Part II
[Federal Register: October 22, 2007 (Volume 72, Number 203)][Proposed Rules][Page 59600-59903]From the Federal Register Online via GPO Access [wais.access.gpo.gov][DOCID:fr22oc07-21]
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DEPARTMENT OF TRANSPORTATIONFederal Aviation Administration14 CFR Part 60[Docket No. FAA-2002-12461; Notice No. 07-14]RIN 2120-AJ12Flight Simulation Training Device Initial and Continuing Qualification and UseAGENCY: Federal Aviation Administration (FAA), DOT.ACTION: Notice of Proposed Rulemaking (NPRM).
SUMMARY: The FAA proposes to amend the Qualification Performance Standards (QPS) for flight simulation training devices (FSTD) and add a new level of simulation for helicopter flight training devices (FTD). The FAA proposes to codify existing practice by requiring all existing FSTD visual scenes that are beyond the number required for qualification to meet specified requirements. The proposal also reorganizes certain sections of the QPS appendices and provides additional information on validation tests, established parameters for tolerances, acceptable data formats, and the use of alternative data sources. The proposed changes would ensure that the training and testing environment is accurate and realistic, would codify existing practice, and would provide greater harmonization with the international standards document for simulation. None of these proposed technical requirements would apply to simulators qualified before May 30, 2008, except for the proposal to codify existing practice regarding certain visual scene requirements. The over-all impact of this proposal would result in minimal to no cost increases for manufacturers and sponsors.DATES: Send your comments on or before December 21, 2007.ADDRESSES: You may send comments identified by Docket Number FAA-2002- 12461 using any of the following methods:Federal eRulemaking Portal: Go to http://www.regulations.gov and follow the online instructions for sending your comments electronically.Mail: Send comments to the Docket Management Facility; U.S. Department of Transportation, 1200 New Jersey Avenue, SE., West Building Ground Floor, Room W12-140, Washington, DC 20590-0001.Hand Delivery or Courier: Bring comments to the Docket Management Facility in Room W12-140 of the West Building Ground Floor at 1200 New Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays.Fax: Fax comments to the Docket Management Facility at 202-493-2251.Privacy Act: We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. Anyone is able to search the electronic form of all comments received into any of our dockets by the name of the individual submitting the comment (or signing the comment, if submitted on behalf of an association, business, labor union, etc.). You may review DOT's complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 19477-78) or you may visit http://DocketInfo.dot.gov .Docket: To read background documents or comments received, go to http://www.regulations.gov at any time and follow the online instructions for accessing the docket. Or, go to the Docket Management Facility in Room W12-140 of the West Building Ground Floor at 1200 New Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays.FOR FURTHER INFORMATION CONTACT: Edward Cook, Air Transportation Division (AFS-200), Flight Standards Service, Federal Aviation Administration, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, GA 30354; telephone: 404-832-4700.SUPPLEMENTARY INFORMATION: Part 60 was originally added to Title 14 of the Code of Federal Regulations on October 30, 2006, with an effective date of October 30, 2007. In a document published in the Rules and Regulations section of this issue of the Federal Register, the effective date was delayed until May 30, 2008. This proposed rule would change the appendices of Part 60 originally published on October 30, 2006.Later in this preamble under the Additional Information section, we discuss how you can comment on this proposal and how we will handle your comments. Included in this discussion is related information about the docket, privacy, and the handling of proprietary or confidential business information. We also discuss how you can get a copy of this proposal and related rulemaking documents.Authority for This RulemakingThe FAA's authority to issue rules regarding aviation safety is found in Title 49 of the United States Code. Subtitle I, Section 106 describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the agency's authority. This rulemaking is promulgated under the authority described in Subtitle VII, Part A, subpart I, 49 U.S.C. 44701. Under that section, the FAA is charged with regulating air commerce in a way that best promotes safety.Table of ContentsI. Summary of the Proposal II. Qualification Performance Standards (QPS) Amendment Process III. BackgroundA. Current Qualification RequirementsB. Harmonization with International StandardsC. Compliance IV. The ProposalA. Visual Scenes and Airport Models; Class I, Class II, and Class III Airports; and the FSTD Directive for Class II Visual Scenes and Airport ModelsB. New Requirements for Objective Testing StandardsC. New Requirements for Motion Systems for Full Flight Simulators and Level 7 Helicopter Flight Training DevicesD. New Requirements for Visual Systems for Level C and D Full Flight SimulatorsE. New Requirements for Sound Systems for Level D SimulatorsF. New Requirements for Subjective Testing Standards for Visual Scenes and Airport ModelsG. New Level 7 Helicopter FSTD RequirementsH. Quality Management SystemsI. New Information on Operation and Testing Requirements for FSTDs V. Regulatory Notices and AnalysesI. Summary of the ProposalThe primary purpose of this NPRM is to ensure that the training and testing environment is accurate and realistic and provide greater harmonization with the international standards document for simulation. The proposed requirements are expected to reduce expenses and workload for simulator sponsors by avoiding conflicting compliance standards. These modifications incorporate technological advances in, encourage innovation of, and standardize the initial and continuing qualification requirements for FSTDs that are consistent with the requirements recently established by the international flight simulation community.The secondary purpose of this rulemaking project is to reorganize, simplify, and improve the readability of the QPS appendices. This proposal also clarifies and codifies certain standards presently contained in advisory circulars. In addition, the FAA proposes to amend the Qualification Performance[[Page 59601]]Standards (QPS) for flight simulation training devices (FSTD) and add a new level of simulation for helicopter flight training devices (FTD).The FAA is proposing the following improvements to its FSTD qualification requirements:Provide a listing of the tasks for which a simulator may be qualified.Require the collection of objective test data during currently required aircraft certification testing for specific FSTD functions, including: Idle and emergency descents, and pitch trim rates for use in airplane simulators; engine inoperative rejected takeoffs for use in helicopter simulators; and takeoffs, hover, vertical climbs, and normal landings for use in helicopter flight training devices.Provide in the QPS additional information for sponsors on the testing requirements for FSTDs, including the use of alternative data sources when complete flight test data are not available or lesser technically complex levels of simulation are being developed.Clarify and standardize existing requirements for motion, visual, and sound systems, including subjective buffeting motions, visual scene content, and sound replication.By FSTD Directive require each Class II visual scene or airport model available in any FFS, regardless of the original qualification date, to meet the requirements described in Table A3C (Appendix A, Attachment 3) or Table C3C (Appendix C, Attachment 3), as appropriate.Clarify existing Quality Management System (QMS) requirements by removing non-regulatory information.Except for the FSTD Directive, manufacturers and sponsors would not be required to incorporate any of the changes listed above for existing FSTDs. The appendices and attachments to part 60 affected by this proposal would only apply to FSTDs that come into service after part 60 is effective (currently May 30, 2008). The proposed changes to the QMS program would eliminate potentially confusing information that addresses the voluntary portions of a QMS program. The FAA anticipates that this proposal would result in minimal to no cost increases for manufacturers and sponsors.II. Qualification Performance Standards (QPS) Amendment ProcessThe part 60 Final Rule contains six QPS appendices: Appendix A-- Airplane Full Flight Simulators; Appendix B--Airplane Flight Training Devices; Appendix C--Helicopter Full Flight Simulators; Appendix D-- Helicopter Flight Training Devices; Appendix E--Quality Management Systems for Flight Simulation Training Devices; and Appendix F-- Definitions and Abbreviations for Flight Simulation Training Devices.The QPS amendment process is faster than the traditional rulemaking process. It is designed to allow modifications to be implemented in a substantially shortened timeframe. In the part 60 Final Rule published October 30, 2006, (71 FR 63392), the FAA explained that the ``fast track'' QPS amendment process would be used to incorporate technical changes to flight simulation standards. The FAA anticipated QPS amendments based on several factors such as analysis of incident and accident data or changes in aircraft or simulation technology. Changes to the QPS documents are published in the Federal Register as an NPRM unless ``good cause'' exists under the Administrative Procedure Act (APA), which would warrant the FAA publishing a change to a QPS document without following the standard notice and comment procedures. Under the APA, in order for the FAA to issue a rule without following notice and comment procedures, the FAA would have to make a good cause finding that following notice and comment procedures would be impracticable, unnecessary, or contrary to the public interest.Although proposed QPS amendments are published in the Federal Register for public comment, the authority for final review and issuance of the NPRM has been delegated from the Administrator to the Director of Flight Standards Service. The delegation of authority facilitates timely implementation of improved technological advances. This delegation of authority is exercised in conjunction with the Office of the Chief Counsel. If at any time during the amendment process the Administrator, Chief Counsel, or the Director of Flight Standards Service determines that a proposed amendment is not appropriate for the streamlined process, the rulemaking project would proceed in accordance with the agency's normal rulemaking procedures.III. BackgroundA. Current Qualification RequirementsThe FAA issued Part 60 to promote standardization and accountability for FSTD maintenance, qualification, and evaluation. The regulation codified the standards contained in advisory circulars and implemented the QPS format. The QPS appendices allow regulatory requirements and information to be presented in one location. This promotes ease of use and greater insight about the FAA's intent behind the regulation and the required and approved methods of compliance.B. Harmonization With International StandardsDuring the development of the part 60 Final Rule, the international community also began updating flight simulation standards.\1\ However, many of the changes recommended by the international community were beyond the scope of the part 60 NPRM and could not be included in the final rule. Rather than delay its efforts or issue a supplemental notice of proposed rulemaking, the FAA determined that the fastest approach would be to publish the part 60 Final Rule, delay the effective date, and amend the technical requirements under the expedited QPS amendment process. This approach avoided increased expenses, greater workload, and conflicting compliance requirements for sponsors who would be required to comply with part 60.
\1\ The international community began releasing its recommendations with the publication of the International Civil Aviation Organization's Manual of Criteria for the Qualification of Flight Simulators (Document 9625) in 1994. The Joint Aviation Authorities of Europe issued JAA-STD-1A (Synthetic Training Device-- document for airplane flight simulators) in 1998, followed by updates in 1999, 2001, and 2003. The first ICAO update of Document 9625 was in January of 2004 and the most recent consideration for update is the release of JAR-FSTD-A and JAR-FSTD-H documents in the late spring of 2005 for European national regulatory authorities to begin their review and consideration.
The majority of the proposed additions to the QPS provide information to the sponsors on objective tests. The information included explains why the tests are necessary, how to stage the simulator, and how to arrange other equipment to conduct the tests efficiently and produce optimum results. This information would be beneficial for simulator manufacturers and users.The proposal clarifies and codifies the standards for motion, and visual and sound systems. The proposal also permits a new higher level of simulation for helicopter FTDs. The proposal adds 2 tables of material for operations tasks and system tasks, which are used as a reference when developing the statement of qualification for the FSTD. The proposal also includes a set of tables describing visual scene and airport model requirements for FSTD qualification.Some of the proposed changes are marginally more stringent than the requirements in the October 30, 2006,[[Page 59602]]Final Rule. For example, a simulator qualified at Level C or Level D after May 30, 2008, would have the field of view and system capacity requirements for the visual system increased by 20 percent over the present requirement. The proposed requirements are consistent with international standards, which simulator manufacturers are currently following. This change improves the quality of simulation necessary to train and evaluate flight crewmembers. Other proposed changes are more flexible than the requirements prescribed in the October 30, 2006, Final Rule. For example, the tolerance for displacement in the control system ``freeplay'' test in helicopter simulators was increased from 0.10 inches to 0.15 inches, allowing additional space to adapt aircraft and non-aircraft hardware for use in the simulator.\2\ This change was based on the FAA's belief that a 0.10 inch tolerance would create an undue hardship on sponsors because it would require constant adjustment of the controls to maintain the close tolerance. The change from 0.10 inches to 0.15 inches is large enough to minimize the hardship on sponsors, and small enough to continue providing pilots with an accurate controller feel.
\2\ See Appendix C of this part, Table C2A, item 2.a.6.
Other than this change to the visual scene requirement, the requirements of this proposal would not apply to current simulators. In all instances the overall costs applicable to new simulators are minimal to none. The most expensive change being proposed is the increase in horizontal field of view for some visual system applications.C. ComplianceWith the exception of QMS requirements and any FSTD Directives, simulators qualified prior to May 30, 2008, are not required to meet QPS requirements as long as the simulator continues to meet the requirements contained in the Master Qualification Test Guide that was developed when the simulator was originally qualified.IV. The ProposalA. Visual Scenes and Airport Models; Class I, Class II, and Class III Airports; and the FSTD Directive for Class II Visual Scenes and Airport ModelsCurrent part 60 contains requirements for the number of visual scenes or airport models that must be included for full flight simulator (FFS) qualification and a description of what the visual scenes or airport models must contain. Included in this proposal is a codification of existing practice for visual scene quality, environmental effects, visual feature recognition, and scene control and management capability. Also included is the codification of existing practice for updating visual scenes and airport visual models, including the identification of other aspects of the airport environment that would have to correspond with the visual scene or model.The proposal establishes the requirements for Class I, Class II, and Class III visual scenes and airport models already covered by ACs issued by the FAA. For circling approaches, all of the proposed requirements would apply to the runway used for the initial approach and to the runway of intended landing. Additional proposed requirements include an accurate visual relationship between the scenes or airport models and other aspects of the airport environment, an accurate visual relationship of the aircraft and associated equipment, scene quality assessment features, and control of these scenes or models that the instructor is able to exercise. The FAA believes these requirements are necessary to ensure realistic and accurate depiction of airports and visual scenes incorporated in simulators for FAA-approved training programs.Additional visual scenes or airport models beyond those necessary for simulator qualification may be used for various training program applications, including Line Oriented Flight Training, and are important for flight training and testing. Historically, these additional visual scenes or airport models were not routinely evaluated or required to meet any standardized criteria. This led to qualified simulators containing visual scenes or airport models that may have been incorrect or may have contained inappropriate visual references. To prevent this from occurring in the future, the FAA proposes to issue FSTD Directive (FD) Number 1. All FDs issued would be found in the FSTD Directive Attachments: Appendix A, Attachment 6; Appendix B, Attachment 5, Appendix C, Attachment 5, and Appendix D, Attachment 5. FD Number 1 is not contained in Appendix B or in Appendix D because no existing level of FSTD in Appendix B or Appendix D requires a visual system. Proposed FD Number 1 would require each simulator sponsor to verify that each Class II visual scene or airport model available in the FFS, regardless of the original qualification basis and regardless of the initial qualification date, meets the requirements in 14 CFR part 60, Appendix A, Attachment 3, Table A3C or Appendix C, Attachment 3, Table C3C, as applicable. FD Number 1 would apply to all FSTDs with visual systems containing visual scenes or airport models used as part of an FAA-approved curriculum that are available for use and are beyond the minimum number of required visual scenes or airport models required for qualification at the stated level. This FSTD Directive would not require visual scenes or airport models to contain details beyond the design capability of the existing qualified visual system. The availability of the scene or model in the FFS would serve as the sponsor's verification that the requirements were met. Therefore, a reporting requirement for these scenes or models would not be necessary. Currently, visual scenes and airport models available in any FFS that would be classified as Class II are likely to already meet the requirements being proposed. Additionally, each visual scene or airport model classified as Class II would be beyond the number of visual scenes or airport models required for qualification. In the event any Class II visual scene or airport model is found by the sponsor to be deficient in some way, the sponsor could remove that scene or model from the FFS library without jeopardizing the qualification status of the FFS. Alternately, the sponsor, at his or her option, may elect to bring the deficient aspect into compliance and retain the availability of that scene or model. Each sponsor has a full year to review each FFS during normal training, checking, or testing activities and determine the preferred course of action. For these reasons, the FAA has determined that in a few cases the cost for complying with this proposal would be minimal and in many cases there would be no cost to the sponsor.In addition to the proposed requirements for Class II visual scenes and models, the FAA also proposes to allow the continuation of the use of visual scenes or airport models that have been approved by the Training Program Approval Authority (TPAA) for specific purposes. Examples of approved activities include specific airport or runway qualification, very low visibility operations training, including Surface Movement Guidance System (SMGS) operations, or use of a specific airport visual model aligned with an instrument procedure for another airport for instrument training. At the end of the interim period, all Class III visual scenes and airport models must be classified as either a Class I or a Class II visual scene or airport model or be removed from availability at the simulator Instructor[[Page 59603]]Operating Stations (IOS). Class III visual scenes and airport models may continue to be used after the end of the interim period if they are part of a training program specifically approved by the TPAA or other regulatory authority that uses a task and capability analysis as the basis for approval of this specific media element, (i.e., the specific scene or model selected for use in that program). Because any visual scene or airport model that may be classified as Class III is likely to already have some form of a task and capability analysis completed and is already specifically approved by the TPAA, the FAA has determined that in many cases there would be no cost for complying with this proposal. However, if a task and capability analysis is required or if modification to the visual scene is necessary, then the cost would be minimal.B. New Requirements for Objective Testing StandardsThe FAA proposes to revise the objective testing requirements for certain simulation performance areas. These revisions are necessary to clarify the instructions and requirements for certain tests contained in the final rule. In addition to changing the requirements for certain tests, the FAA also proposes several new tests that were not included in the final rule. The revised tests impact the following simulation performance areas:1. Idle and emergency descents for airplane simulators.2. Pitch trim rates for airplane simulators.3. Landing test requirements: autopilot landings and ground effect demonstration for airplane simulators.4. Takeoffs, hover, vertical climbs, and normal landings in helicopter flight training devices.5. Spiral stability tests for both airplane and helicopter simulators.6. Engine inoperative rejected takeoffs for helicopter simulators.7. Motion System tests for airplane and helicopter simulators and for helicopter flight training devices.8. Visual System tests for airplane and helicopter simulators and for helicopter flight training devices.9. Sound System tests for airplane and helicopter simulators.An example of a revised requirement is the spiral stability test for airplane and helicopter simulators. Under the proposal, an additional parameter must be measured to achieve the required results. For airplanes, the spiral stability test must be conducted in an additional flight configuration (approach or landing) instead of being conducted in cruise configuration only. For helicopters, the final rule required the helicopter to maintain the correct trend during the spiral stability test, whereas this proposal would require the helicopter to meet a specific roll or bank angle during the test. These additional parameters provide a more complete and accurate evaluation of the simulator, and ensure better replication of aircraft performance. The data that would be used to validate simulator performance and handling in these areas is obtained from lateral-directional stability tests conducted during normal aircraft certification flight testing. The data for these additional parameters are either regularly available or can be made available simply by activating the recording equipment when the test is begun.Another example of the revised requirements is the inclusion of an alternative method for validating control dynamics for the pitch, roll, and yaw control tests for airplane simulators.\3\ The alternative method would not change the requirements that the simulator must meet for qualification, but would allow the validation tests for control dynamics to be conducted on the ground rather than in-flight. The FAA believes this change would provide an equivalent level of safety, while conserving resources and providing greater flexibility for manufacturers and sponsors.
\3\ See Appendix A of this part, Attachment 2, para. 4.
These proposed requirements affect only those FSTDs that will be coming into service after May 30, 2008, and some proposed changes may be marginally more stringent than the requirements in the October 30, 2006, Final Rule, while some are less stringent. Where the proposed requirements are marginally more stringent than the current requirements the cost would be minimal.C. New Requirements for Motion Systems for Full Flight Simulators and Level 7 Helicopter Flight Training DevicesThis proposal adds tables describing the motion vibration that must be displayed by the FSTD. The FAA proposes on-set motion cueing capability for airplane and helicopter FFSs and Level 7 helicopter FTDs. For the FFSs, the proposal includes a requirement that the motion cueing must be provided by a platform motion system. For the Level 7 helicopter FTDs, the proposal would allow a method other than a platform motion system to be used, such as the use of a large, bass speaker located beneath the pilot's seat with sufficient response to provide vibration cues to the pilot. The proposal also eliminates certain requirements for ranges and rates of motion system response for helicopter simulators. However, the proposal would require additional tests that capture the motion system ``signature.'' The signature is a simultaneous recording of motion system responses captured while conducting required objective tests. The signature is recorded and may be compared to signatures captured in subsequent evaluations to determine if any differences exist. Any differences would be corrected to return the motion system back to its original system operation. Signature testing would apply to airplane and helicopter simulators.The October 30, 2006, Final Rule does not contain motion system testing requirements for airplane flight simulators. However, current practice (under the Advisory Circular) includes motion system testing that consists of ``frequency response,'' ``leg balance,'' and ``turn around check.'' This proposal codifies that current practice and adds the motion system benchmarking of a ``motion cueing performance signature'' and ``characteristic motion vibrations,'' both of which are also proposed for helicopter simulators. Motion cueing performance signature and characteristic motion vibrations for airplane flight simulators and helicopter simulators are already recorded during the conduct of other required objective and subjective testing for these simulators, thereby eliminating any cost.The proposal also requires the recording of motion cueing performance signature and characteristic motion vibrations for simulators and Level 7 helicopter FTDs. The proposal only requires that the motion cueing performance signature and the characteristic motion vibrations be recorded while currently required tests are being conducted. The motion cueing performance signature is the motion system response recorded during certain objective tests. The characteristic motion vibrations are the motion system response recorded during certain subjective tests.These proposed requirements would provide for more comprehensive simulator assessments. The additional cost for implementation would be either negligible or no cost. These requirements would also harmonize with the international standards document.[[Page 59604]]D. New Requirements for Visual Systems for Level C and D Full Flight SimulatorsThe FAA proposes technical changes for visual systems on Level C and Level D simulators. For example, the FAA proposes that the surface resolution of objects in the visual scene must be able to be visually ``resolved'' at 2 arc minutes rather than 3 arc minutes. Also, the horizontal field of view requirements would be increased from 150[deg] to 180[deg]. The FAA believes these requirements would provide better training to pilots by improving visual cues and better replicating the outside views. These changes would also be consistent with the current international standards. The requirements of this proposal would not apply to current simulators and the overall costs applicable to new simulators are minimal to none.E. New Requirements for Sound Systems for Level D SimulatorsThe FAA proposes new sound testing requirements for new Level D simulators. These requirements would specify basic and special case sound tests, and would be consistent with existing FAA advisory material, FAA regulations, and the standards developed by the international simulation working group. The proposal contains a standardized list of sounds that would be recorded and compared during initial and subsequent qualification evaluations. All new level D simulators would be tested for frequency response and background noise. There would also be specific tests based on whether the simulator is replicating a jet powered aircraft or a propeller powered aircraft. These tests would ensure accuracy in the overall sound quality of the device. This proposal codifies existing practice of measuring sounds and will result in no additional cost to the sponsor. These changes would also be consistent with the current international standards. The FAA has always required Level D simulators to have sounds recorded. These sounds are then measured and compared between the aircraft and the simulator and adjusted until they match to within stated tolerances. However, under current requirements there are inconsistencies with what sounds are to be recorded and what tolerances should be applied. The proposal specifies the portions of the flight envelope that must be recorded, therefore eliminating the previous inconsistencies.F. New Requirements for Subjective Testing Standards for Visual Scenes and Airport ModelsThe proposed requirements for visual scene and airport models for FFSs would codify existing advisory material, and include the following:1. Scene content--1 airport scene required for Level A and B; 3 airport scenes required for Level C and D. The scenes must contain specific details, both on-airport and off-airport.2. Visual scene management.3. Visual scene recognition.4. Airport model content.5. Surrounding visual features consistent with the airport environment.6. The quality of visual scene, including correct color and realistic textural cues.7. Instructor control of environment, airport selection, and lighting.These requirements would be necessary to ensure a training environment that provides accurate simulation and allows pilots to practice skills using visual scenes and models encountered in actual operations. These requirements would be particularly helpful for pilots with lower flight experience levels.In addition to codifying standards for the required visual scenes and airport models, the FAA also proposes requirements for visual scenes and airport models that are included in the device by the sponsor, but are not required for the qualification level. In the past, there were no established standards for optional scenes or airport models that a sponsor may have incorporated in an FSTD. This created inconsistencies in approval methods and in the training credits issued for tasks completed in a device that had capability beyond what was required for the stated qualification level. By establishing minimum requirements for these optional scenes and models, the FAA would be requiring the sponsor of each FSTD to meet at least the minimum content, and the device may be eligible for additional training credits for pilots.The visual scenes and airport models currently available in any FFS that would be classified as Class II are beyond the number of visual scenes or airport models required for qualification and are likely to already meet the requirements being proposed. As previously described, in the event any Class II visual scene or airport model is found by the sponsor to be deficient in some way, the sponsor could remove that scene or model from the FFS library without jeopardizing the qualification status of the FFS. However, the sponsor, at his option, may elect to bring the deficient aspect into compliance and retain the availability of that scene or model. Each sponsor has a full year to review each FFS during normal training, checking, or testing activities and determine the preferred course of action. For these reasons, the FAA has determined that in a few cases the cost for complying with this proposal would be minimal and in many cases there would be no cost to the sponsor.G. New Level 7 Helicopter FSTD RequirementsThe FAA is proposing a Level 7 Helicopter FTD QPS. There are currently no Level 7 helicopter FTDs. The standards proposed for this device would insure the quality of simulation necessary for the training and evaluation of flight crewmembers. The Level 7 FTD QPS would contain specific requirements for visual and motion systems. For example, the device would have to provide a visual system with a field of view of 150[deg] x 40[deg] for both pilots simultaneously and a motion cueing system that may consist of a platform motion system, a seat shaker system, or a strategically located bass speaker of sufficient response to provide an indication of rotor vibration and vibration changes with changes in RPM or collective input. The Level 7 device would expand the training capability for helicopter students. Because the Level 7 FTD is a new voluntary training option and would not be required for compliance with any training, testing or checking requirements, the proposal would not impose any additional cost on sponsors or manufacturers.H. Quality Management SystemsThe October 30, 2006, Final Rule established a Quality Management System (QMS) for FSTDs. The QMS is divided into two separate categories--a mandatory program and a voluntary program. This proposal would remove the details regarding the voluntary program from Appendix E. The proposal also clarifies the obligation of sponsors to be consistent in their conduct of internal assessments and clarifies the potential for increase in internal audit intervals.Under the proposal, the National Simulator Program Manager (NSPM) would conduct continuing qualification evaluations of each FSTD every 12 months unless the NSPM becomes aware of discrepancies or performance problems with the device that warrants more frequent evaluations. The continuing qualification evaluations frequency could be extended beyond the 12-month interval if: (1) The sponsor[[Page 59605]]implements a voluntary QMS program; and (2) the NSPM determines that the administration of the QMS program and the FSTD performance justifies less frequent evaluations. However, in no case would the frequency of continuing qualification evaluations exceed 36 months.I. New Information on Operation and Testing Requirements for FSTDsThe QPS material attached to this proposed rule adds 11 paragraphs of information to better explain the operation and testing requirements for FSTDs. The paragraphs provide information on the use of alternative data sources, alternative engines data, alternative avionics data, and engineering simulators to provide validation data. There are also information paragraphs on motion systems, sound systems, simulator qualifications for new or derivative airplanes, validation test tolerances, validation data roadmap, transport delay testing, and validation test data presentation.V. Regulatory Notices and AnalysesPrivacy Impact Statement for Proposed 14 CFR Part 60, Appendices A Through FLegal RequirementsSection 522 of the Consolidated Appropriations Act of 2005 instructs DOT to conduct a privacy impact assessment (PIA) of proposed rules that will affect the privacy of individuals. The PIA should identify potential threats relating to the collection, handling, use, sharing and security of the data, the measures identified to mitigate these threats, and the rationale for the final decisions made for the rulemaking as a result of conducting the PIA.DefinitionsSponsor means 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.Certificate holder means 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.Individual means a living human being, specifically including a citizen of the United States or an alien lawfully admitted for permanent residence.Personally Identifiable Information (PII) is any information that permits the identity of an individual to whom the information applies to be reasonably inferred by either direct or indirect means, singly or in combination with other data. Examples of PII include but are not limited to physical and online contact information, Social Security number or driver's license number.Privacy Impact Assessment is an analysis of how a rulemaking would impact the way information is handled in order to ensure data handling conforms to applicable legal, regulatory, and policy requirements regarding privacy, determine the risks and effects the rulemaking will have on collecting, maintaining and sharing PII, and examine and evaluate protections and alternative processes for handling information to mitigate potential privacy risks. Requirements for the Submission and Retention of PII as Part of Compliance With Proposed 14 CFR part 60, Flight Simulation Training Device Initial and Continuing Qualification and UseThe FAA proposes to amend the QPS requirements for FSTDs. Compliance with the QPS requirements is the responsibility of the FSTD sponsor. There are approximately 60 FSTD sponsors.The proposed rule does not require sponsors to submit PII to the FAA or to maintain PII in their own records. However, the FAA recognizes that certain PII may be contained in a sponsor's records, including information about individuals who have used a particular FSTD. This information may include the person's name, employer, duty position, and type ratings. The FAA may request a sponsor to disclose this PII for investigation, compliance, or enforcement purposes. For example, the FAA may request the sponsor to provide the names of all individuals trained on a specific device if the FAA discovered that the device was not adequately simulating the aircraft and determined that those individuals needed to be retrained or reevaluated.The FAA protects PII in accordance with ``Privacy Act Notice DOT/ FAA 847--Aviation Records on Individuals (formerly General Air Transportation Records on Individuals).'' The Privacy Act Notice is available at http://cio.ost.dot.gov/DOT/OST/Documents/files/records.html .The FAA did not conduct a PIA for this rulemaking because there are no new requirements for PII as part of these QPS amendments. In August 2004, the FAA released a PIA for airmen certification records. The PIA addresses the methodology the agency uses to collect, store, distribute, and protect PII for certificated airmen, including pilots. The PIA is available at http://www.dot.gov/pia/faa_rms.htm. This PIA would apply to any PII the FAA may receive from a sponsor in the course of exercising its oversight authority.For more information or for comments and concerns on our privacy practices, please contact our Privacy Officer, Carla Mauney at carla.mauney@faa.gov, or by phone at (202) 267-9895.Paperwork Reduction ActInformation collection requirements associated with this NPRM have been approved previously by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) and have been assigned OMB Control Number 2120-0680. International CompatibilityIn keeping with U.S. obligations under the Convention on International Civil Aviation, it is FAA policy to comply with International Civil Aviation Organization (ICAO) Standards and Recommended Practices to the maximum extent practicable. The FAA has reviewed the corresponding ICAO Standards and Recommended Practices and has identified no differences with these proposed regulations. Economic Assessment, Initial Regulatory Flexibility Determination, Trade Impact Assessment, and Unfunded Mandates AssessmentChanges to Federal regulations must undergo several economic analyses. First, Executive Order 12866 directs that each Federal agency shall propose or adopt a regulation only upon a reasoned determination that the benefits of the intended regulation justify its costs. Second, the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires agencies to analyze the economic impact of regulatory changes on small entities. Third, the Trade Agreements Act (Pub. L. 96-39) prohibits agencies from setting standards that create unnecessary obstacles to the foreign commerce of the United States. In developing U.S. standards, the Trade Act requires agencies to consider international standards and, where appropriate, that they be the basis of U.S. standards. