data or data parameters are missing, instances where engineering simulation data are used, or where flight test methods require further explanations. It should also provide a brief narrative describing the cause and effect of any deviation from data requirements. The aircraft manufacturer may provide this document.
h. There is no requirement for any flight test data supplier to submit a flight test plan or program prior to gathering flight test data. However, the NSPM notes that inexperienced data gatherers often provide data that is irrelevant, improperly marked, or lacking adequate justification for selection. Other problems include inadequate information regarding initial conditions or test maneuvers. The NSPM has been forced to refuse these data submissions as validation data for an FTD evaluation. For this reason the NSPM recommends that any data supplier not previously experienced in this area review the data necessary for programming and for validating the performance of the FTD and discuss the flight test plan anticipated for acquiring such data with the NSPM well in advance of commencing the flight tests.
i. The NSPM will consider, on a case-by-case basis, whether to approve supplemental validation data derived from flight data recording systems such as a Quick Access Recorder or Flight Data Recorder.
End Information ________________________________________________________________________
10. Special Equipment and Personnel Requirements for Qualification of
the FTD (Sec. 60.14). ________________________________________________________________________
Begin Information
a. In the event that the NSPM determines that special equipment or specifically qualified persons will be required to conduct an evaluation, the NSPM will make every attempt to notify the sponsor at least one (1) week, but in no case less than 72 hours, in advance of the evaluation. Examples of special equipment include flight control measurement devices, accelerometers, or oscilloscopes. Examples of specially qualified personnel include individuals specifically qualified to install or use any special equipment when its use is required.
b. Examples of a special evaluation include an evaluation conducted after an FTD is moved; at the request of the TPAA; or as a result of comments received from users of the FTD that raise questions about the continued qualification or use of the FTD.
End Information ________________________________________________________________________
11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15). ________________________________________________________________________
Begin QPS Requirement
a. In order to be qualified at a particular qualification level, the FTD must:
(1) Meet the general requirements listed in Attachment 1 of this appendix.
(2) Meet the objective testing requirements listed in Attachment 2 of this appendix (Level 4 FTDs do not require objective tests).
(3) Satisfactorily accomplish the subjective tests listed in Attachment 3 of this appendix.
b. The request described in Sec. 60.15(a) must include all of the following:
(1) A statement that the FTD meets all of the applicable provisions of this part and all applicable provisions of the QPS.
(2) A confirmation that the sponsor will forward to the NSPM the statement described in Sec. 60.15(b) in such time as to be received no later than 5 business days prior to the scheduled evaluation and may be forwarded to the NSPM via traditional or electronic means.
(3) Except for a Level 4 FTD, a QTG, acceptable to the NSPM, that includes all of the following:
(a) Objective data obtained from aircraft testing or another approved source.
(b) Correlating objective test results obtained from the performance of the FTD as prescribed in the appropriate QPS.
(c) The result of FTD subjective tests prescribed in the appropriate QPS.
(d) A description of the equipment necessary to perform the evaluation for initial qualification and the continuing qualification evaluations.
c. The QTG described in paragraph a(3) of this section must provide the documented proof of compliance with the FTD objective tests in Attachment 2, Table D2A of this appendix.
d. The QTG is prepared and submitted by the sponsor, or the sponsor's agent on behalf of the sponsor, to the NSPM for review and approval, and must include, for each objective test:
(1) Parameters, tolerances, and flight conditions.
(2) Pertinent and complete instructions for conducting automatic and manual tests.
(3) A means of comparing the FTD test results to the objective data.
(4) Any other information as necessary to assist in the evaluation of the test results.
(5) Other information appropriate to the qualification level of the FTD.
e. The QTG described in paragraphs (a)(3) and (b) of this section, must include the following:
(1) A QTG cover page with sponsor and FAA approval signature blocks (see Attachment 4, Figure D4C, of this appendix, for a sample QTG cover page).
(2) A continuing qualification evaluation requirements page. This page will be used by the NSPM to establish and record the frequency with which continuing qualification evaluations must be conducted and any subsequent changes that may be determined by the NSPM in accordance with Sec. 60.19. See Attachment 4, Figure D4G, of this appendix for a sample Continuing Qualification Evaluation Requirements page.
(3) An FTD information page that provides the information listed in this paragraph, if applicable (see Attachment 4, Figure D4B, of this appendix, for a sample FTD information page). For convertible FTDs, the sponsor must submit a separate page for each configuration of the FTD.
(a) The sponsor's FTD identification number or code.
(b) The helicopter model and series being simulated.
(c) The aerodynamic data revision number or reference.
(d) The source of the basic aerodynamic model and the aerodynamic coefficient data used to modify the basic model.
(e) The engine model(s) and its data revision number or reference.
(f) The flight control data revision number or reference.
(g) The flight management system identification and revision level.
(h) The FTD model and manufacturer.
(i) The date of FTD manufacture.
(j) The FTD computer identification.
(k) The visual system model and manufacturer, including display type.
(l) The motion system type and manufacturer, including degrees of freedom.
(4) A Table of Contents.
(5) A log of revisions and a list of effective pages.
(6) List of all relevant data references.
(7) A glossary of terms and symbols used (including sign conventions and units).
(8) Statements of Compliance and Capability (SOC) with certain requirements.
(9) Recording procedures or equipment required to accomplish the objective tests.
(10) The following information for each objective test designated in Attachment 2 of this appendix, as applicable to the qualification level sought:
(a) Name of the test.
(b) Objective of the test.
(c) Initial conditions.
(d) Manual test procedures.
(e) Automatic test procedures (if applicable).
(f) Method for evaluating FTD objective test results.
(g) List of all relevant parameters driven or constrained during the automatic test(s).
(h) List of all relevant parameters driven or constrained during the manual test(s).
(i) Tolerances for relevant parameters.
(j) Source of Validation Data (document and page number).
(k) Copy of the Validation Data (if located in a separate binder, a cross reference for the identification and page number for pertinent data location must be provided).
(l) FTD Objective Test Results as obtained by the sponsor. Each test result must reflect the date completed and must be clearly labeled as a product of the device being tested.
f. A convertible FTD is addressed as a separate FTD for each model and series helicopter to which it will be converted and for the FAA qualification level sought. The NSPM will conduct an evaluation for each configuration. If a sponsor seeks qualification for two or more models of a helicopter type using a convertible FTD, the sponsor must provide a QTG for each helicopter model, or a QTG for the first helicopter model and a supplement to that QTG for each additional helicopter model. The NSPM will conduct evaluations for each helicopter model.
g. The form and manner of presentation of objective test results in the QTG must include the following:
(1) The sponsor's FTD test results must be recorded in a manner acceptable to the NSPM, that allows easy comparison of the FTD test results to the validation data (e.g., use of a multi-channel recorder, line printer, cross plotting, overlays, transparencies).
(2) FTD results must be labeled using terminology common to helicopter parameters as opposed to computer software identifications.
(3) Validation data documents included in a QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution.
(4) Scaling on graphical presentations must provide the resolution necessary to evaluate the parameters shown in Attachment 2, Table D2A of this appendix.
(5) Tests involving time histories, data sheets (or transparencies thereof) and FTD test results must be clearly marked with appropriate reference points to ensure an accurate comparison between FTD and helicopter with respect to time. Time histories recorded via a line printer are to be clearly identified for cross-plotting on the helicopter data. Over-plots may not obscure the reference data.
h. The sponsor may elect to complete the QTG objective and subjective tests at the manufacturer's facility or at the sponsor's training facility. If the tests are conducted at the manufacturer's facility, the sponsor must repeat at least one-third of the tests at the sponsor's training facility in order to substantiate FTD performance. The QTG must be clearly annotated to indicate when and where each test was accomplished. Tests conducted at the manufacturer's facility and at the sponsor's training facility must be conducted after the FTD is assembled with systems and sub-systems functional and operating in an interactive manner. The test results must be submitted to the NSPM.
i. The sponsor must maintain a copy of the MQTG at the FTD location.
j. All FTDs for which the initial qualification is conducted after May 30, 2014, must have an electronic MQTG (eMQTG) including all objective data obtained from helicopter testing, or another approved source (reformatted or digitized), together with correlating objective test results obtained from the performance of the FTD (reformatted or digitized) as prescribed in this appendix. The eMQTG must also contain the general FTD performance or demonstration results (reformatted or digitized) prescribed in this appendix, and a description of the equipment necessary to perform the initial qualification evaluation and the continuing qualification evaluations. The eMQTG must include the original validation data used to validate FTD performance and handling qualities in either the original digitized format from the data supplier or an electronic scan of the original time-history plots that were provided by the data supplier. A copy of the eMQTG must be provided to the NSPM.
k. All other FTDs (not covered in subparagraph ``j'') must have an electronic copy of the MQTG by and after May 30, 2014. An electronic copy of the MQTG must be provided to the NSPM. This may be provided by an electronic scan presented in a Portable Document File (PDF), or similar format acceptable to the NSPM.
l. During the initial (or upgrade) qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FTD.
End QPS Requirements ________________________________________________________________________
Begin Information
m. Only those FTDs that are sponsored by a certificate holder as defined in Appendix F of this part will be evaluated by the NSPM. However, other FTD evaluations may be conducted on a case-by-case basis as the Administrator deems appropriate, but only in accordance with applicable agreements.
n. The NSPM will conduct an evaluation for each configuration, and each FTD must be evaluated as completely as possible. To ensure a thorough and uniform evaluation, each FTD is subjected to the general FTD requirements in Attachment 1 of this appendix, the objective tests listed in Attachment 2 of this appendix, and the subjective tests listed in Attachment 3 of this appendix. The evaluations described herein will include, but not necessarily be limited to the following:
(1) Helicopter responses, including longitudinal and lateral-directional control responses (see Attachment 2 of this appendix).
(2) Performance in authorized portions of the simulated helicopter's operating envelope, to include tasks evaluated by the NSPM in the areas of surface operations, takeoff, climb, cruise, descent, approach and landing, as well as abnormal and emergency operations (see Attachment 2 of this appendix).
(3) Control checks (see Attachment 1 and Attachment 2 of this appendix).
(4) Flight deck configuration (see Attachment 1 of this appendix).
(5) Pilot, flight engineer, and instructor station functions checks (see Attachment 1 and Attachment 3 of this appendix).
(6) Helicopter systems and sub-systems (as appropriate) as compared to the helicopter simulated (see attachment 1 and attachment 3 of this appendix).
(7) FTD systems and sub-systems, including force cueing (motion), visual, and aural (sound) systems, as appropriate (see Attachment 1 and Attachment 2 of this appendix).
(8) Certain additional requirements, depending upon the qualification level sought, including equipment or circumstances that may become hazardous to the occupants. The sponsor may be subject to Occupational Safety and Health Administration requirements.
o. The NSPM administers the objective and subjective tests, which include an examination of functions. The tests include a qualitative assessment of the FTD by an NSP pilot. The NSP evaluation team leader may assign other qualified personnel to assist in accomplishing the functions examination and/or the objective and subjective tests performed during an evaluation when required.
(1) Objective tests provide a basis for measuring and evaluating FTD performance and determining compliance with the requirements of this part.
(2) Subjective tests provide a basis for:
(a) Evaluating the capability of the FTD to perform over a typical utilization period;
(b) Determining that the FTD satisfactorily simulates each required task;
(c) Verifying correct operation of the FTD controls, instruments, and systems; and
(d) Demonstrating compliance with the requirements of this part.
p. The tolerances for the test parameters listed in Attachment 2 of this appendix reflect the range of tolerances acceptable to the NSPM for FTD validation and are not to be confused with design tolerances specified for FTD manufacture. In making decisions regarding tests and test results, the NSPM relies on the use of operational and engineering judgment in the application of data (including consideration of the way in which the flight test was flown and way the data was gathered and applied), data presentations, and the applicable tolerances for each test.
q. In addition to the scheduled continuing qualification evaluation, each FTD is subject to evaluations conducted by the NSPM at any time without prior notification to the sponsor. Such evaluations would be accomplished in a normal manner (i.e., requiring exclusive use of the FTD for the conduct of objective and subjective tests and an examination of functions) if the FTD is not being used for flight crewmember training, testing, or checking. However, if the FTD were being used, the evaluation would be conducted in a non-exclusive manner. This non-exclusive evaluation will be conducted by the FTD evaluator accompanying the check airman, instructor, Aircrew Program Designee (APD), or FAA inspector aboard the FTD along with the student(s) and observing the operation of the FTD during the training, testing, or checking activities.
r. Problems with objective test results are handled as follows:
(1) If a problem with an objective test result is detected by the NSP evaluation team during an evaluation, the test may be repeated or the QTG may be amended.
(2) If it is determined that the results of an objective test do not support the qualification level requested but do support a lower level, the NSPM may qualify the FTD at a lower level.
s. After an FTD is successfully evaluated, the NSPM issues an SOQ to the sponsor. The NSPM recommends the FTD to the TPAA, who will approve the FTD for use in a flight training program. The SOQ will be issued at the satisfactory conclusion of the initial or continuing qualification evaluation and will list the tasks for which the FTD is qualified, referencing the tasks described in Table D1B in Attachment 1 of this appendix. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FTD in an FAA-approved flight training program.
t. Under normal circumstances, the NSPM establishes a date for the initial or upgrade evaluation within ten (10) working days after determining that a complete QTG is acceptable. Unusual circumstances may warrant establishing an evaluation date before this determination is made. A sponsor may schedule an evaluation date as early as 6 months in advance. However, there may be a delay of 45 days or more in rescheduling and completing the evaluation if the sponsor is unable to meet the scheduled date. See Attachment 4, of this appendix, Figure D4A, Sample Request for Initial, Upgrade, or Reinstatement Evaluation.
u. The numbering system used for objective test results in the QTG should closely follow the numbering system set out in Attachment 2, FTD Objective Tests, Table D2A of this appendix.
v. Contact the NSPM or visit the NSPM Web site for additional information regarding the preferred qualifications of pilots used to meet the requirements of Sec. 60.15(d).
w. Examples of the exclusions for which the FTD might not have been subjectively tested by the sponsor or the NSPM and for which qualification might not be sought or granted, as described in Sec. 60.15(g)(6), include approaches to and departures from slopes and pinnacles.
End Information ________________________________________________________________________
12. Additional Qualifications for Currently Qualified FTDs (Sec. 60.16) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.16, Additional Qualifications for a Currently Qualified FTD.
End Information ________________________________________________________________________
13. Previously Qualified FTDs (Sec. 60.17) ________________________________________________________________________
Begin QPS Requirements
a. In instances where a sponsor plans to remove an FTD from active status for a period of less than two years, the following procedures apply:
(1) The NSPM must be notified in writing and the notification must include an estimate of the period that the FTD will be inactive.
(2) Continuing Qualification evaluations will not be scheduled during the inactive period.
(3) The NSPM will remove the FTD from the list of qualified FTDs on a mutually established date not later than the date on which the first missed continuing qualification evaluation would have been scheduled.
(4) Before the FTD is restored to qualified status, it must be evaluated by the NSPM. The evaluation content and the time required to accomplish the evaluation is based on the number of continuing qualification evaluations and sponsor-conducted quarterly inspections missed during the period of inactivity.
(5) The sponsor must notify the NSPM of any changes to the original scheduled time out of service.
b. FTDs and replacement FTD systems qualified prior to May 30, 2008, are not required to meet the general FTD requirements, the objective test requirements, and the subjective test requirements of Attachments 1, 2, and 3, respectively, of this appendix as long as the FTD continues to meet the test requirements contained in the MQTG developed under the original qualification basis.
c. After (1 year after date of publication of the final rule in the Federal Register) each visual scene and airport model installed in and available for use in a qualified FTD must meet the requirements described in Attachment 3 of this appendix.
d. Simulators qualified prior to May 30, 2008, may be updated. If an evaluation is deemed appropriate or necessary by the NSPM after such an update, the evaluation will not require an evaluation to standards beyond those against which the simulator was originally qualified.
End QPS Requirements ________________________________________________________________________
Begin Information
e. Other certificate holders or persons desiring to use an FTD may contract with FTD sponsors to use FTDs previously qualified at a particular level for a helicopter type and approved for use within an FAA-approved flight training program. Such FTDs are not required to undergo an additional qualification process, except as described in Sec. 60.16.
f. Each FTD user must obtain approval from the appropriate TPAA to use any FTD in an FAA-approved flight training program.
g. The intent of the requirement listed in Sec. 60.17(b), for each FTD to have an SOQ within 6 years, is to have the availability of that statement (including the configuration list and the limitations to authorizations) to provide a complete picture of the FTD inventory regulated by the FAA. The issuance of the statement will not require any additional evaluation or require any adjustment to the evaluation basis for the FTD.
h. Downgrading of an FTD is a permanent change in qualification level and will necessitate the issuance of a revised SOQ to reflect the revised qualification level, as appropriate. If a temporary restriction is placed on an FTD because of a missing, malfunctioning, or inoperative component or on-going repairs, the restriction is not a permanent change in qualification level. Instead, the restriction is temporary and is removed when the reason for the restriction has been resolved.
i. It is not the intent of the NSPM to discourage the improvement of existing simulation (e.g., the ``updating'' of a control loading system, or the replacement of the IOS with a more capable unit) by requiring the ``updated'' device to meet the qualification standards current at the time of the update. Depending on the extent of the update, the NSPM may require that the updated device be evaluated and may require that an evaluation include all or a portion of the elements of an initial evaluation. However, the standards against which the device would be evaluated are those that are found in the MQTG for that device.
j. The NSPM will determine the evaluation criteria for an FTD that has been removed from active status for a prolonged period. The criteria will be based on the number of continuing qualification evaluations and quarterly inspections missed during the period of inactivity. For example, if the FTD were out of service for a 1 year period, it would be necessary to complete the entire QTG, since all of the quarterly evaluations would have been missed. The NSPM will also consider how the FTD was stored, whether parts were removed from the FTD and whether the FTD was disassembled.
k. The FTD will normally be requalified using the FAA-approved MQTG and the criteria that was in effect prior to its removal from qualification. However, inactive periods of 2 years or more will require re-qualification under the standards in effect and current at the time of requalification.
End Information ________________________________________________________________________
14. Inspection, Continuing Qualification, Evaluation, and Maintenance
Requirements (Sec. 60.19) ________________________________________________________________________
Begin QPS Requirement
a. The sponsor must conduct a minimum of four evenly spaced inspections throughout the year. The objective test sequence and content of each inspection in this sequence must be developed by the sponsor and must be acceptable to the NSPM.
b. The description of the functional preflight check must be contained in the sponsor's QMS.
c. Record ``functional preflight'' in the FTD discrepancy log book or other acceptable location, including any item found to be missing, malfunctioning, or inoperative.
d. During the continuing qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FTD.
End QPS Requirements ________________________________________________________________________
Begin Information
e. The sponsor's test sequence and the content of each quarterly inspection required in Sec. 60.19(a)(1) should include a balance and a mix from the objective test requirement areas listed as follows:
(1) Performance.
(2) Handling qualities.
(3) Motion system (where appropriate).
(4) Visual system (where appropriate).
(5) Sound system (where appropriate).
(6) Other FTD systems.
f. If the NSP evaluator plans to accomplish specific tests during a normal continuing qualification evaluation that requires the use of special equipment or technicians, the sponsor will be notified as far in advance of the evaluation as practical; but not less than 72 hours. Examples of such tests include latencies and control sweeps.
g. The continuing qualification evaluations described in Sec. 60.19(b) will normally require 4 hours of FTD time. However, flexibility is necessary to address abnormal situations or situations involving aircraft with additional levels of complexity (e.g., computer controlled aircraft). The sponsor should anticipate that some tests may require additional time. The continuing qualification evaluations will consist of the following:
(1) Review of the results of the quarterly inspections conducted by the sponsor since the last scheduled continuing qualification evaluation.
(2) A selection of approximately 8 to 15 objective tests from the MQTG that provide an adequate opportunity to evaluate the performance of the FTD. The tests chosen will be performed either automatically or manually and should be able to be conducted within approximately one-third (1/3) of the allotted FTD time.
(3) A subjective evaluation of the FTD to perform a representative sampling of the tasks set out in attachment 3 of this appendix. This portion of the evaluation should take approximately two-thirds (2/3) of the allotted FTD time.
(4) An examination of the functions of the FTD may include the motion system, visual system, sound system as applicable, instructor operating station, and the normal functions and simulated malfunctions of the simulated helicopter systems. This examination is normally accomplished simultaneously with the subjective evaluation requirements.
h. The requirement established in Sec. 60.19(b)(4) regarding the frequency of NSPM-conducted continuing qualification evaluations for each FTD is typically 12 months. However, the establishment and satisfactory implementation of an approved QMS for a sponsor will provide a basis for adjusting the frequency of evaluations to exceed 12-month intervals.
End Information ________________________________________________________________________
15. Logging FTD Discrepancies (Sec. 60.20) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.20. Logging FTD Discrepancies.
End Information ________________________________________________________________________
16. Interim Qualification of FTDs for New Helicopter Types or Models
(Sec. 60.21) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.21, Interim Qualification of FTDs for New Helicopter Types or Models.
End Information ________________________________________________________________________
17. Modifications to FTDs (Sec. 60.23) ________________________________________________________________________
Begin QPS Requirements
a. The notification described in Sec. 60.23(c)(2) must include a complete description of the planned modification, with a description of the operational and engineering effect the proposed modification will have on the operation of the FTD and the results that are expected with the modification incorporated.
b. Prior to using the modified FTD:
(1) All the applicable objective tests completed with the modification incorporated, including any necessary updates to the MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to the NSPM; and
(2) The sponsor must provide the NSPM with a statement signed by the MR that the factors listed in Sec. 60.15(b) are addressed by the appropriate personnel as described in that section.
End QPS Requirements ________________________________________________________________________
Begin Information
c. FSTD Directives are considered modification of an FTD. See Attachment 4 of this appendix, Figure D4H for a sample index of effective FSTD Directives. See Attachment 6 of this appendix for a list of all effective FSTD Directives applicable to Helicopter FTDs.
End Information ________________________________________________________________________
18. Operation with Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25) ________________________________________________________________________
Begin Information
a. The sponsor's responsibility with respect to Sec. 60.25(a) is satisfied when the sponsor fairly and accurately advises the user of the current status of an FTD, including any missing, malfunctioning, or inoperative (MMI) component(s).
b. It is the responsibility of the instructor, check airman, or representative of the administrator conducting training, testing, or checking to exercise reasonable and prudent judgment to determine if any MMI component is necessary for the satisfactory completion of a specific maneuver, procedure, or task.
c. If the 29th or 30th day of the 30-day period described in Sec. 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend the deadline until the next business day.
d. In accordance with the authorization described in Sec. 60.25(b), the sponsor may develop a discrepancy prioritizing system to accomplish repairs based on the level of impact on the capability of the FTD. Repairs having a larger impact on the FTD's ability to provide the required training, evaluation, or flight experience will have a higher priority for repair or replacement.
End Information ________________________________________________________________________
19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (Sec. 60.27) ________________________________________________________________________
Begin Information
If the sponsor provides a plan for how the FTD will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FTD is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing that is required for requalification.