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-4) requires agencies to prepare a written assessment of the costs, benefits, and other effects of proposed or final rules that include a Federal mandate likely to result in the expenditure by State, local, or tribal governments, in the aggregate, or by the private sector, of $100 million or more annually (adjusted[[Page 59606]]for inflation with base year of 1995). This portion of the preamble summarizes the FAA's analysis of the economic impacts of this proposed rule.Department of Transportation Order DOT 2100.5 prescribes policies and procedures for simplification, analysis, and review of regulations. If the expected cost impact is so minimal that a proposed or final rule does not warrant a full evaluation, this order permits that a statement to that effect and the basis for it to be included in the preamble if a full regulatory evaluation of the cost and benefits is not prepared. Such a determination has been made for this proposed rule. The reasoning for this determination follows:The FAA proposes to codify existing practice by requiring all existing FSTD visual scenes beyond the number required for qualification to meet specified requirements. The proposal also reorganizes certain sections of the QPS appendices and provides additional information on validation tests, established parameters for tolerances, acceptable data formats, and the use of alternative data sources. The proposed changes would ensure that the training and testing environment is accurate and realistic, would codify existing practice, and would provide greater harmonization with the international standards document for simulation. None of these proposed technical requirements would apply to simulators qualified before May 30, 2008, except for the proposal to codify existing practice regarding certain visual scene requirements. The overall impact of this proposal would result in minimal to no cost increases for manufacturers and sponsors.The FAA has, therefore, determined that this proposed rule is not a ``significant regulatory action'' as defined in section 3(f) of Executive Order 12866, and is not ``significant'' as defined in DOT's Regulatory Policies and Procedures. Regulatory Flexibility DeterminationThe Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) establishes ``as a principle of regulatory issuance that agencies shall endeavor, consistent with the objectives of the rule and of applicable statutes, to fit regulatory and informational requirements to the scale of the businesses, organizations, and governmental jurisdictions subject to regulation. To achieve this principle, agencies are required to solicit and consider flexible regulatory proposals and to explain the rationale for their actions to assure that such proposals are given serious consideration.'' The RFA covers a wide-range of small entities, including small businesses, not-for-profit organizations, and small governmental jurisdictions.Agencies must perform a review to determine whether a rule will have a significant economic impact on a substantial number of small entities. If the agency determines that it will, the agency must prepare a regulatory flexibility analysis as described in the RFA.However, if an agency determines that a rule is not expected to have a significant economic impact on a substantial number of small entities, section 605(b) of the RFA provides that the head of the agency may so certify and a regulatory flexibility analysis is not required. The certification must include a statement providing the factual basis for this determination, and the reasoning should be clear.The FAA proposes to codify existing practice by requiring all existing FSTD visual scenes beyond the number required for qualification to meet specified requirements. The proposal also reorganizes certain sections of the QPS appendices and provides additional information on validation tests, established parameters for tolerances, acceptable data formats, and the use of alternative data sources. The proposed changes would ensure that the training and testing environment is accurate and more realistic, would codify existing practice, and would provide greater harmonization with the international standards document for simulation. None of these proposed technical requirements would apply to simulators qualified before May 30, 2008, except for the proposal to codify existing practice regarding certain visual scene requirements. The overall impact of this proposal would result in minimal to no cost increases for manufacturers and sponsors. Therefore the FAA certifies that this proposed rule would not have a significant economic impact on a substantial number of small entities. The FAA solicits comments regarding this determination. International Trade Impact AssessmentThe Trade Agreements Act of 1979 (Pub. L. 96-39) prohibits Federal agencies from establishing any standards or engaging in related activities that create unnecessary obstacles to the foreign commerce of the United States. Legitimate domestic objectives, such as safety, are not considered unnecessary obstacles. The statute also requires consideration of international standards and, where appropriate, that they be the basis for U.S. standards. The FAA has assessed the potential effect of this proposed rule and has determined that it would impose the same costs on domestic and international entities and thus has a neutral trade impact. Unfunded Mandates AssessmentTitle II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104- 4) requires each Federal agency to prepare a written statement assessing the effects of any Federal mandate in a proposed or final agency rule that may result in an expenditure of $100 million or more (adjusted annually for inflation with the base year 1995) in any one year by State, local, and tribal governments, in the aggregate, or by the private sector; such a mandate is deemed to be a ``significant regulatory action.'' The FAA currently uses an inflation-adjusted value of $128.1 million in lieu of $100 million. This proposed rule does not contain such a mandate. Executive Order 13132, FederalismThe FAA has analyzed this notice of proposed rulemaking under the principles and criteria of Executive Order 13132, Federalism. We determined that this proposal will not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government. Therefore, we determined that this proposed rule will not have federalism implications. Environmental AnalysisFAA Order 1050.1E identifies FAA actions that are categorically excluded from preparation of an environmental assessment or environmental impact statement under the National Environmental Policy Act in the absence of extraordinary circumstances. The FAA has determined this proposed rule action qualifies for the categorical exclusion identified in paragraph 312f and involves no extraordinary circumstances. Regulations That Significantly Affect Energy Supply, Distribution, or UseThe FAA has analyzed this proposed rule under Executive Order 13211, Actions Concerning Regulations that Significantly Affect Energy Supply, Distribution, or Use (May 18, 2001). We have determined that it is not a ``significant energy action'' under the executive order because it is not a ``significant regulatory action'' under Executive Order 12866, and it is not likely to have a significant adverse effect on the supply, distribution, or use of energy.[[Page 59607]]Additional Information Comments InvitedThe FAA invites interested persons to participate in this rulemaking by submitting written comments, data, or views. We also invite comments relating to the economic, environmental, energy, or federalism impacts that might result from adopting the proposals in this document. The most helpful comments reference a specific portion of the proposal, explain the reason for any recommended change, and include supporting data. To ensure the docket does not contain duplicate comments, please send only one copy of written comments, or if you are filing comments electronically, please submit your comments only one time.We will file in the docket all comments we receive, as well as a report summarizing each substantive public contact with FAA personnel concerning this proposed rulemaking. Before acting on this proposal, we will consider all comments we receive on or before the closing date for comments. We will consider comments filed after the comment period has closed if it is possible to do so without incurring expense or delay. We may change this proposal in light of the comments we receive. Proprietary or Confidential Business InformationDo not file in the docket information that you consider to be proprietary or confidential business information. Send or deliver this information directly to the person identified in the FOR FURTHER INFORMATION CONTACT section of this document. You must mark the information that you consider proprietary or confidential. If you send the information on a disk or CD-ROM, mark the outside of the disk or CD-ROM and also identify electronically within the disk or CD-ROM the specific information that is proprietary or confidential.Under 14 CFR 11.35(b), when we are aware of proprietary information filed with a comment, we do not place it in the docket. We hold it in a separate file to which the public does not have access, and we place a note in the docket that we have received it. If we receive a request to examine or copy this information, we treat it as any other request under the Freedom of Information Act (5 U.S.C. 552). We process such a request under the DOT procedures found in 49 CFR part 7. Availability of Rulemaking DocumentsYou can get an electronic copy of rulemaking documents using the Internet by--1. Searching the Federal eRulemaking Portal (http://www.regulations.gov );2. Visiting the FAA's Regulations and Policies Web page at http://www.faa.gov/regulations_policies/ ; or3. Accessing the Government Printing Office's Web page at http://www.gpoaccess.gov/fr/index.html .You can also get a copy by sending a request to the Federal Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence Avenue, SW., Washington, DC 20591, or by calling (202) 267-9680. Make sure to identify the docket number, notice number, or amendment number of this rulemaking.List of Subjects in 14 CFR Part 60Airmen, Aviation safety, Reporting and recordkeeping requirements.The Proposed AmendmentIn consideration of the foregoing, the Federal Aviation Administration proposes to further amend the final rule amending part 60 of Title 14 of the Code of Federal Regulations, as published at 71 FR 63392 on October 30, 2006, as follows:PART 60--FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING QUALIFICATION AND USE1. The authority citation for part 60 continues to read as follows:Authority: 49 U.S.C. 106(g), 40113, and 44701.2. Part 60, published at 71 FR 63392 on October 30, 2006 is amended by revising appendices A-F to read as follows:Appendix A to Part 60--Qualification Performance Standards for Airplane Full Flight Simulators
Begin InformationThis appendix establishes the standards for Airplane Full Flight Simulator (FFS) evaluation and qualification. The Flight Standards Service, National Simulator Program Manager (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 Contents1. 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. FSTD Use (Sec. 60.11) 9. FSTD Objective Data Requirements (Sec. 60.13) 10. Special Equipment and Personnel Requirements for Qualification of the FSTD (Sec. 60.14) 11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15) 12. Additional Qualifications for a Currently Qualified FSTD (Sec. 60.16) 13. Previously Qualified FSTDs (Sec. 60.17) 14. Inspection, Continuing Qualification Evaluation, and Maintenance Requirements (Sec. 60.19) 15. Logging FSTD Discrepancies (Sec. 60.20) 16. Interim Qualification of FSTDs for New Airplane Types or Models (Sec. 60.21) 17. Modifications to FSTDs (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. Specific Full Flight Simulator Compliance Requirements (Sec. 60.35) 24. [Reserved] 25. FSTD 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--Full Flight Simulator 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 SimulatorsEnd Information
1. Introduction
Begin Informationa. 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[[Page 59608]]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 email 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 email contact information for each NSP staff member, a list of qualified flight simulation devices, advisory circulars, 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) Advisory Circular (AC) 120-28C, Criteria for Approval of Category III Landing Weather Minima.(11) AC 120-29, Criteria for Approving Category I and Category II Landing Minima for part 121 operators.(12) AC 120-35B, Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.(13) AC 120-41, Criteria for Operational Approval of Airborne Wind Shear Alerting and Flight Guidance Systems.(14) AC 120-57A, Surface Movement Guidance and Control System (SMGS).(15) AC 150/5300-13, Airport Design.(16) AC 150/5340-1G, Standards for Airport Markings.(17) AC 150/5340-4C, Installation Details for Runway Centerline Touchdown Zone Lighting Systems.(18) AC 150/5340-19, Taxiway Centerline Lighting System.(19) AC 150/5340-24, Runway and Taxiway Edge Lighting System.(20) AC 150/5345-28D, 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 .End Information
2. Applicability (Sec. Sec. 60.1 and 60.2)
Begin InformationNo 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 InformationSee 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 InformationNo additional regulatory or informational material applies to Sec. 60.4, Qualification Performance Standards.End Information
5. Quality Management System (Sec. 60.5)
Begin InformationSee 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 Informationa. 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 FFSs 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.[[Page 59609]]
(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 InformationThe 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 FSTD.End Information
8. FSTD Use (Sec. 60.11)
Begin InformationNo additional regulatory or informational material applies to Sec. 60.11, Simulator Use.End Information
9. FSTD 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.(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:(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; and(5) Without alteration, adjustments, or bias; however the 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 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 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 Informationf. 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 (a validation data roadmap) 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 or not 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 FSTDs (Sec. 60.14)
Begin Informationa. In the event that the NSPM determines that special equipment or specifically qualified persons will be required to conduct[[Page 59610]]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 Requirementsa. In order to be qualified at a particular qualification level, the FFS must:(1) Meet the general requirements listed in Attachment 1;(2) Meet the objective testing requirements listed in Attachment 2; and(3) Satisfactorily accomplish the subjective tests listed in Attachment 3.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 qualification test guide (QTG), acceptable to the NSPM, that includes all of the following:(a) Objective data obtained from aircraft testing or another approved source.(bi) 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, 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, 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, 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. SOCs must provide references to the sources of information that show the capability of the FFS to comply with the requirement, a rationale explaining how the referenced material is used, mathematical equations and parameter values used, and the conclusions reached; i.e., that the FFS complies with the requirement.(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, 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.[[Page 59611]]
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. A copy of the eMQTG 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 Informationm. Only those FFSs that are sponsored by a certificate holder as defined in Appendix F 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, the objective tests listed in Attachment 2, 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 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 FSTD is qualified, referencing the tasks described in Table A1B in attachment 1. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FSTD 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 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, 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 FSTD (Sec. 60.16)
Begin InformationNo additional regulatory or informational material applies to Sec. 60.16, Additional Qualifications for a Currently Qualified FFS.End Information
[[Page 59612]]13. Previously Qualified FSTDs (Sec. 60.17)
Begin QPS Requirementsa. 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 [date 1 year after effective date of the final rule] each visual scene or airport model beyond the minimum required for the FSTD qualification level that is installed in and available for use in a qualified FSTD must meet the requirements described in attachment 3 of this appendix.End QPS Requirements
Begin Informationd. 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.e. Each FFS user must obtain approval from the appropriate TPAA to use any FFS in an FAA-approved flight training program.f. The intent of the requirement listed in Sec. 60.17(b), for each FFS to have a Statement of Qualification 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.g. Downgrading of an FFS is a permanent change in qualification level and will necessitate the issuance of a revised Statement of Qualification 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.h. It is not the intent of the NSPM to discourage the improvement of existing simulation (e.g., the ``updating'' of a visual system to a newer model, 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.i. The NSPM will determine the evaluation criteria for an FSTD 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 Requirementsa. 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 inspection 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 Informationf. 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 FSTDs Discrepancies (Sec. 60.20)
[[Page 59613]]Begin InformationNo additional regulatory or informational material applies to Sec. 60.20. Logging FFS Discrepancies.End Information
16. Interim Qualification of FSTDs for New Airplane Types or Models (Sec. 60.21)
Begin InformationNo 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 FSTDs (Sec. 60.23)
Begin QPS Requirementsa. 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 InformationFSTD Directives are considered modifications of an FFS. See Attachment 4 for a sample index of effective FSTD Directives. See Attachment 6 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 Informationa. 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. 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.c. 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 InformationIf 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 InformationIf 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 Requirementsa. FSTD modifications can include hardware or software changes. For FSTD 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 recordkeeping 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 InformationNo additional regulatory or informational material applies to Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements.
23. Specific Full Flight Simulator Compliance Requirements (Sec. 60.35)
No additional regulatory or informational material applies to Sec. 60.35, Specific FFS Compliance Requirements.
24. [Reserved]
25. FSTD 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, FSTD 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 Requirements1. Requirementsa. Certain requirements included in this appendix must be supported with a Statement of Compliance and Capability (SOC), which may include objective and subjective tests. The SOC will confirm that the requirement was satisfied, and describe how the requirement was met, such as gear modeling approach or coefficient of friction sources. The requirements for SOCs and tests 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 Information2. Discussiona. This attachment describes the general simulator requirements for qualifying an airplane FFS. The sponsor should also consult the objective tests in attachment 2 and the examination of functions and subjective tests listed in attachment 3 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.[[Page 59614]]
(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 FSTD 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>>Simulator levels InformationGeneral simulatorNumberrequirements A B C DNotes1. General Flight Deck Configuration1.a.......... The simulator must X X X X For simulator have a flight
purposes, the deck that is a
flight deck replica of the
consists of all airplane
that space simulated with
forward of a controls,
cross section of equipment,
the flight deck observable flight
at the most deck indicators,
extreme aft circuit breakers,
setting of the and bulkheads
pilots' seats, properly located,
including functionally
additional accurate and
required replicating the
crewmember duty airplane. The
stations and direction of
those required movement of
bulkheads aft of controls and
the pilot seats. switches must be
For identical to the
clarification, airplane. Pilot
bulkheads seats must allow
containing only the occupant to
items such as achieve the
landing gear pin design ``eye
storage position''
compartments, established for
fire axes or the airplane
extinguishers, being simulated.
spare light Equipment for the
bulbs, and operation of the
aircraft flight deck
document pouches windows must be
are not included, but the
considered actual windows
essential and need not be
may be omitted. 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. An SOC is required..1.b.......... Those circuitX X X X breakers that affect procedures or result in observable flight deck indications must be properly located and functionally accurate. An SOC is required..2. Programming2.a.......... A flight dynamics X X X X 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 must X X X X have the computer capacity, accuracy, resolution, and dynamic response needed to meet the qualification level sought. An SOC is required..2.c.......... Surface operations X 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. A subjective test is required..2.d.......... Ground handling and aerodynamic programming must include the following: A subjective test is required for each..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.
[[Page 59615]]
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 handlingX X X characteristics, including aerodynamic and ground reaction modeling including steering inputs, operations with crosswind, braking, thrust reversing, deceleration, and turning radius.2.e.......... The simulator must employ windshear models that provide training for recognition of windshear phenomena and 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
X X If desired, Level reference the FAA
A and B Windshear
simulators may Training Aid or
qualify for present alternate
windshear airplane related
training by data, including
meeting these the
standards; see implementation
Attachment 5 of method(s) used.
this appendix. If the alternate
Windshear models method is
may consist of selected, wind
independent models from the
variable winds Royal Aerospace
in multiple Establishment
simultaneous (RAE), the Joint
components. The Airport Weather
FAA Windshear Studies (JAWS)
Training Aid Project and other
presents one recognized
acceptable means sources may be
of compliance implemented, but
with simulator must be supported
wind model and properly
requirements. 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. Objective tests are required for qualification; see Attachment 2 and Attachment 5 of this appendix.. A subjective test is required..2.f.......... The simulator mustX X Automatic provide for
``flagging'' of manual and
out-of-tolerance automatic testing
situations is of simulator
encouraged. hardware and software programming to determine compliance with simulator objective tests as prescribed in Attachment 2. An SOC is required..2.g.......... Relative responses
The intent is to of the motion
verify that the system, visual
simulator system, and
provides flight deck
instrument, instruments,
motion, and measured by
visual cues that latency tests or
are, within the transport delay
stated time tests. Motion
delays, like the onset should
airplane occur before the
responses. For start of the
airplane visual scene
response, change (the start
acceleration in of the scan of
the appropriate, the first video
corresponding field containing
rotational axis different
is preferred. 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........ 300X X milliseconds of the airplane response..Objective Tests are required.2.g.2........ 150
X X milliseconds of the airplane response.. Objective Tests are required..
[[Page 59616]]
2.h.......... The simulator 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.Objective tests are required only for dry, wet, and icy runway conditions; see Attachment 2.Subjective testsX X are required for patchy wet, patchy icy, and wet on rubber residue in touchdown zone conditions; see Attachment 3.2.i.......... The simulator mustX X Simulator pitch, simulate:
side loading, (1) Brake and tire
and directional failure dynamics,
control including
characteristics antiskid failure..
should be (2) Decreased
representative brake efficiency
of the airplane. due to high brake temperatures, if applicable.. An SOC is required..2.j.......... The simulator mustX X replicate the effects of airframe and engine icing. A Subjective Test is required..2.k.......... The aerodynamic
X See Attachment 2, modeling in the
paragraph 4, for simulator must
further include:
information on (1) Low-altitude
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 mustX X X have aerodynamic and ground reaction modeling for the effects of reverse thrust on directional control, if applicable. An SOC is required..3. Equipment Operation3.a.......... All relevantX 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. A subjective test is required..3.b.......... Communications, X X X X See Attachment 3 navigation,
for further caution, and
information warning equipment
regarding long- must be installed
range navigation and operate
equipment. within the tolerances applicable for the airplane. A subjective test is required..3.c.......... Simulated airplane X X X X systems must operate as the airplane systems operate under normal, abnormal, and emergency operating conditions on the ground and in flight. A subjective test is required..
[[Page 59617]]
3.d.......... The simulator must X X X X 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. A objective test is required..3.e.......... Simulator controlX X 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. Objective tests are required..4. Instructor or Evaluator Facilities4.a.......... In addition to the X X X X The NSPM will flight crewmember
consider stations, the
alternatives to simulator must
this standard have at least two
for additional suitable seats
seats based on for the
unique flight instructor/check
deck airman and FAA
configurations. 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. A subjective test is required..4.b.......... The simulator must X X X X 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. A subjective test is required..4.c.......... The simulator must X X X X have instructor controls for environmental conditions including wind speed and direction. A subjective test is required..4.d.......... The simulator mustX X For example, provide the
another airplane instructor or
crossing the evaluator the
active runway or ability to
converging present ground
airborne and air hazards.
traffic. A subjective test is required..5. Motion System5.a.......... The simulator must X X X X For example, 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 of
simulated the motion in an
airplane. airplane. A subjective test is required..5.b.......... The simulator must X X 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 mustX X 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 must X X X X provide for the recording of the motion system response time. An SOC is required..
[[Page 59618]]
5.e.......... The simulator mustX X X 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) 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..A subjective test is required.5.f.......... The simulator must
X The simulator provide
should be characteristic
programmed and motion vibrations
instrumented in that result from
such a manner operation of the
that the airplane if the
characteristic vibration marks
buffet modes can an event or
be measured and airplane state
compared to that can be
airplane data. sensed in the flight deck. An objective test is required..6. Visual System6.a.......... The simulator must X X X X have a visual system providing an out-of-the- flight deck view. A subjective test is required..6.b.......... The simulator must X X provide a continuous collimated field of view of at least 45[deg] horizontally and 30[deg] 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. Additional field of view capability may be added at the sponsor's discretion provided the minimum fields of view are retained. An SOC must explain the geometry of the installation. An SOC is required..6.c.......... (Reserved)6.d.......... The simulator mustX X The horizontal provide a
field of view is continuous
traditionally collimated visual
described as a field of view of
180[deg] field at least 176[deg]
of view. horizontally and
However, the 36[deg]
field of view is vertically or the
technically no number of degrees
less than necessary to meet
176[deg]. the visual ground segment requirement, 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. Additional field of view capability may be added at the sponsor's discretion provided the minimum fields of view are retained. An SOC must explain the geometry of the installation.. An SOC is required..
[[Page 59619]]
6.e.......... The visual system X X X X Non-realistic must be free from
cues might optical
include image discontinuities
``swimming'' and and artifacts
image ``roll- that create non-
off,'' that may realistic cues.
lead a pilot to A subjective test
make incorrect is required..
assessments of speed, acceleration, or situational awareness.6.f.......... The simulator must X X X X have operational landing lights for night scenes. Where used, dusk (or twilight) scenes require operational landing lights. A subjective test is required..6.g.......... The simulator 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..A subjective test X X X X is required.6.h.......... The simulator must X X X X provide visual system compatibility with dynamic response programming. A subjective test is required..6.i.......... The simulator must X X X X This will show show that the
the modeling segment of the
accuracy of RVR, ground visible
glideslope, and from the
localizer for a simulator flight
given weight, deck is the same
configuration, as from the
and speed within airplane flight
the airplane's deck (within
operational established
envelope for a tolerances) when
normal approach at the correct
and landing. airspeed, in the landing configuration, at a main wheel height of 100 feet (30 meters) above the touchdown zone, and with visibility of 1,200 ft (350 m) RVR. An SOC is required.. An objective test is required..6.j.......... The simulator mustX X X 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.. A subjective test is required..6.k.......... The simulator must X X X X Visual attitude 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 A subjective test
display on the is required..
attitude indicator.6.l.......... The simulator mustX X provide for quick confirmation of visual system color, RVR, focus, and intensity. An SOC is required.. A subjective test is required..6.m.......... The simulator mustX X be capable of producing at least 10 levels of occulting. A subjective test is required..6.n.......... Night VisualX 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. A subjective test is required..
[[Page 59620]]
6.o.......... Dusk (or Twilight)X X 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.. A subjective test is required..6.p.......... Daylight Visual
X Brightness Scenes. The
capability may simulator must
be demonstrated provide daylight
with a test visual scenes
pattern of white with sufficient
light using a scene content to
spot photometer. 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 quantization and other distracting visual effects while the simulator is in motion.Note: These requirements are mandatory for level D, and applicable to any level of simulator equipped with a ``daylight'' visual system.An SOC is required.A subjective test is required.6.q.......... The simulator must
X For example: 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 illusions
approach path, to pilots.
unique topographic features.A subjective test is required.6.r.......... The simulator must
X 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.A subjective test is required.6.s.......... The simulator must
X 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.
[[Page 59621]]
A subjective test is required.6.t.......... The simulator must
X present realistic color and directionality of all airport lighting.A subjective test is required.7. Sound System7.a.......... The simulator must X X X X provide flight deck sounds that result from pilot actions that correspond to those that occur in the airplane.7.b.......... Volume control, if X X X X installed, must have an indication of the sound level setting.7.c.......... The simulator mustX X accurately simulate the sound of precipitation, windshield wipers, and other significant airplane noises perceptible to the pilot during normal 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.A subjective test is required.7.d.......... The simulator must
X 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.Objective tests are required.
Table A1B.--Table of Tasks vs. Simulator Level>>
>SubjectiveSimulator levels requirements In -------------------- order to be qualified at the simulator qualification level indicated, the Number simulator must be
Notes able to perform at A B C D least the tasks associated with that level of qualification.1. Preflight Procedures1.a........ Preflight Inspection X X X X (flight deck only).1.b........ Engine Start......... X X X X1.c........ Taxiing..............X X1.d........ Pre-takeoff Checks... X X X X2. Takeoff and Departure Phase2.a........ Normal and CrosswindX X Takeoff.2.b........ Instrument Takeoff... X X X X2.c........ Engine Failure During A X X X Takeoff.2.d........ Rejected Takeoff..... X X X X2.e........ Departure Procedure.. X X X X3. Inflight Maneuvers
[[Page 59622]]
3.a........ Steep Turns.......... X X X X3.b........ Approaches to Stalls. X X X X3.c........ Engine Failure--X X X X Multiengine Airplane.3.d........ Engine Failure--X X X X Single-Engine Airplane.3.e........ Specific FlightA 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 Procedures4.a........ Standard Terminal X X X X Arrival/Flight Management System Arrivals Procedures.4.b........ Holding.............. X X X X4.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 engineX X X X e.g., Manual inoperative.
(Flt. Dir. Assisted), Manual (Raw Data).4.d........ d. Non-precisionX X X X e.g., NDB, VOR, Instrument Approach.
VOR/DME, VOR/ TAC, RNAV, LOC, LOC/BC, ADF, and SDF.4.e........ e. Circling Approach. X X X X Specific authorization required.4.f........ Missed Approach......4.f.1...... Normal............... X X X X4.f.2...... One engineX X X X Inoperative.5. Landings and Approaches to Landings5.a........ Normal and CrosswindR X X Approaches and Landings.5.b........ Landing From aR X X Precision/Non- Precision Approach.5.c........ Approach and LandingR X X with (Simulated) Engine Failure-- Multiengine Airplane.5.d........ Landing From CirclingR X X Approach.5.e........ Rejected Landing..... X X X X5.f........ Landing From a NoR X X Flap or a Nonstandard Flap Configuration Approach.6. Normal and Abnormal Procedures6.a........ Engine (including X X X X shutdown and restart).6.b........ Fuel System.......... X X X X6.c........ Electrical System.... X X X X6.d........ Hydraulic System..... X X X X6.e........ Environmental and X X X X Pressurization Systems.
[[Page 59623]]
6.f........ Fire Detection and X X X X Extinguisher Systems.6.g........ Navigation andX X X X Avionics Systems.6.h........ Automatic FlightX X X X Control System, Electronic Flight Instrument System, and Related Subsystems.6.i........ Flight ControlX 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 Procedures7.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 X7.d........ Emergency Evacuation. X X X X8. Postflight Procedures8.a........ After-LandingX 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 recurrent 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>>
>>Subjective requirements In Simulator levels order to be qualified at -------------------- the simulator qualification level indicated, the Number
simulator must be able to
Notes perform at least the tasks A B C D associated with that level of qualification.1. Instructor Operating Station (IOS), as appropriate1.a............................. Power switch(es)........... X X X X1.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 controls..... X X X X e.g., Clouds, Visibility, RVR, Temp, Wind, Ice, Snow, Rain, and Windshear.1.e............................. Airplane systemX X X X malfunctions (Insertion/ deletion).1.f............................. Locks, Freezes, andX X X X Repositioning.2. Sound Controls2.a............................. On/off/adjustment.......... X X X X3. Motion/Control Loading System3.a............................. On /off/emergency stop..... X X X X4. Observer Seats/Stations
[[Page 59624]]
4.a............................. Position/Adjustment/X X X X Positive restraint system.
Attachment 2 to Appendix A to Part 60--Full Flight Simulator Objective TestsTable of ContentsParagraph No.
Title1................................. 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 Information1. Introductiona. For the purposes of this attachment, the flight conditions specified in the Flight Conditions Column of Table A2A, 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 Advisory Circulars (AC) 25-7, as may be amended, Flight Test Guide for Certification of Transport Category Airplanes, and (AC) 23-8, as may be 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 Requirements2. Test Requirementsa. The ground and flight tests required for qualification are listed in Table of 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.c. Certain tests included in this attachment must be supported with a Statement of Compliance and Capability (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.[[Page 59625]]
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 manufacturers' engines) additional tests with the alternative engine models may be required. This Attachment contains guidelines for alternative engines.j. For testing Computer Controlled Airplane (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, ``Near maximum'' gross weight is a weight chosen by the sponsor or data provider that is not less than the basic operating weight (BOW) of the airplane 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. ``Light'' gross weight is a weight chosen by the sponsor or data provider that is not more than 120% of the BOW of the airplane being simulated or as limited by the minimum practical operating weight of the test airplane. ``Medium'' gross weight is a weight chosen by the sponsor or data provider that is within 10 percent of the average of the numerical values of the BOW and the maximum certificated gross weight. (Note: BOW is 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. (References: Advisory Circular 120-27, ``Aircraft Weight and Balance;'' and FAA-H-8083-1, ``Aircraft Weight and Balance Handbook.'')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 must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snapshot.End QPS Requirements
Table A2A.--Full Flight Simulator (FFS) Objective Tests>>Test
Simulator level Information notesToleranceFlight conditions Test details -------------------- Number
Title
A B C D1. Performance1.a................... Taxi1.a.1................. Minimum Radius Turn. 3 ft Ground.............. Record both Main andX X X (0.9 m) or 20% of
Nose gear turning airplane turn
radius. This test radius.
is to be accomplished without the use of brakes and only minimum thrust, except for airplanes requiring asymmetric thrust or braking to turn.
[[Page 59626]]
1.a.2................. Rate of Turn vs. 10% or Ground.............. Record a minimum ofX X X Nosewheel Steering 2[deg]/
two speeds, greater Angle (NWA).sec. turn rate.
than minimum turning radius speed, with a spread of at least 5 knots groundspeed.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 Takeoff............. Record acceleration X X X X May be combined with Time and Distance. and distance or
time and distance
normal takeoff 5% time
for a minimum of
(1.b.4.) or and 200
80% of the time
rejected takeoff ft (61 m) of
from brake release
(1.b.7.). Plotted distance.
to VR.
data should be Preliminary aircraft
shown using certification data
appropriate scales may be used..
for each portion of the maneuver.1.b.2................. Minimum Control 25% of Takeoff............. Engine failure speed X X X X If a Vmcg test is Speed--groundmaximum airplane
must be within
not available an (Vmcg) usinglateral deviation
1 knot
acceptable aerodynamicor 5 ft
of airplane engine
alternative is a controls only (per (1.5 m).
failure speed.
flight test snap applicableAdditionally, for
Engine thrust decay
engine deceleration airworthinessthose simulators of
must be that
to idle at a speed standard) orairplanes with
resulting from the
between V1 and V1 - alternative low reversible flight
mathematical model
10 knots, followed speed enginecontrol systems:
for the engine
by control of inoperative test to Rudder pedal force;
variant applicable
heading using demonstrate ground 10% or
to the full flight
aerodynamic control control5 lb
simulator under
only. Recovery characteristics. (2.2 daN).
test. If the
should be achieved modeled engine is
with the main gear not the same as the
on the ground. To airplane
ensure only manufacturer's
aerodynamic control flight test engine,
is used, nosewheel a further test may
steering should be be run with the
disabled (i.e., same initial
castored) or the conditions using
nosewheel held the thrust from the
slightly off the flight test data as
ground. the driving parameter.1.b.3................. Minimum Unstick 3 kts Takeoff............. Record main landing X X X X Vmu is defined as Speed (Vmu) orairspeed 1.5[deg]
compression or
at which the last demonstrate early pitch angle.
equivalent air/
main landing gear rotation takeoff
ground signal.
leaves the ground. characteristics.
Record from 10 kt
Main landing gear before start of
strut compression rotation until at
or equivalent air/ least 5 seconds
ground signal after the
should be recorded. occurrence of main
If a Vmu test is gear lift-off.
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.
[[Page 59627]]
1.b.4................. Normal Takeoff...... 3 kts Takeoff............. Record takeoffX X X X This test may be airspeed 1.5[deg]
release to at least
acceleration time pitch angle 1.5[deg]
ground level (AGL).
(1.b.1.). Plotted angle of attack
If the airplane has
data should be 20 ft
more than one
shown using (6 m) height.
certificated
appropriate scales Additionally, for
takeoff
for each portion of those simulators of
configurations, a
the maneuver. airplanes with
different reversible flight
configuration must control systems:
be used for each Stick/Column Force;
weight. Data are 10% or
required for a 5 lb
takeoff weight at (2.2 daN).
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.1.b.5................. Critical Engine 3 kts Takeoff............. Record takeoffX X X X Failure on Takeoff. airspeed 1.5[deg]
maximum takeoff pitch angle, 1.5[deg]
to engine failure angle of attack,
to at least 200 ft 20 ft
(61 m) AGL. Engine (6 m) height, 3[deg]
be within 3 kts of 2[deg]
airplane data. bank angle, 2[deg] sideslip angle. Additionally, for those simulators of 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 Takeoff............. Record takeoffX X X X In those situations airspeed, 1.5[deg]
release to at least
crosswind or a pitch angle, 1.5[deg]
Requires test data,
demonstrated angle of attack,
including
crosswind is not 20 ft
information on wind
known, contact the (6 m) height, 2[deg] bank
crosswind component angle, 2[deg]sidesli
the maximum wind p angle; 3[deg]
(10 m) above the heading angle.
runway. Correct trend at groundspeeds below 40 kts. for rudder/ pedal and heading. Additionally, for those simulators of airplanes with reversible flight control systems: Stick/Column Force; 10% or 5 lb (2.2 daN) stick/ column force, 10% or 3 lb (1.3daN) wheel force, 10% or 5 lb (2.2 daN) rudder pedal force.
[[Page 59628]]
1.b.7................. Rejected Takeoff.... 5% time Takeoff............. Record time andX X X X Autobrakes will be or 1.5
distance from brake
used where sec 7.5% distance
stop. Speed for or 250
initiation of the ft (76
reject must be at m).
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 Engine20% or Takeoff............. Engine failure speedX X For safety Failure After2[deg]/
must be within
considerations, Takeoff.sec body angular
3 Kts
airplane flight rates.
of airplane data.
test may be Record Hands Off
performed out of from 5 secs. before
ground effect at a to at least 5 secs.
safe altitude, but after engine
with correct failure or 30[deg]
airplane Bank, whichever
configuration and occurs first.
airspeed. Engine failure may be a snap deceleration to idle. (CCA: Test in Normal and Non-normal control state.).1.c................... Climb1.c.1................. Normal Climb, all 3 kts Clean............... Flight test data is X X X X engines operating. airspeed, 5% or 100 FPM (0.5
performance manual m/Sec.) climb rate.
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 engine3 kts For part 23Flight test data is X X X X Inoperative.airspeed, 5% or 100 FPM (0.5 part 23. For part performance manual m/Sec.) climb rate, 25 airplanes,data is an but not less than Second Segmentacceptable the climb gradient Climb.
alternative. Test requirements of 14
at weight, CFR part 23 or part
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 Engine10% Clean............... Record results forX X Inoperative Entime, 10% distance,
(1550 m) climb 10%
segment. Flight fuel used.
test data or airplane performance manual data may be used.
[[Page 59629]]
1.c.4................. One Engine3 kts Approach............ Record results at X X X X The airplane should Inoperativeairspeed, 5% or 100 FPM (0.5
defined in Appendix
ice systems conditions arem/Sec.) climb rate,
F. Flight test data
operating normally, authorized).but not less than
or airplane
with the gear up the climb gradient
performance manual
and go-around flaps requirements of 14
data may be used.
set. All icing CFR parts 23 or 25
Flight simulator
accountability climb gradient, as
performance must be
considerations appropriate.
recorded over an
should be applied interval of at
in accordance with least 1,000 ft.
the aircraft (300 m).
certification or authorization for an approach in icing conditions.1.d................... Cruise/Descent1.d.1................. Level flight5% 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 flight5% 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 Cruise.............. May be a single
X X or 5%
snapshot showing of N1, or 5% of Torque,
flow or a minimum 5% of
of 2 consecutive fuel flow.
snapshots with a spread of at least 3 minutes in steady flight.1.d.4................. Idle descent........ 3 kt Clean............... Record a stabilized, X X X X airspeed, 5% or 200 ft/min
speed at mid- (1.0m/sec) descent
altitude. Flight rate.
simulator performance must be recorded over an interval of at least 1,000 ft. (300 m).1.d.5................. Emergency descent... 5 kt N/A................. Performance must be X X X X The stabilized airspeed, 5% or 300 ft/min
least 3,000 ft (900
speed brakes (1.5m/s) descent
m).
extended, if rate.
applicable, at mid- altitude and near Vmo speed or in accordance with emergency descent procedures.1.e................... Stopping
[[Page 59630]]
1.e.1................. Stopping time and 5% of Landing............. Record time andX X X X distance, using time. For distance
distance for at manual application up to 4000 ft (1220
least 80% of the of wheel brakes and m): 200
total time from no reverse thrust ft (61 m) or 10%,
stop. Data is whichever is
required for smaller. For
weights at medium distance greater
and near maximum than 4000 ft (1220
landing weights. m): 5%
Data for brake of distance.
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 Landing............. Record time andX X X X distance, using and the smaller of
distance for at reverse thrust and 10% or
least 80% of the no wheel brakes on 200 ft
total time from a dry runway.(61 m) of distance.
initiation of 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 Landing............. Either flight testX X using wheel brakes distance or 200 ft (61 m).
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 Landing............. Either flight testX X using wheel brakes distance or 200 ft (61 m).
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
[[Page 59631]]
1.f.1................. Acceleration........ 10% Tt Approach or landing. Record engine power X X X X Ti, is the total and 10%
(N1, N2, EPR,
time from initial Ti, or 0.25 sec.
idle to go-around
until reaching a power for a rapid
10% response of (slam) throttle
engine power. Tt is movement.
the total time from initial throttle movement to reaching 90% of go around power.1.f.2................. Deceleration........ 10% Tt Ground.............. Record engine power X X X X Ti, is the total and 10%
(N1, N2, EPR,
time from initial Ti, or 0.25 sec.
O power to 90%
until reaching a decay of Max T/O
10% response of power for a rapid
engine power. Tt is (slam) throttle
the total time from movement.
initial throttle movement to reaching 90% decay of maximum takeoff power.2. Handling QualitiesFor 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
any issue regarding of an alternative approach, such as computer plots produced concurrently, that
airplanes with provide satisfactory agreement. Repeat of the alternative method during the initial
reversible or upgrade evaluation would then satisfy this test requirement. For initial and
controls. upgrade evaluations, the 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 full flight simulator2.a................... Static Control Tests2.a.1.a............... Pitch Controller 2 lb Ground.............. Record results for X X X X Test results should Position vs. Force (0.9 daN) breakout,
an uninterrupted
be validated (where and Surface10% or
control sweep to
possible) with in- Position5 lb
the stops.
flight data from Calibration.(2.2 daN) force,
tests such as 2[deg]
longitudinal static elevator.
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 Ground.............. Record results for X X X X Test results should Position vs. Force (0.9 daN) breakout,
an uninterrupted
be validated with and Surface10% or
control sweep to
in-flight data from Position3 lb
the stops.
tests such as Calibration.(1.3 daN) force,
engine out trims, 2[deg]
steady state or aileron, 3[deg]
and dynamic flight spoiler angle.
control tests should be accomplished at the same feel or impact pressures.2.a.2.b............... (Reserved)2.a.3.a............... Rudder Pedal5 lb Ground.............. Record results for X X X X Test results should Position vs. Force (2.2 daN) breakout,
an uninterrupted
be validated with and Surface10% or
control sweep to
in-flight data from Position5 lb
the stops.
tests such as Calibration.(2.2 daN) force,
engine out trims, 2[deg]
steady state or rudder angle.
sideslips. Static and dynamic flight control tests should be accomplished at the same feel or impact pressures.
[[Page 59632]]
2.a.3.b............... (Reserved)2.a.4................. Nosewheel Steering 2 lb Ground.............. Record results of an X X X X Controller Force (0.9 daN) breakout,
uninterrupted and Position10% or
control sweep to Calibration.3 lb
the stops. (1.3 daN) force, 2[deg] nosewheel angle.2.a.5................. Rudder Pedal2[deg] Ground.............. Record results of an X X X X Steeringnosewheel angle.
uninterrupted Calibration.
control sweep to the stops.2.a.6................. Pitch Trim Indicator 0.5[deg] Ground.............. .................... X X X X The purpose of the vs. Surfaceof computed trim
test is to compare Positionsurface angle.
full flight Calibration.
simulator against design data or equivalent.2.a.7................. Pitch Trim Rate..... 10% trim Ground and approach. The trim rate must X X X X rate ([deg]/sec).
be 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[deg] Ground.............. RequiresX X X X Deck Throttle Lever of throttle lever
simultaneous vs. Selected Engine angle, or 3% N1, or
engines. The .03
tolerances apply EPR, or 3% maximum
data and between rated manifold
engines. In the pressure, or 3% torque.
powered airplanes, For propeller-
if a propeller driven airplanes
lever is present, where the propeller
it must also be control levers do
checked. For not have angular
airplanes with travel, a tolerance
throttle of 0.8
``detents,'' all inch (2
detents must be cm) applies.
presented. May be a series of snapshot test results.2.a.9................. Brake Pedal Position 5 lb Ground.............. Hydraulic system X X X X Full flight vs. Force and Brake (2.2 daN) or 10%
pressure must be
simulator computer System Pressure force, 150 psi (1.0
position through a
be used to show MPa) or 10% brake system pressure.2.b................... Dynamic Control TestsTests 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 full flight simulator. Power setting is that required for level flight unless otherwise specified.
[[Page 59633]]
2.b.1................. Pitch Control....... For underdamped Takeoff, Cruise, and Data must show
X X ``n'' is the systems: 10% of time
displacement in
of a full cycle of from 90% of initial
both directions.
oscillation. Refer displacement (0.9
Tolerances apply
to paragraph 4 of Ad) to first zero
against the
this attachment for crossing and 10 (n+1)% of
each period
Static and dynamic period thereafter.
(considered
flight control 10%
independently).
tests should be amplitude of first
Normal control
accomplished at the overshoot applied
displacement for
same feel or impact to all overshoots
this test is 25% to
pressures. greater than 5% of
50% of full throw initial
or 25% to 50% of displacement (.05
the maximum Ad). 1
allowable pitch overshoot (first
controller significant
deflection for overshoot must be
flight conditions matched).
limited by the For overdamped
maneuvering load 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.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
X X ``n'' is the systems: 10% of time
displacement in
of a full cycle of from 90% of initial
both directions.
oscillation. Refer displacement (0.9
Tolerances apply
to paragraph 4 of Ad) to first zero
against the
this attachment for crossing, and 10 (n+1)% of
each period
Static and dynamic period thereafter.
(considered
flight control 10%
independently).
tests should be amplitude of first
Normal control
accomplished at the overshoot, applied
displacement for
same feel or impact to all overshoots
this test is 25% to
pressures. greater than 5% of
50% of full throw initial
or 25% to 50% of displacement (.05
maximum allowable Ad), 1
roll controller overshoot (first
deflection for significant
flight conditions overshoot must be
limited by the matched)..
maneuvering load For overdamped
envelope. 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..
[[Page 59634]]
2.b.3................. Yaw Control......... For underdamped Takeoff, Cruise, and Data must show
X X ``n'' is the systems: 10% of time
displacement in
of a full cycle of from 90% of initial
both directions.
oscillation. Refer displacement (0.9
Tolerances apply
to paragraph 4 of Ad) to first zero
against the
this attachment for crossing, and 10 (n+1)% of
each period
Static and dynamic period thereafter.
(considered
flight control 10%
independently).
tests should be amplitude of first
Normal control
accomplished at the overshoot applied
displacement for
same feel or impact to all overshoots
this test is 25% to
pressures. greater than 5% of
50% of full throw. initial displacement (.05 Ad).. 1 overshoot (first significant overshoot must be 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.3. For the moderate and rapid sweeps: 2 lb (0.9 daN) or 10% dynamic increment above the static force..2.b.4................. Small Control0.15[deg]/sec
be typical of minor body pitch rate or
corrections made 20% of
while established peak body pitch
on an ILS approach rate applied
course, using from throughout the time
0.5[deg]/sec to history.
2[deg]/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..
[[Page 59635]]
2.b.5................. Small Control0.15[deg]/sec
be typical of minor body roll rate or
corrections made 20% of
while established peak body roll rate
on an ILS approach applied throughout
course, using from the time history.
0.5[deg]/sec to 2[deg]/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 Control0.15[deg]/sec
be typical of minor body yaw rate or
corrections made 20% of
while established peak body yaw rate
on an ILS approach applied throughout
course, using from the time history.
0.5[deg]/sec to 2[deg]/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 TestsPower setting is that required for level flight unless otherwise specified.2.c.1................. Power Change3 kt Approach............ Power is changed X X X X Dynamics.airspeed, 100 ft (30 m)
setting required altitude, 20% or 1.5[deg]
maximum continuous pitch angle.
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..
[[Page 59636]]
2.c.2................. Flap/Slat Change 3 kt Takeoff through Record theX X X X Dynamics.airspeed, 100 ft (30 m) retraction, and response from at altitude, 20% or 1.5[deg]
configuration pitch angle.
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 Cruise.............. Record theX X X X Change Dynamics. airspeed, 100 ft (30 m)
response from at altitude, 20% or 1.5[deg]
configuration pitch angle.
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 TakeoffRecord the timeX X X X airspeed, 100 ft (30 m) Approachuncontrolled free altitude, 20% or 1.5[deg]
least 5 seconds pitch angle.
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[deg] Cruise, Approach, Record steady-state X X X X trim surface angle and Landing.condition with 1[deg]
wings level and elevator 1[deg] pitch
level flight. May angle 5% net thrust
snapshot tests. or equivalent.
CCA: Test in normal and non-normal control states..
[[Page 59637]]
2.c.6................. Longitudinal5 lb Cruise, Approach, Continuous timeX X X X Maneuvering(2.2 and Landing.history data or a Stability (Stick daN) or 10% pitch
tests may be used. controller force.
Record results up Alternative method:
to 30[deg] of bank 1[deg]
for approach and or 10%
landing change of elevator..
configurations. Record results for up to 45[deg] 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 full flight simulator. 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 Approach............ Record results for X X X X Stability.(2.2
at least 2 speeds daN) or 10% pitch
below trim speed. controller force.
May be a series of Alternative method:
snapshot test 1[deg]
results. The force or 10%
tolerance is not change of elevator..
applicable if forces are generated solely by the use of airplane hardware in the full flight simulator. 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
3 kt Second SegmentThe stall maneuver X X X X Characteristics. airspeed forClimb, and Approach must be entered initial buffet, or Landing.with thrust at or stall warning, and
near idle power and stall speeds. 2[deg] bank
Record the stall for speeds greater
warning signal and than stick shaker
initial buffet, if or initial buffet.
applicable. Time Additionally, for
history data must those simulators
be recorded for with reversible
full stall and flight control
initiation of systems: 10% or 5 lb (2.2
occur in the proper daN)) Stick/Column
relation to buffet/ force (prior to ``g
stall. Full flight break'' only)..
simulators of airplanes exhibiting a sudden pitch attitude change or ``g break'' must demonstrate this characteristic. CCA: Test in Normal and Non-normal control states..
[[Page 59638]]
2.c.9................. Phugoid Dynamics.... 10% Cruise.............. The test mustX X X X period, 10% of time
is less of the to \1/2\ or double
following: Three amplitude or .02 of
overshoots after damping ratio.
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 Period1.5[deg] Cruise.............. CCA: Test in NormalX X X Dynamics.pitch angle or
and Non-normal 2[deg]/
control states. sec pitch rate, 0.10g acceleration.2.c.11................ (Reserved)2.d................... Lateral Directional TestsPower setting is that required for level flight unless otherwise specified.2.d.1................. Minimum Control 3 kt Takeoff or Landing Takeoff thrust must X X X X Low Speed Engine Speed, Air (Vmca or airspeed.(whichever is most be used on the
Inoperative Vmcl), per
critical in the operating
Handling may be Applicable
airplane).engine(s). A time
governed by a Airworthiness
history or a series
performance or Standard or Low
of snapshot tests
control limit that Speed Engine
may be used.
prevents Inoperative
CCA: Test in Normal
demonstration of Handling
and Non-normal
Vmca in the Characteristics in
control states..
conventional the Air.
manner.2.d.2................. Roll Response (Rate) 10% or Cruise, and Approach Record results for X X X X 2[deg]/ or Landing.normal roll sec roll rate.
controller Additionally, for
deflection (about those simulators of
one-third of airplanes with
maximum roll reversible flight
controller travel). control systems:
May be combined 10% or
with step input of 3lb
flight deck roll (1.3 daN) wheel
controller test force..
(2.d.3.).2.d.3................. Roll Response to 10% or Approach or Landing. Record fromX X X X With wings level, Flight deck Roll 2[deg]
initiation of roll
apply a step roll Controller Step bank angle.
through 10 seconds
control input using Input.
after control is
approximately one- returned to neutral
third of the roll and released. May
controller travel. be combined with
When reaching roll response
approximately (rate) test (2.d.2).
20[deg] to 30[deg] CCA: Test in Normal
of bank, abruptly and Non-normal
return the roll control states..
controller to neutral and allow approximately 10 seconds of airplane free response.2.d.4................. Spiral Stability.... Correct trend and Cruise, and Approach Record results for X X X X 2[deg] or Landing.both directions. or 10%
Airplane data bank angle in 20
averaged from seconds.
multiple tests may Alternate test
be used. As an requires correct
alternate test, trend and 2[deg]
lateral control aileron..
required to maintain a steady turn with a bank angle of 28[deg] to 32[deg]. CCA: Test in Normal and Non-normal control states..
[[Page 59639]]
2.d.5................. Engine Inoperative 1[deg] Second SegmentMay be a series of X X X X The test should be Trim.
rudder angle or Climb, and Approach snapshot tests.
performed in a 1[deg] or Landing.
manner similar to tab angle or
that for which a equivalent pedal,
pilot is trained to 2[deg]
trim an engine sideslip angle.
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[deg]/ Approach or Landing. Record results for X X X X sec or 10% yaw rate..
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 Cruise, and Approach Record results for X X X X Damper OFF).or 10% or Landing.at least 6 complete of period, 10% of time
stability to \1/2\ or double
augmentation OFF. amplitude or .02 of
normal control damping ratio.
states.. 20% or 1 sec of time difference between peaks of bank and sideslip.2.d.8................. Steady StateFor given rudder Approach or Landing. May be a series of X X X X Sideslip.position 2[deg] bank
results using at angle, 1[deg]
positions. sideslip angle,
Propeller driven 10% or
airplanes must test 2[deg]
in each direction. aileron, 10% or 5[deg] spoiler or equivalent roll, controller position or force. Additionally, for 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................... Landings2.e.1................. Normal Landing...... 3 kt Landing............. Record results fromX X X Tests should be airspeed, 1.5[deg]
(61 m) AGL to nose-
normal landing flap pitch angle, 1.5[deg]
CCA: Test in Normal
applicable). One angle of attack,
and Non-normal
should be at or 10% or
control states..
near maximum 10 ft
certificated (3 m) height.
landing weight. The Additionally, for
other should be at those simulators of
light or medium airplanes with
landing weight. reversible flight control systems: 10% or 5 lbs (2.2 daN) stick/column force.
[[Page 59640]]
2.e.2................. Minimum Flap Landing 3 kt Minimum Certified Record results fromX X airspeed, 1.5[deg]Configuration.(61 m) AGL to pitch angle, 1.5[deg]
with airplane at or angle of attack,
near Maximum 10% or
Landing Weight. 10 ft (3 m) height. Additionally, for those simulators of airplanes with reversible flight control systems: 10% or 5 lbs (2.2 daN) stick/ column force..2.e.3................. Crosswind Landing... 3 kt Landing............. Record results fromX X X In those situations airspeed, 1.5[deg]
(61 m) AGL, through
crosswind or a pitch angle, 1.5[deg]
touchdown, to 50%
demonstrated angle of attack,
decrease in main
crosswind is not 10% or
landing gear
known, contact the 10 ft
touchdown speed.
NSPM. (3 m) height 2[deg] bank
include information angle, 2[deg]
for a crosswind sideslip angle
component of 60% of 3[deg]
the maximum wind heading angle.
measured at 33 ft Additionally, for
(10 m) above the those simulators of
runway. 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.4................. One Engine3 kt Landing............. Record results fromX X X Inoperative Landing. airspeed, 1.5[deg]
(61 m) AGL, through pitch angle, 1.5[deg]
touchdown, to 50% angle of attack,
decrease in main 10%
landing gear height or 10 ft (3 m);
less. 2[deg] bank angle, 2[deg] sideslip angle, 3[deg] heading.2.e.5................. Autopilot landing 5 ft Landing............. If autopilot
X X X Tf = duration of (if applicable). (1.5 m) flare
provides rollout
flare. height, 0.5 sec Tf,
lateral deviation or 10%Tf, 140 ft/min
main landing gear (0.7 m/sec) rate of
touchdown speed or descent at touch-
less. Time of down.
autopilot flare 10 ft (3
mode engage and m) lateral
main gear touchdown deviation during
must be noted. rollout..2.e.6................. All engines3 kt .................... Normal, all-engines-X X X operating,airspeed, 1.5[deg]
Around with the around.pitch angle, 1.5[deg]
(if applicable) at angle of attack.
medium landing weight. CCA: Test in Normal and Non-normal control states..
[[Page 59641]]
2.e.7................. One engine3 kt .................... The one engineX X X inoperative goairspeed, 1.5[deg]
around is required pitch angle, 1.5[deg]
certificated angle of attack,
landing weight with 2[deg]
the critical engine bank angle, 2[deg]
manual controls. If slideslip angle.
applicable, an additional engine inoperative go around test must be accomplished with the autopilot engaged. CCA: Test in Normal and Non-normal control states..2.e.8................. Directional control 2[deg]/ Landing............. Record resultsX X X (ruddersec yaw rate 5 kts
speed approximating symmetric reverse airspeed.
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 Landing............. Maintain headingX X X (rudderairspeed, 3[deg]
with full reverse asymmetric reverse heading angle.
thrust on the thrust.
operating engine(s). 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 EffectTest to demonstrate 1[deg] Landing............. The Ground EffectX X X See paragraph on Ground Effect.elevator 0.5[deg]stabi
validated by the
this attachment for lizer angle, 5% net thrust
rationale must be
information. or equivalent,
provided for 1[deg]
selecting the angle of attack,
particular test. 10% height or 5 ft (1.5 m), 3 kt airspeed, 1[deg] pitch angle.2.g................... WindshearFour tests, two See Attachment 5.... Takeoff and Landing. Requires windshearX X See Attachment 5 for takeoff and two
models that provide
information related landing, with one
training in the
to Level A and B of each conducted
specific skills
simulators. in still air and
needed to recognize the other with
windshear phenomena windshear active to
and to execute demonstrate
recovery windshear models.
procedures. See Attachment 5 for tests, tolerances, and procedures.2.h................... Flight Maneuver and Envelope Protection Functions
[[Page 59642]]
The requirements of tests h(1) through (6) of this attachment are applicable to computer controlled airplanes 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 Cruise.............. ....................X X X airspeed.2.h.2................. Minimum Speed....... 3 kt Takeoff, Cruise, and ....................X X X airspeed.Approach or Landing.2.h.3................. Load Factor......... 0.1g Takeoff, Cruise..... ....................X X X normal load factor.2.h.4................. Pitch Angle......... 1.5[deg] Cruise, Approach.... ....................X X X pitch angle.2.h.5................. Bank Angle.......... 2[deg] Approach............ ....................X X X or 10% bank angle.2.h.6................. Angle of Attack..... 1.5[deg] Second Segment....................X X X angle of attack. Climb, and Approach or Landing.3. Motion System3.a................... Frequency responseBased on Simulator N/A................. The test mustX X X X This test is not Capability.
demonstrate
required as part of frequency response
continuing of the motion
qualification system.
evaluations, and should be part of the MQTG.3.b................... Leg balanceBased on Simulator N/A................. Required as part of X X X X Capability.