End Information ________________________________________________________________________
20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29) ________________________________________________________________________
Begin Information
If the sponsor provides a plan for how the FTD will be maintained during its out-of- service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FTD is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing that is required for requalification.
End Information ________________________________________________________________________
21. Record Keeping and Reporting (Sec. 60.31) ________________________________________________________________________
Begin QPS Requirements
a. FTD modifications can include hardware or software changes. For FTD modifications involving software programming changes, the record required by Sec. 60.31(a)(2) must consist of the name of the aircraft system software, aerodynamic model, or engine model change, the date of the change, a summary of the change, and the reason for the change.
b. If a coded form for record keeping is used, it must provide for the preservation and retrieval of information with appropriate security or controls to prevent the inappropriate alteration of such records after the fact.
End Information ________________________________________________________________________ 22. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (Sec. 60.33) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements
23. [Reserved]
End Information ________________________________________________________________________
24. Levels of FTD ________________________________________________________________________
Begin Information
a. The following is a general description of each level of FTD. Detailed standards and tests for the various levels of FTDs are fully defined in Attachments 1 through 3 of this appendix.
(1) Level 4. A Level 4 device is one that may have an open helicopter-specific flight deck area, or an enclosed helicopter-specific flight deck and at least one operating system. Air/ground logic is required (no aerodynamic programming required). All displays may be flat/LCD panel representations or actual representations of displays in the aircraft. All controls, switches, and knobs may be touch sensitive activation (not capable of manual manipulation of the flight controls) or may physically replicate the aircraft in control operation.
(2) Level 5. A Level 5 device is one that may have an open helicopter-specific flight deck area, or an enclosed helicopter-specific flight deck and a generic aerodynamic program with at least one operating system and control loading representative of the simulated helicopter. The control loading need only represent the helicopter at an approach speed and configuration. All displays may be flat/LCD panel representations or actual representations of displays in the aircraft. Primary and secondary flight controls (e.g., rudder, aileron, elevator, flaps, spoilers/speed brakes, engine controls, landing gear, nosewheel steering, trim, brakes) must be physical controls. All other controls, switches, and knobs may be touch sensitive activation.
(3) Level 6. A Level 6 device is one that has an enclosed helicopter-specific flight deck and aerodynamic program with all applicable helicopter systems operating and control loading that is representative of the simulated helicopter throughout its ground and flight envelope and significant sound representation. All displays may be flat/LCD panel representations or actual representations of displays in the aircraft, but all controls, switches, and knobs must physically replicate the aircraft in control operation.
(4) Level 7. A Level 7 device is one that has an enclosed helicopter-specific flight deck and aerodynamic program with all applicable helicopter systems operating and control loading that is representative of the simulated helicopter throughout its ground and flight envelope and significant sound representation. All displays may be flat/LCD panel representations or actual representations of displays in the aircraft, but all controls, switches, and knobs must physically replicate the aircraft in control operation. It also has a visual system that provides an out-of-the-flight deck view, providing cross-flight deck viewing (for both pilots simultaneously) of a field-of-view of at least 146 horizontally and 36 vertically as well as a vibration cueing system for characteristic helicopter vibrations noted at the pilot station(s).
End Information ________________________________________________________________________
25. FTD Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37) ________________________________________________________________________
Begin Information
No additional regulatory or informational material applies to Sec. 60.37, FTD Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA).
End Information ________________________________________________________________________
Attachment 1 to Appendix D to Part 60--GENERAL FTD REQUIREMENTS ________________________________________________________________________
Begin QPS Requirements
1. Requirements
a. Certain requirements included in this appendix must be supported with an SOC as defined in Appendix F, which may include objective and subjective tests. The requirements for SOCs are indicated in the ``General FTD Requirements'' column in Table D1A of this appendix.
b. Table D1A describes the requirements for the indicated level of FTD. Many devices include operational systems or functions that exceed the requirements outlined in this section. In any event, all systems will be tested and evaluated in accordance with this appendix to ensure proper operation.
End QPS Requirements ________________________________________________________________________
Begin Information
2. Discussion
a. This attachment describes the general requirements for qualifying Level 4 through Level 7 FTDs. The sponsor should also consult the objectives tests in Attachment 2 of this appendix and the examination of functions and subjective tests listed in Attachment 3 of this appendix to determine the complete requirements for a specific level FTD.
b. The material contained in this attachment is divided into the following categories:
(1) General Flight Deck Configuration.
(2) Programming.
(3) Equipment Operation.
(4) Equipment and Facilities for Instructor/Evaluator Functions.
(5) Motion System.
(6) Visual System.
(7) Sound System.
c. Table D1A provides the standards for the General FTD Requirements.
d. Table D1B provides the tasks that the sponsor will examine to determine whether the FTD satisfactorily meets the requirements for flight crew training, testing, and experience.
e. Table D1C provides the functions that an instructor/check airman must be able to control in the simulator.
f. It is not required that all of the tasks that appear on the List of Qualified Tasks (part of the SOQ) be accomplished during the initial or continuing qualification evaluation.
End Information ________________________________________________________________________
Table D1A--Minimum FTD Requirements----------------------------------------------------------------------------------------------------------------
QPS requirements Information----------------------------------------------------------------------------------------------------------------
FTD level
Entry No. General FTD requirements -------------------- Notes
4 5 6 7----------------------------------------------------------------------------------------------------------------1. General Flight Deck Configuration.----------------------------------------------------------------------------------------------------------------
1.a.................... The FTD must have a flight deck ... ... X X For FTD purposes, the flight
that is a replica of the deck consists of all that space
helicopter, or set of forward of a cross section of
helicopters simulated with the flight deck at the most
controls, equipment, observable extreme aft setting of the
flight deck indicators, circuit pilots' seats including
breakers, and bulkheads properly additional, required crewmember
located, functionally accurate duty stations and those
and replicating the helicopter required bulkheads aft of the
or set of helicopters. The pilot seats. Bulkheads
direction of movement of containing only items such as
controls and switches must be landing gear pin storage
identical to that in the compartments, fire axes and
helicopter or set of extinguishers, spare light
helicopters. Crewmember seats bulbs, and aircraft documents
must afford the capability for pouches are not considered
the occupant to be able to essential and may be omitted.
achieve the design ``eye If omitted, these items, or the
position.'' Equipment for the silhouettes of these items, may
operation of the flight deck be placed on the wall of the
windows must be included, but simulator, or in any other
the actual windows need not be location as near as practical
operable. Those circuit breakers to the original position of
that affect procedures or result these items.
in observable flight deck
indications must be properly
located and functionally
accurate. Fire axes,
extinguishers, landing gear
pins, and spare light bulbs must
be available, and may be
represented in silhouette, in
the flight simulator. This
equipment must be present as
near as practical to the
original position----------------------------------------------------------------------------------------------------------------1.b.................... The FTD must have equipment X X
(i.e., instruments, panels,
systems, circuit breakers, and
controls) simulated sufficiently
for the authorized training/
checking events to be
accomplished. The installed
equipment, must be located in a
spatially correct configuration,
and may be in a flight deck or
an open flight deck area. Those
circuit breakers that affect
procedures or result in
observable flight deck
indications must be properly
located and functionally
accurate. Additional equipment
required for the authorized
training and checking events
must be available in the FTD but
may be located in a suitable
location as near as practical to
the spatially correct position.
Actuation of this equipment must
replicate the appropriate
function in the helicopter. Fire
axes, landing gear pins, and any
similar purpose instruments need
only be represented in
silhouette----------------------------------------------------------------------------------------------------------------2. Programming.----------------------------------------------------------------------------------------------------------------2.a.................... The FTD must provide the proper ... X X X
effect of aerodynamic changes
for the combinations of drag and
thrust normally encountered in
flight. This must include the
effect of change in helicopter
attitude, thrust, drag,
altitude, temperature, and
configuration. Levels 6 and 7
additionally require the effects
of changes in gross weight and
center of gravity.Level 5
requires only generic
aerodynamic programming.
An SOC is required...............----------------------------------------------------------------------------------------------------------------2.b.................... The FTD must have the computer X X X X
(analog or digital) capability
(i.e., capacity, accuracy,
resolution, and dynamic
response) needed to meet the
qualification level sought.
An SOC is required...............----------------------------------------------------------------------------------------------------------------
2.c.................... Relative responses of the flight ... X X X The intent is to verify that the
deck instruments must be FTD provides instrument cues
measured by latency tests or that are, within the stated
transport delay tests, and may time delays, like the
not exceed 150 milliseconds. The helicopter responses. For
instruments must respond to helicopter response,
abrupt input at the pilot's acceleration in the
position within the allotted appropriate, corresponding
time, but not before the time rotational axis is preferred.
that the helicopter or set of
helicopters respond under the
same conditions
Latency: The
FTD instrument and, if
applicable, the motion system
and the visual system response
must not be prior to that time
when the helicopter responds and
may respond up to 150
milliseconds after that time
under the same conditions.
Transport
Delay: As an alternative to the
Latency requirement, a transport
delay objective test may be used
to demonstrate that the FTD
system does not exceed the
specified limit. The sponsor
must measure all the delay
encountered by a step signal
migrating from the pilot's
control through all the
simulation software modules in
the correct order, using a
handshaking protocol, finally
through the normal output
interfaces to the instrument
display and, if applicable, the
motion system, and the visual
system.----------------------------------------------------------------------------------------------------------------3. Equipment Operation.----------------------------------------------------------------------------------------------------------------3.a.................... All relevant instrument A X X X
indications involved in the
simulation of the helicopter
must automatically respond to
control movement or external
disturbances to the simulated
helicopter or set of
helicopters; e.g., turbulence or
winds----------------------------------------------------------------------------------------------------------------3.b.................... Navigation equipment must be A X X X
installed and operate within the
tolerances applicable for the
helicopter or set of
helicopters. Levels 6 and 7 must
also include communication
equipment (inter-phone and air/
ground) like that in the
helicopter. Level 5 only needs
that navigation equipment
necessary to fly an instrument
approach----------------------------------------------------------------------------------------------------------------3.c.................... Installed systems must simulate A X X X
the applicable helicopter system
operation both on the ground and
in flight. At least one
helicopter system must be
represented. Systems must be
operative to the extent that
applicable normal, abnormal, and
emergency operating procedures
included in the sponsor's
training programs can be
accomplished. Levels 6 and 7
must simulate all applicable
helicopter flight, navigation,
and systems operation. Level 5
must have functional flight and
navigational controls, displays,
and instrumentation----------------------------------------------------------------------------------------------------------------3.d.................... The lighting environment for X X X X Back-lighted panels and
panels and instruments must be instruments may be installed
sufficient for the operation but are not required.
being conducted----------------------------------------------------------------------------------------------------------------
3.e.................... The FTD must provide control ... ... X X
forces and control travel that
correspond to the replicated
helicopter or set of
helicopters. Control forces must
react in the same manner as in
the helicopter or set of
helicopters under the same
flight conditions----------------------------------------------------------------------------------------------------------------3.f.................... The FTD must provide control ... X
forces and control travel of
sufficient precision to manually
fly an instrument approach. The
control forces must react in the
same manner as in the helicopter
or set of helicopters under the
same flight conditions----------------------------------------------------------------------------------------------------------------4. Instructor or Evaluator Facilities.----------------------------------------------------------------------------------------------------------------4.a.................... In addition to the flight X X X X These seats need not be a
crewmember stations, suitable replica of an aircraft seat and
seating arrangements for an may be as simple as an office
instructor/check airman and FAA chair placed in an appropriate
Inspector must be available. position.
These seats must provide
adequate view of crewmember's
panel(s)----------------------------------------------------------------------------------------------------------------4.b.................... The FTD must have instructor X X X X
controls that permit activation
of normal, abnormal, and
emergency conditions, as
appropriate. Once activated,
proper system operation must
result from system management by
the crew and not require input
from the instructor controls.----------------------------------------------------------------------------------------------------------------5. Motion System----------------------------------------------------------------------------------------------------------------5.a.................... A motion system may be installed X X X X
in an FTD. If installed, the
motion system operation must not
be distracting. If a motion
system is installed and
additional training, testing, or
checking credits are being
sought, sensory cues must also
be integrated. The motion system
must respond to abrupt input at
the pilot's position within the
allotted time, but not before
the time when the helicopter
responds under the same
conditions. The motion system
must be measured by latency
tests or transport delay tests
and may not exceed 150
milliseconds. Instrument
response must not occur prior to
motion onset----------------------------------------------------------------------------------------------------------------5.b.................... The FTD must have at least a ... ... ... X May be accomplished by a ``seat
vibration cueing system for shaker'' or a bass speaker
characteristic helicopter sufficient to provide the
vibrations noted at the pilot necessary cueing.
station(s)----------------------------------------------------------------------------------------------------------------6. Visual System----------------------------------------------------------------------------------------------------------------6.a.................... The FTD may have a visual system,
if desired, although it is not
required. If a visual system is
installed, it must meet the
following criteria:6.a.1.................. The visual system must respond to X X X
abrupt input at the pilot's
position.
An SOC is required...............----------------------------------------------------------------------------------------------------------------6.a.2.................. The visual system must be at X X X
least a single channel, non-
collimated display.
An SOC is required...............----------------------------------------------------------------------------------------------------------------
6.a.3.................. The visual system must provide at X X X
least a field-of-view of 18
vertical/24 horizontal for the
pilot flying.
An SOC is required...............----------------------------------------------------------------------------------------------------------------6.a.4.................. The visual system must provide X X X
for a maximum parallax of 10 per
pilot.
An SOC is required...............----------------------------------------------------------------------------------------------------------------6.a.5.................. The visual scene content may not X X X
be distracting.
An SOC is required...............----------------------------------------------------------------------------------------------------------------6.a.6.................. The minimum distance from the X X X
pilot's eye position to the
surface of a direct view display
may not be less than the
distance to any front panel
instrument.
An SOC is required...............----------------------------------------------------------------------------------------------------------------6.a.7.................. The visual system must provide X X X
for a minimum resolution of 5
arc-minutes for both computed
and displayed pixel size.
An SOC is required...............----------------------------------------------------------------------------------------------------------------6.b.................... If a visual system is installed X X X
and additional training,
testing, or checking credits are
being sought on the basis of
having a visual system, a visual
system meeting the standards set
out for at least a Level A FFS
(see Appendix A of this part)
will be required. A ``direct-
view,'' non-collimated visual
system (with the other
requirements for a Level A
visual system met) may be
considered satisfactory for
those installations where the
visual system design ``eye
point'' is appropriately
adjusted for each pilot's
position such that the parallax
error is at or less than 10
simultaneously for each pilot.
An SOC is required...............----------------------------------------------------------------------------------------------------------------6.c.................... The FTD must provide a continuous ... ... ... X Optimization of the vertical
visual field-of-view of at least field-of-view may be considered
146 horizontally and 36 with respect to the specific
vertically for both pilot seats, helicopter flight deck cut-off
simultaneously. The minimum angle. When considering the
horizontal field-of-view installation/use of augmented
coverage must be plus and minus fields of view, as described
one-half (\1/2\) of the minimum here, it will be the
continuous field-of-view responsibility of the sponsor
requirement, centered on the to meet with the NSPM to
zero degree azimuth line determine the training,
relative to the aircraft testing, checking, or
fuselage. Additional horizontal experience tasks for which the
field-of-view capability may be augmented field-of-view
added at the sponsor's capability may be critical to
discretion provided the minimum that approval.
field-of-view is retained.
Capability for a field-of-view
in excess of these minima is not
required for qualification at
Level 7. However, where specific
tasks require extended fields of
view beyond the 146 by 36 (e.g.,
to accommodate the use of ``chin
windows'' where the
accommodation is either integral
with or separate from the
primary visual system display),
then such extended fields of
view must be provided.
An SOC is required and must
explain the geometry of the
installation.----------------------------------------------------------------------------------------------------------------7. Sound System----------------------------------------------------------------------------------------------------------------
7.a.................... The FTD must simulate significant ... ... X X
flight deck sounds resulting
from pilot actions that
correspond to those heard in the
helicopter----------------------------------------------------------------------------------------------------------------Note: An ``A'' in the table indicates that the system, task, or procedure may be examined if the appropriate
helicopter system or control is simulated in the FTD and is working properly.
Table D1B--Minimum FTD Requirements------------------------------------------------------------------------
QPS requirements Information------------------------------------------------------------------------
Subjective FTD level
requirements The --------------------
FTD must be able
to perform the
Entry No. tasks associated Notes
with the level of 4 5 6 7
qualification
sought.------------------------------------------------------------------------1. Preflight Procedures------------------------------------------------------------------------1.a.......... Preflight A A X X
Inspection
(Flight Deck
Only) switches,
indicators,
systems, and
equipment.------------------------------------------------------------------------1.b.......... APU/Engine start
and run-up.------------------------------------------------------------------------1.b.1........ Normal start A A X X
procedures.------------------------------------------------------------------------1.b.2........ Alternate start A A X X
procedures.------------------------------------------------------------------------1.b.3........ Abnormal starts A A X X
and shutdowns
(hot start, hung
start).------------------------------------------------------------------------1.c.......... Taxiing--Ground... ... ... ... X------------------------------------------------------------------------1.d.......... Taxiing--Hover.... ... ... ... X------------------------------------------------------------------------1.e.......... Pre-takeoff Checks A A X X------------------------------------------------------------------------2. Takeoff and Departure Phase------------------------------------------------------------------------2.a.......... Normal takeoff....------------------------------------------------------------------------2.a.1........ From ground....... ... ... ... X------------------------------------------------------------------------2.a.2........ From hover........ ... ... ... X------------------------------------------------------------------------2.a.3........ Running........... ... ... ... X------------------------------------------------------------------------2.b.......... Instrument........ ... ... X X------------------------------------------------------------------------2.c.......... Powerplant Failure ... ... X X
During Takeoff.------------------------------------------------------------------------2.d.......... Rejected Takeoff.. ... ... ... X------------------------------------------------------------------------2.e.......... Instrument ... ... X X
Departure.------------------------------------------------------------------------3. Climb------------------------------------------------------------------------3.a.......... Normal............ ... ... X X------------------------------------------------------------------------3.b.......... Obstacle clearance ... ... ... X------------------------------------------------------------------------3.c.......... Vertical.......... ... ... X X------------------------------------------------------------------------3.d.......... One engine ... ... X X
inoperative.------------------------------------------------------------------------4. In-flight Maneuvers------------------------------------------------------------------------4.a.......... Turns (timed, ... X X X
normal, steep).------------------------------------------------------------------------4.b.......... Powerplant ... ... X X
Failure--Multieng
ine Helicopters.------------------------------------------------------------------------
4.c.......... Powerplant ... ... X X
Failure--Single-
Engine
Helicopters.------------------------------------------------------------------------4.d.......... Recovery From ... ... ... X
Unusual Attitudes.------------------------------------------------------------------------4.e.......... Settling with ... ... ... X
Power.------------------------------------------------------------------------5. Instrument Procedures------------------------------------------------------------------------5.a.......... Instrument Arrival ... ... X X------------------------------------------------------------------------5.b.......... Holding........... ... ... X X------------------------------------------------------------------------5.c.......... Precision
Instrument
Approach------------------------------------------------------------------------5.c.1........ Normal--All ... X X X
engines operating.------------------------------------------------------------------------5.c.2........ Manually ... ... X X
controlled--One
or more engines
inoperative.------------------------------------------------------------------------5.d.......... Non-precision ... X X X
Instrument
Approach.------------------------------------------------------------------------5.e.......... Missed Approach.------------------------------------------------------------------------5.e.1........ All engines ... ... X X
operating.------------------------------------------------------------------------5.e.2........ One or more ... ... X X
engines
inoperative.------------------------------------------------------------------------5.e.3........ Stability ... ... X X
augmentation
system failure.------------------------------------------------------------------------6. Landings and Approaches to Landings------------------------------------------------------------------------6.a.......... Visual Approaches ... X X X
(normal, steep,
shallow).------------------------------------------------------------------------6.b.......... Landings.------------------------------------------------------------------------6.b.1........ Normal/crosswind.------------------------------------------------------------------------6.b.1.a...... Running........... ... ... ... X------------------------------------------------------------------------6.b.1.b...... From Hover........ ... ... ... X------------------------------------------------------------------------6.b.2........ One or more ... ... ... X
engines
inoperative.------------------------------------------------------------------------6.b.3........ Rejected Landing.. ... ... ... X------------------------------------------------------------------------7. Normal and Abnormal Procedures------------------------------------------------------------------------7.a.......... Powerplant........ A A X X------------------------------------------------------------------------7.b.......... Fuel System....... A A X X------------------------------------------------------------------------7.c.......... Electrical System. A A X X------------------------------------------------------------------------7.d.......... Hydraulic System.. A A X X------------------------------------------------------------------------7.e.......... Environmental A A X X
System(s).------------------------------------------------------------------------7.f.......... Fire Detection and A A X X
Extinguisher
Systems.------------------------------------------------------------------------7.g.......... Navigation and A A X X
Aviation Systems.------------------------------------------------------------------------7.h.......... Automatic Flight A A X X
Control System,
Electronic Flight
Instrument
System, and
Related
Subsystems.------------------------------------------------------------------------7.i.......... Flight Control A A X X
Systems.------------------------------------------------------------------------7.j.......... Anti-ice and Deice A A X X
Systems.------------------------------------------------------------------------
7.k.......... Aircraft and A A X X
Personal
Emergency
Equipment.------------------------------------------------------------------------7.l.......... Special Missions ... ... ... X
tasks (e.g.,
Night Vision
goggles, Forward
Looking Infrared
System, External
Loads and as
listed on the
SOQ.).------------------------------------------------------------------------8. Emergency procedures (as applicable)------------------------------------------------------------------------8.a.......... Emergency Descent. ... ... X X------------------------------------------------------------------------8.b.......... Inflight Fire and ... ... X X
Smoke Removal.------------------------------------------------------------------------8.c.......... Emergency ... ... X X
Evacuation.------------------------------------------------------------------------8.d.......... Ditching.......... ... ... ... X------------------------------------------------------------------------8.e.......... Autorotative ... ... ... X
Landing.------------------------------------------------------------------------8.f.......... Retreating blade ... ... ... X
stall recovery.------------------------------------------------------------------------8.g.......... Mast bumping...... ... ... ... X------------------------------------------------------------------------8.h.......... Loss of tail rotor ... ... X X
effectiveness.------------------------------------------------------------------------9. Postflight Procedures------------------------------------------------------------------------9.a.......... After-Landing A A X X
Procedures.------------------------------------------------------------------------9.b.......... Parking and
Securing------------------------------------------------------------------------9.b.1........ Rotor brake A A X X
operation.------------------------------------------------------------------------9.b.2........ Abnormal/emergency A A X X
procedures.------------------------------------------------------------------------Note: An ``A'' in the table indicates that the system, task, or
procedure may be examined if the appropriate aircraft system or
control is simulated in the FTD and is working properly.