MQTG but not required to be scheduled as part of continuing qualification evaluations. The test must demonstrate motion system leg balance as specified by the applicant for flight simulator qualification..3.c................... Turn-around checkBased on Simulator N/A................. Required as part of X X X X Capability.
MQTG but not required to be scheduled as part of continuing qualification evaluations. 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
[[Page 59643]]
With the same input Accomplished in both A demonstration is X X X X This test ensures signal, the test the ``ground'' mode required and must
that motion system results must be and in thebe made part of the
hardware and repeatable to``flight'' mode of MQTG. The
software (in normal within 0.05g actual operation.procedures must be
operating mode) platform linear
designed to ensure
continue to perform acceleration.
that the motion
as originally system hardware and
qualified. software (in normal
Performance changes flight simulator
from the original operating mode)
baseline can be continue to perform
readily identified as originally
with this qualified.
information.3.e................... Motion cueing performance signature.Required as part of MQTG but not required as part of continuing evaluations.
These tests should be run with the motion buffet mode disabled. See paragraph 5.d., of this attachment, Motion cueing performance signature.3.e.1................. Takeoff rotation (VR As specified by the Ground.............. Pitch attitude due X X X X Associated with test to V2).sponsor for flight
to initial climb
1.b.4. simulator
must dominate over qualification.
cab tilt due to longitudinal acceleration.3.e.2................. Engine failureAs 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................. ConfigurationAs specified by the Flight.............. .................... X X X X Associated with changes.sponsor for flight
tests 2.c.2. and simulator
2.c.4. qualification.3.e.5................. Power changeAs specified by the Flight.............. .................... X X X X Associated with test dynamics.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 vibrationsThe recorded test results for characteristic buffets must allow the comparison of relative amplitude versus frequency.3.f.1................. Thrust effect with Simulator testGround.............. The test must be
X brakes set.results must
conducted within 5% exhibit the overall
of the maximum appearance and
possible thrust trends of the
with brakes set. airplane data, with at least three (3) of the predominant frequency ``spikes'' being present within 2 Hz.
[[Page 59644]]
3.f.2................. Buffet with landing Simulator testFlight.............. The test must be
X gear extended.results must
conducted at a exhibit the overall
nominal, mid-range appearance and
airspeed; i.e., trends of the
sufficiently below airplane data, with
landing gear at least three (3)
limiting airspeed of the predominant
to avoid frequency
inadvertently ``spikes'' being
exceeding this present within
limitation. 2 Hz.3.f.3................. Buffet with flaps Simulator testFlight.............. The test must be
X extended.results must
conducted at a exhibit 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 of the predominant
to avoid frequency
inadvertently ``spikes'' being
exceeding this present within
limitation. 2 Hz.3.f.4................. Buffet withSimulator testFlight.............. ....................
X speedbrakesresults must deployed.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- Simulator testFlight.............. The test must be
X to-stall.results must
conducted for exhibit 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 highSimulator testFlight.............. ....................
X The test may be airspeeds or high results must
conducted during Mach.
exhibit 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 testFlight (clean....................
X for propellerresults mustconfiguration). driven airplanes. 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.4. Visual System4.a................... Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test
See additional 4.a., Visual System Response Time Test. This test also suffices for motion system
information in this response timing and flight deck instrument response timing.)
attachment.4.a.1................. Latency
[[Page 59645]]
300 ms (or less) Take-off, cruise, One test is required X XThe visual scene or after airplaneand approach or in each axis
test pattern used response.landing.(pitch, roll and
during the response yaw) for each of
testing should be the three
representative of conditions (take-
the system off, cruise, and
capacities required approach or
to meet the landing).
daylight, twilight (dusk/dawn) and/or night visual capability as appropriate.150 ms (or less) Take-off, cruise, One test is requiredX X after airplaneand approach or in each axis response.landing.(pitch, roll and yaw) for each of the three conditions (take- off, cruise, and approach or landing).4.a.2................. Transport Delay300 ms (or less) N/A................. A separate test is X XIf Transport Delay after controller
required in each
is the chosen movement.
axis (pitch, roll,
method to and 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 isX X after controller
required in each movement.
axis (pitch, roll, and yaw).4.b................... Field of View4.b.1................. ContinuousContinuousN/A................. Required as part of X XA vertical field of collimated visual collimated field of
MQTG but not
view of 30[deg] may field of view.view providing at
required as part of
be insufficient to least 45[deg]
continuing
meet visual ground horizontal and
evaluations.
segment 30[deg] vertical
requirements. field of view for each pilot seat. Both pilot seat visual systems must be operable simultaneously.4.b.2................. (Reserved)
[[Page 59646]]
4.b.3................. Continuous,Continuous field of N/A................. An SOC is requiredX X The horizontal field collimated, field view of at least
and must explain
of view is of view.176[deg]
the geometry of the
traditionally horizontally and 36
installation.
described as a vertically.
Horizontal field of
180[deg] field of view must be at
view. However, the least 176[deg]
field of view is (including not less
technically no less than 88[deg] either
than 176[deg]. side of the center
Field of view line of the design
should be measured eye point).
using a visual test Additional
pattern filling the horizontal field of
entire visual scene view capability may
(all channels) with be added at the
a matrix of black sponsor's
and white 5[deg] discretion provided
squares. The the minimum field
installed alignment of view is
should be addressed retained. Vertical
in the SOC. field of view must be at least 36[deg] from each pilot's eye point. Required as part of MQTG but not required as part of continuing qualification evaluations.4.c................... (System geometry)5[deg] even angular N/A................. The angular spacing X X X X The purpose of this spacing within
of any chosen
test is to evaluate 1[deg]
5[deg] square and
local linearity of as measured from
the relative
the displayed image either pilot eye
spacing of adjacent
at either pilot eye point and within
squares must be
point. System 1.5[deg] for
within the stated
geometry should be adjacent squares.
tolerances.
measured using a visual test pattern filling the entire visual scene (all channels) with a matrix of black and white 5[deg] squares with light points at the intersections.4.d................... Surface contrast ratioNot less than 5:1... N/A................. The ratio is
X X Measurements should calculated by
be made using a dividing the
1[deg] spot brightness level of
photometer and a the center, bright
raster drawn test square (providing
pattern filling the at least 2 foot-
entire visual scene lamberts or 7 cd/
(all channels) with m2) by the
a test pattern of brightness level of
black and white any adjacent dark
squares, 5[deg] per square.
square, with a This 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
[[Page 59647]]
Not less than six N/A................. Measure the
X X Measurements should (6) foot-lamberts
brightness of a
be made using a (20 cd/m\2\).
white square while
1[deg] spot superimposing a
photometer and a highlight on that
raster drawn test white square. The
pattern filling the use of calligraphic
entire visual scene capabilities to
(all channels) with enhance the raster
a test pattern of brightness is
black and white acceptable;
squares, 5[deg] per however, measuring
square, with a lightpoints is not
white square in the acceptable. This
center of each requirement is
channel. applicable to any level of simulator equipped with a daylight visual system.4.f................... Surface resolutionNot greater than two N/A................. An SOC is requiredX X The eye will subtend (2) arc minutes.
and must include
two arc minutes the relevant
when positioned on calculations and an
a 3[deg] glide explanation of
slope, 6,876 ft those calculations.
slant range from This requirement is
the centrally applicable to any
located threshold level of simulator
of a black runway equipped with a
surface painted daylight visual
with white system..
threshold bars that are 16 ft wide with 4-foot gaps between the bars.4.g................... Light point sizeNot greater than N/A................. An SOC is requiredX X Light point size five (5) arc-
and must include
should be measured minutes.
the relevant
using a test calculations and an
pattern consisting explanation of
of a centrally those calculations.
located single row This requirement is
of light points applicable to any
reduced in length level of simulator
until modulation is equipped with a
just discernible in daylight visual
each visual system..
channel. A row of 48 lights will form a 4[deg] angle or less.4.h................... Light point contrast ratio4.h.1................. For Level A and B Not less than 10:1.. N/A................. An SOC is required X XA 1[deg] spot simulators.
and must include
photometer is used the relevant
to measure a square calculations.
of at least 1[deg] 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.
[[Page 59648]]
4.h.2................. For Level C and D Not less than 25:1.. N/A................. An SOC is requiredX X A 1[deg] spot simulators.
and must include
photometer is used the relevant
to measure a square calculations.
of at least 1[deg] 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 segmentThe visible segment LandingThe QTG must contain X X X X Pre-position for in the simulator configuration,appropriate
this test is must be within 20% trimmed forcalculations and a
encouraged but may of the segmentappropriatedrawing showing the
be achieved via computed to beairspeed, at 100 ft pertinent data used
manual or autopilot visible from the (30 m) above the to establish the
control to the airplane flight touchdown zone, on airplane location
desired position. deck. Theglide 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 (350 m). visible considering or both ends of the
design eyepoint, displayed segment.
the airplane However, lights and
attitude, flight ground objects
deck cut-off angle, computed to be
and a visibility of visible from the
1,200 ft (350 m) airplane flight
RVR. Simulator deck at the near
performance must be end of the visible
measured against segment must be
the QTG visible in the
calculations. simulator.
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..
[[Continued on page 59650]]
From the Federal Register Online via GPO Access [wais.access.gpo.gov] ]
[[pp. 59650-59699]] Flight Simulation Training Device Initial and Continuing Qualification and Use[[Continued from page 59649]]
[[Page 59649]]
(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 SystemThe 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.5.a................... Turbo-jet airplanes5.a.1................. Ready for engine 5 dB per Ground.............. Normal conditions
X start.
\1/3\ octave band.
prior to engine start with the Auxiliary Power Unit operating, if appropriate.5.a.2................. All engines at idle. 5 dB per Ground.............. Normal condition
X \1/3\ octave band.
prior to takeoff.5.a.3................. All engines at5 dB per Ground.............. Normal condition
X maximum allowable \1/3\ octave band.
prior to takeoff. thrust with brakes set.5.a.4................. Climb............... 5 dB per En-route climb...... Medium altitude.....
X \1/3\ octave band.5.a.5................. Cruise.............. 5 dB per Cruise.............. Normal cruise
X \1/3\ octave band.
configuration.5.a.6................. Speedbrake/spoilers 5 dB per Cruise.............. Normal and constant
X extended (as\1/3\ octave band.
speedbrake appropriate).
deflection for descent at a constant airspeed and power setting.5.a.7................. Initial approach.... 5 dB per Approach............ Constant airspeed,
X \1/3\ octave band.
gear up, flaps and slats, as appropriate.5.a.8................. Final approach...... 5 dB per Landing............. Constant airspeed,
X \1/3\ octave band.
gear down, full flaps.5.b................... Propeller airplanes5.b.1................. Ready for engine 5 dB per Ground.............. Normal conditions
X start.
\1/3\ octave band.
prior to engine start with the Auxiliary Power Unit operating, if appropriate.5.b.2................. All propellers5 dB per Ground.............. Normal condition
X feathered.\1/3\ octave band.
prior to takeoff.5.b.3................. Ground idle or5 dB per Ground.............. Normal condition
X equivalent.\1/3\ octave band.
prior to takeoff.5.b.4................. Flight idle or5 dB per Ground.............. Normal condition
X equivalent.\1/3\ octave band.
prior to takeoff.
[[Page 59650]]
5.b.5................. All engines at5 dB per Ground.............. Normal condition
X maximum allowable \1/3\ octave band.
prior to takeoff. power with brakes set.5.b.6................. Climb............... 5 dB per En-route climb...... Medium altitude.....
X \1/3\ octave band.5.b.7................. Cruise.............. 5 dB per Cruise.............. Normal cruise
X \1/3\ octave band.
configuration.5.b.8................. Initial approach.... 5 dB per Approach............ Constant airspeed,
X \1/3\ octave band.
gear up, flaps extended as appropriate, RPM as per operating manual.5.b.9................. Final Approach...... 5 dB per Landing............. Constant airspeed,
X \1/3\ octave band.
gear down, full flaps, RPM as per operating manual.5.c................... Special cases5 dB per As appropriate...... ....................
X These special cases \1/3\ 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 noise3 dB per .................... Results of the
X The simulated sound \1/3\ octave band.
background noise at
will be evaluated initial
to ensure that the qualification must
background noise be included in the
does not interfere MQTG.
with training, Measurements must be
testing, or made with the
checking. simulation running, the sound muted and a ``dead'' flight deck..5.e................... Frequency response
[[Page 59651]]
5 dB on .................... Applicable only to
X Measurements are three (3)
Continuing
compared to those consecutive bands
Qualification
taken during when compared to
Evaluations. If
initial initial evaluation;
frequency response
qualification and 2
plots are provided
evaluation. dB when comparing
for each channel at the average of the
the initial absolute
qualification differences between
evaluation, these initial and
plots may be continuing
repeated at the qualification
continuing evaluation.
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 A.2.B. in this attachment)..
Begin Information3. 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 Advisory Circulars (AC) 25-7, as may be amended, Flight Test Guide for Certification of Transport Category Airplanes, and (AC) 23-8, as may be amended, Flight Test Guide for Certification of Part 23 Airplanes, for references and examples regarding flight testing requirements and techniques.4. Control Dynamicsa. 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 would satisfy 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[[Page 59652]]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 Adfrom 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 P0End Information
Begin QPS Requirementc. 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, Full Flight Simulator (FFS) Objective Tests, Items 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 Informationd. 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. BILLING CODE 4910-13-P[[Page 59653]]
[GRAPHIC] [TIFF OMITTED] TP22OC07.000
[[Page 59654]]
[GRAPHIC] [TIFF OMITTED] TP22OC07.001BILLING CODE 4910-13-C5. Ground Effecta. 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.[[Page 59655]]
(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 Systema. 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 1x10-3grams\2\/Hz would describe a heavy buffet and may be seen in the deep stall regime. Alternatively, a 1x10-6grams\2\/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).7. Sound Systema. General. The total sound environment in the airplane is very complex, and changes[[Page 59656]]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:(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 Recurrent Frequency Response Test ToleranceInitialRecurrent Band center frequency
resultsresultsAbsolute (dBSPL)(dBSPL) difference50..............................................................75.073.81.2 63..............................................................75.975.60.3 80..............................................................77.176.50.6 100.............................................................78.078.30.3 125.............................................................81.981.30.6 160.............................................................79.880.10.3 200.............................................................83.184.91.8 250.............................................................78.678.90.3 315.............................................................79.578.31.2 400.............................................................80.179.50.9 500.............................................................80.779.80.9 630.............................................................81.980.41.5 800.............................................................73.274.10.9 1000............................................................79.280.10.9 1250............................................................80.782.82.1 1600............................................................81.678.63.0 2000............................................................76.274.41.8 2500............................................................79.580.71.2 3150............................................................80.177.13.0 4000............................................................78.978.60.3 5000............................................................80.177.13.0 6300............................................................80.780.40.3 8000............................................................84.385.51.2 10000...........................................................81.379.81.5 12500...........................................................80.780.10.6 16000...........................................................71.171.10.0
Average..................................................... ..............1.1
[[Page 59657]]End Information
8. Additional Information About Flight Simulator Qualification for New or Derivative Airplanesa. 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 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. 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 Requirement9. Engineering Simulator--Validation Dataa. 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 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 should 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 should 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 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) Information that demonstrates an ability to qualify the FFS in which this data is to be used in accordance with the criteria contained in Sec. 60.15.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 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;[[Page 59658]]
(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 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 subparagraph ``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 should 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]
Begin QPS Requirement11. Validation Test Tolerancesa. 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.End QPS Requirement
Begin Informationb. 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 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) Any differences must be within 20% of the flight test tolerances. The reasons for any differences, other than those listed above, should be explained.(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) 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 VDR table shown in Table A2C depicts a generic roadmap matrix identifying sources of validation data for an abbreviated list of tests. A complete matrix should address all test conditions.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, provide alternative data, or provide an acceptable basis for obtaining deviations from QTG validation requirements.End Information
BILLING CODE 4910-13-P[[Page 59659]]
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Begin Information13. Acceptance Guidelines for Alternative Engines Dataa. 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) The validation data should be based on flight test data, except where other data are specifically allowed. 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 Requirementc. 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.(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.End QPS Requirement
Begin QPS RequirementTable A2D.--Alternative Engine Validation Flight TestsAlternative Test Number
Test descriptionAlternative thrust rating engine type\2\1.b.1., 1.b.4.............................. Normal take-off/ground
X
X acceleration time and distance. 1.b.2...................................... Vmcg, if performed for airplane
X
X certification. 1.b.5...................................... Engine-out take-off.............. 1.b.8...................................... Dynamic engine failure after take- off. Either test may be performed.....X 1.b.7...................................... Rejected take-off if performed
X for airplane certification. 1.d.1...................................... Cruise performance...............X 1.f.1., 1.f.2.............................. Engine acceleration and
X
X deceleration. 2.a.7...................................... Throttle calibration \1\.........X
X 2.c.1...................................... Power change dynamics
X
X (acceleration). 2.d.1...................................... Vmca if performed for airplane
X
X certification. 2.d.5...................................... Engine inoperative trim..........X
X 2.e.1...................................... Normal landing...................X\1\ Must be provided for all changes in engine type or thrust rating; see paragraph 12.b.(7). \2\ See paragraphs 12.b.(5) through 12.b.(8), for a definition of applicable thrust ratings.End QPS Requirement
Begin Information14. 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) in this paragraph). 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.[[Page 59661]]
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, nose wheel 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 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 Testinga. 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 airplanes;(2) Simulation of computer controlled airplanes using real airplane black boxes;(3) Simulation of computer controlled airplanes 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.BILLING CODE 4910-13-P[[Page 59662]]
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BILLING CODE 4910-13-C
Begin Information16. Continuing Qualification Evaluations--Validation Test Data Presentationa. 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 ontinuing 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[[Page 59664]]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 Requirements17. Alternative Data Sources, Procedures, and Instrumentation: Level A and Level B Simulators Onlya. 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 A2E.End QPS Requirements
Begin Informationb. 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 full flight simulators.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 >>Table of objective testsSim level Alternative data sources,
procedures, andNotes and reminders Test reference number and titleABinstrumentationThe standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A are not used.1.a.1. Performance. Taxi. MinimumXX 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 pedalsystems, 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. GroundXX 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.[[Page 59665]]
1.b.2. Performance. Takeoff. MinimumXX Data may be acquired by using Rapid throttle Control Speed-ground (Vmcg) using
an inertial measurementreductions at speeds aerodynamic controls only (per
system and a synchronized near Vmcgmay 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 nose wheel must be flight deck controls.free to caster, or equivalently freed of sideforce generation. 1.b.3. Performance. Takeoff. MinimumXX 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. NormalXX 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 XX Data may be acquired by using Record airplane dynamic Engine Failure during Takeoff.
an inertial measurementresponse 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.
XX Data may be acquired by using The ``1:7 law'' to 100 Crosswind Takeoff.
an inertial measurementfeet (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 XX 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. NormalXX 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 XX 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 XX 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 flightXX 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 flightXX 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.. XX 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. EmergencyXX 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.XX 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.
XX 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.
XX Data may be acquired with a ........................ Acceleration.
synchronized video recording of engine instruments and throttle position.[[Page 59666]]
1.f.2. Performance. Engines.
XX Data may be acquired with a ........................ Deceleration.
synchronized video recording of engine instruments and throttle position. 2.a.1.a. Handling Qualities. StaticXX Surface position data may be ........................ Control Checks. Pitch Controller
acquired from flight data Position vs. Force and Surface
recorder (FDR) sensor or, if Position Calibration.
no FDR sensor, at selected, significant column positions (encompassing significant column position data points), acceptable to the NSPM, using a control surface protractor on the ground (for airplanes with reversible control systems, this function should be accomplished with winds less than 5 kts.). 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. StaticXX Surface position data may be ........................ Control Checks. Roll Controller
acquired from flight data Position vs. Force and Surface
recorder (FDR) sensor or, if Position Calibration.
no FDR sensor, at selected, significant wheel positions (encompassing significant wheel position data points), acceptable to the NSPM, using a control surface protractor on the ground (for airplanes with reversible control systems, this function should be accomplished with winds less than 5 kts.). 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. StaticXX Surface position data may be ........................ Control Checks. Rudder Pedal
acquired from flight data Position vs. Force and Surface
recorder (FDR) sensor or, if Position Calibration.
no FDR sensor, at selected, significant rudder pedal positions (encompassing significant rudder pedal position data points), acceptable to the NSPM, using a control surface protractor on the ground (for airplanes with reversible control systems, this function should be accomplished with winds less than 5 kts.). 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. StaticXX 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. StaticXX 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 nose wheel position. 2.a.6. Handling Qualities. StaticXX Data may be acquired through Control Checks. Pitch Trim Indicator
calculations. vs. Surface Position Calibration. 2.a.7. Handling qualities. StaticXX 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. StaticXX 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. StaticXX 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.
XX 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.[[Page 59667]]
2.c.2. Handling qualities.
XX 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.
XX 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.
XX 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.
XX 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.
XX 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.
XX 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.
XX Data may be acquired through Airspeeds may be cross Longitudinal control tests. Stall
a synchronized videochecked 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.
XX 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. LateralXX Data may be acquired by using ........................ directional tests. Minimum control
an inertial measurement speed, air (Vmcaor 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. LateralXX Data may be acquired by using May be combined with directional tests. Roll response
an inertial measurementstep 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. LateralXX 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. LateralXX 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.[[Page 59668]]
2.d.5. Handling qualities. LateralXX 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 trimcertification task and controls that have beenshould 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. LateralXX 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. LateralXX 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. LateralXX 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.[[Page 59669]]
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 InformationAttachment 3 to Appendix A to Part 60--Simulator Subjective Evaluation
Begin QPS Requirements1. Requirementsa. Except for special use visual scenes and airport models described below, all visual scenes and 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 and 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 and scene content of the visual 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 visual scenes and airport models classified as Class I, Class II, or Class III may be available to the instructor or evaluator. The classifications are as follows:(1) Class I (whether modeling real world airports or fictional airports), for those visual scenes and airport models used for simulator qualification at a specified level. These visual scenes and airport models must meet the minimum requirements in Table A3B of this attachment, be evaluated by the NSPM, be listed on the Statement of Qualification (SOQ), and be available for use at the simulator IOS.(2) Class II (whether modeling real world airports or fictional airports), for those visual scenes and airport models that are in excess of those used for simulator qualification at a specified level. These visual scenes and airport models must meet the minimum requirements set out in Table A3C of this attachment. These visual scenes and airport models may be made available on the simulator IOS without further involvement of the NSPM or the TPAA.(3) For an interim period ending [date 2 years after the effective date of the final rule], Class III visual scenes and airport models (whether modeling real world airports, generic airports, or fictional airports) may be approved for specific purposes by the TPAA or a foreign regulatory authority for a foreign user of the device. Examples of approved activities include specific airport or runway qualification, very low visibility operations training, including Surface Movement Guidance System (SMGS) operations, or use of a specific airport visual model aligned with an instrument procedure for another airport for instrument training. At the end of the interim period, all Class III visual scenes and airport models must be classified as either a Class I or a Class II visual scene or airport model or be removed from availability at the simulator IOS. However, Class III visual scenes and airport models may continue to be used after the end of the interim period if they are part of a training program specifically approved by the TPAA or other regulatory authority that uses a task and capability analysis as the basis for approval of this specific media element, (i.e., the specific scene or model selected for use in that program).d. When a person sponsors an FSTD maintained by a person other than a U.S. certificate holder, the sponsor is accountable for that FSTD 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. However, the sponsor is responsible for ensuring the FSTD originally meets, and continues to meet, the visual scene and airport model requirements for Class II or Class III visual scenes and airport models that may be used by instructors or evaluators for training, checking, or testing under this chapter.f. When the visual scenes and airport models represent real world airports 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 below), an update to that visual scene or 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 60 days of the opening for use of the new airport runway, runway extension, new airport taxiway, or taxiway extension; or within 60 days of the closure of the runway or taxiway.(2) For a new or modified approach light system--within 30 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 6 months 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, the sponsor must provide a written extension request to the POI/TCPM stating the reason for the update delay and a proposed completion date. A copy of this request must also be sent to the NSPM. The sponsor will forward a copy of the POI/TCPM's response to the NSPM. If the POI/TCPM has granted an extension, the NSPM will issue an extension authorization, not to exceed an additional 12 months.End QPS Requirements
Begin Information2. Discussiona. 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 Statement of Qualification or as may be 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[[Page 59670]]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 visual scenes and 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 FSTD/visual media to provide an adequate environment in which the required SKAs may be 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. 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>>Simulator level Number
Operation tasks
A B C DTasks 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 Start2.a.1............................... Normal start.................................. X X X X2.a.2............................... Alternate start procedures.................... X X X X2.a.3............................... Abnormal starts and shutdowns (e.g., hot/hung X X X X start, tail pipe fire).
2.b..................................... Pushback/Powerback
2.c..................................... Taxi2.c.1............................... Thrust response............................... X X X X
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2.c.2............................... Power lever friction.......................... X X X X2.c.3............................... Ground handling............................... X X X X2.c.4............................... Nose wheel scuffing........................... ... ... X X2.c.5............................... Brake operation (normal and alternate/X X X X emergency).2.c.6............................... Brake fade (if applicable).................... X X X X3........................................... Take-off
3.a..................................... Normal3.a.1............................... Airplane/engine parameter relationships....... X X X X3.a.2............................... Acceleration characteristics (motion)......... X X X X3.a.3............................... Nose wheel and rudder steering................ X X X X3.a.4............................... Crosswind (maximum demonstrated).............. X X X X3.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 X3.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/emergency3.b.1............................... Rejected Take-off............................. X X X X3.b.2............................... Rejected special performance (e.g., reduced X X X X V1, max de-rate, short field operations).3.b.3............................... With failure of most critical engine at most X X X X critical point, continued take-off.3.b.4............................... With wind shear............................... X X X X3.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 X3.b.7............................... Rejected, contaminated runway................. ... ... X X3.b.8............................... Propulsion System Malfunction:................ ... ... X X (i) Prior to V1 decision speed................ (ii) Between V1 and Vr (rotation speed)....... (iii) Between Vr and 500 feet above ground level.4........................................... Climb
4.a..................................... Normal........................................ X X X X
4.b..................................... One or more engines inoperative............... X X X X5........................................... 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
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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 ofX X X X attack, bank limit, overspeed, etc.).
6.c..................................... Turns with/without speedbrake/spoilersX X X X deployed.
6.d..................................... Normal and steep turns........................ X X X X
6.e..................................... In flight engine shutdown and restartX X X X (assisted and windmill).
6.f..................................... Maneuvering with one or more enginesX 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 windshear 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..................................... Precision8.a.1............................... PAR........................................... X X X X8.a.2............................... CAT I/GBAS (ILS/MLS) published approaches..... X X X X(i) Manual approach with/without flightX 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 andX X X X without flight director to 30 m (100 ft) below CAT I minima.A. With cross-wind (maximum demonstrated).. X X X XB. 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.
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(iv) Category II published approach (auto- X X X X coupled, 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 XB. With 10 knot tail wind..................... X X X XC. With 10 knot crosswind..................... X X X X
8.b..................................... Non-precision8.b.1............................... NDB........................................... X X X X8.b.2............................... VOR, VOR/DME, VOR/TAC......................... X X X X8.b.3............................... RNAV (GNSS/GPS)............................... X X X X8.b.4............................... ILS LLZ (LOC), LLZ(LOC)/BC.................... X X X X8.b.5............................... ILS offset localizer.......................... X X X X8.b.6............................... Direction finding facility (ADF/SDF).......... X X X X8.b.7............................... Airport surveillance radar (ASR).............. X X X X9........................................... 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 andX 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 windshear on approach... X X X X
9.f..................................... Approach and landing with flight controlX 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 X9.g.1............................... Longitudinal trim malfunction................. X X X X9.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 trafficX X X X pattern.
9.k..................................... Approach and landing from non-precisionX X X X approach.