Table D1C--Table of FTD System Tasks------------------------------------------------------------------------
QPS requirements Information------------------------------------------------------------------------
Subjective FTD level
requirements In order --------------------
to be qualified at
the FTD qualification
level indicated, the
Entry No. FTD must be able to Notes
perform at least the 4 5 6 7
tasks associate with
that level of
qualification.------------------------------------------------------------------------1. Instructor Operating Station (IOS)------------------------------------------------------------------------1.a........ Power switch(es)..... A X X X------------------------------------------------------------------------1.b........ Helicopter conditions A A X X e.g., GW, CG,
Fuel loading,
Systems,
Ground. Crew.------------------------------------------------------------------------1.c........ Airports/Heliports/ A X X X e.g., Selection,
Helicopter Landing Surface,
Areas. Presets,
Lighting
controls.------------------------------------------------------------------------1.d........ Environmental A X X X e.g., Temp and
controls. Wind.------------------------------------------------------------------------1.e........ Helicopter system A A X X
malfunctions
(Insertion/deletion).------------------------------------------------------------------------1.f........ Locks, Freezes, and A X X X
Repositioning (as
appropriate).------------------------------------------------------------------------1.g........ Sound Controls. (On/ ... X X X
off/adjustment).------------------------------------------------------------------------1.h........ Motion/Control ... A X X
Loading System, as
appropriate. On/off/
emergency stop.------------------------------------------------------------------------2. Observer Seats/Stations------------------------------------------------------------------------
2.a........ Position/Adjustment/ A X X X
Positive restraint
system.------------------------------------------------------------------------Note: An ``A'' in the table indicates that the system, task, or
procedure may be examined if the appropriate simulator system or
control is in the FTD and is working properly.
Attachment 2 to Appendix D to Part 60--Flight Training Device (FTD)
Objective Tests ________________________________________________________________________
Begin Information
1. Discussion
a. If relevant winds are present in the objective data, the wind vector (magnitude and direction) should be noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for the test.
b. The format for numbering the objective tests in Appendix C of this part, Attachment 2, Table C2A, and the objective tests in Appendix D of this part, Attachment 2, Table D2A, is identical. However, each test required for FFSs is not necessarily required for FTDs, and each test required for FTDs is not necessarily required for FFSs. When a test number (or series of numbers) is not required, the term ``Reserved'' is used in the table at that location. Following this numbering format provides a degree of commonality between the two tables and substantially reduces the potential for confusion when referring to objective test numbers for either FFSs or FTDs.
c. A Level 4 FTD does not require objective tests and is not addressed in the following table.
End Information ________________________________________________________________________
Begin QPS Requirements
2. Test Requirements
a. The ground and flight tests required for qualification are listed in Table D2A Objective Evaluation Tests. Computer generated FTD test results must be provided for each test except where an alternate test is specifically authorized by the NSPM. If a flight condition or operating condition is required for the test but does not apply to the helicopter being simulated or to the qualification level sought, it may be disregarded (e.g., engine out climb capability for a single-engine helicopter). Each test result is compared against the validation data described in Sec. 60.13, and in Appendix B of this part. The results must be produced on an appropriate recording device acceptable to the NSPM and must include FTD number, date, time, conditions, tolerances, and appropriate dependent variables portrayed in comparison to the validation data. Time histories are required unless otherwise indicated in Table D2A. All results must be labeled using the tolerances and units given.
b. Table D2A in this attachment sets out the test results required, including the parameters, tolerances, and flight conditions for FTD validation. Tolerances are provided for the listed tests because mathematical modeling and acquisition and development of reference data are often inexact. All tolerances listed in the following tables are applied to FTD performance. When two tolerance values are given for a parameter, the less restrictive may be used unless otherwise indicated. In those cases where a tolerance is expressed only as a percentage, the tolerance percentage applies to the maximum value of that parameter within its normal operating range as measured from the neutral or zero position unless otherwise indicated.
c. Certain tests included in this attachment must be supported with an SOC. In Table D2A, requirements for SOCs are indicated in the ``Test Details'' column.
d. When operational or engineering judgment is used in making assessments for flight test data applications for FTD validity, such judgment must not be limited to a single parameter. For example, data that exhibit rapid variations of the measured parameters may require interpolations or a ``best fit'' data section. All relevant parameters related to a given maneuver or flight condition must be provided to allow overall interpretation. When it is difficult or impossible to match FTD to helicopter data throughout a time history, differences must be justified by providing a comparison of other related variables for the condition being assessed.
e. The FTD may not be programmed so that the mathematical modeling is correct only at the validation test points. Unless noted otherwise, tests must represent helicopter performance and handling qualities at operating weights and centers of gravity (CG) typical of normal operation. If a test is supported by aircraft data at one extreme weight or CG, another test supported by aircraft data at mid-conditions or as close as possible to the other extreme is necessary. Certain tests that are relevant only at one extreme CG or weight condition need not be repeated at the other extreme. The results of the tests for Level 6 are expected to be indicative of the device's performance and handling qualities throughout all of the following:
(1) The helicopter weight and CG envelope.
(2) The operational envelope.
(3) Varying atmospheric ambient and environmental conditions--including the extremes authorized for the respective helicopter or set of helicopters.
f. When comparing the parameters listed to those of the helicopter, sufficient data must also be provided to verify the correct flight condition and helicopter configuration changes. For example, to show that control force is within the parameters for a static stability test, data to show the correct airspeed, power, thrust or torque, helicopter configuration, altitude, and other appropriate datum identification parameters must also be given. If comparing short period dynamics, normal acceleration may be used to establish a match to the helicopter, but airspeed, altitude, control input, helicopter configuration, and other appropriate data must also be given. If comparing landing gear change dynamics, pitch, airspeed, and altitude may be used to establish a match to the helicopter, but landing gear position must also be provided. All airspeed values must be properly annotated (e.g., indicated versus calibrated). In addition, the same variables must be used for comparison (e.g., compare inches to inches rather than inches to centimeters).
g. The QTG provided by the sponsor must clearly describe how the FTD will be set up and operated for each test. Each FTD subsystem may be tested independently, but overall integrated testing of the FTD must be accomplished to assure that the total FTD system meets the prescribed standards. A manual test procedure with explicit and detailed steps for completing each test must also be provided.
h. For previously qualified FTDs, the tests and tolerances of this attachment may be used in subsequent continuing qualification evaluations for any given test if the sponsor has submitted a proposed MQTG revision to the NSPM and has received NSPM approval.
i. Tests of handling qualities must include validation of augmentation devices. FTDs for highly augmented helicopters will be validated both in the unaugmented configuration (or failure state with the maximum permitted degradation in handling qualities) and the augmented configuration. Where various levels of handling qualities result from failure states, validation of the effect of the failure is necessary. For those performance and static handling qualities tests where the primary concern is control position in the unaugmented configuration, unaugmented data are not required if the design of the system precludes any affect on control position. In those instances where the unaugmented helicopter response is divergent and non-repeatable, it may not be feasible to meet the specified tolerances. Alternative requirements for testing will be mutually agreed upon by the sponsor and the NSPM on a case-by-case basis.
j. Some tests will not be required for helicopters using helicopter hardware in the FTD flight deck (e.g., ``helicopter modular controller''). These exceptions are noted in Section 2 ``Handling Qualities'' in Table D2A of this attachment. However, in these cases, the sponsor must provide a statement that the helicopter hardware meets the appropriate manufacturer's specifications and the sponsor must have supporting information to that fact available for NSPM review.
k. In cases where light-class helicopters are being simulated, prior coordination with the NSPM on acceptable weight ranges is required. The terms ``light,'' ``medium,'' and ``near maximum,'' may not be appropriate for the simulation of light-class helicopters.
End QPS Requirements ________________________________________________________________________
Begin Information
l. In those cases where the objective test results authorize a ``snapshot test'' or a ``series of snapshot test'' results in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.
m. Refer to AC 120-27, Aircraft Weight and Balance; and FAA-H-8083-1, Aircraft Weight and Balance Handbook, for more information.
End Information
Table D2A--Flight Training Device (FTD) Objective Tests--------------------------------------------------------------------------------------------------------------------------------------------------------
QPS requirements Information--------------------------------------------------------------------------------------------------------------------------------------------------------
Test FTD level---------------------------------------------- Tolerances Flight conditions Test details --------------- Notes
Entry No. Title 5 6 7--------------------------------------------------------------------------------------------------------------------------------------------------------1. Performance--------------------------------------------------------------------------------------------------------------------------------------------------------1.a................... Engine Assessment.--------------------------------------------------------------------------------------------------------------------------------------------------------1.a.1................. Start Operations.--------------------------------------------------------------------------------------------------------------------------------------------------------1.a.1.a............... Engine start and Light Off Time--[10% Ground with the Rotor Record each engine ... X X
acceleration or [1 sec. Torque-- Brake Used and Not start from the
(transient). [5% Rotor Speed--[3% Used. initiation of the
Fuel Flow--[10% Gas start sequence to
Generator Speed--[5% steady state idle
Power Turbine Speed-- and from steady
[5% Gas Turbine state idle to
Temp--[30 C. operating RPM.--------------------------------------------------------------------------------------------------------------------------------------------------------1.a.1.b............... Steady State Idle and Torque--[3% Rotor Ground............... Record both steady X X X
Operating RPM Speed--[1.5% Fuel state idle and
conditions. Flow--[5% Gas operating RPM
Generator Speed--[2% conditions. May be a
Power Turbine Speed-- series of snapshot
[2% Turbine Gas tests.
Temp--[20 C.--------------------------------------------------------------------------------------------------------------------------------------------------------1.a.2................. Power Turbine Speed [10% of total change Ground............... Record engine ... X X
Trim. of power turbine response to trim
speed; or [0.5% system actuation in
change of rotor both directions.
speed.--------------------------------------------------------------------------------------------------------------------------------------------------------1.a.3................. Engine and Rotor Torque--[5% Rotor Climb Descent........ Record results using ... X X
Speed Governing. Speed--[1.5%. a step input to the
collective. May be
conducted
concurrently with
climb and descent
performance tests.--------------------------------------------------------------------------------------------------------------------------------------------------------1.b................... Reserved.--------------------------------------------------------------------------------------------------------------------------------------------------------1.c................... Takeoff.--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1................. All Engines.......... Airspeed--[3 kt, Ground/Takeoff and Record results of ... ... X
Altitude--[20 ft Initial Segment of takeoff flight path
(6.1 m) Torque--[3%, Climb. (running takeoff and
Rotor Speed--[1.5%, takeoff from a
Vertical Velocity-- hover). The criteria
[100 fpm (0.50 m/ apply only to those
sec) or 10%, Pitch segments at
Attitude--[1.5, Bank airspeeds above
Attitude--[2, effective
Heading--[2, translational lift.
Longitudinal Control Results must be
Position--[10%, recorded from the
Lateral Control initiation of the
Position--[10%, takeoff to at least
Directional Control 200 ft (61 m) AGL.
Position--[10%,
Collective Control
Position--[10%.--------------------------------------------------------------------------------------------------------------------------------------------------------1.c.2. through 1.c.3.. Reserved.--------------------------------------------------------------------------------------------------------------------------------------------------------1.d................... Hover.--------------------------------------------------------------------------------------------------------------------------------------------------------
Performance.......... Torque--[3%, Pitch In Ground Effect Record results for ... ... X
Attitude--[1.5, Bank (IGE); and Out of light and heavy
Attitude--[1.5, Ground Effect (OGE). gross weights. May
Longitudinal Control be a series of
Position--[5%, snapshot tests.
Lateral Control
Position--[5%,
Directional Control
Position--[5%,
Collective Control
Position--[5%.--------------------------------------------------------------------------------------------------------------------------------------------------------1.e................... Vertical Climb.--------------------------------------------------------------------------------------------------------------------------------------------------------
Performance.......... Vertical Velocity-- From OGE Hover....... Record results for ... ... X
[100 fpm (0.50 m/ light and heavy
sec) or [10%, gross weights. May
Directional Control be a series of
Position--[5%, snapshot tests.
Collective Control
Position--[5%.--------------------------------------------------------------------------------------------------------------------------------------------------------1.f................... Level Flight.--------------------------------------------------------------------------------------------------------------------------------------------------------
Performance and Torque--[3% Pitch Cruise (Augmentation Record results for X X X This test validates
Trimmed Flight Attitude--[1.5 On and Off). two gross weight and performance at
Control Positions. Sideslip Angle--[2 CG combinations with speeds above maximum
Longitudinal Control varying trim speeds endurance airspeed.
Position--[5% throughout the
Lateral Control airspeed envelope.
position--[5% May be a series of
Directional Control snapshot tests.
Position--[5%
Collective Control
Position--[5%.--------------------------------------------------------------------------------------------------------------------------------------------------------1.g................... Climb.--------------------------------------------------------------------------------------------------------------------------------------------------------
Performance and Vertical Velocity-- All engines operating Record results for X X X
Trimmed Flight [100 fpm (61 m/sec) One engine two gross weight and
Control Positions. or [10% Pitch inoperative. CG combinations. The
Attitude--[1.5 Augmentation data presented must
Sideslip Angle--[2 System(s) On and Off. be for normal climb
Longitudinal Control power conditions.
Position--[5% May be a series of
Lateral Control snapshot tests.
Position--[5%
Directional Control
Position--[5%
Collective Control
Position--[5%.--------------------------------------------------------------------------------------------------------------------------------------------------------1.h................... Descent.--------------------------------------------------------------------------------------------------------------------------------------------------------1.h.1................. Descent Performance Torque--[3% Pitch At or near 1,000 fpm Record results for X X X
and Trimmed Flight Attitude--[1.5 (5 m/sec) rate of two gross weight and
Control Positions. Sideslip Angle--[2 descent (RoD) at CG combinations. May
Longitudinal Control normal approach be a series of
Position--[5% speed. snapshot tests.
Lateral Control Augmentation
Position--[5% System(s) On and Off.
Directional Control
Position--[5%
Collective Control
Position--[5%.--------------------------------------------------------------------------------------------------------------------------------------------------------1.h.2................. Autorotation Pitch Attitude--[1.5 Steady descents. Record results for X X X
Performance and Sideslip Angle--[2 Augmentation two gross weight
Trimmed Flight Longitudinal Control System(s) On and Off. conditions. Data
Control Positions. Position--[5% must be recorded for
Lateral Control normal operating
Position--[5% RPM. (Rotor speed
Directional Control tolerance applies
Position--[5% only if collective
Collective Control control position is
Position--[5%. full down.) Data
must be recorded for
speeds from 50 kts,
[5 kts through at
least maximum glide
distance airspeed.
May be a series of
snapshot tests.--------------------------------------------------------------------------------------------------------------------------------------------------------1.i................... Autorotation.--------------------------------------------------------------------------------------------------------------------------------------------------------
Entry................ Rotor Speed--[3% Cruise; or Climb..... Record results of a ... X X
Pitch Attitude [2 rapid throttle
Roll Attitude--[3 reduction to idle.
Yaw Attitude--[5 If accomplished in
Airspeed--[5 kts. cruise, results must
Vertical Velocity-- be for the maximum
[200 fpm (1.00 m/ range airspeed. If
sec) or 10%. accomplished in
climb, results must
be for the maximum
rate of climb
airspeed at or near
maximum continuous
power.--------------------------------------------------------------------------------------------------------------------------------------------------------1.j................... Landing.--------------------------------------------------------------------------------------------------------------------------------------------------------1.j.1................. All Engines.......... Airspeed--[3 kts, Approach............. Record results of the ... ... X
Altitude--[20 ft approach and landing
(6.1 m) Torque--[3%, profile (running
Rotor Speed--[1.5%, landing or approach
Pitch Attitude-- to a hover). The
[1.5, Bank Attitude-- criteria apply only
[1.5, Heading--[2, to those segments at
Longitudinal Control airspeeds above
Position--[10%, effective
Lateral Control translational lift.
Position--[10%, Record the results
Directional Control from 200 ft AGL (61
Position--[10%, m) to the landing or
Collective Control to where the hover
Position--[10%. is established prior
to landing.--------------------------------------------------------------------------------------------------------------------------------------------------------1.j.2. through 1.j.3.. Reserved.--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.4................. Autorotational Torque--[3%, Rotor Landing.............. Record the results of ... ... X If flight test data
Landing. Speed--[3%, Vertical an autorotational containing all
Velocity--[100 fpm deceleration and required parameters
(0.50 m/sec) or 10%, landing from a for a complete power-
Pitch Attitude--[2, stabilized off landing is not
Bank Attitude--[2, autorotational available from the
Heading--[5, descent, to touch aircraft
Longitudinal Control down. manufacturer for
Position--[10%, this test, and other
Lateral Control qualified flight
Position--[10%, test personnel are
Directional Control not available to
Position--[10%, acquire this data,
Collective Control the sponsor must
Position--[10%. coordinate with the
NSPM to determine if
it would be
appropriate to
accept alternative
testing means.
Alternative
approaches to this
data acquisition
that may be
acceptable are: (1)
A simulated
autorotational flare
and reduction of
rate of descent
(ROD) at altitude;
or (2) a power-on
termination
following an
autorotational
approach and flare.--------------------------------------------------------------------------------------------------------------------------------------------------------2. Handling Qualities--------------------------------------------------------------------------------------------------------------------------------------------------------2.a................... Control System Contact the NSPM for
Mechanical clarification of any
Characteristics. issue regarding
helicopters with
reversible controls.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.1................. Cyclic............... Breakout--[0.25 lbs Ground; Static Record results for an X X X
(0.112 daN) or 25%. conditions. Trim On uninterrupted
Force--[1.0 lb and Off. Friction control sweep to the
(0.224 daN) or 10%. Off. Augmentation On stops. (This test
and Off. does not apply if
aircraft hardware
modular controllers
are used.).--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2................. Collective and Pedals Breakout--[0.5 lb Ground; Static Record results for an X X X
(0.224 daN) or 25%. conditions. Trim On uninterrupted
Force--[1.0 lb and Off. Friction control sweep to the
(0.224 daN) or 10%. Off. Augmentation On stops.
and Off.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.3................. Brake Pedal Force vs. [5 lbs (2.224 daN) or Ground; Static ..................... X X X
Position. 10%. conditions.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.4................. Trim System Rate (all Rate--[10%........... Ground; Static The tolerance applies X X X
applicable systems). conditions. Trim On. to the recorded
Friction Off. value of the trim
rate.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.5................. Control Dynamics (all [10% of time for Hover/Cruise Trim On Results must be ... X X Control Dynamics for
axes). first zero crossing Friction Off. recorded for a irreversible control
and [10 (N+1)% of normal control systems may be
period thereafter. displacement in both evaluated in a
[10% of amplitude of directions in each ground/static
first overshoot. axis, using 25% to condition. Refer to
[20% of amplitude of 50% of full throw. paragraph 3 of this
2nd and subsequent attachment for
overshoots greater additional
than 5% of initial information. ``N''
displacement. [1 is the sequential
overshoot. period of a full
cycle of
oscillation.--------------------------------------------------------------------------------------------------------------------------------------------------------2.a.6................. Freeplay............. [0.10 in. ([2.5 mm).. Ground; Static Record and compare X X X
conditions. results for all
controls.--------------------------------------------------------------------------------------------------------------------------------------------------------2.b................... Low Airspeed Handling Qualities.--------------------------------------------------------------------------------------------------------------------------------------------------------2.b.1................. Trimmed Flight Torque [3% Pitch Translational Flight Record results for ... ... X
Control Positions. Attitude [1.5 Bank IGE--Sideward, several airspeed
Attitude [2 rearward, and increments to the
Longitudinal Control forward flight. translational
Position [5% Lateral Augmentation On and airspeed limits and
Control Position [5% Off. for 45 kts. forward
Directional Control airspeed. May be a
Position [5% series of snapshot
Collective Control tests.
Position [5%.--------------------------------------------------------------------------------------------------------------------------------------------------------2.b.2................. Critical Azimuth..... Torque [3% Pitch Stationary Hover. Record results for ... ... X
Attitude [1.5, Bank Augmentation On and three relative wind
Attitude [2, Off. directions
Longitudinal Control (including the most
Position [5%, critical case) in
Lateral Control the critical
Position [5%, quadrant. May be a
Directional Control series of snapshot
Position [5%, tests.
Collective Control
Position [5%.--------------------------------------------------------------------------------------------------------------------------------------------------------2.b.3................. Control Response.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.a............... Longitudinal......... Pitch Rate--[10% or Hover. Augmentation Record results for a ... ... X This is a ``short
[2/sec. Pitch On and Off. step control input. time'' test.
Attitude Change-- The Off-axis
[10% or 1.5. response must show
correct trend for
unaugmented cases.
This test must be
conducted in a
hover, in ground
effect, without
entering
translational flight.--------------------------------------------------------------------------------------------------------------------------------------------------------2.b.3.b............... Lateral.............. Roll Rate--[10% or [3/ Hover Augmentation On Record results for a ... ... X This is a ``short
sec. Roll Attitude and Off. step control input. time'' test
Change--[10% or [3. The Off-axis conducted in a
response must show hover, in ground
correct trend for effect, without
unaugmented cases. entering
translational
flight, to provide
better visual
reference.--------------------------------------------------------------------------------------------------------------------------------------------------------2.b.3.c............... Directional.......... Yaw Rate--[10% or [2/ Hover Augmentation On Record results for a ... ... X This is a ``short
sec. Heading Change-- and Off. step control input. time'' test.
[10% or [2. The Off-axis
response must show
correct trend for
unaugmented cases.
This test must be
conducted in a
hover, in ground
effect, without
entering
translational flight.--------------------------------------------------------------------------------------------------------------------------------------------------------2.b.3.d............... Vertical............. Normal Acceleration Hover Augmentation On Record results for a ... ... X
[0.1g. and Off. step control input.
The Off-axis
response must show
correct trend for
unaugmented cases.--------------------------------------------------------------------------------------------------------------------------------------------------------2.c................... Longitudinal Handling Qualities.--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.1................. Control Response..... Pitch Rate--[10% or Cruise Augmentation Results must be X X X
[2/sec. Pitch On and Off. recorded for two
Attitude Change-- cruise airspeeds to
[10% or [1.5. include minimum
power required
speed. Record data
for a step control
input. The Off-axis
response must show
correct trend for
unaugmented cases.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.2................. Static Stability..... Longitudinal Control Cruise or Climb. Record results for a X X X
Position: [10% of Autorotation. minimum of two
change from trim or Augmentation On and speeds on each side
[0.25 in. (6.3 mm) Off. of the trim speed.
or Longitudinal May be a series of
Control Force: [0.5 snapshot tests.
lb. (0.223 daN) or
[10%.--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.3................. Dynamic Stability.--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.3.a............... Long Term Response... [10% of calculated Cruise Augmentation Record results for X X X The response for
period. [10% of time On and Off. three full cycles (6 certain helicopters
to \1/2\ or double overshoots after may be unrepeatable
amplitude, or [0.02 input completed) or throughout the
of damping ratio. that sufficient to stated time. In
For non-periodic determine time to \1/ these cases, the
responses, the time 2\ or double test should show at
history must be amplitude, whichever least that a
matched within [3 is less. For non- divergence is
pitch; and [5 kts periodic responses, identifiable. For
airspeed over a 20 the test may be example: Displacing
sec period following terminated prior to the cyclic for a
release of the 20 sec if the test given time normally
controls. pilot determines excites this test or
that the results are until a given pitch
becoming attitude is achieved
uncontrollably and then return the
divergent. Displace cyclic to the
the cyclic for one original position.
second or less to For non-periodic
excite the test. The responses, results
result will be should show the same
either convergent or convergent or
divergent and must divergent character
be recorded. If this as the flight test
method fails to data.
excite the test,
displace the cyclic
to the predetermined
maximum desired
pitch attitude and
return to the
original position.