9.l..................................... Approach and landing from precision approach.. X X X X
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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-brakingX 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 X12.a.2.............................. De-icing/anti-icing........................... X X X X12.a.3.............................. Auxiliary power unit (APU).................... X X X X12.a.4.............................. Communications................................ X X X X12.a.5.............................. Electrical.................................... X X X X12.a.6.............................. Fire and smoke detection and suppression...... X X X X12.a.7.............................. Flight controls (primary and secondary)....... X X X X12.a.8.............................. Fuel and oil, hydraulic and pneumatic......... X X X X12.a.9.............................. Landing gear.................................. X X X X12.a.10............................. Oxygen........................................ X X X X12.a.11............................. Engine........................................ X X X X12.a.12............................. Airborne radar................................ X X X X12.a.13............................. Autopilot and Flight Director................. X X X X12.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 X12.a.17............................. Flight management computers................... X X X X12.a.18............................. Head-up guidance, head-up displays............ X X X X12.a.19............................. Navigation systems............................ X X X X12.a.20............................. Stall warning/avoidance....................... X X X X12.a.21............................. Wind shear avoidance equipment................ X X X X
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12.a.22............................. Automatic landing aids........................ X X X X
12.b.................................... Airborne procedures12.b.1.............................. Holding....................................... X X X X12.b.2.............................. Air hazard avoidance. (Traffic, Weather)...... ... ... X X12.b.3.............................. Windshear..................................... ... ... X X12.b.4.............................. Effects of airframe ice....................... ... ... X X
12.c.................................... Engine shutdown and parking12.c.1.............................. Engine and systems operation.................. X X X X12.c.2.............................. Parking brake operation....................... X X X X
Table A3B.--Functions and Subjective tests--Visual Scene Content for Qualification at the Stated LevelSimulator level NumberClass I visual scenes/visual ------------------- models
A B C DThis 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., one airport scene for Level A and Level B simulators; three airport scenes for Level C and Level D simulators.Begin QPS Requirements1................. 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 Statement of Qualification.
1.b........... The fidelity of the visual scene X X 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 X1.c.1..... Visible runway number........... X X1.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 X1.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 X2................. 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 scene. However, all of the elements described in this section must be found throughout a combination of the three (3) airport models described in item 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 Statement of Qualification.2.a.1..... Night and Twilight (Dusk) scenesX X required.
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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 Statement of Qualification..
2.c........... Runway threshold elevations andX 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 staticX 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 staticX 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 airborneX 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 aidsX 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 Statement of Compliance and Capability (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................. Visual scene management. The following are the minimum visual scene 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 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[deg] 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.
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4.a........... Runway definition, strobeX 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 (VASIX 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 should 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 visual 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 Statement of Qualification (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.
5.a........... The surface and markings for each ``in-use'' runway must include the following:5.a.1..... Threshold markings.............. X X X X5.a.2..... Runway numbers.................. X X X X5.a.3..... Touchdown zone markings......... X X X X5.a.4..... Fixed distance markings......... X X X X5.a.5..... Edge markings................... X X X X5.a.6..... Centerline stripes.............. X X X X
5.b........... Each runway designated as an ``in-use'' runway must include the following detail that is either modeled using airport pictures, construction drawings and maps, U.S. National Imagery and Mapping Agency, or other data, or modeled in accordance with published regulatory material. Sponsors are not required to provide every detail of a runway, but the detail that is provided should be correct within reasonable limits5.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, ifX X X X appropriate.(v) Touchdown zone lights, if X X X X appropriate.(vi) Leadoff lights, ifX X X X appropriate.(vii) Appropriate visual landing X X X X aid(s) for that runway.(viii) Appropriate approachX 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
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(ii) Centerline................. X X X X(iii) Runway hold lines......... X X X X(iv) ILS critical area marking.. X X X X5.b.3..... The taxiway lighting associated with each ``in-use'' runway must include the following:(i) Edge........................ X X X(ii) Centerline, if appropriate. X X X X(iii) Runway hold and ILSX X X X critical area lights.(iv) Edge lights of correct
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 intersectingX X X X runways and taxiways.(iii) Signs described in items X X X X ``2h'' and ``2i'' of this table.5.b.5..... Required visual 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 X and depth perception during landings.
6.c........... Accurate portrayal ofX X X X environment relating to flight simulator attitudes.
6.d........... The visual scene must correlate X X X X with integrated airplane systems, where fitted (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).
6.f........... The effect of rain removal
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 mustX X be free from apparent 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 occultingX 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 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 in simulators at Levels A, B, C, and D.
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8.a........... The displayed scene
X corresponding to the appropriate surface contaminants and including 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 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 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 2000ft 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 variable RVR.
8.f........... Effects of fog on airport
X X lighting such as halos and defocus.
8.g........... Effect of own-ship lighting inX X reduced visibility, such as reflected glare, including landing lights, strobes, and beacons.
8.h........... Wind cues to provide the effect
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, includingX X X X variable intensity.
9.d........... Dynamic effects including groundX X and flight traffic.End QPS RequirementBegin Information10................ 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
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Table A3C.--Functions and Subjective TestsVisual Scene Content; Additional Visual Models Beyond Minimum Required for QualificationSimulator level NumberClass II visual scenes/visualmodels
A B C DThis table specifies the minimum airport visual model content and functionality necessary to add airport visual models to a simulator's visual model library, beyond those necessary for qualification at the stated level, without the necessity of further involvement of the NSPM or TPAA.Begin QPS Requirements1.............. Visual scene management. The following is the minimum visual scene 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[deg] 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 or ... ... X X PAPI) from 5 sm (8 km) from the runway threshold.
2.c........ Visual Approach Aid lights (VASI or X X PAPI) from 3 sm (5 km) from the runway threshold.
2.d........ Runway centerline lights andX X X X taxiway definition from 3 sm (5 km) from the runway threshold.
2.e........ Threshold lights and touchdown zone X X X X 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 runway X X X X 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 visual 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 modeled using airport pictures, construction drawings and maps, or other data, or modeled 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.
3.a........ The surface and markings for each ``in-use'' runway:3.a.1.. Threshold markings................. X X X X3.a.2.. Runway numbers..................... X X X X3.a.3.. Touchdown zone markings............ X X X X3.a.4.. Fixed distance markings............ X X X X3.a.5.. Edge markings...................... X X X X3.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 X3.b.2.. Edge lights........................ X X X X3.b.3.. End lights......................... X X X X3.b.4.. Centerline lights.................. X X X X3.b.5.. Touchdown zone lights, ifX X X X appropriate.3.b.6.. Leadoff lights, if appropriate..... X X X X3.b.7.. Appropriate visual landing aid(s) X X X X for that runway.
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3.b.8.. Appropriate approach lightingX 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 X3.c.2.. Centerline......................... X X X X3.c.3.. Runway hold lines.................. X X X X3.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 X3.d.2.. Centerline......................... X X X X3.d.3.. Runway hold and ILS critical area X X X X lights.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 simulators at Levels A, B, C, and D.
4.a........ The airport model must be properly X 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 X X X X ramp areas 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 andX X X 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 should ... ... X X be free from apparent quantization (aliasing).
6.b........ Correct color and realistic... ... ... X textural cues.
6.c........ Light points free from distracting X X X X 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., cloud X X X X 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 variable X X X X intensity.
7.d........ Dynamic effects including ground ... ... X X and flight traffic.End QPS RequirementsBegin Information8.............. Sponsors are not required toX 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
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Table A3D.--Functions and Subjective Tests>>Simulator levelNumberMotion system -------------------- Information effectsA B C DThis 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 airplane1.Runway rumble,X X X If time permits, oleo deflection,
different gross ground speed,
weights can also uneven runway,
be selected, runway and
which may also taxiway
affect the centerline light
associated characteristics:
vibrations Procedure: After
depending on the airplane has
airplane type. been pre-set to
The associated the takeoff
motion effects position and then
for the above released, taxi at
tests should various speeds
also include an with a smooth
assessment of runway and note
the effects of the general
rolling over characteristics
centerline of the simulated
lights, surface runway rumble
discontinuities effects of oleo
of uneven deflections.
runways, and Repeat the
various taxiway maneuver with a
characteristics. runway roughness of 50%, then with maximum roughness. The associated motion vibrations should be affected by ground speed and runway roughness..2............ Buffets on theX 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 associatedX 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 duringX 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 airX 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 stallX 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 forX 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............ Nose wheel
X X X scuffing: Procedure: Taxi at various ground speeds and manipulate the nose wheel steering to cause yaw rates to develop that cause the nose wheel to vibrate against the ground (``scuffing''). Evaluate the speed/nose wheel combination needed to produce scuffing and check that the resultant vibrations are representative of the actual airplane..
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9............ Thrust effect withX 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 maneuverX 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 malfunctionX 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. The associated engine instruments should vary according to the nature of the malfunction and replicate the effects of the airframe vibration..13........... Tail strikes andX X X ................. engine pod strikes: Procedure: Tail- strikes can be checked by over- rotation of the airplane at a speed below Vr while performing a takeoff. The effects can also be verified during a landing. The motion effect should be felt as a noticeable bump. If the tail strike affects the airplane angular rates, the cueing provided by the motion system should have an associated effect.. Excessive banking of the airplane during its take- off/landing roll can cause a pod strike. The motion effect should be felt as a noticeable bump. If the pod strike affects the airplane angular rates, the cueing provided by the motion system should have an associated effect.
Table A3E.--Functions and Subjective Tests>>Simulator level Number
Sound system
A B C DThe following checks are performed during a normal flight profile with motion system ON.1.............. Precipitation...................... ... ... X X2.............. Rain removal equipment............. ... ... X X3.............. Significant airplane noises... ... X X perceptible to the pilot during normal operations.
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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>>Simulator level Number
Sound effects
A B C DThis 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 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>>Simulator level Number Instructor operating station (IOS) ------------------- (as appropriate)A B C DFunctions in this table are subject to evaluation only if appropriate for the airplane and/or the system is installed on the specific simulator1.............. Simulator Power Switch(es)......... X X X X2.............. 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 X4.............. Environmental controls
4.a........ Visibility (statute milesX X X X (kilometers)).
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4.b........ Runway visual range (in feetX 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 X5.............. Airplane system malfunctionsX 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 X7.............. Remote IOS......................... X X X X8.............. Sound Controls. On/off/adjustment.. X X X X9.............. Motion/Control Loading System
9.a........ On/off/emergency stop.............. X X X X
9.b........ Crosstalk (motion response in a X X X X given degree of freedom not perceptible in other degrees of freedom).
9.c........ Smoothness (no perceptible ``turn- X X X X around bump'' as the direction of motion reverses with the simulator being ``flown'' normally).10............. Observer Seats/Stations. Position/ X X X X Adjustment/Positive restraint system.
Begin Information1. Introductiona. 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. Eventsa. 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.[[Page 59686]]
(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) Nose Wheel 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 visual 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) Scene 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 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/300m.(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 increase(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 LNAVi. 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 V2Note: Up to 5[deg] 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 Airplanes.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/sec2deceleration 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 Airplanes.Recover to straight and level flight and check the following:[[Page 59687]]
(f) Handling characteristics satisfactory.(2) Turning Flight.Roll aircraft to left, establish a 30[deg] to 45[deg] 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[deg].Roll aircraft from 45[deg] bank one way to 45[deg] 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) Auto pilot 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 nose wheel.(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) Aircraft handling.(c) Radio Aids and instruments.(d) Visual scene content and cues.(e) Motion cues.(f) Sound cues.(6) Non-precision Approach--All Engines Operating.(a) Aircraft handling.(b) Aircraft handling.(c) Radio Aids and instruments.(d) Visual scene content and cues.(e) Motion cues.(f) Sound cues.(7) Circling Approach.(a) Aircraft handling.(b) Aircraft handling.(c) Radio Aids and instruments.(d) Visual scene content and cues.(e) Motion cues.(f) Sound cues.(8) Non-precision Approach--One Engine Inoperative.(a) Aircraft handling.(b) Aircraft handling.(c) Radio Aids and instruments.(d) Visual scene content and cues.(e) Motion cues.(f) Sound cues.(9) One Engine Inoperative Go-around.(a) Aircraft handling.(b) Aircraft handling.(c) Radio Aids and instruments.(d) Visual scene content and cues.(e) Motion cues.(f) Sound cues.(10) CAT I Approach and Landing with raw-data ILS.(a) Aircraft handling.(b) Aircraft handling.(c) Radio Aids and instruments.(d) Visual scene content and cues.(e) Motion cues.(f) Sound cues.(11) CAT I Approach and Landing with Limiting Crosswind.(a) Aircraft handling.(b) Aircraft handling.(c) Radio Aids and instruments.(d) Visual scene content and cues.(e) Motion cues.(f) 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 Ill Approach and Landing--System Malfunctions.(15) CAT Ill 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 visual scene content as described below:(1) Visual Controls.(a) Daylight, Dusk, Night Scene Controls.(b) Flight deck ambient lighting during ``daylight'' conditions.(c) Environment Light Controls.(d) Runway Light Controls.(e) Taxiway Light Controls.(f) Approach Light Controls.(2) Scene 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 aliasing, colour, 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) Scene 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) Scene 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) Scene 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) Scene content.(a) Runway markings.Set the weather to Category I conditions and check the following:(7) Scene 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) Scene content.(a) Visual ground segment.Select night/dusk (twilight) conditions and check the following:(9) Scene 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) Scene content.(a) Visual ground segment.Set WX to ``missed approach'' conditions, release Flight Freeze, re-select Flight Freeze at 15 feet radio altitude, and check the following:(11) Scene content.(a) Visual ground segment.When on the ground, stop the aircraft. Set 0 feet RVR, ensure strobe/beacon lights are switched on and check the following:(12) Scene 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) Scene content.(a) Visual cues during flare to assess sink rate.(b) Visual cues during flare to assess Depth perception.[[Page 59688]]
(c) Flight deck height above ground.p. 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] TP22OC07.005End InformationAttachment 4 to Appendix A to Part 60--Sample DocumentsTable of ContentsTitle of SampleFigure A4A--Sample Letter, Request for Initial, Upgrade, or Reinstatement Evaluation. Figure A4B--Attachment: FSTD Information Form Figure A4C--Sample Qualification Test Guide Cover Page Figure A4D--Sample Statement of Qualification--Certificate Figure A4E--Sample Statement of Qualification--Configuration List Figure A4F--Sample Statement of Qualification--List of Qualified Tasks Figure A4G--Sample Continuing Qualification Evaluation Requirements Page Figure A4H--Sample MQTG Index of Effective FSTD Directives BILLING CODE 4910-13-P[[Page 59689]]
[GRAPHIC] [TIFF OMITTED] TP22OC07.006
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From the Federal Register Online via GPO Access [wais.access.gpo.gov] ]
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[GRAPHIC] [TIFF OMITTED] TP22OC07.018BILLING CODE 4910-13-CAttachment 5 to Appendix A to Part 60--Simulator Qualification Requirements for Windshear Training Program Use
Begin QPS Requirements1. ApplicabilityThis 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. ModelsThe 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 may be appropriate for the appropriate 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[deg].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.
[[Page 59702]]
4. Demonstrationsa. 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 in all of the following situations:(1) Takeoff--through calm air.(2) Takeoff--through the first selected survivable windshear.(3) Approach--through calm air.(4) Approach--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 Parametersa. 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 OperationAll 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 Guidea. All QTG material must be forwarded to the NSPM.b. A simulator windshear evaluation will be scheduled in accordance with normal procedures. Recurrent 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 Information8. Subjective EvaluationThe 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 BasisThe 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 RepeatabilityFor 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 SimulatorsFlight Simulation Training Device (FSTD) Directive (FD)FSTD Directive Number 1. Applicable to all Full Flight Simulators (FFS), regardless of the original qualification basis and qualification date (original or upgrade), having Class-II visual scenes or airport models available.Agency: Federal Aviation Administration (FAA), DOTAction: This is a retroactive requirement to have all Class II visual scenes or airport models meet current requirements.
Summary: Notwithstanding the authorization listed in paragraph 13b in Appendices A and C, this FSTD Directive (FD) requires each sponsor to ensure that, by [date 1 year after effective date of the final rule], each Class II visual scene or airport model available in an FFS, meets the requirements of 14 CFR part 60, Appendix A, Attachment 3, Table A3C, or Appendix C, Attachment 3, Table C3C, as applicable. The completion of this requirement will not require a report. The fact that the scene or model is available in the FFS is the sponsor's testament that the requirements are met.Dates: This FD becomes effective on [effective date of the final rule].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, andb. Evaluated and issued a Statement of Qualification for a specific FSTD level.2. Full flight simulators (FFS) also require the installation of a visual system that is capable of providing an out-of-the-flight- deck view of visual scenes or airport models. To be qualified, each FFS must have available for use a minimum number of visual scenes or airport models that have certain features. These are called Class I visual scenes or airport models, the required features of which are listed in Part 60. Additional scenes or models that are beyond those necessary for qualification may also be used for various additional training program applications, including Line Oriented Flight Training, are classified as Class II. However, historically these visual scenes or airport models were not routinely evaluated or required to meet any standardized criteria. This has led to qualified simulators containing visual scenes or 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 [date 1 year after effective date of the final rule], each FSTD sponsor must assure that each Class II visual scene or airport model available in a qualified FFS meets the requirements found in 14 CFR part 60, Appendix A, Attachment 3, Table A3C or Appendix C, Attachment 3, Table C3C, as applicable. 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 control of these scenes or models the instructor must be able to exercise.4. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing.5. The details in these scenes or models must be developed using airport pictures, construction drawings and maps, or other[[Page 59703]]similar data, or developed in accordance with published regulatory material. However, this FD does not require that visual scenes or 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).6. A copy of this Directive must be filed in the Master Qualification Test Guide 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.Appendix B to Part 60--Qualification Performance Standards for Airplane Flight Training Devices
Begin InformationThis appendix establishes the standards for Airplane Flight Training Device (FTD) evaluation and qualification at Level 4, Level 5, or Level 6. The Flight Standards Service, National Simulator Program Manager (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 Contents1. 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. FSTD Use (Sec. 60.11). 9. FSTD Objective Data Requirements (Sec. 60.13). 10. Special Equipment and Personnel Requirements for Qualification of the FSTD (Sec. 60.14). 11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15). 12. Additional Qualifications for Currently Qualified FSTDs (Sec. 60.16). 13. Previously Qualified FSTDs (Sec. 60.17). 14. Inspection, Continuing Qualification Evaluation, and Maintenance Requirements (Sec. 60.19). 15. Logging FSTD Discrepancies (Sec. 60.20). 16. Interim Qualification of FSTDs for New Airplane Types or Models (Sec. 60.21). 17. Modifications to FSTDs (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. FSTD 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. Attachment 5 to Appendix B to Part 60--FSTD Directives.End Information
1. IntroductionBegin Informationa. 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 email 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 email contact information for each NSP staff member, a list of qualified flight simulation devices, advisory circulars, 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) Advisory Circular (AC) 120-28C, Criteria for Approval of Category III Landing Weather Minima.(11) AC 120-29, Criteria for Approving Category I and Category II Landing Minima for part 121 operators.(12) AC 120-35B, Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.(13) AC 120-41, Criteria for Operational Approval of Airborne Wind Shear Alerting and Flight Guidance Systems.(14) AC 120-57A, Surface Movement Guidance and Control System (SMGS).(15) AC 150/5300-13, Airport Design.(16) AC 150/5340-1G, Standards for Airport Markings.(17) AC 150/5340-4C, Installation Details for Runway Centerline Touchdown Zone Lighting Systems.(18) AC 150/5340-19, Taxiway Centerline Lighting System.(19) AC 150/5340-24, Runway and Taxiway Edge Lighting System.(20) AC 150/5345-28D, 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[[Page 59704]]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 .End Information
2. Applicability (Sec. Sec. 60.1 and 60.2)
Begin InformationNo 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 Informationa. 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 (60 days after date of publication of the final rule in the Federal Register) 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 InformationThe 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 FSTD.8. FSTD Use (Sec. 60.11)No additional regulatory or informational material applies to Sec. 60.11, FSTD use.End Information
9. FSTD Objective Data Requirements (Sec. 60.13)
Begin QPS Requirementsa. 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.(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:(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.(4) With any necessary guidance information provided; and(5) Without alteration, adjustments, or bias; however the data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation.[[Page 59705]]
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 Informationf. 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 Qualification Test Guide (QTG), the sponsor should submit to the NSPM for approval, a descriptive document (a validation data roadmap) 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 FSTD (Sec. 60.14)
Begin Informationa. 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 Requirementa. In order to be qualified at a particular qualification level, the FTD must:(1) Meet the general requirements listed in Attachment 1;(2) Meet the objective testing requirements listed in Attachment 2 (Level 4 FTDs do not require objective tests); and(3) Satisfactorily accomplish the subjective tests listed in Attachment 3.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 qualification test guide (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, 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, 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, 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.[[Page 59706]]
(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. SOCs must provide references to the sources of information that show the capability of the FTD to comply with the requirement, a rationale explaining how the referenced material is used, mathematical equations and parameter values used, and the conclusions reached; i.e., that the FTD complies with the requirement.(9) Recording procedures or equipment required to accomplish the objective tests.(10) The following information for each objective test designated in Attachment 2, 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. A copy of the eMQTG 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 Informationm. 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, the objective tests listed in Attachment 2, 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;[[Page 59707]]
(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 a Statement of Qualification (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. 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.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.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 FSTDs (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 FSTDs (Sec. 60.17)
Begin QPS Requirementsa. 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 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 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]End QPS Requirements
Begin Informationd. 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.e. Each FTD user must obtain approval from the appropriate TPAA to use any FTD in an FAA-approved flight training program.f. The intent of the requirement listed in Sec. 60.17(b), for each FTD to have a Statement of Qualification 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.g. Downgrading of an FTD is a permanent change in qualification level and will necessitate the issuance of a revised Statement of Qualification 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.h. 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.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 requalification under the standards in effect and current at the time of requalification.End Information
[[Page 59708]]14. Inspection, Continuing Qualification, Evaluation, and Maintenance Requirements (Sec. 60.19)
Begin QPS Requirementa. 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 inspection 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 Informatione. 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 FSTD Discrepancies (Sec. 60.20)No additional regulatory or informational material applies to Sec. 60.20. Logging FTD Discrepancies.16. Interim Qualification of FSTDs 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 FSTDs (Sec. 60.23)
Begin QPS Requirementsa. 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 Informationc. FSTD Directives are considered modification of an FTD. See Attachment 4 for a sample index of effective FSTD Directives. See Attachment 6 for a list of all effective FSTD Directives applicable to Airplane FTDs.End Information
18. Operation with Missing, Malfunctioning, or Inoperative Components (Sec. 60.25)
Begin Informationa. 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. 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.c. 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 InformationIf 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 InformationIf 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 Requirementsa. 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.[[Page 59709]]
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 InformationNo 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 Informationa. 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 and a generic aerodynamic program with 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, nose wheel 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 and aerodynamic program with all applicable airplane systems operating and 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. FSTD Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA) (Sec. 60.37)
Begin InformationNo additional regulatory or informational material applies to Sec. 60.37, FSTD 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 Requirements1. Requirementsa. Certain requirements included in this appendix must be supported with a Statement of Compliance and Capability (SOC), which may include objective and subjective tests. The SOC will confirm that the requirement was satisfied, and describe how the requirement was met. The requirements for SOCs and tests 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 Information2. Discussiona. 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 and the examination of functions and subjective tests listed in Attachment 3 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 FSTD 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>>
>FTD level NumberGeneral FTD ---------------Notes requirements 4 5 61. General Flight Deck Configuration
[[Page 59710]]
1.a........ The FTD must have aX 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 or 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. An SOC is required...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. An SOC is required...2. Programming2.a........ The FTD must provideX 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...
[[Page 59711]]
2.c........ Relative responses ofX 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 would respond under
information the same conditions.
regarding Latency Latency: The
and Transport Delay FTD instrument and,
testing may be found if applicable, the
in Appendix A, motion system and
Attachment 2, the visual system
paragraph 14. 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.. An objective test is required..3. Equipment Operation3.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. A subjective test is required..3.b........ Navigation equipmentX 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.. A subjective test is required..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.. A subjective test is required..3.d........ The lightingX 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. A subjective test is required..3.e........ The FTD must provideX 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. An objective test is required..
[[Page 59712]]
3.f........ The FTD must provideX control forces and control travel of sufficient precision to manually fly an instrument approach. A subjective test is required..4. Instructor or Evaluator Facilities4.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). A subjective test is required..4.b........ The FTD must have X X X instructor controls that permit activation of normal, abnormal, and emergency conditions as may be appropriate. Once activated, proper system operation must result from system management by the crew and not require input from the instructor controls. A subjective test is required..5. Motion System (not required)5.a........ The FTD may have aX 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 are 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 would respond under the same conditions. A subjective test is required..5.b........ If a motion system isX 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 are tests and may not
acceptable. exceed 300 milliseconds. Instrument response may not occur prior to motion onset. An objective test is required..6. Visual System6.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 systemX X must respond to abrupt input at the pilot's position. An SOC is required... A subjective test 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... A subjective test is required..6.a.3...... The visual system X X X must provide at least a field of view of 18[deg] vertical/24[deg] 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[deg] per pilot. An SOC is required...6.a.5...... The visual sceneX X X content may not be distracting. An SOC is required... A subjective test is required..
[[Page 59713]]
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 isX 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[deg] simultaneously for each pilot. An SOC is required... An objective test is required..7. Sound System7.a........ The FTD must simulateX significant flight deck sounds resulting from pilot actions that correspond to those heard in the airplane.
Table B1B.--Table of Tasks vs. FTD Level>>
>SubjectiveFTD level requirements In order --------------- to be qualified at the FTD qualification level indicated, the FTD must be able to Number perform at least the
Notes tasks associated with 4 5 6 that level of qualification. See Notes 1 and 2 at the end of the Table1. Preflight Procedures1.a........ Preflight Inspection A A X (flight deck only).1.b........ Engine Start......... A A X1.c........ Pre-takeoff Checks... A A X2. Takeoff and Departure Phase2.a........ Rejected Takeoff
A (requires visual system).2.b........ Departure Procedure..X X3. In-flight Maneuvers3.a........ a. Steep Turns.......X X3.b........ b. Approaches toA X Stalls.3.c........ c. Engine FailureA X (procedures only)-- Multiengine Airplane.3.d........ d. Engine FailureA 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.
[[Page 59714]]
4. Instrument Procedures4.a........ Standard TerminalA X Arrival/Flight Management System Arrival.4.b........ Holding..............A X4.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 X5. Normal and Abnormal Procedures5.a........ Engine (including A A X shutdown and restart procedures only).5.b........ Fuel System.......... A A X5.c........ Electrical System.... A A X5.d........ Hydraulic System..... A A X5.e........ Environmental and A A X Pressurization Systems.5.f........ Fire Detection and A A X Extinguisher Systems.5.g........ Navigation andA A X Avionics Systems.5.h........ Automatic FlightA A X Control System, Electronic Flight Instrument System, and Related Subsystems.5.i........ Flight ControlA A X Systems.5.j........ Anti-ice and Deice A A X Systems.5.k........ Aircraft and Personal A A X Emergency Equipment6. Emergency Procedures6.a........ Emergency DescentA X (maximum rate).6.b........ Inflight Fire andA X Smoke Removal.6.c........ Rapid Decompression..A X6.d........ Emergency Evacuation. A A X7. Postflight Procedures7.a........ After-LandingA A X Procedures.7.b........ Parking and Securing. A A XNote 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.
[[Page 59715]]
Table B1C.--Table of Tasks vs. FTD Level>>
>Subject requirements In FTD level order to be qualified --------------- at the FTD qualification levelNumber indicated, the FTD must
Notes be able to perform at 4 5 6 least the tasks associated with that level of qualification.1. Instructor Operating Station (IOS)1.a.......... Power switch(es)....... X X X1.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, Surface, Presets, Lighting controls.1.d.......... Environmental controls. X X X e.g., Temp, Wind.1.e.......... Airplane systemA X X malfunctions (Insertion/deletion).1.f.......... Locks, Freezes, and X X X Repositioning.1.g.......... Sound Controls. (On/off/ X X X adjustment).1.h.......... Motion/Control Loading A X X System, as appropriate. On/off/ emergency stop.2. Observer Seats/Stations2.a.......... Position/Adjustment/ X X X Positive restraint system.
Attachment 2 to Appendix B to Part 60--Flight Training Device (FTD) Objective Tests
Begin Information1. Discussiona. 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 Advisory Circulars (AC) 25-7, as may be amended, Flight Test Guide for Certification of Transport Category Airplanes, and (AC) 23-8, as may be 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 Requirements2. Test Requirementsa. 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.c. Certain tests included in this attachment must be supported with a Statement of Compliance and Capability (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.[[Page 59716]]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. 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 snapshot.i. 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.j. 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.k. Testing Computer Controlled Airplane (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.l. 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.m. 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.End QPS Requirements
Table B2A.--Flight Training Device (FTD) Objective Tests>>Test
FTD >
Flight
level ----------------- Tolerancesconditions Test details ---------- NumberTitle
5 6Notes1. Performance1.a......... (Reserved)1.b......... Takeoff1.b.1....... Ground5% Takeoff......... Record
X This test is Acceleration time or 1 sec.
time for a
if RTO training minimum of 80%credit is of the segmentsought. from brake release to VR. Preliminary aircraft certification data may be used.1.b.2.(Reserved) through 1.b.6..