If this method is
used, record the
results.--------------------------------------------------------------------------------------------------------------------------------------------------------2.c.3.b............... Short Term Response.. [1.5 Pitch or [2/sec. Cruise or Climb. Record results for at ... X X A control doublet
Pitch Rate. [0.1 g Augmentation On and least two airspeeds. inserted at the
Normal Acceleration. Off. natural frequency of
the aircraft
normally excites
this test. However,
while input doublets
are preferred over
pulse inputs for
Augmentation-Off
tests, for
Augmentation-On
cases, when the
short term response
exhibits 1st-order
or deadbeat
characteristics,
longitudinal pulse
inputs may produce a
more coherent
response.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.4................. Maneuvering Stability Longitudinal Control Cruise or Climb. Record results for at ... X X
Position--[10% of Augmentation On and least two airspeeds
change from trim or Off. at 30-45 bank angle.
[0.25 in. (6.3 mm) The force may be
or Longitudinal shown as a cross
Control Forces--[0.5 plot for
lb. (0.223 daN) or irreversible
[10%. systems. May be a
series of snapshot
tests.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d................... Lateral and Directional Handling Qualities.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.1................. Control Response.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.1.a............... Lateral.............. Roll Rate--[10% or [3/ Cruise Augmentation Record results for at X X X
sec. Roll Attitude On and Offd. least two airspeeds,
Change--[10% or [3. including the speed
at or near the
minimum power
required airspeed.
Record results for a
step control input.
The Off-axis
response must show
correct trend for
unaugmented cases.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.1.b............... Directional.......... Yaw Rate--[10% or [2/ Cruise Augmentation Record data for at X X X
sec. Yaw Attitude On and Off. least two Airspeeds,
Change--[10% or [2. including the speed
at or near the
minimum power
required airspeed.
Record results for a
step control input.
The Off-axis
response must show
correct trend for
unaugmented cases.--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2................. Directional Static Lateral Control Cruise; or Climb (may Record results for at X X X This is a steady
Stability. Position--[10% of use Descent instead least two sideslip heading sideslip
change from trim or of Climb if desired) angles on either test at a fixed
[0.25 in. (6.3 mm) Augmentation On and side of the trim collective position.
or Lateral Control Off. point. The force may
Force--[0.5 lb. be shown as a cross
(0.223 daN) or 10%. plot for
Roll Attitude--[1.5 irreversible
Directional Control systems. May be a
Position--[10% of series of snapshot
change from trim or tests.
[0.25 in. (6.3 mm)
or Directional
Control Force--[1
lb. (0.448 daN) or
10%. Longitudinal
Control Position--
[10% of change from
trim or [0.25 in.
(6.3 mm). Vertical
Velocity--[100 fpm
(0.50m/sec) or 10%.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.3................. Dynamic Lateral and Directional Stability.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.3.a............... Lateral-Directional [0.5 sec. or [10% of Cruise or Climb Record results for at X X X
Oscillations. period. [10% of time Augmentation On and least two airspeeds.
to \1/2\ or double Off. The test must be
amplitude or [0.02 initiated with a
of damping ratio. cyclic or a pedal
[20% or [1 sec of doublet input.
time difference Record results for
between peaks of six full cycles (12
bank and sideslip. overshoots after
For non-periodic input completed) or
responses, the time that sufficient to
history must be determine time to \1/
matched within [10 2\ or double
knots Airspeed; [5/s amplitude, whichever
Roll Rate or [5 Roll is less. The test
Attitude; [4/s Yaw may be terminated
Rate or [4 Yaw Angle prior to 20 sec if
over a 20 sec period the test pilot
roll angle following determines that the
release of the results are becoming
controls. uncontrollably
divergent.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.3.b............... Spiral Stability..... [2 or [10% roll angle Cruise or Climb. Record the results of X X X
Augmentation On and a release from pedal
Off. only or cyclic only
turns for 20 sec.
Results must be
recorded from turns
in both directions.
Terminate check at
zero roll angle or
when the test pilot
determines that the
attitude is becoming
uncontrollably
divergent.--------------------------------------------------------------------------------------------------------------------------------------------------------2.d.3.c............... Adverse/Proverse Yaw. Correct Trend, [2 Cruise or Climb. Record the time X X X
transient sideslip Augmentation On and history of initial
angle. Off. entry into cyclic
only turns, using
only a moderate rate
for cyclic input.
Results must be
recorded for turns
in both directions.--------------------------------------------------------------------------------------------------------------------------------------------------------3. Reserved--------------------------------------------------------------------------------------------------------------------------------------------------------
4. Visual System--------------------------------------------------------------------------------------------------------------------------------------------------------4.a................... Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a., Visual ... ...
System Response Time Test. This test is also sufficient for flight deck instrument response
timing.)--------------------------------------------------------------------------------------------------------------------------------------------------------4.a.1................. Latency.--------------------------------------------------------------------------------------------------------------------------------------------------------
150 ms (or less) Takeoff, climb, and One test is required ... ... X
after helicopter descent. in each axis (pitch,
response. roll and yaw) for
each of the three
conditions (take-
off, cruise, and
approach or landing).--------------------------------------------------------------------------------------------------------------------------------------------------------4.a.2................. Transport Delay.--------------------------------------------------------------------------------------------------------------------------------------------------------
150 ms (or less) N/A.................. A separate test is ... ... X
after controller required in each
movement. axis (pitch, roll,
and yaw).--------------------------------------------------------------------------------------------------------------------------------------------------------4.b................... Field-of-view.--------------------------------------------------------------------------------------------------------------------------------------------------------4.b.1................. Reserved.--------------------------------------------------------------------------------------------------------------------------------------------------------4.b.2................. Continuous visual Minimum continuous N/A.................. An SOC is required ... ... X Horizontal field-of-
field-of-view. field-of-view and must explain the view is centered on
providing 146 geometry of the the zero degree
horizontal and 36 installation. azimuth line
vertical field-of- Horizontal field-of- relative to the
view for each pilot view must not be aircraft fuselage.
simultaneously and less than a total of
any geometric error 146 (including not
between the Image less than 73
Generator eye point measured either side
and the pilot eye of the center of the
point is 8 or less. design eye point).
Additional
horizontal field-of-
view capability may
be added at the
sponsor's discretion
provided the minimum
field-of-view is
retained. Vertical
field-of-view: Not
less than a total of
36 measured from the
pilot's and co-
pilot's eye point.--------------------------------------------------------------------------------------------------------------------------------------------------------4.b.3................. Reserved.--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c................... Surface contrast Not less than 5:1.... N/A.................. The ratio is ... ... X Measurements may be
ratio. calculated by made using a 1 spot
dividing the photometer and a
brightness level of raster drawn test
the center, bright pattern filling the
square (providing at entire visual scene
least 2 foot- (all channels) with
lamberts or 7 cd/ a test pattern of
m\2\) by the black and white
brightness level of squares, 5 per
any adjacent dark square, with a white
square. square in the center
of each channel.
During contrast
ratio testing,
simulator aft-cab
and flight deck
ambient light levels
should be zero.--------------------------------------------------------------------------------------------------------------------------------------------------------4.d................... Highlight brightness. Not less than three N/A.................. Measure the ... ... X Measurements may be
(3) foot-lamberts brightness of the made using a 1 spot
(10 cd/m\2\). center white square photometer and a
while superimposing raster drawn test
a highlight on that pattern filling the
white square. The entire visual scene
use of calligraphic (all channels) with
capabilities to a test pattern of
enhance the raster black and white
brightness is squares, 5 per
acceptable, but square, with a white
measuring light square in the center
points is not of each channel.
acceptable.--------------------------------------------------------------------------------------------------------------------------------------------------------4.e................... Surface resolution... Not greater than two N/A.................. An SOC is required ... ... X When the eye is
(2) arc minutes. and must include the positioned on a 3
relevant glide slope at the
calculations. slant range
distances indicated
with white runway
markings on a black
runway surface, the
eye will subtend two
(2) arc minutes: (1)
A slant range of
6,876 ft with
stripes 150 ft long
and 16 ft wide,
spaced 4 ft apart.
(2) For
Configuration A; a
slant range of 5,157
feet with stripes
150 ft long and 12
ft wide, spaced 3 ft
apart. (3) For
Configuration B; a
slant range of 9,884
feet, with stripes
150 ft long and 5.75
ft wide, spaced 5.75
ft apart.--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f................... Light point size..... Not greater than five N/A.................. An SOC is required ... ... X Light point size may
(5) arc-minutes. and must include the be measured using a
relevant test pattern
calculations. consisting of a
centrally located
single row of light
points reduced in
length until
modulation is just
discernible in each
visual channel. A
row of 48 lights
will form a 4 angle
or less.--------------------------------------------------------------------------------------------------------------------------------------------------------4.g................... Light point contrast ..................... ..................... ..................... ... ... ... A 1 spot photometer
ratio. may be used to
measure a square of
at least 1 filled
with light points
(where light point
modulation is just
discernible) and
compare the results
to the measured
adjacent background.
During contrast
ratio testing,
simulator aft-cab
and flight deck
ambient light levels
should be zero.--------------------------------------------------------------------------------------------------------------------------------------------------------4.g.1................. Reserved.--------------------------------------------------------------------------------------------------------------------------------------------------------4.g.2................. ..................... Not less than 25:1... N/A.................. An SOC is required ... ... X
and must include the
relevant
calculations.--------------------------------------------------------------------------------------------------------------------------------------------------------4.h................... Visual ground segment.--------------------------------------------------------------------------------------------------------------------------------------------------------
The visible segment Landing The QTG must contain ... ... X Pre-position for this
in the simulator configuration, relevant test is encouraged,
must be within 20% trimmed for calculations and a but may be achieved
of the segment appropriate drawing showing the via manual or
computed to be airspeed, at 100 ft data used to autopilot control to
visible from the (30m) above the establish the the desired
helicopter flight touchdown zone, on helicopter location position.
deck. The glide slope with an and the segment of
tolerance(s) may be RVR value set at the ground that is
applied at either 1,200 ft (350m). visible considering
end or at both ends design eyepoint,
of the displayed helicopter attitude,
segment. However, flight deck cut-off
lights and ground angle, and a
objects computed to visibility of 1200
be visible from the ft (350 m) RVR.
helicopter flight Simulator
deck at the near end performance must be
of the visible measured against the
segment must be QTG calculations.
visible in the The data submitted
simulator. must include at
least the following:
(1) Static
helicopter
dimensions as
follows: (i)
Horizontal and
vertical distance
from main landing
gear (MLG) to
glideslope reception
antenna. (ii)
Horizontal and
vertical distance
from MLG to pilot's
eyepoint. (iii)
Static flight deck
cutoff angle. (2)
Approach data as
follows: (i)
Identification of
runway. (ii)
Horizontal distance
from runway
threshold to
glideslope intercept
with runway. (iii)
Glideslope angle.
(iv) Helicopter
pitch angle on
approach. (3)
Helicopter data for
manual testing: (i)
Gross weight. (ii)
Helicopter
configuration. (iii)
Approach airspeed.
If non-homogenous
fog is used to
obscure visibility,
the vertical
variation in
horizontal
visibility must be
described and be
included in the
slant range
visibility
calculation used in
the computations.--------------------------------------------------------------------------------------------------------------------------------------------------------5. Reserved-------------------------------------------------------------------------------------------------------------------------------------------------------- ________________________________________________________________________
Begin Information
3. Control Dynamics
a. The characteristics of a helicopter flight control system have a major effect on the handling qualities. A significant consideration in pilot acceptability of a helicopter is the ``feel'' provided through the flight deck controls. Considerable effort is expended on helicopter feel system design in order to deliver a system with which pilots will be comfortable and consider the helicopter desirable to fly. In order for an FTD to be representative, it too must present the pilot with the proper feel; that of the respective helicopter. Compliance with this requirement is determined by comparing a recording of the control feel dynamics of the FFS to actual helicopter measurements in the hover and cruise configurations.
(1) Recordings such as free response to an impulse or step function are classically used to estimate the dynamic properties of electromechanical systems. It is only possible to estimate the dynamic properties as a result of only being able to estimate true inputs and responses. Therefore, it is imperative that the best possible data be collected since close matching of the FTD control loading system to the helicopter systems is essential. Control feel dynamic tests are described in the Table of Objective Tests in this appendix. Where accomplished, the free response is measured after a step or pulse input is used to excite the system.
(2) For initial and upgrade evaluations, it is required that control dynamic characteristics be measured at and recorded directly from the flight deck controls. This procedure is usually accomplished by measuring the free response of the controls using a step or pulse input to excite the system. The procedure must be accomplished in hover, climb, cruise, and autorotation. For helicopters with irreversible control systems, measurements may be obtained on the ground. The procedure should be accomplished in the hover and cruise flight conditions and configurations. Proper pitot-static inputs (if appropriate) must be provided to represent airspeeds typical of those encountered in flight.
(3) It may be shown that for some helicopters, climb, cruise, and autorotation have like effects. Thus, some tests for one may suffice for some tests for another. If either or both considerations apply, engineering validation or helicopter manufacturer rationale must be submitted as justification for ground tests or for eliminating a configuration. For FTDs requiring static and dynamic tests at the controls, special test fixtures will not be required during initial and upgrade evaluations if the sponsor's QTG shows both test fixture results and the results of an alternative approach, such as computer plots which were produced concurrently and show satisfactory agreement. Repeat of the alternative method during the initial evaluation satisfies this test requirement.
b. Control Dynamics Evaluations. The dynamic properties of control systems are often stated in terms of frequency, damping, and a number of other classical measurements which can be found in texts on control systems. In order to establish a consistent means of validating test results for FTD control loading, criteria are needed that will clearly define the interpretation of the measurements and the tolerances to be applied. Criteria are needed for both the underdamped system and the overdamped system, including the critically damped case. In the case of an underdamped system with very light damping, the system may be quantified in terms of frequency and damping. In critically damped or overdamped systems, the frequency and damping is not readily measured from a response time history. Therefore, some other measurement must be used.
(1) Tests to verify that control feel dynamics represent the helicopter must show that the dynamic damping cycles (free response of the control) match that of the helicopter within specified tolerances. The method of evaluating the response and the tolerance to be applied are described below for the underdamped and critically damped cases.
(a) Underdamped Response. Two measurements are required for the period, the time to first zero crossing (in case a rate limit is present) and the subsequent frequency of oscillation. It is necessary to measure cycles on an individual basis in case there are nonuniform periods in the response. Each period will be independently compared to the respective period of the helicopter control system and, consequently, will enjoy the full tolerance specified for that period.
(b) The damping tolerance will be applied to overshoots on an individual basis. Care must be taken when applying the tolerance to small overshoots since the significance of such overshoots becomes questionable. Only those overshoots larger than 5 percent of the total initial displacement will be considered significant. The residual band, labeled T(Ad) on Figure 1 of this attachment is [5 percent of the initial displacement amplitude, Ad, from the steady state value of the oscillation. Oscillations within the residual band are considered insignificant. When comparing simulator data to helicopter data, the process would begin by overlaying or aligning the simulator and helicopter steady state values and then comparing amplitudes of oscillation peaks, the time of the first zero crossing, and individual periods of oscillation. To be satisfactory, the simulator must show the same number of significant overshoots to within one when compared against the helicopter data. The procedure for evaluating the response is illustrated in Figure 1 of this attachment.
(c) Critically Damped and Overdamped Response. Due to the nature of critically damped responses (no overshoots), the time to reach 90 percent of the steady state (neutral point) value must be the same as the helicopter within [10 percent. The simulator response must be critically damped also. Figure 2 of this attachment illustrates the procedure.
(d) Special considerations. Control systems that exhibit characteristics other than classical overdamped or underdamped responses should meet specified tolerances. In addition, special consideration should be given to ensure that significant trends are maintained.
(2) Tolerances.
(a) The following summarizes the tolerances, ``T'' for underdamped systems, and ``n'' is the sequential period of a full cycle of oscillation. See Figure D2A of this attachment for an illustration of the referenced measurements. T(P0) [10% of P0T(P1) [20% of P1T(P2) [30% of P2T(Pn) [10(n+1)% of PnT(An) [10% of A1T(Ad) [5% of Ad = residual bandSignificant overshoots First overshoot and [1 subsequent overshoots
(b) The following tolerance applies to critically damped and overdamped systems only. See Figure D2B for an illustration of the reference measurements: T(P0) [10% of P0 [GRAPHIC] [TIFF OMITTED] TR09MY08.053
c. Alternative method for control dynamics evaluation.
(1) An alternative means for validating control dynamics for aircraft with hydraulically powered flight controls and artificial feel systems is by the measurement of control force and rate of movement. For each axis of pitch, roll, and yaw, the control must be forced to its maximum extreme position for the following distinct rates. These tests are conducted under normal flight and ground conditions.
(a) Static test--Slowly move the control so that a full sweep is achieved within 95-105 seconds. A full sweep is defined as movement of the controller from neutral to the stop, usually aft or right stop, then to the opposite stop, then to the neutral position.
(b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.
(c) Fast dynamic test--Achieve a full sweep within 3-5 seconds.
Note: Dynamic sweeps may be limited to forces not exceeding 100 lbs. (44.5 daN).
(d) Tolerances.
(i) Static test; see Table D2A, Flight Training Device (FTD) Objective Tests, Entries 2.a.1., 2.a.2., and 2.a.3.
(ii) Dynamic test--[2 lbs (0.9 daN) or [10% on dynamic increment above static test.
End QPS Requirement ________________________________________________________________________
Begin Information
d. The FAA is open to alternative means that are justified and appropriate to the application. For example, the method described here may not apply to all manufacturers' systems and certainly not to aircraft with reversible control systems. Each case is considered on its own merit on an ad hoc basis. If the FAA finds that alternative methods do not result in satisfactory performance, more conventionally accepted methods will have to be used.
4. For Additional Information on the Following Topics, Please Refer to
Appendix C of This Part, Attachment 2, and the Indicated Paragraph
Within That Attachment
Additional Information About Flight Simulator Qualification for New or Derivative Helicopters, paragraph 8.
Engineering Simulator Validation Data, paragraph 9.
Validation Test Tolerances, paragraph 11.
Validation Data Road Map, paragraph 12.
Acceptance Guidelines for Alternative Avionics, paragraph 13.
Transport Delay Testing, paragraph 15.
Continuing Qualification Evaluation Validation Data Presentation, paragraph 16.
End Information ________________________________________________________________________
Attachment 3 to Appendix D to Part 60--FLIGHT TRAINING DEVICE (FTD)
SUBJECTIVE EVALUATION ________________________________________________________________________
Begin QPS Requirements
1. Requirements
a. Except for special use airport models, all airport models required by this part must be representations of real-world, operational airports or representations of fictional airports and must meet the requirements set out in Tables D3B or D3C of this attachment, as appropriate.
b. If fictional airports are used, the sponsor must ensure that navigational aids and all appropriate maps, charts, and other navigational reference material for the fictional airports (and surrounding areas as necessary) are compatible, complete, and accurate with respect to the visual presentation and the airport model of this fictional airport. An SOC must be submitted that addresses navigation aid installation and performance and other criteria (including obstruction clearance protection) for all instrument approaches to the fictional airports that are available in the simulator. The SOC must reference and account for information in the terminal instrument procedures manual and the construction and availability of the required maps, charts, and other navigational material. This material must be clearly marked ``for training purposes only.''
c. When the simulator is being used by an instructor or evaluator for purposes of training, checking, or testing under this chapter, only airport models classified as Class I, Class II, or Class III may be used by the instructor or evaluator. Detailed descriptions/definitions of these classifications are found in Appendix F of this part.
d. When a person sponsors an FTD maintained by a person other than a U.S. certificate holder, the sponsor is accountable for that FTD originally meeting, and continuing to meet, the criteria under which it was originally qualified and the appropriate Part 60 criteria, including the visual scenes and airport models that may be used by instructors or evaluators for purposes of training, checking, or testing under this chapter.
e. Neither Class II nor Class III airport visual models are required to appear on the SOQ, and the method used for keeping instructors and evaluators apprised of the airport models that meet Class II or Class III requirements on any given simulator is at the option of the sponsor, but the method used must be available for review by the TPAA.
f. When an airport model represents a real world airport and a permanent change is made to that real world airport (e.g., a new runway, an extended taxiway, a new lighting system, a runway closure) without a written extension grant from the NSPM (described in paragraph 1.g., of this section), an update to that airport model must be made in accordance with the following time limits:
(1) For a new airport runway, a runway extension, a new airport taxiway, a taxiway extension, or a runway/taxiway closure--within 90 days of the opening for use of the new airport runway, runway extension, new airport taxiway, or taxiway extension; or within 90 days of the closure of the runway or taxiway.
(2) For a new or modified approach light system--within 45 days of the activation of the new or modified approach light system.
(3) For other facility or structural changes on the airport (e.g., new terminal, relocation of Air Traffic Control Tower)--within 180 days of the opening of the new or changed facility or structure.
g. If a sponsor desires an extension to the time limit for an update to a visual scene or airport model or has an objection to what must be updated in the specific airport model requirement, the sponsor must provide a written extension request to the NPSM stating the reason for the update delay and a proposed completion date or provide an explanation for the objection, explaining why the identified airport change will not have an impact on flight training, testing, or checking. A copy of this request or objection must also be sent to the POI/TCPM. The NSPM will send the official response to the sponsor and a copy to the POI/TCPM; however, if there is an objection, after consultation with the appropriate POI/TCPM regarding the training, testing, or checking impact, the NSPM will send the official response to the sponsor and a copy to the POI/TCPM.
h. Examples of situations that may warrant Class--III model designation by the TPAA include the following:
(a) Training, testing, or checking on very low visibility operations, including SMGCS operations.
(b) Instrument operations training (including instrument takeoff, departure, arrival, approach, and missed approach training, testing, or checking) using--
(i) A specific model that has been geographically ``moved'' to a different location and aligned with an instrument procedure for another airport.
(ii) A model that does not match changes made at the real-world airport (or landing area for helicopters) being modeled.
(iii) A model generated with an ``off-board'' or an ``on-board'' model development tool (by providing proper latitude/longitude reference; correct runway or landing area orientation, length, width, marking, and lighting information; and appropriate adjacent taxiway location) to generate a facsimile of a real world airport or landing area.
These airport models may be accepted by the TPAA without individual observation provided the sponsor provides the TPAA with an acceptable description of the process for determining the acceptability of a specific airport model, outlines the conditions under which such an airport model may be used, and adequately describes what restrictions will be applied to each resulting airport or landing area model.