[[Page 59717]]
1.b.7....... Rejected Takeoff 3% Dry Runway...... Record time forX time or 1 second.
the segment from initiation of the Rejected Takeoff to full stop.1.b.8....... (Reserved)1.c......... Climb1.c.1....... Normal Climb all 3 kt Clean........... Flight test data X X enginesairspeed, 5% or
performance 100
manual data may ft/min (0.5 m/
be used. Record sec) climb rate.
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......... Engines1.f.1....... Acceleration.... Level 6: 10% Tt, Landing.power (N1, N2,time from or 0.25 sec.
Manifold
throttle Level 5: 1 sec.
idle to maximumreaching 90% of takeoff powergo around for a rapid
power. (slam) throttle movement.1.f.2....... Deceleration.... Level 6: 10% Tt,
power (N1, N2,time from or 0.25 sec.
Manifold
throttle Level 5: 1 sec.
maximum takeoffreaching 90% power to idledecay of for a rapid
maximum takeoff (slam) throttlepower. movement.2. Handling QualitiesFor 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 bothforce is not test fixture results and the results of an alternative approach, suchapplicable 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 Tests2.a.1.a..... Pitch Controller 2 lb Ground.......... Record resultsX Position vs. (0.9 daN)
for an Force andbreakout, 10% or
control sweep Position5
to the stops. Calibration. lb (2.2 daN) force, 2[deg] elevator.
[[Page 59718]]
2.a.1.b..... Pitch Controller 2 lb As determined by Record results XApplicable only Position vs. (0.9 daN)sponsor.during initialon continuing Force.breakout, 10% or
evaluation forevaluations. 5
an
The intent is lb (2.2 daN)
uninterruptedto design the force.
control sweepcontrol feel to the stops.for Level 5 to The recorded
be able to tolerances
manually fly an apply to
instrument subsequent
approach; and comparisons onnot to compare continuing
results to qualificationflight test or evaluations.
other such data.2.a.2.a..... Roll Controller 2 lb Ground.......... Record resultsX Position vs. (0.9 daN)
for an Force andbreakout, 10% or
control sweep Position3
to the stops. Calibration. lb (1.3 daN) force, 2[deg] aileron, 3[deg] spoiler angle.2.a.2.b..... Roll Controller 2 lb As determined by Record results XApplicable only Position vs. (0.9 daN)sponsor.during initialon continuing Force.breakout, 10% or
evaluation forevaluations. 3
an
The intent is lb (1.3 daN)
uninterruptedto design the force.
control sweepcontrol feel to the stops.for Level 5 to The recorded
be able to tolerances
manually fly an apply to
instrument subsequent
approach; and comparisons onnot to compare continuing
results to qualificationflight test or evaluations.
other such data.2.a.3.a..... Rudder Pedal 5 lb Ground.......... Record resultsX Position vs. (2.2 daN)
for an Force andbreakout, 10% or
control sweep Position5
to the stops. Calibration. lb (2.2 daN) force, 27[deg] rudder angle.2.a.3.b..... Rudder Pedal 5 lb As determined by Record results XApplicable only Position vs. (2.2 daN)sponsor.during initialon continuing Force.breakout, 10% or
evaluation forevaluations. 5
an
The intent is lb (2.2 daN)
uninterruptedto design the force.
control sweepcontrol feel to the stops.for Level 5 to The recorded
be able to tolerances
manually fly an apply to
instrument subsequent
approach; and comparisons onnot to compare continuing
results to qualificationflight test or evaluations.
other such data.2.a.4....... Nosewheel2 lb Ground.......... Record resultsX Steering(0.9 daN)
of an Controllerbreakout, 10% or
control sweep 3
to the stops. lb (1.3 daN) force.2.a.5....... Rudder Pedal 2[deg]
of an Calibration. nosewheel angle.
uninterrupted control sweep to the stops.
[[Page 59719]]
2.a.6....... Pitch Trim0.5[deg]
the test is to Surfaceof computed
compare the FTD Positiontrim surface
against design Calibration. angle.
data or equivalent.2.a.7....... (Reserved)2.a.8....... Alignment of 5[deg] of
simultaneous Throttle Lever throttle lever
recording for vs. Selected angle or 0.8 in (2
The tolerances Parameter.cm) for power
apply against control without
airplane data angular travel,
and between or 3% N1, or
case of 0.03 EPR,
powered or 3%
propeller lever maximum rated
is present, it manifold
must also be pressure, or
checked. For 3%
airplanes with torque.
throttle ``detents,'' all detents must be presented. May be a series of snapshot test results.2.a.9....... Brake Pedal 5 lb Ground.......... Two data pointsX Test not Position vs. (2.2 daN) or
are required:required unless Force.10% 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 TestsPower setting is that required for level flight unless otherwise specified.2.c.1....... Power Change 5 lb Approach........ May be a series X X Force.(2.2 daN) or,
of snapshot 20%
test results. force.
Power change dynamics test as described in test 2.c.1 of Table A2A of this part will be accepted.2.c.2....... Flap/Slat Change 5 lb Takeoff through May be a series X X Force.(2.2 daN) or, initial flap of snapshot 20% retraction, and test results. force.approach to Flap/Slat landing.change dynamics test as described in test 2.c.2 of Table A2A of this part will be accepted.2.c.3....... (Reserved)2.c.4....... Gear Change 5 lb TakeoffMay be a series X X Force.(2.2 daN) or, (retraction) of snapshot 20% and Approach test results. force.(extension). Gear change dynamics test as described in test 2.c.4 of Table A2A of this part will be accepted.2.c.5....... Longitudinal 0.5[deg] Approach, and state condition trim surface Landing.with wings angle 1[deg]
thrust set for elevator 1[deg]
May be a series pitch angle
of snapshot 5%
tests Level 5 net thrust or
may use equivalent.
equivalent stick and trim controllers in lieu of elevator and trim surface.
[[Page 59720]]
2.c.6....... Longitudinal 5 lb Cruise,Continuous timeX Maneuvering (2.2 daN) Landing.a series of (Stick Force/g). or 10% pitch
may be used. controller
Record results force
up to 30[deg] Alternative
of bank for method: 1[deg] or
landing 10%
configurations. change of
Record results elevator.
for up to 45[deg] 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.2.c.7....... Longitudinal 5 lb Approach........ May be a series X X Static(2.2 daN)
test results. or 10% pitch
for at least 2 controller
speeds above force.
and 2 speeds Alternative
below trim method: 1[deg] or
force tolerance 10%
is not change of
applicable if elevator.
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.2.c.8....... Stall Warning 3 Second Segment The stallX X (actuation of kts. airspeed, Climb, andmaneuver must stall warning 2[deg] Landing.thrust at or bank for speeds
near idle power greater than
and wings level actuation of
(1g). Record stall warning
the stall device or
warning signal initial buffet.
and initial buffet if applicable.2.c.9.a..... Phugoid Dynamics 10% Cruise.......... The test must X period, 10% of
whichever is time to \1/2\
less of the or double
following: amplitude or
Three full .02
cycles (six of damping
overshoots ratio.
after the input is completed), or the number of cycles sufficient to determine time to \1/2\ or double amplitude.2.c.9.b..... Phugoid Dynamics 10% Cruise.......... The test must X period,
include Representative
whichever is damping.
less of the following: Three full cycles (six overshoots after the input is completed), or the number of cycles sufficient to determine representative damping.2.c.10...... Short Period 1.5[deg] pitch angle or 2[deg]/ sec pitch rate, 0.10g acceleration..2.d......... Lateral Directional Tests
[[Page 59721]]
Power setting is that required for level flight unless otherwise specified.2.d.1....... (Reserved)2.d.2....... Roll Response 10% Cruise, and Record results X X (Rate).or 2[deg]/ Landing.controller sec roll rate.
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% Approach or Record fromX Flight deck or 2[deg]
roll through 10 Step Input. bank angle.
seconds after control is returned to neutral and released. May be combined with roll response (rate) test (see 2.d.2.).2.d.4.a..... Spiral Stability Correct trend Cruise.......... Record resultsX Airplane data and 3[deg] or
directions. Asmultiple tests 10%
an alternate
in same bank angle in
test,
direction may 30 seconds.
demonstrate thebe used. lateral control required to maintain a steady turn with a bank angle of 30[deg].2.d.4.b..... Spiral Stability Correct trend... Cruise..........
XAirplane data averaged from multiple tests in same direction may be used.2.d.5....... (Reserved)2.d.6.a..... Rudder Response. 2[deg]/ Landing.input of 20%- sec or 10% yaw
pedal throw rate.
must be used. Not required if rudder input and response is shown in Dutch Roll test (test 2.d.7.).2.d.6.b..... Rudder Response. Roll rate 2[deg]/ Landing.response to a sec, bank angle
given rudder 3[deg].2.d.7....... Dutch Roll (Yaw 0.5 Cruise, and Record resultsX Damper OFF). sec. or 10% of Landing.complete cycles period, 10% of
augmentation time to \1/2\
OFF, or the or double
number of amplitude or
cycles .02
sufficient to of damping
determine time ratio.
to \1/2\ or double amplitude.2.d.8....... Steady State For given rudder Approach or May be a series X X Sideslip.position 2[deg]
test results. bank angle,
Propeller 1[deg]
airplanes must sideslip angle,
test in each 10%
direction. or 2[deg]
is matched only aileron, 10% or
repeatability 5[deg]
continuing spoiler or
qualification equivalent
evaluations. roll, controller position or force.2.e.(Reserved) through 2.h.3. (Reserved)
[[Page 59722]]
4. (Reserved)5. (Reserved)6. FTD System Response Time6.a......... Latency................ 300 ms (or less) Take-off,One test isX 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. ................ ................ ................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).¤¤¤¤¤¤¤¤¤¤¤¤¤
Begin Information3. For Additional Information on the Following Topics, Please Refer to Appendix A, Attachment 2, and the Indicated Paragraph Within That AttachmentControl Dynamics, paragraph 3.Motion System, paragraph 5.Sound System, paragraph 6.Engineering Simulator Validation Data, paragraph 8.Approval Guidelines for Engineering Simulator Validation Data, paragraph 9.Validation Test Tolerances, paragraph 10.Validation Data Road Map, paragraph 11.Acceptance Guidelines for Alternative Engines Data, paragraph 12.Acceptance Guidelines for Alternative Avionics, paragraph 13.Transport Delay Testing, paragraph 14.Continuing Qualification Evaluation Validation Data Presentation, paragraph 15.End Information
4. Alternative Objective Data for FTD Level 5
Begin QPS Requirementsa. 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 that 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 recurrent 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 Informationd. The reader is encouraged to consult the Airplane Flight Simulator Evaluation[[Page 59723]]Handbook, Volumes I and II, published by the Royal Aeronautical Society, London, UK, and FAA Advisory Circulars (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>> 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 testAuthorized performance NumberTitle and procedure
range1. Performance1.c............. Climb1.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............. Engines1.f.1........... Acceleration; idle to 2-4 Seconds. takeoff power.1.f.2........... Deceleration; takeoff 2-4 Seconds. power to idle.2. Handling Qualities2.c............. Longitudinal Tests2.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.
[[Page 59724]]
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 staticMust 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[deg] 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 Tests2.d.2........... Roll response (rate)...... Must have a roll rate of 4[deg]-25[deg]/second. Roll rate must be measured through at least 30[deg] 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[deg]) after 20 seconds. Cruise configuration and normal cruise airspeed. Establish a 20[deg]- 30[deg] bank. When stabilized, neutralize the aileron control and release. Must be completed in both directions of turn.2.d.6.b.Rudder response........... 2[deg]-6[deg]/second yaw rate. Use 25 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 toand \1/2\-2 cycles. cruise and approach configurations.).2.d.8........... Steady state sideslip..... 2[deg]-10[deg] of bank; 4[deg]-10[deg] of sideslip; and Use 50 percent rudder 2[deg]-10[deg] of aileron. deflection. (Applicable to approach and landing configurations.)6. FTD System Response Time6.a............. Latency................... 300 milliseconds or less. Flight deck 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>> 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 testAuthorized performance NumberTitle and procedure
range1. Performance1.c............. Climb1.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............. Engines1.f.1........... Acceleration; idle to 2-5 seconds. takeoff power.1.f.2........... Deceleration; takeoff 2-5 seconds. power to idle.
[[Page 59725]]
2. Handling Qualities...................................................2.c............. Longitudinal Tests2.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 staticMust 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[deg] 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
[[Page 59726]]
2.d.2........... Roll response............. Must have a roll rate of Roll rate must be measured 4[deg]-25[deg]/second. through at least 30[deg] 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[deg]) after 20 normal cruise airspeed. seconds. Establish a 20[deg]- 30[deg] bank. When stabilized, neutralize the aileron control and release. Must be completed in both directions of turn.2.d.6.b......... Rudder response........... 3[deg]-6[deg]/second yaw Use 25 percent of maximum rate. rudder deflection. (Applicable to approach or landing configuration.).2.d.7........... Dutch roll, yaw damper A period of 2-5 seconds; off. (Applicable toand \1/2\-2 cycles. cruise and approach configurations.).2.d.8........... Steady state sideslip..... 2[deg]-10[deg] of bank; 4- Use 50 percent rudder10 degrees of sideslip; deflection. (Applicable and 2[deg]-10[deg] of to approach and landing aileron. configurations.).6. FTD System Response Time6.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>> The performance parameters in this table must be used to program the FTD in flight test data is not used to program the FTD.Applicable testAuthorized performance NumberTitle and procedure
range1. Performance1.c............. Climb1.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............. Engines1.f.1........... Acceleration; idle to 4-8 Seconds. takeoff power.1.f.2........... Deceleration; takeoff 3-7 Seconds. power to idle.2. Handling Qualities2.c............. Longitudinal Tests2.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
[[Page 59727]]
(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 staticMust 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[deg] 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 Tests2.d.2........... Roll response............. Must have a roll rate of Roll rate must be measured 4[deg]-25[deg]/second. through at least 30[deg] 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[deg]) after 20 normal cruise airspeed. seconds. Establish a 20[deg]- 30[deg] bank. When stabilized, neutralize the aileron control and release. Must be completed in both directions of turn..2.d.6.b......... Rudder response........... 3[deg]-6[deg]/second yaw Use 25 percent of maximum rate. rudder deflection. (Applicable to approach or landing configuration.).2.d.7........... Dutch roll, yaw damper A period of 2-5 seconds; off. (Applicable toand \1/2\-3 cycles. cruise and approach configurations.).2.d.8........... Steady state sideslip..... 2[deg]-10[deg] of bank; Use 50 percent rudder4[deg]-10[deg] of deflection. (Applicable sideslip; and 2[deg]- to approach and landing 10[deg] of aileron. configurations.)..
[[Page 59728]]
6. FTD System Response Time6.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>> The performance parameters in this table must be used to program the FTD in flight test data is not used to program the FTD.Applicable testAuthorized performance NumberTitle and procedure
range1. Performance1.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............. Engines1.f.1........... Acceleration; idle to 2-6 Seconds. takeoff power.1.f.2........... Deceleration; takeoff 1-5 Seconds. power to idle.2. Handling Qualities2.c............. Longitudinal Tests2.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
[[Page 59729]]
(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.ORb) 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 staticMust 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[deg] 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 Tests2.d.2........... Roll response............. Must have a roll rate of 4- Roll rate must be measured 25 degrees/second. through at least 30[deg] 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[deg]) after 20 normal cruise airspeed. seconds. Establish a 20[deg]- 30[deg] bank. When stabilized, neutralize the aileron control and release. Must be completed in both directions of turn..2.d.6.b......... Rudder response........... 3[deg]-6[deg]/second yaw Use 25 percent of maximum rate. rudder deflection. (Applicable to approach or landing configuration.).2.d.7........... Dutch roll, yaw damper A period of 2-5 seconds; off. (Applicable toand \1/2\-2 cycles. cruise and approach configurations.).2.d.8........... Steady state sideslip..... 2[deg]-10[deg] of bank; Use 50 percent rudder 4[deg]-10[deg] of deflection. (Applicable sideslip; and to approach and landing 2[deg]-10[deg] of aileron. configurations.).6. FTD System Response Time6.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 Requirements5. Alternative Data Sources, Procedures, and Instrumentation: Level 6 FTD Onlya. 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 B2F.End QPS Requirements
Begin Informationb. 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.[[Page 59730]]
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>> The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix B are not used.Alternative data Objective test reference sources, procedures, Notes and number and titleand instrumentation reminders1.b.1......................... Data may be acquired This test is Performance................... through arequired only Takeoff....................... synchronized video if RTO is Ground acceleration time...... recording of a stop sought. watch and the calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration.1.b.7......................... Data may be acquired This test is Performance................... through arequired only Takeoff....................... synchronized video if RTO is Rejected takeoff.............. recording of a stop sought. watch and the calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration.1.c.1......................... Data may be acquired Performance................... with a synchronized Climb......................... video of calibrated Normal climb all enginesairplane instruments operating..
and engine power throughout the climb range.1.f.1......................... Data may be acquired Performance................... with a synchronized Engines....................... video recording of Acceleration.................. engine instruments and throttle position.1.f.2......................... Data may be acquired Performance................... with a synchronized Engines....................... video recording of Deceleration.................. engine instruments and throttle position.2.a.1.a....................... Surface position data Handling qualities............ may be acquired from Static control tests.......... flight data recorder Pitch controller position vs. (FDR) sensor or, if force and surface position no FDR sensor, at calibration..
selected, significant column positions (encompassing significant column position data points), acceptable to the NSPM, using a control surface protractor on the ground (for airplanes with reversible control systems, this function should be accomplished with winds less than 5 kt). Force data may be acquired by using a hand held force gauge at the same column position data points.
[[Page 59731]]
2.a.2.a....................... Surface position data Handling qualities............ may be acquired from Static control tests.......... flight data recorder Wheel position vs. force and (FDR) sensor or, if surface position calibration.. no FDR sensor, at selected, significant column positions (encompassing significant column position data points), acceptable to the NSPM, using a control surface protractor on the ground (for airplanes with reversible control systems, this function should be accomplished with winds less than 5 kt). Force data may be acquired by using a hand held force gauge at the same column position data points.2.a.3.a....................... Surface position data Handling qualities............ may be acquired from Static control tests.......... flight data recorder Rudder pedal position vs.(FDR) sensor or, if force and surface position no FDR sensor, at calibration..
selected, significant column positions (encompassing significant column position data points), acceptable to the NSPM, using a control surface protractor on the ground (for airplanes with reversible control systems, this function should be accomplished with winds less than 5 kt). Force data may be acquired by using a hand held force gauge at the same column position data points.2.a.4......................... Breakout data may be Handling qualities............ acquired with a hand Static control tests.......... held force gauge. The Nosewheel steering force...... 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......................... Data may be acquired Handling qualities............ through the use of Static control tests.......... force pads on the Rudder pedal steeringrudder pedals and a calibration..
pedal position measurement device, together with design data for nose wheel position.2.a.6......................... Data may be acquired Handling qualities............ through calculations. Static control tests.......... Pitch trim indicator vs. surface position calibration..2.a.8......................... Data may be acquired Handling qualities............ through the use of a Static control tests.......... temporary throttle Alignment of power lever angle quadrant scale to vs. selected engine parameter document throttle (e.g., EPR, N1, Torque,position. Use a Manifold pressure)..synchronized video to record steady state instrument readings or hand-record steady state engine performance readings.2.a.9......................... Use of design or Handling qualities............ predicted data is Static control tests.......... acceptable. Data may Brake pedal position vs.be acquired by force..
measuring deflection at ``zero'' and at ``maximum.''2.c.1......................... Data may be acquired Power change Handling qualities............ by using an inertial dynamics test Longitudinal control tests.... measurement system is acceptable Power change force............ and a synchronized using the same video of thedata calibrated airplane acquisition instruments, throttle methodology. position, and the force/position measurements of flight deck controls.2.c.2......................... Data may be acquired Flap/slat change Handling qualities............ by using an inertial dynamics test Longitudinal control tests.... measurement system is acceptable Flap/slat change force........ and a synchronized using the same video of calibrated data airplane instruments, acquisition flap/slat position, methodology. and the force/ position measurements of flight deck controls.2.c.4......................... Data may be acquired Gear change Handling qualities............ by using an inertial dynamics test Longitudinal control tests.... measurement system is acceptable Gear change force............. and a synchronized using the same video of thedata calibrated airplane acquisition instruments, gear methodology. position, and the force/position measurements of flight deck controls.
[[Page 59732]]
2.c.5......................... Data may be acquired Handling qualities............ through use of an Longitudinal control tests.... inertial measurement Longitudinal trim............. system and a synchronized video of flight deck controls position (previously calibrated to show related surface position) and engine instrument readings.2.c.6......................... Data may be acquired Handling qualities............ through the use of an Longitudinal control tests.... inertial measurement Longitudinal maneuveringsystem and a stability (stick force/g).. synchronized video of the 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......................... Data may be acquired Handling qualities............ through the use of a Longitudinal control tests.... synchronized video of Longitudinal static stability. the airplane flight instruments and a hand held force gauge.2.c.8......................... Data may be acquired Airspeeds may be Handling qualities............ through across checked Longitudinal control tests.... synchronized video with those in Stall Warning (activation of recording of a stop the TIR and stall warning device)..watch and theAFM. calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration.2.c.9.a....................... Data may be acquired Handling qualities.by using an inertial Longitudinal control tests. measurement system Phugoid dynamics.............. and a synchronized video of the calibrated airplane instruments and the force/position measurements of flight deck controls.2.c.10........................ Data may be acquired Handling qualities............ by using an inertial Longitudinal control tests.... measurement system Short period dynamics......... and a synchronized video of the calibrated airplane instruments and the force/position measurements of flight deck controls.2.c.11........................ May use design data, Handling qualities............ production flight Longitudinal control tests.... test schedule, or Gear and flap/slat operating maintenance times..
specification, together with an SOC.2.d.2......................... Data may be acquired Handling qualities............ by using an inertial Lateral directional tests..... measurement system Roll response (rate).......... and a synchronized video of the calibrated airplane instruments and the force/position measurements of flight deck lateral controls.2.d.3......................... Data may be acquired Handling qualities............ by using an inertial Lateral directional tests..... measurement system (a) Roll overshoot............ and a synchronized OR............................ video of the (b) Roll response to flight calibrated airplane deck roll controller step instruments and the input..
force/position measurements of flight deck lateral controls.2.d.4......................... Data may be acquired Handling qualities............ by using an inertial Lateral directional tests..... measurement system Spiral stability.............. and a synchronized video of the calibrated airplane instruments; the force/position measurements of flight deck controls; and a stop watch.2.d.6.a....................... Data may be acquired Handling qualities............ by using an inertial Lateral directional tests..... measurement system Rudder response............... and a synchronized video of the calibrated airplane instruments; the force/position measurements of rudder pedals.2.d.7......................... Data may be acquired Handling qualities............ by using an inertial Lateral directional tests..... measurement system Dutch roll, (yaw damper OFF).. and a synchronized video of the calibrated airplane instruments and the force/position measurements of flight deck controls.
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2.d.8......................... Data may be acquired Handling qualities............ by using an inertial Lateral directional tests..... measurement system Steady state sideslip......... and a synchronized video of the calibrated airplane 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 Information1. Discussiona. 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 Statement of Qualification or as may be 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>>Number
Operations tasksTasks 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. PreflightAccomplish 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.
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3.b.3............... Nosewheel/rudder steering.4. In-Flight Operations4.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 flight4.c.4............... Holding.5. Approaches5.a.
.................................................. 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.
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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 Approach6.a................. Manually controlled.6.b................. Automatically controlled (if applicable).7. Any Flight Phase, as appropriate7.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 involved8.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).
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8.f.4............... Ground speed control.8.f.5............... Remote IOS, if installed.9. Sound Controls. On/off/adjustment10. Control Loading System (as applicable) On/off/emergency stop11. Observer Stations11.a................ Position.11.b................ Adjustments.
End QPS RequirementsTable B3B.--Table of Functions and Subjective Tests Level 5 FTD>>Number
Operations tasksTasks 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. PreflightAccomplish 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 Operations3.a................. Normal climb.3.b................. Cruise:3.b.1............... Performance characteristics (speed vs. power).3.b.2............... Normal turns.3.c................. Normal descent.4. Approaches4.a................. Coupled instrument approach maneuvers (as applicable for the systems installed).5. Any Flight Phase5.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.
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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>>Number
Operations tasksTasks 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................... 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 InformationTable of ContentsTitle of SampleFigure B4A Sample Letter, Request for Initial, Upgrade, or Reinstatement Evaluation Figure B4B Attachment: FSTD Information Form Figure B4C Sample Qualification Test Guide Cover Page Figure B4D Sample Statement of Qualification--Certificate Figure B4E Sample Statement of Qualification--Configuration List Figure B4F Sample Statement of Qualification--List of Qualified Tasks Figure B4G Sample Continuing Qualification Evaluation Requirements Page Figure B4H Sample MQTG Index of Effective FSTD Directives BILLING CODE 4910-13-P[[Page 59738]]
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[GRAPHIC] [TIFF OMITTED] TP22OC07.031BILLING CODE 4910-13-CAttachment 5 to Appendix B to Part 60--FSTD Directives Applicable to Airplane Flight Training DevicesAppendix C to Part 60--Qualification Performance Standards for Helicopter Full Flight Simulators
Begin InformationThis appendix establishes the standards for Helicopter Full Flight Simulator (FFS) evaluation and qualification. The Flight Standards Service, National Simulator Program Manager (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 Contents1. 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. FSTD Use (Sec. 60.11) 9. FSTD Objective Data Requirements (Sec. 60.13) 10. Special Equipment and Personnel Requirements for Qualification of the FSTD (Sec. 60.14) 11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15) 12. Additional Qualifications for a Currently Qualified FSTDs (Sec. 60.16) 13. Previously Qualified FSTDs (Sec. 60.17) 14. Inspection, Continuing Qualification Evaluation, and Maintenance Requirements (Sec. 60.19) 15. Logging FSTD Discrepancies (Sec. 60.20) 16. Interim Qualification of FSTDs for New Helicopter Types or Models (Sec. 60.21) 17. Modifications to FSTDs (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. FSTD 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--Full Flight Simulator 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 Full Flight SimulatorsEnd Information
1. Introduction
[[Page 59751]]Begin Informationa. 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, 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 120-35B, Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.(11) AC 120-57A, Surface Movement Guidance and Control System (SMGS).(12) AC 150/5300-13, Airport Design.(13) AC 150/5340-1G, Standards for Airport Markings.(14) AC 150/5340-4C, Installation Details for Runway Centerline Touchdown Zone Lighting Systems.(15) AC 150/5340-19, Taxiway Centerline Lighting System.(16) AC 150/5340-24, Runway and Taxiway Edge Lighting System.(17) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) Systems.(18) AC 150/5390-2B, Heliport Design.(19) International Air Transport Association document, ``Flight Simulator Design and Performance Data Requirements,'' as amended.(20) AC 29-2B, Flight Test Guide for Certification of Transport Category Rotorcraft.(21) AC 27-1A, Flight Test Guide for Certification of Normal Category Rotorcraft.(22) International Civil Aviation Organization (ICAO) Manual of Criteria for the Qualification of Flight Simulators, as amended.(23) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society, London, UK.(24) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and Instrument Ratings).(25) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs .End Information
2. Applicability (Sec. Sec. 60.1 and 60.2)
Begin InformationNo 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 InformationSee 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 InformationNo additional regulatory or informational material applies to Sec. 60.4, Qualification Performance Standards.End Information
5. Quality Management System (Sec. 60.5)
Begin InformationSee 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 Informationa. 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 (60 days after date of publication of the final rule in the Federal Register) 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[[Page 59752]]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 represent the helicopter (as described in Sec. 60.7(d)(2)).End Information
7. Additional Responsibilities of the Sponsor (Sec. 60.9)
Begin InformationThe 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 FSTD.End Information
8. FSTD Use (Sec. 60.11)
Begin InformationNo additional regulatory or informational material applies to Sec. 60.11, FSTD Use.End Information
9. FSTD Objective Data Requirements (Sec. 60.13)
Begin QPS Requirementsa. 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.(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:(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 yaw damper or throttle position; and(5) without alteration, adjustments, or bias; however the data may be rescaled, 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 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 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 snapshot.End QPS Requirements
Begin Informationf. 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 Qualification Test Guide (QTG), the sponsor should submit to the NSPM for approval, a descriptive document (a validation data roadmap) 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
[[Page 59753]]10. Special Equipment and Personnel Requirements for Qualification of the FSTD (Sec. 60.14)
Begin Informationa. 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 Requirementsa. In order to be qualified at a particular qualification level, the FFS must:(1) Meet the general requirements listed in Attachment 1;(2) Meet the objective testing requirements listed in Attachment 2; and(3) Satisfactorily accomplish the subjective tests listed in Attachment 3.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 qualification test guide (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, 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, 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, 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. SOCs must provide references to the sources of information that show the capability of the FFS to comply with the requirement, a rationale explaining how the referenced material is used, mathematical equations and parameter values used, and the conclusions reached; i.e., that the FFS complies with the requirement.(9) Recording procedures or equipment required to accomplish the objective tests.(10) The following information for each objective test designated in Attachment 2, 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[[Page 59754]]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. A copy of the eMQTG 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 Informationm. Only those FFSs that are sponsored by a certificate holder as defined in Appendix F 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, the objective tests listed in Attachment 2, 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 FSTD is qualified, referencing the tasks described in Table C1B in attachment 1. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FSTD 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 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.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.[[Page 59755]]End Information
12. Additional Qualifications for a Currently Qualified FSTD (Sec. 60.16)No additional regulatory or informational material applies to Sec. 60.16, Additional Qualifications for a Currently Qualified FFS.13. Previously Qualified FSTDs (Sec. 60.17)
Begin QPS Requirementsa. 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 (1 year after date of publication of the final rule in the Federal Register) each visual scene or airport model beyond the minimum required for the FSTD qualification level that is installed in and available for use in a qualified FSTD must meet the requirements described in Attachment 3 of this appendix.End QPS Requirements
Begin Informationd. 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.e. Each FFS user must obtain approval from the appropriate TPAA to use any FFS in an FAA-approved flight training program.f. The intent of the requirement listed in Sec. 60.17(b), for each FFS to have a Statement of Qualification 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.g. Downgrading of an FFS is a permanent change in qualification level and will necessitate the issuance of a revised Statement of Qualification 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.h. It is not the intent of the NSPM to discourage the improvement of existing simulation (e.g., the ``updating'' of a visual system to a newer model, 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.i. The NSPM will determine the evaluation criteria for an FSTD 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 Requirementsa. 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 inspection 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 Informationf. 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[[Page 59756]]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 FSTD Discrepancies (Sec. 60.20)
Begin InformationNo additional regulatory or informational material applies to Sec. 60.20. Logging FFS Discrepancies.End Information
16. Interim Qualification of FSTDs for New Helicopter Types or Models (Sec. 60.21)
Begin InformationNo 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 FSTDs (Sec. 60.23)
Begin QPS Requirementsa. 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 for a sample index of effective FSTD Directives. See Attachment 6 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 Informationa. 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. 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.c. 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 InformationIf 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 InformationIf 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 Requirementsa. FSTD modifications can include hardware or software changes. For FSTD 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 InformationNo 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. FSTD 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, FSTD Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA).