End QPS Requirements ________________________________________________________________________
Begin Information
2. Discussion
a. The subjective tests and the examination of functions provide a basis for evaluating the capability of the FTD to perform over a typical utilization period; determining that the FTD satisfactorily meets the appropriate training/testing/checking objectives and competently simulates each required maneuver, procedure, or task; and verifying correct operation of the FTD controls, instruments, and systems. The items in the list of operations tasks are for FTD evaluation purposes only. They must not be used to limit or exceed the authorizations for use of a given level of FTD as found in the Practical Test Standards or as approved by the TPAA. All items in the following paragraphs are subject to an examination of function.
b. The List of Operations Tasks in Table D3A addressing pilot functions and maneuvers is divided by flight phases. All simulated helicopter systems functions will be assessed for normal and, where appropriate, alternate operations. Normal, abnormal, and emergency operations associated with a flight phase will be assessed during the evaluation of maneuvers or events within that flight phase.
c. Systems to be evaluated are listed separately under ``Any Flight Phase'' to ensure appropriate attention to systems checks. Operational navigation systems (including inertial navigation systems, global positioning systems, or other long-range systems) and the associated electronic display systems will be evaluated if installed. The NSP pilot will include in his report to the TPAA, the effect of the system operation and any system limitation.
d. At the request of the TPAA, the NSP Pilot may assess the FTD for a special aspect of a sponsor's training program during the functions and subjective portion of an evaluation. Such an assessment may include a portion of a specific operation (e.g., a Line Oriented Flight Training (LOFT) scenario) or special emphasis items in the sponsor's training program. Unless directly related to a requirement for the qualification level, the results of such an evaluation would not necessarily affect the qualification of the FTD.
e. The FAA intends to allow the use of Class III airport models on a limited basis when the sponsor provides the TPAA (or other regulatory authority) an appropriate analysis of the skills, knowledge, and abilities (SKAs) necessary for competent performance of the tasks in which this particular media element is used. The analysis should describe the ability of the FTD/visual media to provide an adequate environment in which the required SKAs are satisfactorily performed and learned. The analysis should also include the specific media element, such as the visual scene or airport model. Additional sources of information on the conduct of task and capability analysis may be found on the FAA's Advanced Qualification Program (AQP) Web site at: http://www.faa.gov/education_research/training/aqp.
End Information ________________________________________________________________________
Table D3A--Table of Functions and Subjective Tests Level 7 FTD------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Entry No. Operations tasks------------------------------------------------------------------------Tasks in this table are subject to evaluation if appropriate for the
helicopter simulated as indicated in the SOQ Configuration List or a
Level 7 FTD. Items not installed, not functional on the FTD, and not
appearing on the SOQ Configuration List, are not required to be listed
as exceptions on the SOQ.------------------------------------------------------------------------1. Preflight Procedures------------------------------------------------------------------------1.a.................... Preflight Inspection (Flight Deck Only)
switches, indicators, systems, and equipment.------------------------------------------------------------------------1.b.................... APU/Engine start and run-up.------------------------------------------------------------------------1.b.1.................. Normal start procedures.------------------------------------------------------------------------1.b.2.................. Alternate start procedures.------------------------------------------------------------------------1.b.3.................. Abnormal starts and shutdowns (hot start, hung
start).------------------------------------------------------------------------1.b.4.................. Rotor engagement.------------------------------------------------------------------------1.b.5.................. System checks.------------------------------------------------------------------------1.c.................... Taxiing--Ground.------------------------------------------------------------------------1.c.1.................. Power required to taxi.------------------------------------------------------------------------1.c.2.................. Brake effectiveness.------------------------------------------------------------------------1.c.3.................. Ground handling.------------------------------------------------------------------------1.c.4.................. Abnormal/emergency procedures, for example:------------------------------------------------------------------------1.c.4.a................ Brake system failure.------------------------------------------------------------------------1.c.4.b................ Ground resonance.------------------------------------------------------------------------1.c.4.c................ Other (listed on the SOQ).------------------------------------------------------------------------1.d.................... Taxiing--Hover.------------------------------------------------------------------------1.d.1.................. Takeoff to a hover.------------------------------------------------------------------------1.d.2.................. Instrument response.------------------------------------------------------------------------1.d.2.a................ Engine instruments.------------------------------------------------------------------------1.d.2.a................ Flight instruments.------------------------------------------------------------------------1.d.3.................. Hovering turns.------------------------------------------------------------------------1.d.4.................. Hover power checks.------------------------------------------------------------------------1.d.4.a................ In ground effect (IGE).------------------------------------------------------------------------1.d.4.b................ Out of ground effect (OGE).------------------------------------------------------------------------1.d.5.................. Crosswind/tailwind hover.------------------------------------------------------------------------1.d.6.................. Abnormal/emergency procedures:------------------------------------------------------------------------1.d.6.a................ Engine failure.------------------------------------------------------------------------
1.d.6.b................ Fuel governing system failure.------------------------------------------------------------------------1.d.6.c................ Settling with power (OGE).------------------------------------------------------------------------1.d.6.d................ Stability augmentation system failure.------------------------------------------------------------------------1.d.6.e................ Directional control malfunction (including Loss
of Tail Rotor Effectiveness, LTE).------------------------------------------------------------------------1.d.6.f................ Other (listed on the SOQ).------------------------------------------------------------------------1.e.................... Pre-takeoff Checks.------------------------------------------------------------------------2. Takeoff and Departure Phase------------------------------------------------------------------------2.a.................... Normal and Crosswind Takeoff.------------------------------------------------------------------------2.a.1.................. From ground.------------------------------------------------------------------------2.a.2.................. From hover.------------------------------------------------------------------------2.a.3.................. Running.------------------------------------------------------------------------2.a.4.................. Crosswind/tailwind.------------------------------------------------------------------------2.a.5.................. Maximum performance.------------------------------------------------------------------------2.b.................... Instrument.------------------------------------------------------------------------2.c.................... Powerplant Failure During Takeoff.------------------------------------------------------------------------2.c.1.................. Takeoff with engine failure after critical
decision point (CDP).------------------------------------------------------------------------2.d.................... Rejected Takeoff.------------------------------------------------------------------------2.e.................... Instrument Departure.------------------------------------------------------------------------2.f.................... Other (listed on the SOQ).------------------------------------------------------------------------3. Climb------------------------------------------------------------------------3.a.................... Normal.------------------------------------------------------------------------3.b.................... Obstacle clearance.------------------------------------------------------------------------3.c.................... Vertical.------------------------------------------------------------------------3.d.................... One engine inoperative.------------------------------------------------------------------------3.e.................... Other (listed on the SOQ).------------------------------------------------------------------------4. Inflight Maneuvers------------------------------------------------------------------------4.a.................... Performance.------------------------------------------------------------------------4.b.................... Flying qualities.------------------------------------------------------------------------4.c.................... Turns.------------------------------------------------------------------------4.c.1.................. Timed.------------------------------------------------------------------------4.c.2.................. Normal.------------------------------------------------------------------------4.c.3.................. Steep.------------------------------------------------------------------------4.d.................... Accelerations and decelerations.------------------------------------------------------------------------4.e.................... High-speed vibrations.------------------------------------------------------------------------4.f.................... Abnormal/emergency procedures, for example:------------------------------------------------------------------------4.f.1.................. Engine fire.------------------------------------------------------------------------
4.f.2.................. Engine failure.------------------------------------------------------------------------4.f.2.a................ Powerplant Failure--Multiengine Helicopters.------------------------------------------------------------------------4.f.2.b................ Powerplant Failure--Single-Engine Helicopters.------------------------------------------------------------------------4.f.3.................. Inflight engine shutdown (and restart, if
applicable).------------------------------------------------------------------------4.f.4.................. Fuel governing system failures (e.g., FADEC
malfunction).------------------------------------------------------------------------4.f.5.................. Directional control malfunction.------------------------------------------------------------------------4.f.6.................. Hydraulic failure.------------------------------------------------------------------------4.f.7.................. Stability augmentation system failure.------------------------------------------------------------------------4.f.8.................. Rotor vibrations.------------------------------------------------------------------------4.f.9.................. Recovery From Unusual Attitudes.------------------------------------------------------------------------4.f.10................. Settling with Power.------------------------------------------------------------------------4.g.................... Other (listed on the SOQ).------------------------------------------------------------------------5. Instrument Procedures------------------------------------------------------------------------5.a.................... Instrument Arrival.------------------------------------------------------------------------5.b.................... Holding.------------------------------------------------------------------------5.c.................... Precision Instrument Approach.------------------------------------------------------------------------5.c.1.................. Normal--All engines operating.------------------------------------------------------------------------5.c.2.................. Manually controlled--One or more engines
inoperative.------------------------------------------------------------------------5.c.3.................. Approach procedures:------------------------------------------------------------------------5.c.3.a................ PAR.------------------------------------------------------------------------5.c.3.b................ GPS.------------------------------------------------------------------------5.c.3.c................ ILS.------------------------------------------------------------------------5.c.3.c.1.............. Manual (raw data).------------------------------------------------------------------------5.c.3.c.2.............. Autopilot * only.------------------------------------------------------------------------5.c.3.c.3.............. Flight director only.------------------------------------------------------------------------5.c.3.c.4.............. Autopilot * and flight director (if
appropriate) coupled.------------------------------------------------------------------------5.c.3.d................ Other (listed on the SOQ).------------------------------------------------------------------------5.d.................... Non-precision Instrument Approach.------------------------------------------------------------------------5.d.1.................. Normal--All engines operating.------------------------------------------------------------------------5.d.2.................. One or more engines inoperative.------------------------------------------------------------------------5.d.3.................. Approach procedures:------------------------------------------------------------------------5.d.3.a................ NDB.------------------------------------------------------------------------5.d.3.b................ VOR, RNAV, TACAN, GPS.------------------------------------------------------------------------5.d.3.c................ ASR.------------------------------------------------------------------------5.d.3.d................ Circling.------------------------------------------------------------------------5.d.3.e................ Helicopter only.------------------------------------------------------------------------
5.d.3.f................ Other (listed on the SOQ).------------------------------------------------------------------------5.e.................... Missed Approach.------------------------------------------------------------------------5.e.1.................. All engines operating.------------------------------------------------------------------------5.e.2.................. One or more engines inoperative.------------------------------------------------------------------------5.e.3.................. Stability augmentation system failure.------------------------------------------------------------------------5.e.4.................. Other (listed on the SOQ).------------------------------------------------------------------------6. Landings and Approaches to Landings------------------------------------------------------------------------6.a.................... Visual Approaches.------------------------------------------------------------------------6.a.1.................. Normal.------------------------------------------------------------------------6.a.2.................. Steep.------------------------------------------------------------------------6.a.3.................. Shallow.------------------------------------------------------------------------6.a.4.................. Crosswind.------------------------------------------------------------------------6.b.................... Landings.------------------------------------------------------------------------6.b.1.................. Normal.------------------------------------------------------------------------6.b.1.a................ Running.------------------------------------------------------------------------6.b.1.b................ From Hover.------------------------------------------------------------------------6.b.2.................. Crosswind.------------------------------------------------------------------------6.b.3.................. Tailwind.------------------------------------------------------------------------6.b.4.................. One or more engines inoperative.------------------------------------------------------------------------6.b.5.................. Rejected Landing.------------------------------------------------------------------------6.b.6.................. Other (listed on the SOQ).------------------------------------------------------------------------7. Normal and Abnormal Procedures (any phase of flight)------------------------------------------------------------------------7.a.................... Helicopter and powerplant systems operation (as
applicable).------------------------------------------------------------------------7.a.1.................. Anti-icing/deicing systems.------------------------------------------------------------------------7.a.2.................. Auxiliary powerplant.------------------------------------------------------------------------7.a.3.................. Communications.------------------------------------------------------------------------7.a.4.................. Electrical system.------------------------------------------------------------------------7.a.5.................. Environmental system.------------------------------------------------------------------------7.a.6.................. Fire detection and suppression.------------------------------------------------------------------------7.a.7.................. Flight control system.------------------------------------------------------------------------7.a.8.................. Fuel system.------------------------------------------------------------------------7.a.9.................. Engine oil system.------------------------------------------------------------------------7.a.10................. Hydraulic system.------------------------------------------------------------------------7.a.11................. Landing gear.------------------------------------------------------------------------7.a.12................. Oxygen.------------------------------------------------------------------------7.a.13................. Pneumatic.------------------------------------------------------------------------
7.a.14................. Powerplant.------------------------------------------------------------------------7.a.15................. Flight control computers.------------------------------------------------------------------------7.a.16................. Fly-by-wire controls.------------------------------------------------------------------------7.a.17................. Stabilizer.------------------------------------------------------------------------7.a.18................. Stability augmentation and control augmentation
system(s).------------------------------------------------------------------------7.a.19................. Other (listed on the SOQ).------------------------------------------------------------------------7.b.................... Flight management and guidance system (as
applicable).------------------------------------------------------------------------7.b.1.................. Airborne radar.------------------------------------------------------------------------7.b.2.................. Automatic landing aids.------------------------------------------------------------------------7.b.3.................. Autopilot.*------------------------------------------------------------------------7.b.4.................. Collision avoidance system.------------------------------------------------------------------------7.b.5.................. Flight data displays.------------------------------------------------------------------------7.b.6.................. Flight management computers.------------------------------------------------------------------------7.b.7.................. Head-up displays.------------------------------------------------------------------------7.b.8.................. Navigation systems.------------------------------------------------------------------------7.b.9.................. Other (listed on the SOQ).------------------------------------------------------------------------8. Emergency Procedures (as applicable)------------------------------------------------------------------------8.a.................... Autorotative Landing.------------------------------------------------------------------------8.b.................... Air hazard avoidance.------------------------------------------------------------------------8.c.................... Ditching.------------------------------------------------------------------------8.d.................... Emergency evacuation.------------------------------------------------------------------------8.e.................... Inflight fire and smoke removal.------------------------------------------------------------------------8.f.................... Retreating blade stall recovery.------------------------------------------------------------------------8.g.................... Mast bumping.------------------------------------------------------------------------8.h.................... Loss of tail rotor effectiveness.------------------------------------------------------------------------8.i.................... Other (listed on the SOQ).------------------------------------------------------------------------9. Postflight Procedures------------------------------------------------------------------------9.a.................... After-Landing Procedures.------------------------------------------------------------------------9.b.................... Parking and Securing.------------------------------------------------------------------------9.b.1.................. Engine and systems operation.------------------------------------------------------------------------9.b.2.................. Parking brake operation.------------------------------------------------------------------------9.b.3.................. Rotor brake operation.------------------------------------------------------------------------9.b.4.................. Abnormal/emergency procedures.------------------------------------------------------------------------10. Instructor Operating Station (IOS), as appropriate------------------------------------------------------------------------10.a................... Power Switch(es).------------------------------------------------------------------------10.b................... Helicopter conditions.------------------------------------------------------------------------
10.b.1................. Gross weight, center of gravity, fuel loading
and allocation, etc.------------------------------------------------------------------------10.b.2................. Helicopter systems status.------------------------------------------------------------------------10.b.3................. Ground crew functions (e.g., ext. power).------------------------------------------------------------------------10.c................... Airports.------------------------------------------------------------------------10.c.1................. Selection.------------------------------------------------------------------------10.c.2................. Runway selection.------------------------------------------------------------------------10.c.3................. Preset positions (e.g., ramp, over final
approach fix).------------------------------------------------------------------------10.d................... Environmental controls.------------------------------------------------------------------------10.d.1................. Temperature.------------------------------------------------------------------------10.d.2................. Climate conditions (e.g., ice, rain).------------------------------------------------------------------------10.d.3................. Wind speed and direction.------------------------------------------------------------------------10.e................... Helicopter system malfunctions.------------------------------------------------------------------------10.e.1................. Insertion/deletion.------------------------------------------------------------------------10.e.2................. Problem clear.------------------------------------------------------------------------10.f................... Locks, Freezes, and Repositioning.------------------------------------------------------------------------10.f.1................. Problem (all) freeze/release.------------------------------------------------------------------------10.f.2................. Position (geographic) freeze/release.------------------------------------------------------------------------10.f.3................. Repositioning (locations, freezes, and
releases).------------------------------------------------------------------------10.f.4................. Ground speed control.------------------------------------------------------------------------10.g................... Sound Controls.------------------------------------------------------------------------10.g.1................. On/off/adjustment.------------------------------------------------------------------------10.h................... Control Loading System (as applicable).------------------------------------------------------------------------10.h.1................. On/off/emergency stop.------------------------------------------------------------------------10.i................... Observer Stations.------------------------------------------------------------------------10.i.1................. Position.------------------------------------------------------------------------10.i.2................. Adjustments.------------------------------------------------------------------------* ``Autopilot'' means attitude retention mode of operation.
Table D3B--Table of Functions and Subjective Tests Airport or Landing
Area Content Requirements for Qualification at Level 7 FTD------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Entry No. Operations tasks------------------------------------------------------------------------This table specifies the minimum airport visual model content and
functionality to qualify an FTD at the indicated level. This table
applies only to the airport/helicopter landing area scenes required for
FTD qualification.------------------------------------------------------------------------1.............. Functional test content requirements for Level 7 FTDs.
The following is the minimum airport/landing area
model content requirement to satisfy visual capability
tests, and provides suitable visual cues to allow
completion of all functions and subjective tests
described in this attachment for Level 7 FTDs.------------------------------------------------------------------------
1.a............ A minimum of one (1) representative airport and one (1)
representative helicopter landing area model. The
airport and the helicopter landing area may be
contained within the same visual model. If this option
is selected, the approach path to the airport
runway(s) and the approach path to the helicopter
landing area must be different. The model(s) used to
meet the following requirements may be demonstrated at
either a fictional or a real-world airport or
helicopter landing area, but each must be acceptable
to the sponsor's TPAA, selectable from the IOS, and
listed on the SOQ.------------------------------------------------------------------------1.b............ Fidelity of the Visual Scene. The fidelity of the
visual scene must be sufficient for the aircrew to
visually identify the airport and/or helicopter
landing area; determine the position of the simulated
helicopter within the visual scene; successfully
accomplish take-offs, approaches, and landings; and
maneuver around the airport and/or helicopter landing
area on the ground, or hover taxi, as necessary.------------------------------------------------------------------------1.b.1.......... For each of the airport/helicopter landing areas
described in 1.a., the FTD visual system must be able
to provide at least the following:------------------------------------------------------------------------1.b.1.a........ A night and twilight (dusk) environment.------------------------------------------------------------------------1.b.1.b........ A daylight environment.------------------------------------------------------------------------1.c............ Runways:------------------------------------------------------------------------1.c.1.......... Visible runway number.------------------------------------------------------------------------1.c.2.......... Runway threshold elevations and locations must be
modeled to provide sufficient correlation with
helicopter systems (e.g., altimeter).------------------------------------------------------------------------1.c.3.......... Runway surface and markings.------------------------------------------------------------------------1.c.4.......... Lighting for the runway in use including runway edge
and centerline.------------------------------------------------------------------------1.c.5.......... Lighting, visual approach aid (VASI or PAPI) and
approach lighting of appropriate colors.------------------------------------------------------------------------1.c.6.......... Taxiway lights.------------------------------------------------------------------------1.d............ Helicopter landing area.------------------------------------------------------------------------1.d.1.......... Standard heliport designation (``H'') marking, properly
sized and oriented.------------------------------------------------------------------------1.d.2.......... Perimeter markings for the Touchdown and Lift-Off Area
(TLOF) or the Final Approach and Takeoff Area (FATO),
as appropriate.------------------------------------------------------------------------1.d.3.......... Perimeter lighting for the TLOF or the FATO areas, as
appropriate.------------------------------------------------------------------------1.d.4.......... Appropriate markings and lighting to allow movement
from the runway or helicopter landing area to another
part of the landing facility.------------------------------------------------------------------------2.............. Visual scene management.
The following is the minimum visual scene management
requirements for a Level 7 FTD.------------------------------------------------------------------------2.a............ Runway and helicopter landing area approach lighting
must fade into view appropriately in accordance with
the environmental conditions set in the FTD.------------------------------------------------------------------------2.b............ The direction of strobe lights, approach lights, runway
edge lights, visual landing aids, runway centerline
lights, threshold lights, touchdown zone lights, and
TLOF or FATO lights must be replicated.------------------------------------------------------------------------3.............. Visual feature recognition.
The following are the minimum distances at which runway
features must be visible. Distances are measured from
runway threshold or a helicopter landing area to a
helicopter aligned with the runway or helicopter
landing area on an extended 3 glide-slope in simulated
meteorological conditions. For circling approaches,
all tests apply to the runway used for the initial
approach and to the runway of intended landing.------------------------------------------------------------------------3.a............ For runways: Runway definition, strobe lights, approach
lights, and edge lights from 5 sm (8 km) of the
threshold.------------------------------------------------------------------------3.b............ For runways: Centerline lights and taxiway definition
from 3 sm (5 km).------------------------------------------------------------------------3.c............ For runways: Visual Approach Aid lights (VASI or PAPI)
from 5 sm (8 km) of the threshold.------------------------------------------------------------------------3.d............ For runways: Runway threshold lights and touchdown zone
from 2 sm (3 km).------------------------------------------------------------------------
3.e............ For runways and helicopter landing areas: Markings
within range of landing lights for night/twilight
scenes and the surface resolution test on daylight
scenes, as required.------------------------------------------------------------------------3.f............ For circling approaches: The runway of intended landing
and associated lighting must fade into view in a non-
distracting manner.------------------------------------------------------------------------3.g............ For helicopter landing areas: Landing direction lights
and raised FATO lights from 1 sm (1.5 km).------------------------------------------------------------------------3.h............ For helicopter landing areas: Flush mounted FATO
lights, TLOF lights, and the lighted windsock from 0.5
sm (750 m).------------------------------------------------------------------------4.............. Airport or Helicopter Landing Area Model Content.
The following prescribes the minimum requirements for
an airport/helicopter landing area visual model and
identifies other aspects of the environment that must
correspond with that model for a Level 7 FTD. For
circling approaches, all tests apply to the runway
used for the initial approach and to the runway of
intended landing. If all runways or landing areas in a
visual model used to meet the requirements of this
attachment are not designated as ``in use,'' then the
``in use'' runways/landing areas must be listed on the
SOQ (e.g., KORD, Rwys 9R, 14L, 22R). Models of
airports or helicopter landing areas with more than
one runway or landing area must have all significant
runways or landing areas not ``in-use'' visually
depicted for airport/runway/landing area recognition
purposes. The use of white or off white light strings
that identify the runway or landing area for twilight
and night scenes are acceptable for this requirement;
and rectangular surface depictions are acceptable for
daylight scenes. A visual system's capabilities must
be balanced between providing visual models with an
accurate representation of the airport and a realistic
representation of the surrounding environment. Each
runway or helicopter landing area designated as an
``in-use'' runway or area must include the following
detail that is developed using airport pictures,
construction drawings and maps, or other similar data,
or developed in accordance with published regulatory
material; however, this does not require that such
models contain details that are beyond the design
capability of the currently qualified visual system.
Only one ``primary'' taxi route from parking to the
runway end or helicopter takeoff/landing area will be
required for each ``in-use'' runway or helicopter
takeoff/landing area.------------------------------------------------------------------------4.a............ The surface and markings for each ``in-use'' runway or
helicopter landing area must include the following:------------------------------------------------------------------------4.a.1.......... For airports: Runway threshold markings, runway
numbers, touchdown zone markings, fixed distance
markings, runway edge markings, and runway centerline
stripes.------------------------------------------------------------------------4.a.2.......... For helicopter landing areas: Markings for standard
heliport identification (``H'') and TLOF, FATO, and
safety areas.------------------------------------------------------------------------4.b............ The lighting for each ``in-use'' runway or helicopter
landing area must include the following:------------------------------------------------------------------------4.b.1.......... For airports: Runway approach, threshold, edge, end,
centerline (if applicable), touchdown zone (if
applicable), leadoff, and visual landing aid lights or
light systems for that runway.------------------------------------------------------------------------4.b.2.......... For helicopter landing areas: Landing direction, raised
and flush FATO, TLOF, windsock lighting.------------------------------------------------------------------------4.c............ The taxiway surface and markings associated with each
``in-use'' runway or helicopter landing area must
include the following:------------------------------------------------------------------------4.c.1.......... For airports: Taxiway edge, centerline (if
appropriate), runway hold lines, and ILS critical
area(s).------------------------------------------------------------------------4.c.2.......... For helicopter landing areas: Taxiways, taxi routes,
and aprons.------------------------------------------------------------------------4.d............ The taxiway lighting associated with each ``in-use''
runway or helicopter landing area must include the
following:------------------------------------------------------------------------4.d.1.......... For airports: Taxiway edge, centerline (if
appropriate), runway hold lines, ILS critical areas.------------------------------------------------------------------------4.d.2.......... For helicopter landing areas: Taxiways, taxi routes,
and aprons.------------------------------------------------------------------------4.d.3.......... For airports: Taxiway lighting of correct color.------------------------------------------------------------------------4.e............ Airport signage associated with each ``in-use'' runway
or helicopter landing area must include the following:------------------------------------------------------------------------4.e.1.......... For airports: Signs for runway distance remaining,
intersecting runway with taxiway, and intersecting
taxiway with taxiway.------------------------------------------------------------------------4.e.2.......... For helicopter landing areas: As appropriate for the
model used.------------------------------------------------------------------------4.f............ Required visual model correlation with other aspects of
the airport or helicopter landing environment
simulation:------------------------------------------------------------------------
4.f.1.......... The airport or helicopter landing area model must be
properly aligned with the navigational aids that are
associated with operations at the ``in-use'' runway or
helicopter landing area.------------------------------------------------------------------------4.f.2.......... The simulation of runway or helicopter landing area
contaminants must be correlated with the displayed
runway surface and lighting, if applicable.------------------------------------------------------------------------5.............. Correlation with helicopter and associated equipment.
The following are the minimum correlation comparisons
that must be made for a Level 7 FTD.------------------------------------------------------------------------5.a............ Visual system compatibility with aerodynamic
programming.------------------------------------------------------------------------5.b............ Visual cues to assess sink rate and depth perception
during landings.------------------------------------------------------------------------5.c............ Accurate portrayal of environment relating to FTD
attitudes.------------------------------------------------------------------------5.d............ The visual scene must correlate with integrated
helicopter systems, where installed (e.g., terrain,
traffic and weather avoidance systems and Head-up
Guidance System (HGS)).------------------------------------------------------------------------5.e............ Representative visual effects for each visible, own-
ship, helicopter external light(s)--taxi and landing
light lobes (including independent operation, if
appropriate).------------------------------------------------------------------------5.f............ The effect of rain removal devices.------------------------------------------------------------------------6.............. Scene quality.
The following are the minimum scene quality tests that
must be conducted for a Level 7 FTD.------------------------------------------------------------------------6.a............ System light points must be free from distracting
jitter, smearing and streaking.------------------------------------------------------------------------6.b............ Demonstration of occulting through each channel of the
system in an operational scene.------------------------------------------------------------------------6.c............ Six discrete light step controls (0-5).------------------------------------------------------------------------7.............. Special weather representations, which include
visibility and RVR, measured in terms of distance.
Visibility/RVR checked at 2,000 ft (600 m) above the
airport or helicopter landing area and at two heights
below 2,000 ft with at least 500 ft of separation
between the measurements. The measurements must be
taken within a radius of 10 sm (16 km) from the
airport or helicopter landing area.------------------------------------------------------------------------7.a............ Effects of fog on airport lighting such as halos and
defocus.------------------------------------------------------------------------7.b............ Effect of own-ship lighting in reduced visibility, such
as reflected glare, including landing lights, strobes,
and beacons.------------------------------------------------------------------------8.............. Instructor control of the following:
The following are the minimum instructor controls that
must be available in a Level 7 FTD.------------------------------------------------------------------------8.a............ Environmental effects: E.g., cloud base, cloud effects,
cloud density, visibility in statute miles/kilometers
and RVR in feet/meters.------------------------------------------------------------------------8.b............ Airport or helicopter landing area selection.------------------------------------------------------------------------8.c............ Airport or helicopter landing area lighting, including
variable intensity.------------------------------------------------------------------------8.d............ Dynamic effects including ground and flight traffic.------------------------------------------------------------------------
End QPS Requirement------------------------------------------------------------------------
Begin Information------------------------------------------------------------------------9.............. An example of being able to combine two airport models
to achieve two ``in-use'' runways: One runway
designated as the ``in-use'' runway in the first model
of the airport, and the second runway designated as
the ``in-use'' runway in the second model of the same
airport. For example, the clearance is for the ILS
approach to Runway 27, Circle to Land on Runway 18
right. Two airport visual models might be used: The
first with Runway 27 designated as the ``in use''
runway for the approach to runway 27, and the second
with Runway 18 Right designated as the ``in use''
runway. When the pilot breaks off the ILS approach to
runway 27, the instructor may change to the second
airport visual model in which runway 18 Right is
designated as the ``in use'' runway, and the pilot
would make a visual approach and landing. This process
is acceptable to the FAA as long as the temporary
interruption due to the visual model change is not
distracting to the pilot.------------------------------------------------------------------------
10............. Sponsors are not required to provide every detail of a
runway, but the detail that is provided should be
correct within reasonable limits.------------------------------------------------------------------------
End Information------------------------------------------------------------------------
Table D3C--Table of Functions and Subjective Tests Level 7 FTD Visual
Requirements Additional Visual Models Beyond Minimum Required for
Qualification Class II Airport or Helicopter Landing Area Models------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Entry No. Operations tasks------------------------------------------------------------------------This table specifies the minimum airport or helicopter landing area
visual model content and functionality necessary to add visual models
to an FTD's visual model library (i.e., beyond those necessary for
qualification at the stated level) without the necessity of further
involvement of the NSPM or TPAA.------------------------------------------------------------------------1.............. Visual scene management.
The following is the minimum visual scene management
requirements.------------------------------------------------------------------------1.a............ The installation and direction of the following lights
must be replicated for the ``in-use'' surface:------------------------------------------------------------------------1.a.1.......... For ``in-use'' runways: Strobe lights, approach lights,
runway edge lights, visual landing aids, runway
centerline lights, threshold lights, and touchdown
zone lights.------------------------------------------------------------------------1.a.2.......... For ``in-use'' helicopter landing areas: Ground level
TLOF perimeter lights, elevated TLOF perimeter lights
(if applicable), Optional TLOF lights (if applicable),
ground FATO perimeter lights, elevated TLOF lights (if
applicable), landing direction lights.------------------------------------------------------------------------2.............. Visual feature recognition.
The following are the minimum distances at which runway
or landing area features must be visible. Distances
are measured from runway threshold or a helicopter
landing area to an aircraft aligned with the runway or
helicopter landing area on a 3 glide-slope from the
aircraft to the touchdown point, in simulated
meteorological conditions. For circling approaches,
all tests apply to the runway used for the initial
approach and to the runway of intended landing.------------------------------------------------------------------------2.a............ For Runways.------------------------------------------------------------------------2.a.1.......... Strobe lights, approach lights, and edge lights from 5
sm (8 km) of the threshold.------------------------------------------------------------------------2.a.2.......... Centerline lights and taxiway definition from 3 sm (5
km).------------------------------------------------------------------------2.a.3.......... Visual Approach Aid lights (VASI or PAPI) from 5 sm (8
km) of the threshold.------------------------------------------------------------------------2.a.4.......... Threshold lights and touchdown zone lights from 2 sm (3
km).------------------------------------------------------------------------2.a.5.......... Markings within range of landing lights for night/
twilight (dusk) scenes and as required by the surface
resolution test on daylight scenes.------------------------------------------------------------------------2.a.6.......... For circling approaches, the runway of intended landing
and associated lighting must fade into view in a non-
distracting manner.------------------------------------------------------------------------2.b............ For Helicopter landing areas.------------------------------------------------------------------------2.b.1.......... Landing direction lights and raised FATO lights from 2
sm (3 km).------------------------------------------------------------------------2.b.2.......... Flush mounted FATO lights, TOFL lights, and the lighted
windsock from 1 sm (1500 m).------------------------------------------------------------------------2.b.3.......... Hover taxiway lighting (yellow/blue/yellow cylinders)
from TOFL area.------------------------------------------------------------------------2.b.4.......... Markings within range of landing lights for night/
twilight (dusk) scenes and as required by the surface
resolution test on daylight scenes.------------------------------------------------------------------------
3.............. Airport or Helicopter Landing Area Model Content.
The following prescribes the minimum requirements for
what must be provided in an airport visual model and
identifies other aspects of the airport environment
that must correspond with that model. The detail must
be developed using airport pictures, construction
drawings and maps, or other similar data, or developed
in accordance with published regulatory material;
however, this does not require that airport or
helicopter landing area models contain details that
are beyond the designed capability of the currently
qualified visual system. For circling approaches, all
requirements of this section apply to the runway used
for the initial approach and to the runway of intended
landing. Only one ``primary'' taxi route from parking
to the runway end or helicopter takeoff/landing area
will be required for each ``in-use'' runway or
helicopter takeoff/landing area.------------------------------------------------------------------------3.a............ The surface and markings for each ``in-use'' runway or
helicopter landing area must include the following:------------------------------------------------------------------------3.a.1.......... For airports: Runway threshold markings, runway
numbers, touchdown zone markings, fixed distance
markings, runway edge markings, and runway centerline
stripes.------------------------------------------------------------------------3.a.2.......... For helicopter landing areas: Standard heliport marking
(``H''), TOFL, FATO, and safety areas.------------------------------------------------------------------------3.b............ The lighting for each ``in-use'' runway or helicopter
landing area must include the following:------------------------------------------------------------------------3.b.1.......... For airports: Runway approach, threshold, edge, end,
centerline (if applicable), touchdown zone (if
applicable), leadoff, and visual landing aid lights or
light systems for that runway.------------------------------------------------------------------------3.b.2.......... For helicopter landing areas: Landing direction, raised
and flush FATO, TOFL, windsock lighting.------------------------------------------------------------------------3.c............ The taxiway surface and markings associated with each
``in-use'' runway or helicopter landing area must
include the following:------------------------------------------------------------------------3.c.1.......... For airports: Taxiway edge, centerline (if
appropriate), runway hold lines, and ILS critical
area(s).------------------------------------------------------------------------3.c.2.......... For helicopter landing areas: Taxiways, taxi routes,
and aprons.------------------------------------------------------------------------3.d............ The taxiway lighting associated with each ``in-use''
runway or helicopter landing area must include the
following:------------------------------------------------------------------------3.d.1.......... For airports: Runway edge, centerline (if appropriate),
runway hold lines, ILS critical areas.------------------------------------------------------------------------3.d.2.......... For helicopter landing areas: Taxiways, taxi routes,
and aprons.------------------------------------------------------------------------4.............. Required visual model correlation with other aspects of
the airport environment simulation.
The following are the minimum visual model correlation
tests that must be conducted for Level 7 FTD.------------------------------------------------------------------------4.a............ The airport model must be properly aligned with the
navigational aids that are associated with operations
at the ``in-use'' runway.------------------------------------------------------------------------4.b............ Slopes in runways, taxiways, and ramp areas, if
depicted in the visual scene, must not cause
distracting or unrealistic effects.------------------------------------------------------------------------5.............. Correlation with helicopter and associated equipment.
The following are the minimum correlation comparisons
that must be made.------------------------------------------------------------------------5.a............ Visual system compatibility with aerodynamic
programming.------------------------------------------------------------------------5.b............ Accurate portrayal of environment relating to flight
simulator attitudes.------------------------------------------------------------------------5.c............ Visual cues to assess sink rate and depth perception
during landings.------------------------------------------------------------------------6.............. Scene quality.
The following are the minimum scene quality tests that
must be conducted.------------------------------------------------------------------------6.a............ Light points free from distracting jitter, smearing or
streaking.------------------------------------------------------------------------6.b............ Surfaces and textural cues free from apparent and
distracting quantization (aliasing).------------------------------------------------------------------------7.............. Instructor controls of the following.
The following are the minimum instructor controls that
must be available.------------------------------------------------------------------------7.a............ Environmental effects, e.g., cloud base (if used),
cloud effects, cloud density, visibility in statute
miles/kilometers and RVR in feet/meters.------------------------------------------------------------------------
7.b............ Airport/Heliport selection.------------------------------------------------------------------------7.c............ Airport/Heliport lighting including variable intensity.------------------------------------------------------------------------7.d............ Dynamic effects including ground and flight traffic.------------------------------------------------------------------------
End QPS Requirements------------------------------------------------------------------------
Begin Information------------------------------------------------------------------------8.............. Sponsors are not required to provide every detail of a
runway or helicopter landing area, but the detail that
is provided must be correct within the capabilities of
the system.------------------------------------------------------------------------
End Information------------------------------------------------------------------------
Table D3D--Table of Functions And Subjective Tests Level 6 FTD------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Entry No. Operations tasks------------------------------------------------------------------------Tasks in this table are subject to evaluation if appropriate for the
helicopter simulated as indicated in the SOQ Configuration List or for
a Level 6 FTD. Items not installed or not functional on the FTD and not
appearing on the SOQ Configuration List, are not required to be listed
as exceptions on the SOQ.------------------------------------------------------------------------1. Preflight Procedures------------------------------------------------------------------------1.a.................... Preflight Inspection (Flight Deck Only)
switches, indicators, systems, and equipment.------------------------------------------------------------------------1.b.................... APU/Engine start and run-up.------------------------------------------------------------------------1.b.1.................. Normal start procedures.------------------------------------------------------------------------1.b.2.................. Alternate start procedures.------------------------------------------------------------------------1.b.3.................. Abnormal starts and shutdowns.------------------------------------------------------------------------1.b.4.................. Rotor engagement.------------------------------------------------------------------------1.b.5.................. System checks.------------------------------------------------------------------------2. Takeoff and Departure Phase------------------------------------------------------------------------2.a.................... Instrument.------------------------------------------------------------------------2.b.................... Takeoff with engine failure after critical
decision point (CDP).------------------------------------------------------------------------3. Climb------------------------------------------------------------------------3.a.................... Normal.------------------------------------------------------------------------3.b.................... One engine inoperative.------------------------------------------------------------------------4. Inflight Maneuvers------------------------------------------------------------------------4.a.................... Performance.------------------------------------------------------------------------4.b.................... Flying qualities.------------------------------------------------------------------------4.c.................... Turns.------------------------------------------------------------------------4.c.1.................. Timed.------------------------------------------------------------------------4.c.2.................. Normal.------------------------------------------------------------------------4.c.3.................. Steep.------------------------------------------------------------------------4.d.................... Accelerations and decelerations.------------------------------------------------------------------------
4.e.................... Abnormal/emergency procedures:------------------------------------------------------------------------4.e.1.................. Engine fire.------------------------------------------------------------------------4.e.2.................. Engine failure.------------------------------------------------------------------------4.e.3.................. In-flight engine shutdown (and restart, if
applicable).------------------------------------------------------------------------4.e.4.................. Fuel governing system failures (e.g., FADEC
malfunction).------------------------------------------------------------------------4.e.5.................. Directional control malfunction (restricted to
the extent that the maneuver may not terminate
in a landing).------------------------------------------------------------------------4.e.6.................. Hydraulic failure.------------------------------------------------------------------------4.e.7.................. Stability augmentation system failure.------------------------------------------------------------------------5. Instrument Procedures------------------------------------------------------------------------5.a.................... Holding.------------------------------------------------------------------------5.b.................... Precision Instrument Approach.------------------------------------------------------------------------5.b.1.................. All engines operating.------------------------------------------------------------------------5.b.2.................. One or more engines inoperative.------------------------------------------------------------------------5.b.3.................. Approach procedures:------------------------------------------------------------------------5.b.4.................. PAR.------------------------------------------------------------------------5.b.5.................. ILS.------------------------------------------------------------------------5.b.6.................. Manual (raw data).------------------------------------------------------------------------5.b.7.................. Flight director only.------------------------------------------------------------------------5.b.8.................. Autopilot* and flight director (if appropriate)
coupled.------------------------------------------------------------------------5.c.................... Non-precision Instrument Approach.------------------------------------------------------------------------5.c.................... Normal--All engines operating.------------------------------------------------------------------------5.c.................... One or more engines inoperative.------------------------------------------------------------------------5.c.................... Approach procedures:------------------------------------------------------------------------5.c.1.................. NDB.------------------------------------------------------------------------5.c.2.................. VOR, RNAV, TACAN, GPS.------------------------------------------------------------------------5.c.3.................. ASR.------------------------------------------------------------------------5.c.4.................. Helicopter only.------------------------------------------------------------------------5.d.................... Missed Approach.------------------------------------------------------------------------5.d.1.................. All engines operating.------------------------------------------------------------------------5.d.2.................. One or more engines inoperative.------------------------------------------------------------------------5.d.3.................. Stability augmentation system failure.------------------------------------------------------------------------6. Normal and Abnormal Procedures (any phase of flight)------------------------------------------------------------------------6.a.................... Helicopter and powerplant systems operation (as
applicable).------------------------------------------------------------------------6.a.1.................. Anti-icing/deicing systems.------------------------------------------------------------------------6.a.2.................. Auxiliary power-plant.------------------------------------------------------------------------6.a.3.................. Communications.------------------------------------------------------------------------
6.a.4.................. Electrical system.------------------------------------------------------------------------6.a.5.................. Environmental system.------------------------------------------------------------------------6.a.6.................. Fire detection and suppression.------------------------------------------------------------------------6.a.7.................. Flight control system.------------------------------------------------------------------------6.a.8.................. Fuel system.------------------------------------------------------------------------6.a.9.................. Engine oil system.------------------------------------------------------------------------6.a.10................. Hydraulic system.------------------------------------------------------------------------6.a.11................. Landing gear.------------------------------------------------------------------------6.a.12................. Oxygen.------------------------------------------------------------------------6.a.13................. Pneumatic.------------------------------------------------------------------------6.a.14................. Powerplant.------------------------------------------------------------------------6.a.15................. Flight control computers.------------------------------------------------------------------------6.a.16................. Stability augmentation and control augmentation
system(s).------------------------------------------------------------------------6.b.................... Flight management and guidance system (as
applicable).------------------------------------------------------------------------6.b.1.................. Airborne radar.------------------------------------------------------------------------6.b.2.................. Automatic landing aids.------------------------------------------------------------------------6.b.3.................. Autopilot.*------------------------------------------------------------------------6.b.4.................. Collision avoidance system.------------------------------------------------------------------------6.b.5.................. Flight data displays.------------------------------------------------------------------------6.b.6.................. Flight management computers.------------------------------------------------------------------------6.b.7.................. Navigation systems.------------------------------------------------------------------------7. Postflight Procedures------------------------------------------------------------------------7.a.................... Parking and Securing.------------------------------------------------------------------------7.b.................... Engine and systems operation.------------------------------------------------------------------------7.c.................... Parking brake operation.------------------------------------------------------------------------7.d.................... Rotor brake operation.------------------------------------------------------------------------7.e.................... Abnormal/emergency procedures.------------------------------------------------------------------------8. Instructor Operating Station (IOS), as appropriate------------------------------------------------------------------------8.a.................... Power Switch(es).------------------------------------------------------------------------8.b.1.................. Helicopter conditions.------------------------------------------------------------------------8.b.2.................. Gross weight, center of gravity, fuel loading
and allocation, etc.------------------------------------------------------------------------8.b.3.................. Helicopter systems status.------------------------------------------------------------------------8.b.4.................. Ground crew functions (e.g., ext. power).------------------------------------------------------------------------8.c.................... Airports and landing areas.------------------------------------------------------------------------8.c.1.................. Number and selection.------------------------------------------------------------------------8.c.2.................. Runway or landing area selection.------------------------------------------------------------------------
8.c.3.................. Preset positions (e.g., ramp, over FAF).------------------------------------------------------------------------8.c.4.................. Lighting controls.------------------------------------------------------------------------8.d.................... Environmental controls.------------------------------------------------------------------------8.d.1.................. Temperature.------------------------------------------------------------------------8.d.2.................. Climate conditions (e.g., ice, rain).------------------------------------------------------------------------8.d.3.................. Wind speed and direction.------------------------------------------------------------------------8.e.................... Helicopter system malfunctions.------------------------------------------------------------------------8.e.1.................. Insertion/deletion.------------------------------------------------------------------------8.e.2.................. Problem clear.------------------------------------------------------------------------8.f.................... Locks, Freezes, and Repositioning.------------------------------------------------------------------------8.f.1.................. Problem (all) freeze/release.------------------------------------------------------------------------8.f.2.................. Position (geographic) freeze/release.------------------------------------------------------------------------8.f.3.................. Repositioning (locations, freezes, and
releases).------------------------------------------------------------------------8.f.4.................. Ground speed control.------------------------------------------------------------------------8.g.................... Sound Controls. On/off/adjustment.------------------------------------------------------------------------8.h.................... Control Loading System (as applicable) On/off/
emergency stop.------------------------------------------------------------------------8.i.................... Observer Stations.------------------------------------------------------------------------8.i.1.................. Position.------------------------------------------------------------------------8.i.2.................. Adjustments.------------------------------------------------------------------------* ``Autopilot'' means attitude retention mode of operation.