End InformationAttachment 1 to Appendix C to Part 60--General Simulator Requirements
Begin QPS Requirements1. Requirementsa. Certain requirements included in this appendix must be supported with a Statement of Compliance and Capability (SOC), which may include objective and subjective tests. The SOC will confirm that the requirement was satisfied, and describe how the requirement was met, such as gear modeling approach or coefficient of friction sources. The requirements for SOCs and tests 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 Information2. Discussiona. This attachment describes the general simulator requirements for qualifying a helicopter FFS. The sponsor should also consult the objective tests in Attachment 2 and the examination of functions and subjective tests listed in Attachment 3 to determine the complete requirements for a specific level simulator.[[Page 59757]]
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 FSTD 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 1
Table C1A.--Minimum Simulator Requirements> requirements>>> ---------------------------------------NumberGeneral Simulator B C DNotes Requirements1. General Flight Deck Configuration1.a.......... The simulatorX 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 or 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. An SOC is required.1.b.......... Those circuitX X X breakers that affect procedures and/ or result in observable flight deck indications must be properly located and functionally accurate An SOC is required.2. Programming2.a.......... A flight dynamics X X X 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 helicopter attitude, thrust, drag, altitude, temperature, gross weight, moments of inertia, center of gravity location, and configuration. An SOC is required.2.b.......... The simulatorX 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 and aerodynamic programming must include the following: A subjective test is required.2.c.1........ Ground effect.... X X X Applicable areas include flare and touch down from a running landing as well 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. Level B does not require hover programming. An SOC is required.
[[Page 59758]]
2.c.2........ Ground reaction.. X X X Reaction of the helicopter upon contact with the landing surface during landing (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. Level B does not require hover programming. An SOC is required.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. 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 should
the stated time occur before the
delays. For start of the
helicopter visual scene
response, change (the
acceleration in start of the
the appropriate scan of the
corresponding first video
rotational axis field containing
is preferred. 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.e.1........ Response must be X within 150 milliseconds of the helicopter response. Objective Tests are required. See Attachment 2 for Transport Delay and Latency Tests.2.e.2........ Response must beX X within 100 milliseconds of the helicopter response. Objective Tests are required. See Attachment 2 for Transport Delay and Latency Tests.2.f.......... The simulator
X X Simulator pitch, must simulate
side loading, brake and tire
and directional failure dynamics
control (including
characteristics antiskid
should be failure, if
representative appropriate).
of the helicopter. An SOC is required.2.g.......... The aerodynamicX X See Attachment 2 modeling in the
for further simulator must
information on include:
ground effect. (1) Ground 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) Representatio ns of settling with power, and. (6) Retreating blade stall.. An SOC is required. A demonstration of icing effects (if applicable) is required.2.h.......... The simulatorX 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 and must include a range of tabulated target values to enable a subjective test of the mass properties model to be conducted from the instructor's station.3. Equipment Operation
[[Page 59759]]
3.a.......... All relevantX 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. A subjective test is required.3.b.......... Communications, X X X See Attachment 3 navigation,
for further caution, and
information warning
regarding long- equipment must
range navigation be installed and
equipment. operate within the tolerances applicable for the helicopter being simulated. A subjective test is required.3.c.......... SimulatedX X X helicopter systems must operate as the helicopter systems would operate under normal, abnormal, and emergency operating conditions on the ground and in flight. A subjective test is required.3.d.......... The simulatorX 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. An objective test is required.3.e.......... Simulator controlX 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. Objective tests are required.4. Instructor/Evaluator Facilities4.a.......... In addition toX 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. A subjective test is required.4.b.......... The simulatorX 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. A subjective test is required.4.c.......... The simulatorX X X must have instructor controls for environmental conditions including wind speed and direction. A subjective test is required.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. A subjective test is required.
[[Page 59760]]
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 ground. circulating dust or snow conditions that develop as a result of rotor downwash. A subjective test is required.5. Motion System5.a.......... The simulatorX 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.A subjective test is required.5.b.......... The simulatorX 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 simulatorX 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) RunwayX X X rumble, oleo deflections, effects of ground speed, uneven runway, characteristi cs. (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 settling with power. (6) Representativ e cues resulting from touchdown. (7) Rotor vibrations. A subjective test is required for each.(8) Tire
X X failure dynamics. (9) Engine malfunction and engine damage. (10) Airframe ground strike. A subjective test is required for each.(11) Motion
X For air vibrations
turbulence, that result
general purpose from
disturbance atmospheric
models that disturbances.
approximate demonstrable flight test data are acceptable.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. A subjective test is required. An objective test is required.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 simulatorX X X ................. must have a visual system providing an out- of-the-flight deck view. A subjective test is required.
[[Page 59761]]
6.b.......... The simulatorX must provide a continuous field of view of at least 75[deg] horizontally and 30[deg] 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
XOptimization of must provide a
the vertical continuous
field of view visual field of
may be view of at least
considered with 146[deg]
respect to the horizontally and
specific 36[deg]
helicopter vertically per
flight deck cut- pilot seat. Both
off angle. The pilot seat
sponsor may visual systems
request the NSPM must be operable
to evaluate the simultaneously.
FFS for specific Horizontal field
authorization(s) of view is
for the centered on the
following: zero degree
(1) Specific azimuth line
areas within the relative to the
database needing aircraft
higher fuselage. The
resolution to minimum
support horizontal field
landings, take- of view coverage
offs and ground must be plus and
cushion minus one-half
exercises and (\1/2\) of the
training away minimum
from a heliport, continuous field
including of view
elevated requirement,
heliport, centered on the
helidecks and zero degree
confined areas. azimuth line
(2) For cross- relative to the
country flights, aircraft
sufficient scene fuselage. An SOC
details to allow must 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
of 146[deg] by
installations. 36[deg] (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 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. A subjective test 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[deg]
respect to the horizontally and
specific 56[deg]
airplane flight vertically per
deck cut-off pilot seat. Both
angle. The pilot seat
sponsor may visual systems
request the NSPM must be operable
to evaluate the simultaneously.
FFS for specific Horizontal field
authorization(s) of view is
for the centered on the
following: zero degree
(1) Specific azimuth line
areas within the relative to the
database needing aircraft
higher fuselage. The
resolution to minimum
support horizontal field
landings, take- of view coverage
offs and ground must be plus and
cushion minus one-half
exercises and (\1/2\) of the
training away minimum
from a heliport, continuous field
including of view
elevated requirement,
heliport, centered on the
helidecks and zero degree
confined areas. azimuth line
(2) For cross- relative to the
country flights, aircraft
sufficient scene fuselage. An SOC
details to allow must 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 the Zero Flight
approaches Time (ZFT)
(ARA), level. However,
harmonized where specific
visual/radar tasks require
representations extended fields
of of view beyond
installations. the 176[deg] by 56[deg] (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 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. An objective test is required.6.e.......... The visual system X X X Non-realistic must be free
cues might from optical
include 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. A subjective test is required.
[[Page 59762]]
6.f.......... The simulatorX X X must have operational landing lights for night scenes. Where used, dusk (or twilight) scenes require operational landing lights. A subjective test is required.6.g.......... The simulatorX 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.. A subjective test is required.6.h.......... Each airportX 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.. A subjective test is required.6.i.......... The distances at X X X which runway features are visible, as measured from runway threshold to a helicopter aligned with the runway on an extended 3[deg] glide slope must not be less than listed below: (1) Runway definition, strobe lights, approach lights, runway edge white lights and VASI or PAPI system lights from 5 statute miles (8 km) of the runway threshold.. (2) Runway centerline lights and taxiway definition from 3 statute miles (4.8 km).. (3) Threshold lights and touchdown zone lights from 2 statute miles (3.2 km).. (4) Runway markings within range of landing lights for night scenes and as required by three (3) arc- minutes resolution on day scenes.. A subjective test is required.6.j.......... The simulatorX X X must provide visual system compatibility with dynamic response programming. A subjective test is required.6.k.......... The simulatorX 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 pre- simulator flight
determined 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, at a main wheel height of 100 feet (30 meters) above the touchdown zone. An SOC is required. An objective test is required.6.l.......... The simulatorX must provide visual cues necessary to assess rate of change of height, height AGL, and translational displacement and rates during takeoffs and landings. A subjective test is required.6.m.......... The simulator
X X Examples of must have night
general terrain and dusk (or
characteristics twilight) visual
are fields, scene
roads, and capability,
bodies of water. including general terrain characteristics and significant landmarks, free from apparent quantization. The dusk (or twilight) scene must enable identification of a visible horizon and general terrain characteristics. A subjective test is required.
[[Page 59763]]
6.n.......... 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. A subjective test is required.6.o.......... The simulatorX 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. A subjective test is required.6.p.......... The simulator
X X must provide for quick confirmation of visual system color, RVR, focus, and intensity. An SOC is required. A subjective test is required.6.q.......... The simulator
X X must be capable of producing at least 10 levels of occulting. A subjective test is required.6.r.......... Night VisualX 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 airplane landing lights.6.s.......... 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.
[[Page 59764]]
6.t.......... Daylight Visual
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 quantization and other distracting visual effects while the simulator is in motion. Note: These requirements are applicable to any level of simulator equipped with a daylight visual system. An SOC is required.A subjective test is required. Objective tests are required.6.w.......... The simulator
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. A subjective test is required.6.x.......... The simulator
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. A subjective test is required.6.y.......... The simulator
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. A subjective test is required.6.z.......... The simulator
X must present realistic color and directionality of all airport lighting. A subjective test is required.7.a.......... The simulatorX 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. A subjective test 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. An objective test is required.
[[Page 59765]]
Table C1B.--Table of Tasks vs. Simulator Level>> Simulator levels
InformationSubjective Requirements The Numbersimulator must be able to perform the tasksB C D
Notes associated with that level of qualification.1. Preflight Procedures1.a.................... Preflight InspectionX 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 X1.b.2.................. Alternate start procedures. X X X1.b.3.................. Abnormal starts andX X X shutdowns (hot start, hung start).1.c.................... Taxiing--Ground............ X X X1.d.................... Taxiing--Hover............. X X X1.e.................... Pre-takeoff Checks......... X X X2. Takeoff and Departure Phase2.a.................... Normal takeoff2.a.1.................. From ground................ X X X2.a.2.................. From hover................. X X X2.a.3.................. Running.................... X X X2.b.................... Instrument................. X X X2.c.................... Powerplant Failure During X X X Takeoff.2.d.................... Rejected Takeoff........... X X X2.e.................... Instrument Departure....... X X X3. Climb3.a.................... Normal..................... X X X3.b.................... Obstacle clearance......... X X X3.c.................... Vertical................... X X X3.d.................... One engine inoperative..... X X X4. In-flight Maneuvers4.a.................... Turns (timed, normal,X X X steep).4.b.................... Powerplant Failure--X X X Multiengine Helicopters.4.c.................... Powerplant Failure--Single- X X X Engine Helicopters.4.d.................... Recovery From UnusualX X X Attitudes.4.e.................... Settling with Power........ X X X4.f.................... Specific Flight
A A A Characteristics incorporated into the user's FAA approved flight training program.5. Instrument Procedures5.a.................... Instrument Arrival......... X X X5.b.................... Holding.................... X X X5.c.................... Precision Instrument Approach5.c.1.................. Normal--All enginesX X X operating.
[[Page 59766]]
5.c.2.................. Manually controlled--One or X X X more engines inoperative.5.d.................... Non-precision InstrumentX X X Approach.5.e.................... Missed Approach5.e.1.................. All engines operating...... X X X5.e.2.................. One or more enginesX X X inoperative.5.e.3.................. Stability augmentationX X X system failure.6. Landings and Approaches to Landings6.a.................... Visual Approaches (normal, X X X steep, shallow).6.b.................... Landings6.b.1.................. Normal/crosswind6.b.1.a................ Running.................... X X X6.b.1.b................ From Hover................. X X X6.b.2.................. One or more enginesX X X inoperative.6.b.3.................. Rejected Landing........... X X X7. Normal and Abnormal Procedures7.a.................... Powerplant................. X X X7.b.................... Fuel System................ X X X7.c.................... Electrical System.......... X X X7.d.................... Hydraulic System........... X X X7.e.................... Environmental System(s).... X X X7.f.................... Fire Detection andX X X Extinguisher Systems.7.g.................... Navigation and AviationX X X Systems.7.h.................... Automatic Flight ControlX X X System, Electronic Flight Instrument System, and Related Subsystems.7.i.................... Flight Control Systems..... X X X7.j.................... Anti-ice and Deice Systems. X X X7.k.................... Aircraft and PersonalX X X Emergency Equipment.7.l.................... Special Missions tasksA A X (e.g., Night Vision goggles, Forward Looking Infrared System, External Loads and as may be listed on the Statement of Qualification.).8. Emergency Procedures (as applicable)8.a.................... Emergency Descent.......... X X X8.b.................... Inflight Fire and SmokeX X X Removal.8.c.................... Emergency Evacuation....... X X X8.d.................... Ditching................... X X X8.e.................... Autorotative Landing....... X X X8.f.................... Retreating blade stallX X X recovery.
[[Page 59767]]
8.g.................... Mast bumping............... X X X8.h.................... Loss of tail rotorX X X effectiveness.9. Postflight Procedures9.a.................... After-Landing Procedures... X X X9.b.................... Parking and Securing9.b.1.................. Rotor brake operation...... X X X9.b.2.................. Abnormal/emergencyX 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 FSTD and is working properly.Table C1C.--Table of Tasks vs. Simulator Level>>Subjective Simulator levels requirements The --------------------- simulator must be
Information able to perform
notesNumberthe tasks associated with B C D that level of qualification1............ Instructor Operating Station (IOS), as appropriate1.a.......... Power switch(es). X X X1.b.......... HelicopterX X X e.g., GW, CG, conditions.
Fuel loading, Systems, Ground Crew.1.c.......... Airports/X X X e.g., Selection, Heliports/
Surface, Helicopter
Presets, Landing Areas.
Lighting controls.1.d.......... EnvironmentalX X X e.g., Clouds, controls.
Visibility, RVR, Temp, Wind, Ice, Snow, Rain, and Windshear.1.e.......... Helicopter system X X X malfunctions (Insertion/ deletion).1.f.......... Locks, Freezes, X X X and Repositioning.2............ Sound Control2.a.......... On/off/adjustment X X X3............ Motion/Control Loading System3.a.......... On/off/emergency X X X stop.4............ Observer Seats/Stations4.a.......... Position/X X X ................. Adjustment/ Positive restraint system.
Attachment 2 to Appendix C to Part 60--Full Flight Simulator Objective Tests
Begin InformationTable of ContentsParagraph No.
Title1........................... Introduction.2........................... Test Requirements.Table C2A, Objective Test.
[[Page 59768]]
3........................... General.4........................... Control Dynamics.5........................... [Reserved].6........................... Motion System.7........................... Sound System.8........................... Additional Information About Flight Simulator Qualification for New or Derivative Helicopter.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 (Flights-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. Introductiona. 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 Requirements2. Test RequirementsA. The ground and flight tests required for qualification are listed in Table C2A. FFS Objective Tests. Computer generated simulator tests 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 be qualification level sought, it may be disregarded (e.g., an engine out missed approached for a single-engine helicopter, or a hover test for a Level B simulator) Each test result if compared against the validation data described in Sec. 6013 and in this appendix. Although use of a driver program designed to automatically accomplish the test 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 request must be produced on an appropriate recording device accepted to the NSPM and must include simulator number, data, time, condition, 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.c. Certain tests included in this attachment must be supported with a Statement of Compliance and Capability (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[[Page 59769]]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. 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.i. 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.j. 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.k. 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 effect 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.l. 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.m. For objective test purposes, ``Near maximum'' gross weight is a weight chosen by the sponsor or data provider that is not less than the basic operating weight (BOW) of the helicopter 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. ``Light'' gross weight is a weight chosen by the sponsor or data provider that is not more than 120% of the BOW of the helicopter being simulated or as limited by the minimum practical operating weight of the test helicopter. ``Medium'' gross weight is a weight chosen by the sponsor or data provider that is within 10 percent of the average of the numerical values of the BOW and the maximum certificated gross weight. (Note: BOW is 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. (References: Advisory Circular 120-27, ``Aircraft Weight and Balance;'' and FAA-H-8083-1, ``Aircraft Weight and Balance Handbook.'').End QPS Requirements
Table C2A.--Full Flight Simulator (FFS) Objective Tests>>
>Test
Simulator levelTolerance(s)Flight conditionTest details ---------------------Notes NumberTitle
B C D1. Performance1.a............. Engine Assessment1.a.1........... Start Operations1.a.1.a......... Engine start and Light Off Time--10% or 1 sec.,Used, if applicable. initiation of the Torque--5%, Rotor
steady state idle Speed--3%, Fuel Flow--
state idle to 10%, Gas
operating RPM. Generator Speed-- 5%, Power Turbine Speed-- 5%, Gas Turbine Temp.--30[deg]C.1.a.1.b......... Steady State Idle and Torque--3%, Rotor
state idle and conditions.Speed--1.5%, Fuel
conditions. May be a Flow--5%, Gas
tests. Generator Speed-- 2%, Power Turbine Speed-- 2%, Turbine Gas Temp.-- 20[deg]C.1.a.2........... Power Turbine Speed 10% of Ground............... Record engineX X X Trim.
total change of
response to trim power turbine speed,
system actuation in or 0.5%
both directions. change of rotor speed.1.a.3........... Engine and Rotor Torque--5%, Rotor
a step input to the Speed--1.5%.
collective. May be conducted concurrently with climb and descent performance tests.1.b............. Surface Operations
[[Page 59770]]
1.b.1........... Minimum Radius Turn.. 3 ft. Ground............... If brakes are used, X X X (0.9m) or 20% of
brake pedal position helicopter turn
and brake system radius.
pressure must be matched to the helicopter flight test value.1.b.2........... Rate of Turn vs. 10% or Ground Takeoff....... If brakes are used, X X X Pedal Deflection, 2[deg]/
brake pedal position Brake Application, sec. Turn Rate.
and brake system or Nosewheel Angle,
pressure must be as applicable.
matched to the helicopter flight test value.1.b.3........... Taxi................. Pitch Angle--1.5[deg],
control position and Torque--3%,
during ground taxi Longitudinal Control
for a specific Position--5%, Lateral
speed and direction, Control Position--
and density altitude. 5%, Directional Control Position 5%, Collective Control Position-- 5%.1.b.4........... Brake Effectiveness.. 10% of Ground...............
X X X time and distance.1.c............. Takeoff1.c.1........... All Engines.......... Airspeed--3 kt,Initial Segment of takeoff flight path Altitude--20 ft (6.1m),
helicopter model Torque--3%, Rotor
takeoff for Level B, Speed--1.5%, Vertical
for Level C and D). Velocity--100 fpm (0.50m/
criteria apply only sec) or 10%, Pitch
to those segments at Attitude--1.5[deg], Bank
effective Attitude--2[deg],
Results must be Heading--2[deg],
initiation of the Longitudinal Control
takeoff to at least Position--10%, Lateral Control Position-- 10%, Directional Control Position--10%, Collective Control Position--10%..1.c.2........... One EngineAirspeed--3 kt,Initial Segment of path as appropriate continued takeoff. Altitude--20 ft (6.1m),
simulated. Results Torque--3%, Rotor
from the initiation Speed--1.5%,Vertical
least 200 ft (61m) Velocity--100 fpm (0.50m/ sec) or 10%, Pitch Attitude--1.5[deg], Bank Attitude--2[deg], Heading--2[deg], Longitudinal Control Position-- 10%, Lateral Control Position-- 10%, Directional Control Position--10%, Collective Control Position--10%.1.c.3........... One EngineAirspeed Ground, Takeoff...... Time history from theX X inoperative,3 kt; Altitude 20 ft (6.1m),
touchdown. Test Torque conditions near 3%, Rotor Speed
limiting performance. 1.5%, Pitch Attitude 1.5[deg], Roll angle 1.5[deg], Heading 2[deg], 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
[[Page 59771]]
Performance.......... Torque--3%, Pitch(IGE); and Out of light and heavy Attitude--1.5[deg], Bank
be a series of Attitude--1.5[deg], Longitudinal Control Position--5%, Lateral Control Position-- 5%, Directional Control Position--5%, Collective Control Position-- 5%.1.e............. Vertical ClimbPerformance.......... Vertical Velocity-- From OGE Hover....... Record results forX X 100 fpm
light and heavy (0.50 m/sec) or
gross weights. May 10%,
be a series of Directional Control
snapshot tests. Position--5%, Collective Control Position-- 5%.1.f............. Level FlightPerformance andTorque--3%, PitchOn and Off).two gross weight and
performance at Control Positions. Attitude--1.5[deg],
varying trim speeds
endurance airspeed. Sideslip Angle--
throughout the 2[deg],
airspeed envelope. Longitudinal Control
May be a series of Position--5%, Lateral Control Position-- 5%, Directional Control Position--5%, Collective Control Position-- 5%.1.g............. ClimbPerformance andVertical Velocity-- All enginesRecord results forX X X Trimmed Flight100 fpm operating; Onetwo gross weight and Control Positions. (6.1m/sec) or 10%, Pitch Augmentationdata presented must Attitude--1.5[deg],
power conditions. Sideslip Angle--
May be a series of 2[deg],
snapshot tests. Longitudinal Control Position--5%, Lateral Control Position-- 5%, Directional Control Position--5%, Collective Control Position-- 5%.1.h............. Descent1.h.1........... Descent Performance Torque--3%, Pitch(5 m/sec) rate of recorded for two Control Positions. Attitude--1.5[deg],normal approachcombinations. May be Sideslip Angle-- speed. Augmentation a series of snapshot 2[deg], System(s) On and Off. tests. Longitudinal Control Position--5%, Lateral Control Position-- 5%, Directional Control Position--5%, Collective Control Position-- 5%.1.h.2........... AutorotationPitch Attitude--1.5[deg],Augmentationtwo gross weight Trimmed FlightSideslip Angle-- System(s) On and Off. conditions. Data Control Positions. 2[deg],
must be recorded for Longitudinal Control
normal operating Position--5%, Lateral
tolerance applies Control Position--
only if collective 5%,
control position is Directional Control
full down.) Data Position--5%, Collective
speeds from 50 kts, Control Position--
5 kts 5%,
through at least Vertical Velocity
maximum glide 100 fpm
distance airspeed. or 10%, Rotor Speed
May be a series of 1.5%.
snapshot tests.1.i............. Autorotation
[[Page 59772]]
Entry................ Rotor Speed--3%, Pitch
rapid throttle Attitude 2[deg], Roll
If the cruise Attitude--3[deg], Yaw
selected, comparison Attitude--5[deg],
maximum range Airspeed--5 kts,
climb condition is Vertical Velocity--
selected, comparison 200 fpm
must be made for the (1.00 m/sec) or 10%.
maximum rate of climb airspeed at or near maximum continuous power.1.j............. Landing1.j.1........... All Engines.......... Airspeed--3 kts.,
approach and landing Altitude--20 ft. (6.1
appropriate to the m), Torque--3%, Rotor
simulated (running Speed--1.5%, Pitch
or approach to a Attitude--1.5[deg], Bank
and D). For Level B, Attitude--1.5[deg],
only to those Heading--2[deg],
airspeeds above Longitudinal Control
effective Position--10%, Lateral Control Position-- 10%, Directional Control Position--10%, Collective Control Position--10%.1.j.2........... One EngineAirspeed--3 kts,
both Category A and Altitude--20 ft (6.1 m),
approaches and Torque--3%, Rotor
appropriate to Speed--1.5%, Pitch
simulated. For Level Attitude--1.5[deg], Bank
apply only to those Attitude--1.5[deg],
airspeeds above Heading--2[deg],
translational lift. Longitudinal Control Position--10%, Lateral Control Position-- 10%, Directional Control Position--10%, Collective Control Position--10%.1.j.3........... Balked Landing....... Airspeed--3 kts,
for the maneuver Altitude--20 ft (6.1 m),
stabilized approach Torque--3%, Rotor
decision point (LDP). Speed--1.5%, Pitch Attitude--1.5[deg], Bank Attitude--1.5[deg], Heading--2[deg], Longitudinal Control Position--10%, Lateral Control Position-- 10%, Directional Control Position--10%, Collective Control Position--10%.1.j.4........... AutorotationalTorque--3%, Rotor
an autorotational Speed--3%, Vertical
landing from a Velocity--100 fpm (0.50
autorotational m/sec) or 10%, Pitch
descent, to touch Attitude--2[deg], Bank Attitude--2[deg], Heading--5[deg], Longitudinal Control Position--10%, Lateral Control Position-- 10%, Directional Control Position--10%, Collective Control Position--10%.2. Handling Qualities2.a............. Control System Mechanical Characteristics
[[Page 59773]]
For simulators requiring Static or Dynamic tests at the controls (i.e., cyclic,
Contact the NSPM for collective, and pedal), special test fixtures will not be required during initial or
clarification of any upgrade evaluations if the sponsor's QTG/MQTG shows both test fixture results and the
issue regarding results of an alternative approach, such as computer plots produced concurrently showing
helicopters with satisfactory agreement. Repeat of the alternative method during the initial or upgrade
reversible controls evaluation would then satisfy this test requirement. For initial and upgrade evaluations,
or where the the control dynamic characteristics must be measured at and recorded directly from the
required validation flight deck controls, and must be accomplished in hover, climb, cruise, and autorotation.
data is not attainable.2.a.1........... Cyclic............... Breakout--0.25 lbsconditions with the uninterrupted
this test does not (0.112 daN) or 25%; hydraulic system (if control sweep to the
require the rotor to Force--1.0 lb (0.224 pressurized;does not apply if
The phrase ``if daN) or 10%.supplementalaircraft hardware
applicable'' hydraulicmodular controllers
regarding stability pressurizationare used.)
augmentation systems system may be used.
means if an Trim On and Off.
augmentation system Friction Off
is available and if Augmentation (if
this system may be applicable) On and
operational on the Off.
ground under static conditions as described here.2.a.2........... Collective/Pedals.... Breakout--0.5 lb (0.224 conditions with the uninterrupted
this test does not daN) or 25%; Force-- hydraulic system (if control sweep to the
require the rotor to 1.0 lb applicable)stops.
be engaged/turning. (0.224 daN) or 10%. pressurized;
The phrase ``if supplemental
applicable'' hydraulic
regarding stability pressurization
augmentation system system may be used.
means if a stability Trim On and Off.
augmentation system Friction Off.
is available and if Augmentation (if
this system may be applicable) On and
operational on the Off.
ground under static conditions as described here.''2.a.3........... Brake Pedal Force vs. 5 lbs Ground; Static..................... X X X Position.(2.224 daN) or 10%. conditions.2.a.4........... Trim System Rate (all Rate--10% Ground; StaticThe 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 Hover/Cruise, Trim Results must be
X X Typically, control axes).
time for first zero On, Friction Off. recorded for a
displacement of 25% crossing and 10 (N+1)% of
displacement in both
for proper period thereafter,
directions in each
excitation. Control 10% of
axis.