Table D3E--Table of Functions and Subjective Tests Level 5 FTD------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Entry No. Operations tasks------------------------------------------------------------------------Tasks in this table are subject to evaluation if appropriate for the
helicopter simulated as indicated in the SOQ Configuration List or for
a Level 5 FTD. Items not installed or not functional on the FTD and not
appearing on the SOQ Configuration List, are not required to be listed
as exceptions on the SOQ.------------------------------------------------------------------------1. Preflight Procedures------------------------------------------------------------------------1.a.................... Preflight Inspection (Flight Deck Only)
switches, indicators, systems, and equipment.------------------------------------------------------------------------1.b.................... APU/Engine start and run-up.------------------------------------------------------------------------1.b.1.................. Normal start procedures.------------------------------------------------------------------------1.b.2.................. Alternate start procedures.------------------------------------------------------------------------1.b.3.................. Abnormal starts and shutdowns.------------------------------------------------------------------------2. Climb------------------------------------------------------------------------2.a.................... Normal.------------------------------------------------------------------------3. Inflight Maneuvers------------------------------------------------------------------------3.a.................... Performance.------------------------------------------------------------------------3.b.................... Turns, Normal.------------------------------------------------------------------------
4. Instrument Procedures------------------------------------------------------------------------4.a.................... Coupled instrument approach maneuvers (as
applicable for the systems installed).------------------------------------------------------------------------5. Normal and Abnormal Procedures (any phase of flight)------------------------------------------------------------------------5.a.................... Normal system operation (installed systems).------------------------------------------------------------------------5.b.................... Abnormal/Emergency system operation (installed
systems).------------------------------------------------------------------------6. Postflight Procedures------------------------------------------------------------------------6.a.................... Parking and Securing.------------------------------------------------------------------------6.b.................... Engine and systems operation.------------------------------------------------------------------------6.c.................... Parking brake operation.------------------------------------------------------------------------6.d.................... Rotor brake operation.------------------------------------------------------------------------6.e.................... Abnormal/emergency procedures.------------------------------------------------------------------------7. Instructor Operating Station (IOS), as appropriate------------------------------------------------------------------------7.a.................... Power Switch(es).------------------------------------------------------------------------7.b.................... Preset positions (ground; air)------------------------------------------------------------------------7.c.................... Helicopter system malfunctions.------------------------------------------------------------------------7.c.1.................. Insertion/deletion.------------------------------------------------------------------------7.c.2.................. Problem clear.------------------------------------------------------------------------7.d.................... Control Loading System (as applicable) On/off/
emergency stop.------------------------------------------------------------------------7.e.................... Observer Stations.------------------------------------------------------------------------7.e.1.................. Position.------------------------------------------------------------------------7.e.2.................. Adjustments.------------------------------------------------------------------------------------------------------------------------------------------------
Table D3F--Table of Functions and Subjective Tests Level 4 FTD------------------------------------------------------------------------
QPS requirements-------------------------------------------------------------------------
Entry No. Operations tasks------------------------------------------------------------------------Tasks in this table are subject to evaluation if appropriate for the
helicopter simulated as indicated in the SOQ Configuration List or for
a Level 4 FTD. Items not installed or not functional on the FTD and not
appearing on the SOQ Configuration List, are not required to be listed
as exceptions on the SOQ.------------------------------------------------------------------------1. Preflight Procedures------------------------------------------------------------------------1.a.................... Preflight Inspection (Flight Deck Only)
switches, indicators, systems, and equipment.------------------------------------------------------------------------1.b.................... APU/Engine start and run-up.------------------------------------------------------------------------1.b.1.................. Normal start procedures.------------------------------------------------------------------------1.b.2.................. Alternate start procedures.------------------------------------------------------------------------1.b.3.................. Abnormal starts and shutdowns.------------------------------------------------------------------------2. Normal and Abnormal Procedures (any phase of flight)------------------------------------------------------------------------2.a.................... Normal system operation (installed systems).------------------------------------------------------------------------2.b.................... Abnormal/Emergency system operation (installed
systems).------------------------------------------------------------------------
3. Postflight Procedures------------------------------------------------------------------------3.a.................... Parking and Securing.------------------------------------------------------------------------3.b.................... Engine and systems operation.------------------------------------------------------------------------3.c.................... Parking brake operation.------------------------------------------------------------------------4. Instructor Operating Station (IOS), as appropriate------------------------------------------------------------------------4.a.................... Power Switch(es).------------------------------------------------------------------------4.b.................... Preset positions (ground; air)------------------------------------------------------------------------4.c.................... Helicopter system malfunctions.------------------------------------------------------------------------4.c.1.................. Insertion/deletion.------------------------------------------------------------------------4.c.2.................. Problem clear.------------------------------------------------------------------------
Attachment 4 to Appendix D to Part 60--Sample Documents
Table of Contents Figure D4A Sample Letter, Request for Initial, Upgrade, or Reinstatement
EvaluationFigure D4B Attachment: FTD Information FormFigure A4C Sample Letter of ComplianceFigure D4D Sample Qualification Test Guide Cover PageFigure D4E Sample Statement of Qualification--CertificateFigure D4F Sample Statement of Qualification--Configuration ListFigure D4G Sample Statement of Qualification--List of Qualified TasksFigure D4H Sample Continuing Qualification Evaluation Requirements PageFigure D4I Sample MQTG Index of Effective FTD Directives [GRAPHIC] [TIFF OMITTED] TR09MY08.054 [GRAPHIC] [TIFF OMITTED] TR09MY08.055 [GRAPHIC] [TIFF OMITTED] TR09MY08.056 [GRAPHIC] [TIFF OMITTED] TR09MY08.057 [GRAPHIC] [TIFF OMITTED] TR09MY08.058 [GRAPHIC] [TIFF OMITTED] TR09MY08.059 [GRAPHIC] [TIFF OMITTED] TR09MY08.060 [GRAPHIC] [TIFF OMITTED] TR09MY08.061 [GRAPHIC] [TIFF OMITTED] TR09MY08.062 [GRAPHIC] [TIFF OMITTED] TR09MY08.063 [GRAPHIC] [TIFF OMITTED] TR09MY08.064 [GRAPHIC] [TIFF OMITTED] TR09MY08.065 [GRAPHIC] [TIFF OMITTED] TR09MY08.066 [Doc. No. FAA-2002-12461, 73 FR 26490, May 9, 2008]
Sec. Appendix E to Part 60--Qualification Performance Standards for
Quality Management Systems for Flight Simulation Training Devices ________________________________________________________________________
Begin QPS Requirements
a. Not later than May 30, 2010, each current sponsor of an FSTD must submit to the NSPM a proposed Quality Management System (QMS) program as described in this appendix. The NSPM will notify the sponsor of the acceptability of the program, including any required adjustments. Within 6 months of the notification of acceptability, the sponsor must implement the program, conduct internal audits, make required program adjustments as a result of any internal audit, and schedule the NSPM initial audit.
b. First-time FSTD sponsors must submit to the NSPM the proposed QMS program no later than 120 days before the initial FSTD evaluation. The NSPM will notify the sponsor of the acceptability of the program, including any required adjustments. Within 6 months of the notification of acceptability, the sponsor must implement the program, conduct internal audits, make required program adjustments as a result of any internal audit, and schedule the NSPM initial audit.
c. The Director of Operations for a Part 119 certificate holder, the Chief Instructor for a Part 141 certificate holder, or the equivalent for a Part 142 or Flight Engineer School sponsor must designate a Management Representative (MR) who has the authority to establish and modify the sponsor's policies, practices, and procedures regarding the QMS program for the recurring qualification and the daily use of each FSTD.
d. The minimum content required for an acceptable QMS is found in Table E1. The policies, processes, or procedures described in this table must be maintained in a Quality Manual and will serve as the basis for the following:
(1) The sponsor-conducted initial and recurring periodic assessments;
(2) The NSPM-conducted initial and recurring periodic assessments; and
(3) The continuing surveillance and analysis by the NSPM of the sponsor's performance and effectiveness in providing a satisfactory FSTD for use on a regular basis.
e. The sponsor must conduct assessments of its QMS program in segments. The segments will be established by the NSPM at the initial assessment, and the interval for the segment assessments will be every 6 months. The intervals for the segment assessments may be extended beyond 6 months as the QMS program matures, but will not be extended beyond 12 months. The entire QMS program must be assessed every 24 months.
f. The periodic assessments conducted by the NSPM will be conducted at intervals not less than once every 24 months, and include a comprehensive review of the QMS program. These reviews will be conducted more frequently if warranted.
End QPS Requirements ________________________________________________________________________
Begin Information
g. An example of a segment assessment--At the initial QMS assessment, the NSPM will divide the QMS program into segments (e.g., 6 separate segments). There must be an assessment of a certain number of segments every 6 months (i.e., segments 1 and 2 at the end of the first 6 month period; segments 3 and 4 at the end of the second 6 month period (or one year); and segments 5 and 6 at the end of the third 6 month period (or 18 months). As the program matures, the interval between assessments may be extended to 12 months (e.g., segments 1, 2, and 3 at the end of the first year; and segments 4, 5, and 6 at the end of the second year). In both cases, the entire QMS program is assessed at least every 24 months.
h. The following materials are presented to assist sponsors in preparing for an NSPM evaluation of the QMS program. The sample documents include:
(1) The NSPM desk assessment tool for initial evaluation of the required elements of a QMS program.
(2) The NSPM on-site assessment tool for initial and continuing evaluation of the required elements of a QMS program.
(3) An Element Assessment Table that describes the circumstances that exist to warrant a finding of ``non-compliance,'' or ``non-conformity''; ``partial compliance,'' or ``partial conformity''; and ``acceptable compliance,'' or ``acceptable conformity.''
(4) A sample Continuation Sheet for additional comments that may be added by the sponsor or the NSPM during a QMS evaluation.
(5) A sample Sponsor Checklist to assist the sponsor in verifying the elements that comprise the required QMS program.
(6) A table showing the essential functions, processes, and procedures that relate to the required QMS components and a cross-reference to each represented task.
i. Additional Information.
(1) In addition to specifically designated QMS evaluations, the NSPM will evaluate the sponsor's QMS program as part of regularly scheduled FSTD continuing qualification evaluations and no-notice FSTD evaluations, focusing in part on the effectiveness and viability of the QMS program and its contribution to the overall capability of the FSTD to meet the requirements of this part.
(2) The sponsor or MR may delegate duties associated with maintaining the qualification of the FSTD (e.g., corrective and preventive maintenance, scheduling and conducting tests or inspections, functional preflight checks) but retain the responsibility and authority for the day-to-day qualification of the FSTD. One person may serve as the sponsor or MR for more than one FSTD, but one FSTD may not have more than one sponsor or MR.
(3) A QMS program may be applicable to more than one certificate holder (e.g., part 119 and part 142 or two part 119 certificate holders) and an MR may work for more than one certificate holder (e.g., part 119 and part 142 or two part 119 certificate holders) as long as the sponsor's QMS program requirements and the MR requirements are met for each certificate holder.
(4) Standard Measurements for Flight Simulator Quality: A quality system based on FSTD performance will improve and maintain training quality. See http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/sqms/ for more information on measuring FSTD performance.
j. The FAA does not mandate a specific QMS program format, but an acceptable QMS program should contain the following:
(1) A Quality Policy. This is a formal written Quality Policy Statement that is a commitment by the sponsor outlining what the Quality System will achieve.
(2) A MR who has overall authority for monitoring the on-going qualification of assigned FSTDs to ensure that all FSTD qualification issues are resolved as required by this part. The MR should ensure that the QMS program is properly implemented and maintained, and should:
(a) Brief the sponsor's management on the qualification processes;
(b) Serve as the primary contact point for all matters between the sponsor and the NSPM regarding the qualification of the assigned FSTDs; and
(c) Oversee the day-to-day quality control.
(3) The system and processes outlined in the QMS should enable the sponsor to monitor compliance with all applicable regulations and ensure correct maintenance and performance of the FSTD in accordance with part 60.
(4) A QMS program and a statement acknowledging completion of a periodic review by the MR should include the following:
(a) A maintenance facility that provides suitable FSTD hardware and software tests and maintenance capability.
(b) A recording system in the form of a technical log in which defects, deferred defects, and development projects are listed, assigned and reviewed within a specified time period.
(c) Routine maintenance of the FSTD and performance of the QTG tests with adequate staffing to cover FSTD operating periods.
(d) A planned internal assessment schedule and a periodic review should be used to verify that corrective action was complete and effective. The assessor should have adequate knowledge of FSTDs and should be acceptable to the NSPM.
(5) The MR should receive Quality System training and brief other personnel on the procedures.
End Information ________________________________________________________________________
Table E1--FSTD Quality Management System------------------------------------------------------------------------
Information
Entry No. QPS requirement (reference)------------------------------------------------------------------------E1.1............... A QMS manual that prescribes the Sec. 60.5(a).
policies, processes, or
procedures outlined in this
table.------------------------------------------------------------------------E1.2............... A policy, process, or procedure Sec. 60.5(b).
specifying how the sponsor will
identify deficiencies in the
QMS.------------------------------------------------------------------------E1.3............... A policy, process, or procedure Sec. 60.5(b).
specifying how the sponsor will
document how the QMS program
will be changed to address
deficiencies.------------------------------------------------------------------------E1.4............... A policy, process, or procedure Sec. 60.5(c).
specifying how the sponsor will
address proposed program
changes (for programs that do
not meet the minimum
requirements as notified by the
NSPM) to the NSPM and receive
approval prior to their
implementation.------------------------------------------------------------------------E1.5............... A policy, process, or procedure Sec. 60.7(b)(5).
specifying how the sponsor will
document that at least one FSTD
is used within the sponsor's
FAA-approved flight training
program for the aircraft or set
of aircraft at least once
within the 12-month period
following the initial or
upgrade evaluation conducted by
the NSPM and at least once
within each subsequent 12-month
period thereafter.------------------------------------------------------------------------E1.6............... A policy, process, or procedure Sec. 60.7(b)(6).
specifying how the sponsor will
document that at least one FSTD
is used within the sponsor's
FAA-approved flight training
program for the aircraft or set
of aircraft at least once
within the 12-month period
following the first continuing
qualification evaluation
conducted by the NSP and at
least once within each
subsequent 12-month period
thereafter.------------------------------------------------------------------------E1.7............... A policy, process, or procedure Sec. 60.5(b)(7)
specifying how the sponsor will and Sec.
obtain an annual written 60.7(d)(2).
statement from a qualified
pilot (who has flown the
subject aircraft or set of
aircraft during the preceding
12-month period) that the
performance and handling
qualities of the subject FSTD
represents the subject aircraft
or set of aircraft (within the
normal operating envelope).
Required only if the subject
FSTD is not used in the
sponsor's FAA-approved flight
training program for the
aircraft or set of aircraft at
least once within the preceding
12-month period.------------------------------------------------------------------------E1.8............... A policy, process, or procedure Sec. 60.9(b)(1).
specifying how independent
feedback (from persons recently
completing training,
evaluation, or obtaining flight
experience; instructors and
check airmen using the FSTD for
training, evaluation, or flight
experience sessions; and FSTD
technicians and maintenance
personnel) will be received and
addressed by the sponsor
regarding the FSTD and its
operation.------------------------------------------------------------------------E1.9............... A policy, process, or procedure Sec. 60.9(b)(2).
specifying how and where the
FSTD SOQ will be posted, or
accessed by an appropriate
terminal or display, in or
adjacent to the FSTD.------------------------------------------------------------------------E1.10.............. A policy, process, or procedure Sec. 60.9(c) and
specifying how the sponsor's Appendix E,
management representative (MR) paragraph (d).
is selected and identified by
name to the NSPM.------------------------------------------------------------------------E1.11.............. A policy, process, or procedure Sec. 60.9(c)(2),
specifying the MR authority and (3), and (4).
responsibility for the
following:------------------------------------------------------------------------E1.11.a............ Monitoring the on-going
qualification of assigned FSTDs
to ensure all matters regarding
FSTD qualification are
completed as required by this
part.------------------------------------------------------------------------E1.11.b............ Ensuring that the QMS is
properly maintained by
overseeing the QMS policies,
practices, or procedures and
modifying as necessary.------------------------------------------------------------------------
E1.11.c............ Regularly briefing sponsor's
management on the status of the
on-going FSTD qualification
program and the effectiveness
and efficiency of the QMS.------------------------------------------------------------------------E1.11.d............ Serving as the primary contact
point for all matters between
the sponsor and the NSPM
regarding the qualification of
assigned FSTDs.------------------------------------------------------------------------E1.11.e............ Delegating the MR assigned
duties to an individual at each
of the sponsor's locations, as
appropriate.------------------------------------------------------------------------E1.12.............. A policy, process, or procedure Sec. 60.13; QPS
specifying how the sponsor Appendices A, B,
will: C, and D.------------------------------------------------------------------------E1.12.a............ Ensure that the data made
available to the NSPM (the
validation data package)
includes the aircraft
manufacturer's flight test data
(or other data approved by the
NSPM) and all relevant data
developed after the type
certificate was issued (e.g.,
data developed in response to
an airworthiness directive) if
the data results from a change
in performance, handling
qualities, functions, or other
characteristics of the aircraft
that must be considered for
flight crewmember training,
evaluation, or experience
requirements.------------------------------------------------------------------------E1.12.b............ Notify the NSPM within 10
working days of becoming aware
that an addition to or a
revision of the flight related
data or airplane systems
related data is available if
this data is used to program or
operate a qualified FSTD.------------------------------------------------------------------------E1.12.c............ Maintain a liaison with the
manufacturer of the aircraft
being simulated (or with the
holder of the aircraft type
certificate for the aircraft
being simulated if the
manufacturer is no longer in
business), and if appropriate,
with the person who supplied
the aircraft data package for
the FFS for the purposes of
receiving notification of data
package changes.------------------------------------------------------------------------E1.13.............. A policy, process, or procedure Sec. 60.14.
specifying how the sponsor will
make available all special
equipment and qualified
personnel needed to conduct
tests during initial,
continuing qualification, or
special evaluations.------------------------------------------------------------------------E1.14.............. A policy, process, or procedure Sec. 60.15(a)-(d
specifying how the sponsor will ); Sec.
submit to the NSPM a request to 60.15(b); Sec.
evaluate the FSTD for initial 60.15(b)(i);
qualification at a specific Sec. 60.15(b)(i
level and simultaneously i); Sec.
request the TPAA forward a 60.15(b)(iii).
concurring letter to the NSPM;
including how the MR will use
qualified personnel to confirm
the following:------------------------------------------------------------------------E1.14.a............ That the performance and
handling qualities of the FSTD
represent those of the aircraft
or set of aircraft within the
normal operating envelope.------------------------------------------------------------------------E1.14.b............ The FSTD systems and sub-systems
(including the simulated
aircraft systems) functionally
represent those in the aircraft
or set of aircraft.------------------------------------------------------------------------E1.14.c............ The flight deck represents the
configuration of the specific
type or aircraft make, model,
and series aircraft being
simulated, as appropriate.------------------------------------------------------------------------E1.15.............. A policy, process, or procedure Sec. 60.15(e).
specifying how the subjective
and objective tests are
completed at the sponsor's
training facility for an
initial evaluation.------------------------------------------------------------------------E1.16.............. A policy, process, or procedure Sec. 60.15(h).
specifying how the sponsor will
update the QTG with the results
of the FAA-witnessed tests and
demonstrations together with
the results of the objective
tests and demonstrations after
the NSPM completes the
evaluation for initial
qualification.------------------------------------------------------------------------E1.17.............. A policy, process, or procedure Sec. 60.15(i).
specifying how the sponsor will
make the MQTG available to the
NSPM upon request.------------------------------------------------------------------------E1.18.............. A policy, process, or procedure Sec. 60.16(a);
specifying how the sponsor will Sec. 60.16(a)(1
apply to the NSPM for )(i); and Sec.
additional qualification(s) to 60.16(a)(1)(ii).
the SOQ.------------------------------------------------------------------------E1.19.............. A policy, process, or procedure Sec. 60.19(a)(1)
specifying how the sponsor QPS Appendices
completes all required A, B, C, or D.
Attachment 2 objective tests
each year in a minimum of four
evenly spaced inspections as
specified in the appropriate
QPS.------------------------------------------------------------------------E1.20.............. A policy, process, or procedure Sec. 60.19(a)(2)
specifying how the sponsor QPS Appendices
completes and records a A, B, C, or D.
functional preflight check of
the FSTD within the preceding
24 hours of FSTD use, including
a description of the functional
preflight.------------------------------------------------------------------------
E1.21.............. A policy, process, or procedure Sec. 60.19(b)(2)
specifying how the sponsor .
schedules continuing
qualification evaluations with
the NSPM.------------------------------------------------------------------------E1.22.............. A policy, process, or procedure Sec. 60.19(b)(5)
specifying how the sponsor -(6).
ensures that the FSTD has
received a continuing
qualification evaluation at the
interval described in the MQTG.------------------------------------------------------------------------E1.23.............. A policy, process, or procedure Sec. 60.19(c);
describing how discrepancies Sec. 60.19(c)(2
are recorded in the FSTD )(i); Sec.
discrepancy log, including: 60.19(c)(2)(ii).------------------------------------------------------------------------E1.23.a............ A description of how the
discrepancies are entered and
maintained in the log until
corrected.------------------------------------------------------------------------E1.23.b............ A description of the corrective
action taken for each
discrepancy, the identity of
the individual taking the
action, and the date that
action is taken.------------------------------------------------------------------------E1.24.............. A policy, process, or procedure Sec. 60.19(c)(2)
specifying how the discrepancy (iii).
log is kept in a form and
manner acceptable to the
Administrator and kept in or
adjacent to the FSTD. (An
electronic log that may be
accessed by an appropriate
terminal or display in or
adjacent to the FSTD is
satisfactory.).------------------------------------------------------------------------E1.25.............. A policy, process, or procedure Sec. 60.20.
that requires each instructor,
check airman, or representative
of the Administrator conducting
training, evaluation, or flight
experience, and each person
conducting the preflight
inspection, who discovers a
discrepancy, including any
missing, malfunctioning, or
inoperative components in the
FSTD, to write or cause to be
written a description of that
discrepancy into the
discrepancy log at the end of
the FSTD preflight or FSTD use
session.------------------------------------------------------------------------E1.26.............. A policy, process, or procedure Sec. 60.21(c).
specifying how the sponsor will
apply for initial qualification
based on the final aircraft
data package approved by the
aircraft manufacturer if
operating an FSTD based on an
interim qualification.------------------------------------------------------------------------E1.27.............. A policy, process, or procedure Sec. 60.23(a)(1)
specifying how the sponsor -(2).
determines whether an FSTD
change qualifies as a
modification as defined in Sec.
60.23.------------------------------------------------------------------------E1.28.............. A policy, process, or procedure Sec. 60.23(b).
specifying how the sponsor will
ensure the FSTD is modified in
accordance with any FSTD
Directive regardless of the
original qualification basis.------------------------------------------------------------------------E1.29.............. A policy, process, or procedure Sec. 60.23(c)(1)
specifying how the sponsor will (i), (ii), and
notify the NSPM and TPAA of (iv).
their intent to use a modified
FSTD and to ensure that the
modified FSTD will not be used
prior to:------------------------------------------------------------------------E1.29.a............ Twenty-one days since the
sponsor notified the NSPM and
the TPAA of the proposed
modification and the sponsor
has not received any response
from either the NSPM or the
TPAA; or------------------------------------------------------------------------E1.29.b............ Twenty-one days since the
sponsor notified the NSPM and
the TPAA of the proposed
modification and one has
approved the proposed
modification and the other has
not responded; or------------------------------------------------------------------------E1.29.c............ The FSTD successfully completing
any evaluation the NSPM may
require in accordance with the
standards for an evaluation for
initial qualification or any
part thereof before the
modified FSTD is placed in
service.------------------------------------------------------------------------E1.30.............. A policy, process, or procedure Sec. 60.23(d)-(e
specifying how, after an FSTD ).
modification is approved by the
NSPM, the sponsor will:------------------------------------------------------------------------E1.30.a............ Post an addendum to the SOQ
until as the NSPM issues a
permanent, updated SOQ.------------------------------------------------------------------------E1.30.b............ Update the MQTG with current
objective test results and
appropriate objective data for
each affected objective test or
other MQTG section affected by
the modification.------------------------------------------------------------------------E1.30.c............ File in the MQTG the requirement
from the NSPM to make the
modification and the record of
the modification completion.------------------------------------------------------------------------
E1.31.............. A policy, process, or procedure Sec. 60.25(b)-(c
specifying how the sponsor will ), and QPS
track the length of time a Appendices A, B,
component has been missing, C, or D.
malfunctioning, or inoperative
(MMI), including:------------------------------------------------------------------------E1.31.a............ How the sponsor will post a list
of MMI components in or
adjacent to the FSTD.------------------------------------------------------------------------E1.31.b............ How the sponsor will notify the
NSPM if the MMI has not been
repaired or replaced within 30
days.*------------------------------------------------------------------------E1.32.............. A policy, process, or procedure Sec. 60.27(a)(3)
specifying how the sponsor will .
notify the NSPM and how the
sponsor will seek
requalification of the FSTD if
the FSTD is moved and
reinstalled in a different
location.------------------------------------------------------------------------E1.33.............. A policy, process, or procedure Sec. 60.31.
specifying how the sponsor will
maintain control of the
following: (The sponsor must
specify how these records are
maintained in plain language
form or in coded form; but if
the coded form is used, the
sponsor must specify how the
preservation and retrieval of
information will be conducted.).------------------------------------------------------------------------E1.33.a............ The MQTG and each amendment.------------------------------------------------------------------------E1.33.b............ A record of all FSTD
modifications required by this
part since the issuance of the
original SOQ.------------------------------------------------------------------------E1.33.c............ Results of the qualification
evaluations (initial and each
upgrade) since the issuance of
the original SOQ.------------------------------------------------------------------------E1.33.d............ Results of the objective tests
conducted in accordance with
this part for a period of 2
years.------------------------------------------------------------------------E1.33.e............ Results of the previous three
continuing qualification
evaluations, or the continuing
qualification evaluations from
the previous 2 years, whichever
covers a longer period.------------------------------------------------------------------------E1.33.f............ Comments obtained in accordance
with Sec. 60.9(b);------------------------------------------------------------------------E1.33.g............ A record of all discrepancies
entered in the discrepancy log
over the previous 2 years,
including the following:------------------------------------------------------------------------E1.33.g.1.......... A list of the components or
equipment that were or are
missing, malfunctioning, or
inoperative.------------------------------------------------------------------------E1.33.g.2.......... The action taken to correct the
discrepancy.------------------------------------------------------------------------E1.33.g.3.......... The date the corrective action
was taken.------------------------------------------------------------------------E1.33.g.4.......... The identity of the person
determining that the
discrepancy has been corrected.------------------------------------------------------------------------* Note: If the sponsor has an approved discrepancy prioritization
system, this item is satisfied by describing how discrepancies are
prioritized, what actions are taken, and how the sponsor will notify
the NSPM if the MMI has not been repaired or replaced within the
specified timeframe. [Doc. No. FAA-2002-12461, 73 FR 26490, May 9, 2008]
Sec. Appendix F to Part 60--Definitions and Abbreviations for Flight
Simulation Training Devices ________________________________________________________________________
Begin Information
1. Some of the definitions presented below are repeated from the
definitions found in 14 CFR part 1, as indicated parenthetically
End Information ________________________________________________________________________
Begin QPS Requirements
2. Definitions
1st Segment--the portion of the takeoff profile from liftoff to gear retraction.
2nd Segment--the portion of the takeoff profile from after gear retraction to initial flap/slat retraction.
3rd Segment--the portion of the takeoff profile after flap/slat retraction is complete.
Aircraft Data Package--a combination of the various types of data used to design, program, manufacture, modify, and test the FSTD.
Airspeed--calibrated airspeed unless otherwise specified and expressed in terms of nautical miles per hour (knots).
Airport Model--
Class I. Whether modeling real world or fictional airports (or landing areas for helicopters), these airport models (or landing areas for helicopters) are those that meet the requirements of Table A3B or C3B, found in attachment 2 of Appendix A or C, as appropriate, are evaluated by the NSPM, and are listed on the SOQ.
Class II. Whether modeling real world or fictional airports (or landing areas for helicopters), these airport models (or landing areas for helicopters) are those models that are in excess of those used for simulator qualification at a specified level. The FSTD sponsor is responsible for determining that these models meet the requirements set out in Table A3C or C3C, found in attachment 2 of Appendix A or C, as appropriate.
Class III. This is a special class of airport model (or landing area for helicopters), used for specific purposes, and includes models that may be incomplete or inaccurate when viewed without restriction, but when appropriate limits are applied (e.g., ``valid for use only in visibility conditions less than \1/2\ statute mile or RVR2400 feet,'' ``valid for use only for approaches to Runway 22L and 22R''), those features that may be incomplete or inaccurate may not be able to be recognized as such by the crewmember being trained, tested, or checked. Class III airport models used for training, testing, or checking activities under this Chapter requires the certificate holder to submit to the TPAA an appropriate analysis of the skills, knowledge, and abilities necessary for competent performance of the task(s) in which this particular model is to be used, and requires TPAA acceptance of each Class III model.
Altitude--pressure altitude (meters or feet) unless specified otherwise.
Angle of Attack--the angle between the airplane longitudinal axis and the relative wind vector projected onto the airplane plane of symmetry.
Automatic Testing--FSTD testing where all stimuli are under computer control.
Bank--the airplane attitude with respect to or around the longitudinal axis, or roll angle (degrees).
Breakout--the force required at the pilot's primary controls to achieve initial movement of the control position.
Certificate Holder--a person issued a certificate under parts 119, 141, or 142 of this chapter or a person holding an approved course of training for flight engineers in accordance with part 63 of this chapter.
Closed Loop Testing--a test method where the input stimuli are generated by controllers that drive the FSTD to follow a pre-defined target response.
Computer Controlled Aircraft--an aircraft where all pilot inputs to the control surfaces are transferred and augmented by computers.
Confined Area (helicopter operations)--an area where the flight of the helicopter is limited in some direction by terrain or the presence of natural or man-made obstructions (e.g., a clearing in the woods, a city street, or a road bordered by trees or power lines are regarded as confined areas).
Control Sweep--movement of the appropriate pilot controller from neutral to an extreme limit in one direction (Forward, Aft, Right, or Left), a continuous movement back through neutral to the opposite extreme position, and then a return to the neutral position.
Convertible FSTD--an FSTD in which hardware and software can be changed so that the FSTD becomes a replica of a different model, usually of the same type aircraft. The same FSTD platform, flight deck shell, motion system, visual system, computers, and peripheral equipment can be used in more than one simulation.
Critical Engine Parameter--the parameter that is the most accurate measure of propulsive force.
Deadband--the amount of movement of the input for a system for which there is no reaction in the output or state of the system observed.
Distance--the length of space between two points, expressed in terms of nautical miles unless otherwise specified.
Discrepancy--as used in this part, an aspect of the FSTD that is not correct with respect to the aircraft being simulated. This includes missing, malfunctioning, or inoperative components that are required to be present and operate correctly for training, evaluation, and experience functions to be creditable. It also includes errors in the documentation used to support the FSTD (e.g., MQTG errors, information missing from the MQTG, or required statements from appropriately qualified personnel).
Downgrade--a permanent change in the qualification level of an FSTD to a lower level.
Driven--a test method where the input stimulus or variable is positioned by automatic means, usually a computer input.
Electronic Copy of the MQTG--an electronic copy of the MQTG provided by an electronic scan presented in a format, acceptable to the NSPM.
Electronic Master Qualification Test Guide--an electronic version of the MQTG (eMQTG), where all objective data obtained from airplane testing, or another approved source, together with correlating objective test results obtained from the performance of the FSTD and a description of the equipment necessary to perform the evaluation for the initial and the continuing qualification evaluations is stored, archived, or presented in either reformatted or digitized electronic format.
Engine--as used in this part, the appliance or structure that supplies propulsive force for movement of the aircraft: i.e., The turbine engine for turbine powered aircraft; the turbine engine and propeller assembly for turbo-propeller powered aircraft; and the reciprocating engine and propeller assembly for reciprocating engine powered aircraft. For purposes of this part, engine failure is the failure of either the engine or propeller assembly to provide thrust higher than idle power thrust due to a failure of either the engine or the propeller assembly.
Evaluation--with respect to an individual, the checking, testing, or review associated with flight crewmember qualification, training, and certification under parts 61, 63, 121, or 135 of this chapter. With respect to an FSTD, the qualification activities for the device (e.g., the objective and subjective tests, the inspections, or the continuing qualification evaluations) associated with the requirements of this part.
Fictional Airport--a visual model of an airport that is a collection of ``non-real world'' terrain, instrument approach procedures, navigation aids, maps, and visual modeling detail sufficient to enable completion of an Airline Transport Pilot Certificate or Type Rating.
Flight Experience--recency of flight experience for landing credit purposes.
Flight Simulation Training Device (FSTD)--a full flight simulator (FFS) or a flight training device (FTD). (Part 1)
Flight Test Data--(a subset of objective data) aircraft data collected by the aircraft manufacturer or other acceptable data supplier during an aircraft flight test program.
Flight Training Device (FTD)--a replica of aircraft instruments, equipment, panels, and controls in an open flight deck area or an enclosed aircraft flight deck replica. It includes the equipment and computer programs necessary to represent aircraft (or set of aircraft) operations in ground and flight conditions having the full range of capabilities of the systems installed in the device as described in part 60 of this chapter and the qualification performance standard (QPS) for a specific FTD qualification level. (Part 1)
Free Response--the response of the FSTD after completion of a control input or disturbance.
Frozen--a test condition where one or more variables are held constant with time.
FSTD Approval--the extent to which an FSTD may be used by a certificate holder as authorized by the FAA.
FSTD Directive--a document issued by the FAA to an FSTD sponsor requiring a modification to the FSTD due to a safety-of-flight issue and amending the qualification basis for the FSTD.
FSTD Latency--the additional time for the FSTD to respond to input that is beyond the response time of the aircraft.
FSTD Performance--the overall performance of the FSTD, including aircraft performance (e.g., thrust/drag relationships, climb, range) and flight and ground handling.
Full Flight Simulator (FFS)--a replica of a specific type, make, model, or series aircraft. It includes the equipment and computer programs necessary to represent aircraft operations in ground and flight conditions, a visual system providing an out-of-the-flight deck view, a system that provides cues at least equivalent to those of a three-degree-of-freedom motion system, and has the full range of capabilities of the systems installed in the device as described in part 60 of this chapter and the QPS for a specific FFS qualification level. (Part 1)
Gate Clutter--the static and moving ground traffic (e.g., other airplanes; tugs; power or baggage carts; fueling, catering, or cargo trucks; pedestrians) presented to pose a potential conflict with the simulated aircraft during ground operations around the point where the simulated airplane is to be parked between flights
Generic Airport Model--a Class III visual model that combines correct navigation aids for a real world airport with a visual model that does not depict that same airport.
Grandfathering--as used in this part, the practice of assigning a qualification basis for an FSTD based on the period of time during which a published set of standards governed the requirements for the initial and continuing qualification of FSTDs. Each FSTD manufactured during this specified period of time is ``grandfathered'' or held to the standards that were in effect during that time period. The grandfathered standards remain applicable to each FSTD manufactured during the stated time period regardless of any subsequent modification to those standards and regardless of the sponsor, as long as the FSTD remains qualified or is maintained in a non-qualified status in accordance with the specific requirements and time periods prescribed in this part.
Gross Weight--For objective test purposes:
Basic Operating Weight (BOW)--the empty weight of the aircraft plus the weight of the following: Normal oil quantity; lavatory servicing fluid; potable water; required crewmembers and their baggage; and emergency equipment.
Light Gross Weight--a weight chosen by the sponsor or data provider that is not more than 120% of the BOW of the aircraft being simulated or the minimum practical operating weight of the test aircraft.
Medium Gross Weight--a weight chosen by the sponsor or data provider that is within 10% of the average of the numerical values of the BOW and the maximum certificated gross weight.
Near Maximum Gross Weight--a weight chosen by the sponsor or data provider that is not less than the BOW of the aircraft being simulated plus 80% of the difference between the maximum certificated gross weight (either takeoff weight or landing weight, as appropriate for the test) and the BOW.
Ground Effect--the change in aerodynamic characteristics due to of the change in the airflow past the aircraft caused by the proximity of the earth's surface to the airplane.
Hands Off--a test maneuver conducted without pilot control inputs.
Hands On--a test maneuver conducted with pilot control inputs as required.
Heave--FSTD movement with respect to or along the vertical axis.
Height--the height above ground level (or AGL) expressed in meters or feet.
``In Use'' Runway--as used in this part, the runway that is currently selected, able to be used for takeoffs and landings, and has the surface lighting and markings required by this part. Also known as the ``active'' runway.
Integrated Testing--testing of the FSTD so that all aircraft system models are active and contribute appropriately to the results. With integrated testing, none of the models used are substituted with models or other algorithms intended for testing only.
Irreversible Control System--a control system where movement of the control surface will not backdrive the pilot's control on the flight deck.
Locked--a test condition where one or more variables are held constant with time.
Manual Testing--FSTD testing conducted without computer inputs except for initial setup, and all modules of the simulation are active.
Master Qualification Test Guide (MQTG)--the FAA-approved Qualification Test Guide with the addition of the FAA-witnessed test results, applicable to each individual FSTD.
Medium--the normal operational weight for a given flight segment.
National Simulator Program Manager (NSPM)--the FAA manager responsible for the overall administration and direction of the National Simulator Program (NSP), or a person approved by that FAA manager.
Near Limiting Performance--the performance level the operating engine must be required to achieve to have sufficient power to land a helicopter after experiencing a single engine failure during takeoff of a multiengine helicopter. The operating engine must be required to operate within at least 5 percent of the maximum RPM or temperature limits of the gas turbine or power turbine, or operate within at least 5 percent of the maximum drive train torque limits. Near limiting performance is based on the existing combination of density altitude, temperature, and helicopter gross weight.
Nominal--the normal operating configuration, atmospheric conditions, and flight parameters for the specified flight segment.
Non-Normal Control--a term used in reference to Computer Controlled Aircraft. It is the state where one or more of the intended control, augmentation, or protection functions are not fully working. Note: Specific terms such as ALTERNATE, DIRECT, SECONDARY, or BACKUP may be used to define an actual level of degradation.
Normal Control--a term used in reference to Computer Controlled Aircraft. It is the state where the intended control, augmentation, and protection functions are fully working.
Objective Data--quantitative data, acceptable to the NSPM, used to evaluate the FSTD.
Objective Test--a quantitative measurement and evaluation of FSTD performance.
Pitch--the airplane attitude with respect to, or around, the lateral axis expressed in degrees.
Power Lever Angle (PLA)--the angle of the pilot's primary engine control lever(s) on the flight deck. This may also be referred to as THROTTLE or POWER LEVER.
Predicted Data--estimations or extrapolations of existing flight test data or data from other simulation models using engineering analyses, engineering simulations, design data, or wind tunnel data.
Protection Functions--systems functions designed to protect an airplane from exceeding its flight maneuver limitations.
Pulse Input--a step input to a control followed by an immediate return to the initial position.
Qualification Level--the categorization of an FSTD established by the NSPM based on the FSTDs demonstrated technical and operational capabilities as prescribed in this part.
Qualification Performance Standard (QPS)--the collection of procedures and criteria used when conducting objective and subjective tests, to establish FSTD qualification levels. The QPS are published in the appendices to this part, as follows: Appendix A, for Airplane Simulators; Appendix B, for Airplane Flight Training Devices; Appendix C, for Helicopter Simulators; Appendix D, for Helicopter Flight Training Devices; Appendix E, for Quality Management Systems for Flight Simulation Training Devices; and Appendix F, for Definitions and Abbreviations for Flight Simulation Training Devices.
Qualification Test Guide (QTG)--the primary reference document used for evaluating an aircraft FSTD. It contains test results, statements of compliance and capability, the configuration of the aircraft simulated, and other information for the evaluator to assess the FSTD against the applicable regulatory criteria.
Quality Management System (QMS)--a flight simulation quality-systems that can be used for external quality-assurance purposes. It is designed to identify the processes needed, determine the sequence and interaction of the processes, determine criteria and methods required to ensure the effective operation and control of the processes, ensure the availability of information necessary to support the operation and monitoring of the processes, measure, monitor, and analyze the processes, and implement the actions necessary to achieve planned results.
Real-World Airport--as used in this part in reference to airport visual models, a computer generated visual depiction of an existing airport.
Representative--when used as an adjective in this part, typical, demonstrative, or characteristic of, the feature being described. For example, ``representative sampling of tests'' means a sub-set of the complete set of all tests such that the sample includes one or more of the tests in each of the major categories, the results of which provide the evaluator with an overall understanding of the performance and handling characteristics of the FSTD.
Reversible Control System--a control system in which movement of the control surface will backdrive the pilot's control on the flight deck.
Roll--the airplane attitude with respect to, or around, the longitudinal axis expressed in degrees.
Set of Aircraft--aircraft that share similar handling and operating characteristics, similar operating envelopes, and have the same number and type of engines or powerplants.
Sideslip Angle--the angle between the relative wind vector and the airplane plane of symmetry. (Note: this definition replaces the current definition of ``sideslip.'')
Simulation Quality Management System (SQMS)--the elements of a quality management system for FSTD continuing qualification.
Snapshot--a presentation of one or more variables at a given instant of time.
Special Evaluation--an evaluation of the FSTD for purposes other than initial, upgrade, or continuing qualification. Circumstances that may require a special evaluation include movement of the FSTD to a different location, or an update to FSTD software or hardware that might affect performance or flying qualities.
Sponsor--a certificate holder who seeks or maintains FSTD qualification and is responsible for the prescribed actions as prescribed in this part and the QPS for the appropriate FSTD and qualification level.
Statement of Compliance and Capability (SOC)--a declaration that a specific requirement has been met and explaining how the requirement was met (e.g., gear modeling approach, coefficient of friction sources). The SOC must also describe the capability of the FSTD to meet the requirement, including references to sources of information for showing compliance, rationale to explain how the referenced material is used, mathematical equations and parameter values used, and conclusions reached.
Step Input--an abrupt control input held at a constant value.
Subjective Test--a qualitative assessment of the performance and operation of the FSTD.
Surge--FSTD movement with respect to or along the longitudinal axis.
Sway--FSTD movement with respect to or along the lateral axis.
Tf--Total time of the flare maneuver.
Ti--Total time from initial throttle movement until a 10% response of a critical engine parameter.
Tt--Total time from initial throttle movement to an increase of 90% of go around power or a decrease of 90% from maximum take-off power.
Time History--a presentation of the change of a variable with respect to time.
Training Program Approval Authority (TPAA)--a person authorized by the Administrator to approve the aircraft flight training program in which the FSTD will be used.
Training Restriction--a temporary condition where an FSTD with missing, malfunctioning, or inoperative (MMI) components may continue to be used at the qualification level indicated on its SOQ, but restricted from completing the tasks for which the correct function of the MMI component is required.
Transport Delay or ``Throughput''--the total FSTD system processing time required for an input signal from a pilot primary flight control until motion system, visual system, or instrument response. It is the overall time delay incurred from signal input to output response. It does not include the characteristic delay of the airplane simulated.
Update--an improvement to or modernization of the quality or the accuracy of the FSTD without affecting the qualification level of the FSTD.
Upgrade--the improvement or enhancement of an FSTD for the purpose of achieving a higher qualification level.
Validation Data--objective data used to determine if the FSTD performance is within the tolerances prescribed in the QPS.
Validation Test--an objective test where FSTD parameters are compared to the relevant validation data to ensure that the FSTD performance is within the tolerances prescribed in the QPS.
Visual Data Base--a display that may include one or more airport models.
Visual System Response Time--the interval from a control input to the completion of the visual display scan of the first video field containing the resulting different information.
Yaw--the airplane attitude with respect to, or around, the vertical axis expressed in degrees.
3. AbbreviationsAFM Airplane Flight Manual.AGL Above Ground Level (meters or feet).AOA Angle of Attack (degrees).APD Aircrew Program Designee.CCA Computer Controlled Aircraft.cd/m2 candela/meter2, 3.4263 candela/m2 = 1 ft-Lambert.CFR Code of Federal Regulations.cm(s) centimeter, centimeters.daN decaNewtons, one (1) decaNewton = 2.27 pounds.deg(s) degree, degrees.DOF Degrees-of-freedom.eMQTG Electronic Master Qualification Test Guide.EPR Engine Pressure Ratio.FAA Federal Aviation Administration (U.S.).FATO Final Approach and Take Off areafpm feet per minute.ft foot/feet, 1 foot = 0.304801 meters.ft-Lambert foot-Lambert, 1 ft-Lambert = 3.4263 candela/m\2\.g Acceleration due to Gravity (meters or feet/sec\2\); 1g = 9.81 m/sec\2\ or 32.2 feet/sec\2\.G/S Glideslope.IATA International Airline Transport Association.ICAO International Civil Aviation Organization.IGE In ground effect.ILS Instrument Landing System.IOS Instructor Operating Station.IQTG International Qualification Test Guide.km Kilometers; 1 km = 0.62137 Statute Miles.kPa KiloPascal (Kilo Newton/Meters2). 1 psi = 6.89476 kPa.kts Knots calibrated airspeed unless otherwise specified, 1 knot = 0.5148 m/sec or 1.689 ft/sec.lb(s) pound(s), one (1) pound = 0.44 decaNewton.LDP Landing decision point.MQTG Master Qualification Test GuideM,m Meters, 1 Meter = 3.28083 feet.Min(s) Minute, minutes.MLG Main Landing Gear.Mpa MegaPascals (1 psi = 6894.76 pascals).ms millisecond(s).N NORMAL CONTROL Used in reference to Computer Controlled Aircraft.nm Nautical Mile(s) 1 Nautical Mile = 6,080 feet.NN NON-NORMAL CONTROL Used in reference to Computer Controlled Aircraft.N1 Low Pressure Rotor revolutions per minute, expressed in percent of maximum.N2 High Pressure Rotor revolutions per minute, expressed in percent of maximum.N3 High Pressure Rotor revolutions per minute, expressed in percent of maximum.NSPM National Simulator Program Manager.NWA Nosewheel Angle (degrees).OGE Out of ground effect.PAPI Precision Approach Path Indicator System.Pf Impact or Feel Pressure, often expressed as ``q.''PLA Power Lever Angle.PLF Power for Level Flight.psi pounds per square inch.QPS Qualification Performance Standard.QTG Qualification Test Guide.RAE Royal Aerospace Establishment.R/C Rate of Climb (meters/sec or feet/min).R/D Rate of Descent (meters/sec or feet/min).REIL Runway End Identifier Lights.RVR Runway Visual Range (meters or feet).s second(s).sec(s) second, seconds.sm Statute Mile(s) 1 Statute Mile = 5,280 feet.SMGCS Surface Movement Guidance and Control System.SOC Statement of Compliance and Capability.SOQ Statement of Qualification.TIR Type Inspection Report.TLOF Touchdown and Loft Off area.T/O Takeoff.VASI Visual Approach Slope Indicator System.VGS Visual Ground Segment.V1 Decision speed.V2 Takeoff safety speed.Vmc Minimum Control Speed.Vmca Minimum Control Speed in the air.Vmcg Minimum Control Speed on the ground.Vmcl Minimum Control Speed--Landing.Vmu The speed at which the last main landing gear leaves the ground.VR Rotate Speed.VS Stall Speed or minimum speed in the stall.WAT Weight, Altitude, Temperature.
End QPS Requirements [Doc. No. FAA-2002-12461, 73 FR 26490, May 9, 2008]