Dynamics for amplitude of first
irreversible control overshoot, 20% of
systems may be amplitude of 2nd and
evaluated in a subsequent
ground/static overshoots greater
condition. than 5% of initial
Additional displacement, 1 overshoot.
control dynamics is found later in this attachment. ``N'' is the sequential period of a full cycle of oscillation.
[[Page 59774]]
2.a.6........... Control System2%Ground; StaticRecord and compareX X X Flight Test Data for Freeplay.control
conditions; with the results for all
this test does not displacement, but hydraulic system (if controls.
require the rotor to not to exceed 0.15 in.pressurized; supplemental hydraulic pressurization system may be used.2.b............. Low Airspeed Handling Qualities2.b.1........... Trimmed FlightTorque--3%, PitchIGE--Sideward,several airspeed Attitude--1.5[deg], Bank forward flight.translational Attitude--2[deg],Off.
for 45 kts forward Longitudinal Control
airspeed. May be a Position--5%. Lateral
tests. Control Position-- 5%, Directional Control Position--5%, Collective Control Position-- 5%.2.b.2........... Critical Azimuth..... Torque--3%, PitchAugmentation On and three relative wind Attitude--1.5[deg], Bank
(including the most Attitude--2[deg],
the critical Longitudinal Control
quadrant. May be a Position--5%, Lateral
tests. Control Position-- 5%, Directional Control Position--5%, Collective Control Position-- 5%.2.b.3........... Control Response2.b.3.a......... Longitudinal......... Pitch Rate--10% or 2[deg]/sec,
The Off-axis
conducted in a Pitch Attitude
response must show
hover, in ground Change--10% or
unaugmented cases.
entering 1.5[deg].
translational flight, to provide better visual reference.2.b.3.b......... Lateral.............. Roll Rate--10% or 3[deg]/sec.
The Off-axis
conducted in a Roll Attitude
response must show
hover, in ground Change--10% or 3[deg].
translational flight, to provide better visual reference.2.b.3.c......... Directional.......... Yaw Rate--10% or 2[deg]/sec,
The Off-axis
conducted in a Heading Change--
response must show
hover, in ground 10% or
correct trend for
effect, without 2[deg].
unaugmented cases.
entering translational flight, to provide better visual reference.2.b.3.d......... Vertical............. Normal Acceleration-- Hover................ Record results for aX X 0.1 g.
step control input. The Off-axis response must show correct trend for unaugmented cases.2.c............. Longitudinal Handling Qualities
[[Page 59775]]
2.c.1........... Control Response..... Pitch Rate--10% or 2[deg]/sec,
cruise airspeeds to Pitch Attitude
include minimum Change--10% or 1.5[deg].
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 change Augmentation On and speeds on each side from trim or 0.25 in (6.3
May be a series of mm) or Longitudinal
snapshot tests. Control Force: 0.5 lb (0.223 daN) or 10%.2.c.3........... Dynamic Stability2.c.3.a......... Long Term Response... 10% of Cruise Augmentation For periodicX X X The response may be calculated period, On and Off.responses, record
unrepeatable 10% of
results for three
throughout the time to \1/2\ or
full cycles (6
stated time for double amplitude, or
overshoots after
certain helicopters. 0.02 of
input completed) or
In these cases, the damping ratio. For
that sufficient to
test should show at non-periodic
determine time to \1/
least that a responses, the time
2\ or double
divergence is history must be
amplitude, whichever
identifiable. For matched within 10% pitch; and
periodic responses,
the cyclic for a 10%
the test may be
given time normally airspeed over a 20-
terminated prior to
excites this test or sec period following
20 sec if the test
until a given pitch release of the
pilot determines
attitude is achieved controls.
that the results are
and then return the becoming
cyclic to the uncontrollably
original position. divergent.2.c.3.b......... Short Term Response.. 1.5[deg] Cruise or Climb. Record results for at X X X A control doublet Pitch or 2[deg]/sec, Off.
natural frequency of Pitch Rate. 0.1 g Normal
normally excites Acceleration.
this test.2.c.4........... Maneuvering Stability Longitudinal Control Cruise or Climb. Record results for at X X X Position--10% of Augmentation On and least two airspeeds change from trim or Off.
at 30[deg]-45[deg] 0.25 in.
roll angle. The (6.3 mm) or
force may be shown Longitudinal Control
as a cross plot for Forces--0.5 lb. (0.223
systems. May be a daN) or 10%.
tests.2.d............. Lateral and Directional Handling Qualities2.d.1........... Control Response2.d.1.a......... Lateral.............. Roll Rate--10% or 3[deg]/sec.,
including the speed Roll Attitude
at or near the Change--10% or 3[deg].
Record results for a step control input. The Off-axis response must show correct trend for unaugmented cases.
[[Page 59776]]
2.d.1.b......... Directional.......... Yaw Rate--10% or 2[deg]/sec.,
including the speed Yaw Attitude Change--
at or near the 10% or
minimum power 2[deg].
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 ControlCruise; or Climb (may Record results for at X X X This is a steady Stability.Position--10% of change of Climb ifangles on either
test. from trim or 0.25 in. (6.3 Augmentation On and point. The force may mm) or LateralOff.
be shown as a cross Control Force--0.5 lb. (0.223
irreversible daN) or 10%, Roll
systems. May be a Attitude--1.5,
tests. Directional Control Position--10% of change from 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 Stability2.d.3.a......... Lateral-Directional 0.5 sec. Cruise or Climb. Record results for at X X X Oscillations.or 10% Augmentation On/Off. least two airspeeds. of period, 10% of time to
initiated with a \1/2\ or double
cyclic or a pedal amplitude or 0.02 of
Record results for damping ratio, 20% or 1 sec of time
input completed) or difference between
that sufficient to peaks of bank and
determine time to or sideslip. For non-
double amplitude, periodic responses,
whichever is less. the time history
For non-periodic must be matched
response, the test within 10% yaw; 10% roll
the test pilot angle, and 10% airspeed,
results are becoming over a 20 sec period
uncontrollably roll angle following
divergent. release of the controls.2.d.3.b......... Spiral Stability..... 2[deg] or Cruise or Climb. Record the results of X X X 10% roll Augmentation On and a release from pedal angle.
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.
[[Page 59777]]
2.d.3.c......... Adverse/Proverse Yaw. Correct Trend, 2[deg]Augmentation On and history of initial transient sideslip Off.
entry into cyclic angle.
only turns, using only a moderate rate for cyclic input. Results must be recorded for turns in both directions.3. Motion System3.a............. Frequency ResponseBased on Simulator N/A.................. Required as part of X X X Capability.
MQTG but not required as part of continuing qualification evaluations. The test must demonstrate frequency response of the motion system as specified by the applicant for flight simulator qualification.3.b............. Leg BalanceLeg Balance.......... Based on Simulator N/A.................. Required as part of X X X Capability.
MQTG but not required as part of continuing evaluations. The test must demonstrate motion system leg balance as specified by the applicant for flight simulator qualification.3.c............. Turn AroundTurn Around.......... Based on Simulator N/A.................. Required as part of X X X Capability.
MQTG but not required as part of continuing qualification evaluations. 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
[[Page 59778]]
With the same input Accomplished in both Required as part of X X X See Paragraph 5.c. in signal, the test the ``ground'' mode the MQTG and at each
this attachment for results must beand in thecontinuing
additional repeatable to within ``flight'' mode of qualification
information. Note: 0.05g the motion system evaluation. The test
if there is no actual platformoperation.is accomplished by
difference in the linear acceleration
injecting a motion
model for ``ground'' in each axis.
signal to generate
and ``flight'' movement of the
operation of the platform. The input
motion system, this must be such that
should be described the rotational
in an SOC and will accelerations,
not require tests in rotational rates,
both modes. and linear accelerations are inserted before the transfer from helicopter center of gravity to the pilot reference point with a minimum amplitude of 5[deg]/sec/sec, 10[deg]/sec and 0.3g, respectively.3.e............. Motion Cueing Performance SignatureRequired as part of
See paragraph 5.d., MQTG but not
of this attachment, required as part of
Motion cueing continuing
performance qualification
signature. evaluations. These tests must be run with the motion buffet mode disabled.3.e.1........... Takeoff (all engines) As specified by the Ground............... Pitch attitude due to X X X Associated to test sponsor for flight
initial climb should
number 1.c.1. simulator
dominate over cab qualification.
tilt due to longitudinal acceleration.3.e.2........... Hover performance As specified by the Ground............... .....................X X Associated to test (IGE and OGE).sponsor for flight
number 1.d. simulator qualification.3.e.3........... Autorotation (entry). As specified by the Flight............... .....................X X Associated to test sponsor for flight
number 1.i. simulator qualification.3.e.4........... Landing (all engines) As specified by the Flight............... ..................... X X X Associated to test sponsor for flight
number 1.j.1. simulator qualification.3.e.5........... AutorotationAs specified by the Flight............... .....................X X Associated to test (landing).sponsor for flight
number 1.j.4. simulator qualification.3.e.6........... Control Response3.e.6.a......... Longitudinal......... As specified by the Flight............... ..................... X X X Associated to test sponsor for flight
number 2.c.1. simulator qualification.3.e.6.b......... Lateral.............. As specified by the Ground............... ..................... X X X Associated to test sponsor for flight
number 2.d.1.a. simulator qualification.3.e.6.c......... Directional.......... As specified by the ..................... ..................... X X X Associated to test sponsor for flight
number 2.d.1.c. simulator qualification.3.f............. Characteristic Motion Cues--For all of the following tests, the simulator test results
Characteristic motion must exhibit the overall appearance and trends of the helicopter data, with at least
cues may be separate three (3) of the predominant frequency ``spikes'' being present within 2 Hz.
from the ``main'' motion system.3.f.1........... Thrust effect with ..................... Ground............... The test must be
X brakes set.
conducted within 5% of the maximum possible thrust with brakes set.
[[Page 59779]]
3.f.2........... Buffet with landing ..................... Flight............... The test must be
X The airspeed selected gear extended.
conducted at an
for this test should airspeed below
be within the range landing gear
where the operator limiting airspeed.
typically conducts operations with the landing gear extended.3.f.3........... Buffet at approach-to- ..................... Flight............... The test must be
X stall.
conducted for approach to stall. Post stall characteristics are not required.3.f.4........... Buffet at high..................... Flight............... .....................
X airspeeds.3.f.5........... In-flight vibrations. ..................... Flight (clean.....................
X configuration).3.f.6........... Thrust effect with ..................... Ground............... The test must be
X brakes set.
conducted within 5% of the maximum possible thrust with brakes set.4. Visual System4.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........... Latency150 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).100 ms (or less) Climb, cruise,One test is requiredX X after helicopter descent, and hover. 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 DelayIf 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 less) N/A.................. A separate test isX after controller
required in each movement.
axis (pitch, roll, and yaw).
[[Page 59780]]
100 ms (or less) N/A.................. A separate test isX X after controller
required in each movement.
axis (pitch, roll, and yaw).4.b............. Field of View4.b.1........... Continuous field of The simulator must N/A.................. An SOC is requiredX
Horizontal field of view.
provide a continuous
and must explain the
view is centered on field of view of at
geometry of the
the zero degree least 75[deg]
installation.
azimuth line horizontally and
Additional
relative to the 30[deg] vertically
horizontal field of
aircraft fuselage. per pilot seat or
view capability may
Field of view may be the number of
be added at the
measured using a degrees necessary to
sponsor's discretion
visual test pattern meet the visual
provided the minimum
filling the entire ground segment
field of view is
visual scene (all requirement,
retained.
channels) with a whichever is
matrix of black and greater. Both pilot
white 5[deg] seat visual systems
squares. must be operable simultaneously. Wide- angle systems providing cross- flight deck viewing (for both pilots simultaneously) must provide a minimum field of view of at least 146[deg] horizontally and 36[deg] vertically. Any geometric error between the Image Generator eye point and the pilot eye point must be 8[deg] or less.4.b.2........... Continuous field of The simulator must N/A.................. An SOC is requiredXHorizontal field of view.
provide a continuous
and must explain the
view is centered on field of view of at
geometry of the
the zero degree least 146[deg]
installation.
azimuth line horizontally and
Horizontal field of
relative to the 36[deg] vertically
view of at least
aircraft fuselage. or the number of
146[deg] (including
Field of view may be degrees necessary to
not less than
measured using a meet the visual
73[deg] measured
visual test pattern ground segment
either side of the
filling the entire requirement,
center of the design
visual scene (all whichever is
eye point).
channels) with a greater. The minimum
Additional
matrix of black and horizontal field of
horizontal field of
white 5[deg] view coverage must
view capability may
squares. be plus and minus
be added at the one-half (\1/2\) of
sponsor's discretion the minimum
provided the minimum continuous field of
field of view is view requirement,
retained. Vertical centered on the zero
field of view of at degree azimuth line
least 36[deg] relative to the
measured from the aircraft fuselage.
pilot's and co- Any geometric error
pilot's eye point. between the Image Generator eye point and the pilot eye point must be 8[deg] or less.
[[Page 59781]]
4.b.3........... Continuous field of Continuous field of N/A.................. An SOC is required
X The horizontal field view.
view of at least
and must explain the
of view is 176[deg] horizontal
geometry of the
traditionally and 56[deg] vertical
installation.
described as a field of view for
Horizontal field of
180[deg] field of each pilot
view is centered on
view. However, the simultaneously. Any
the zero degree
field of view is geometric error
azimuth line
technically no less between the Image
relative to the
than 176[deg]. Field Generator eye point
aircraft fuselage.
of view may be and the pilot eye
Horizontal field of
measured using a point must be 8[deg]
view must be at
visual test pattern or less.
least 176[deg]
filling the entire (including not less
visual scene (all than 88[deg] either
channels) with a side of the center
matrix of black and of the design eye
white 5[deg] point). Additional
squares. 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[deg] measured from the pilot's and co- pilot's eye point.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[deg] 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-
(all channels) with lamberts or 7 cd/m2)
a test pattern of by the brightness
black and white level of any
squares, 5 per adjacent dark 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 brightness. Not less than six (6) N/A.................. Measure the
X Measurements may be foot-lamberts (20 cd/
brightness of the
made using a 1[deg] m\2\).
center, white square
spot photometer and while superimposing
a 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; however,
square, with a white measuring light
square in the center points is not
of each channel. acceptable.
[[Page 59782]]
4.e............. Surface resolution... Not greater than two N/A.................. An SOC is requiredX X The eye will subtend (2) arc minutes.
and must include the
two (2) arc minutes appropriate
when positioned on a calculations and an
3[deg] glide slope, explanation of those
6,876 ft slant range calculations.
from the centrally located threshold of a black runway surface painted with white threshold bars that are 16 ft wide with 4-foot gaps between the bars. This requirement is the same as 4 arc minutes per optical line pair.4.f............. Light point size..... Not greater than five N/A.................. An SOC is requiredX X Light point size may (5) arc-minutes.
and must include the
be measured using a relevant
test pattern calculations and an
consisting of a explanation of those
centrally located calculations.
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[deg] angle or less.4.g............. Light point contrast ..................... ..................... .....................
A 1[deg] spot ratio.
photometer may be used to measure a square of at least 1[deg] 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 10:1... N/A.................. An SOC is requiredX and must include the relevant calculations.4.g.2........... ..................... Not less than 25:1... N/A.................. An SOC is requiredX X and must include the relevant calculations.4.h............. Visual ground segment
[[Page 59783]]
The visible segment Landing
The QTG must contain X X X Pre-position for this in the simulator configuration,appropriate
test is encouraged, must be within 20% trimmed forcalculations and a
and may be achieved of the segmentappropriatedrawing showing the
via manual or computed to beairspeed, at 100 ft data used to
autopilot control to visible from the (30m) above theestablish the
the desired helicopter flight touchdown zone, on helicopter location
position. deck. Theglide slope with an and the segment of tolerance(s) may be RVR value set at the ground that is applied at either or 1,200 ft (350m). visible considering both ends of the
design eyepoint, the displayed segment.
helicopter attitude, However, lights and
flight deck cut-off ground objects
angle, and a computed to be
visibility of 1200 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. Sound System
[[Page 59784]]
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 data5.a............. Basic requirements5.a.1........... Ready for engine 5 dB per Ground............... Normal condition
X ..................... start.
\1/3\ octave band.
prior to engine start. The APU should be on if appropriate.5.a.2........... All engines at idle; 5 dB per Ground............... Normal condition
X ..................... rotor not turning \1/3\ octave band.
prior to lift-off. (if applicable) and rotor turning.5.a.3........... Hover................ 5 dB per Hover................ .....................
X \1/3\ octave band.5.a.4........... Climb................ 5 dB per En-route climb....... Medium altitude......
X ..................... \1/3\ octave band.5.a.5........... Cruise............... 5 dB per Cruise............... Normal cruise
X ..................... \1/3\ octave band.
configuration.5.a.6........... Final approach....... 5 dB per Landing.............. Constant airspeed,
X ..................... \1/3\ octave band.
gear down.5.b............. Special cases5 dB per As appropriate....... .....................
X These special cases \1/3\ octave band.
are identified as particularly significant during critical phases of flight and ground operations for a specific helicopter type or model.5.c............. Background noise3 dB per As appropriate....... Results of the
X The simulated sound \1/3\ octave band.
background noise at
will be evaluated to initial
ensure that the qualification must
background noise be included in the
does not interfere MQTG. Measurements
with training, must be made with
testing, or the simulation
checking. running, the sound muted, and a ``dead'' flight deck.5.d............. Frequency response
[[Page 59785]]
5 dB on ..................... Applicable only to
X Measurements are three (3)
Continuing
compared to those consecutive bands
Qualification
taken during initial when compared to
Evaluations.
qualification initial evaluation;
If frequency response
evaluation. and 2
plots are provided dB when comparing
for each channel at the average of the
the initial absolute differences
evaluation, these between initial and
plots may be continuing
repeated at the qualification
continuing evaluation.
qualification evaluation with the following tolerances applied:. (a) The continuing qualification \1/3\ octave band amplitudes should 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 Information3. Generala. 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 Advisory Circulars (AC) 25-7, as may be amended, Flight Test Guide for Certification of Transport Category Airplanes, and (AC) 23-8, as may be amended, Flight Test Guide for Certification of Part 23 Airplanes, for references and examples regarding flight testing requirements and techniques.4. Control Dynamicsa. 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 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 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 takeoff, cruise and landing flight conditions and configurations.(3) For helicopters with irreversible control systems, measurements may be obtained on the ground if proper pilot-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 would satisfy 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[[Page 59786]]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 Adfrom 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 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 helicopter airplane 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 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 C2B for an illustration of the reference measurements:T(P0)..................................... 10% of P0.End Information
Begin QPS Requirementc. 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, Full Flight Simulator (FFS) Objective Tests, Items 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 Informationd. 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. BILLING CODE 4910-13-PEnd Information
[[Page 59787]]
[GRAPHIC] [TIFF OMITTED] TP22OC07.032BILLING CODE 4910-13-CEnd Information
5. [Reserved]
Begin Information6. Motion Systema. 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.[[Page 59788]]
(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 1x10-3grams\2\/Hz would describe a heavy buffet and may be seen in the deep stall regime. Alternatively, a 1x10-6grams\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).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 a ZFT level simulator motion system to provide adequate on-set 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 ZFT level 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 Envelope a.1........ Pitch a.1.a...... Displacement. 25[deg]. a.1.b...... Velocity..... 20[deg]/sec. a.1.c...... Acceleration. 100[deg]/sec\2\. a.2........ Roll a.2.a...... Displacement. 25[deg]. a.2.b...... Velocity..... 20[deg]/sec. a.2.c...... Acceleration. 100[deg]/sec\2\. a.3........ Yaw a.3.a...... Displacement. 25[deg]. a.3.b...... Velocity -... 20[deg]/sec. a.3.c...... Acceleration. 100[deg]/sec\2\. a.4........ Vertical a.4.a...... Displacement. 34 in.[[Page 59789]]
a.4.b...... Velocity..... 24 in. a.4.c...... Acceleration. 0.8 g. a.5........ Lateral a.5.a...... Displacement. 45 in. a.5.b...... Velocity..... 28 in/sec. a.5.c...... Acceleration. 0.6 g. a.6........ Longitudinal a.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[deg]/ sec\2\/sec. a.8........ Initial Linear Acceleration Ratio a.8.a...... Vertical..... 6g/sec. a.8.b...... Lateral...... 3g/sec. a.8.c...... Longitudinal. 3g/sec.
[[Page 59790]]
[GRAPHIC] [TIFF OMITTED] TP22OC07.064BILLING CODE 4910-13-CNote: Motion system baseline performance repeatability tests should be repeated if the simulator weight changes for any reason (i.e., visual change or structural change). The new results should be used for future comparison.7. Sound Systema. 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 be presented in the format suggested by the ``International Air Transport Association (IATA) Flight Simulator Design and Performance Data Requirements,'' as amended. This[[Page 59791]]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:(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 Recurrent Frequency Response Test ToleranceInitialRecurrent Band center frequency
resultsresultsAbsolute (dBSPL)(dBSPL) difference50..............................................................75.073.81.2 63..............................................................75.975.60.3 80..............................................................77.176.50.6 100.............................................................78.078.30.3 125.............................................................81.981.30.6 160.............................................................79.880.10.3 200.............................................................83.184.91.8 250.............................................................78.678.90.3 315.............................................................79.578.31.2 400.............................................................80.179.50.9 500.............................................................80.779.80.9 630.............................................................81.980.41.5 800.............................................................73.274.10.9 1000............................................................79.280.10.9 1250............................................................80.782.82.1 1600............................................................81.678.63.0 2000............................................................76.274.41.8 2500............................................................79.580.71.2 3150............................................................80.177.13.0 4000............................................................78.978.60.3 5000............................................................80.177.13.0 6300............................................................80.780.40.3 8000............................................................84.385.51.2 10000...........................................................81.379.81.5 12500...........................................................80.780.10.6 16000...........................................................71.171.10.0Average
1.1
8. Additional Information About Flight Simulator Qualification for New or Derivative Helicoptersa. 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[[Page 59792]]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 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 Requirement9. Engineering Simulator--Validation Dataa. 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 should 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 should 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) Information that demonstrates an ability to qualify the FFS in which this data is to be used in accordance with the criteria contained in Sec. 60.15.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[[Page 59793]]
(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]
Begin QPS Requirement11. Validation Test Tolerancesa. 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.End QPS Requirement
Begin Informationb. 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) Any differences must be within 20% of the flight test tolerances. The reasons for any differences, other than those listed above, should be explained.(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 Roadmapa. 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 VDR table shown in Table C2D depicts a generic roadmap matrix identifying sources of validation data for an abbreviated list of tests. A complete matrix should address all test conditions.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, provide alternative data, or provide an acceptable basis for obtaining deviations from QTG validation requirements.End Information
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Begin Information13. [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) in this paragraph.) 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[[Page 59795]]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 nose wheel 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 Testinga. 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 helicopters;(2) Simulation of computer controlled helicopters using real helicopter black boxes;(3) Simulation of computer controlled helicopters using software emulation of helicopter boxes;(4) Simulation using software avionics or re-hosted 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 airplane 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. BILLING CODE 4910-13-P[[Page 59796]]
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[GRAPHIC] [TIFF OMITTED] TP22OC07.035BILLING CODE 4910-13-C16. Continuing Qualification Evaluations--Validation Test Data Presentationa. 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.[[Page 59798]]
(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 Requirements17. Alternative Data Sources, Procedures, and Instrumentation: Level B Simulators Onlya. 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 Informationb. 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 include 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 requirementsTable of objective tests
Alternative data sources,Level B onlyprocedures, andNotes and reminders Test reference number and title
instrumentation1.a.1.a. Performance. Engine Start
X Data may be acquired using a and 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 RotorX Data may be acquired by Speed Governing.
using a 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 Minimum Radius turn.
be used.
[[Continued on page 59800]]
From the Federal Register Online via GPO Access [wais.access.gpo.gov] ]
[[pp. 59800-59849]] Flight Simulation Training Device Initial and Continuing Qualification and Use[[Continued from page 59799]]
[[Page 59799]]
1.b.2. Performance. On Surface Taxi
X Data may be acquired by A single procedure may not Rate of Turn vs. Nosewheel Steering
using a constant tiller be adequate for all Angle.
position (measured with a rotorcraft steering protractor), or full pedal systems. Appropriate application for steadymeasurement procedures state turn, andmust be devised and synchronized video ofproposed for NSPM heading indicator. If less concurrence. than full pedal is used, pedal position must be recorded. 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 should 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 Inoperative (OEI), continued
using a synchronized video takeoff.
of the calibrated helicopter instruments and the force/position measurements of flight deck controls. Collective, cyclic, and pedal position time history should 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 Trimmed Flight Control Positions.
using a 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 Trimmed Flight Control Positions.
using a synchronized video of the calibrated helicopter instruments and the force/position measurements of flight deck controls. 1.h.1. Descent Performance and
X Data may be acquired by Trimmed Flight Control Positions.
using a 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 Trimmed Flight Control Positions.
using a 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 All Engines.
using a synchronized video of the calibrated helicopter instruments and the force/position measurements of flight deck controls.[[Page 59800]]
1.j.2. Performance. Running Landing
X Data may be acquired by One Engine Inoperative.
using a 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 Control Checks. Cyclic Controller
obtained using continuous Position vs. Force.
control position 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 Control Checks. Collective/Pedals
obtained using continuous vs. Force.
control position 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
X Brake pedal positions can be Pedal Force vs. Position.
obtained 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
X Control positions can be System Rate (all applicable
obtained using continuous systems).
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 System Freeplay.
direct measurement. 2.c.1. Longitudinal Handling
X Data may be acquired by qualities. Control Response.
using an 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 qualities. Static Stability.
using an 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 qualities. Dynamic Stability, Long
using an inertial Term Response.
measurement system, a 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 qualities. Dynamic Stability, Short
using an inertial Term Response.
measurement system, a synchronized video of the calibrated helicopter instruments and the force/ position measurements of flight deck controls.[[Page 59801]]
2.c.4. Longitudinal Handling
X Data may be acquired by qualities. Maneuvering stability.
using an 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 Control Response.
using an 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 qualities. Control response.
using an 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.
X Data may be acquired by Directional Static Stability.
using an 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 Lateral and Directional Stability
using an inertial Lateral-Directional Oscillations.
measurement system and a 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 Lateral and Directional Stability
using an inertial Spiral Stability.
measurement system and a 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 Lateral and Directional Stability.
using an inertial Adverse/Proverse Yaw.
measurement system and a synchronized video of the calibrated helicopter instruments, the force/ position measurements of flight deck controls.
Begin Information18. Visual Display Systemsa. Basic principles of an FSTD 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 modelled 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 FSTD 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[deg]-220[deg], the vertical field of view has been limited to about 40[deg]-45[deg]. These limitations result from tradeoffs in optical quality and interference between the display components and flight deck structures, but were sufficient to meet FSTD regulatory approval for Helicopter FSTDs. However, recent designs have been introduced with vertical fields of view of up to 60[deg] for helicopter applications.b. Basic principles of an FSTD 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[[Page 59802]]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[deg] by 90[deg] 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 modelled 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 modelled 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 FSTD 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. BILLING CODE 4910-13-P
End Information[[Page 59803]]
[GRAPHIC] [TIFF OMITTED] TP22OC07.036BILLING CODE 4910-13-CAttachment 3 to Appendix C to Part 60--Simulator Subjective Evaluation
Begin QPS Requirements1. Requirementsa. Except for special use visual scenes and airport models described below, all visual scenes and 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 and 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 scene content of the visual 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.[[Page 59804]]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 visual scenes and airport models classified as Class I, Class II, or Class III may be available to the instructor or evaluator. The classifications are as follows:(1) Class I (whether modeling real world airports or fictional airports), for those visual scenes and airport models used for simulator qualification at a specified level. These visual scenes and airport models must meet the minimum requirements in Table C3B of this attachment, be evaluated by the NSPM, be listed on the Statement of Qualification (SOQ), and be available for use at the simulator IOS.(2) Class II (whether modeling real world airports or fictional airports), for those visual scenes and airport models that are in excess of those used for simulator qualification at a specified level. These visual scenes and airport models must meet the minimum requirements set out in Table C3C of this attachment. These visual scenes and airport models may be made available on the simulator IOS without further involvement of the NSPM or the TPAA.(3) For an interim period (ending 2 years after the publication of the final rule in the Federal Register), Class III visual scenes and airport models (whether modeling real world airports, generic airports, or fictional airports) may be approved for specific purposes by the TPAA or a foreign regulatory authority for a foreign user of the device. Examples of approved activities include specific airport or runway qualification, very low visibility operations training, including Surface Movement Guidance System (SMGS) operations, or use of a specific airport visual model aligned with an instrument procedure for another airport for instrument training. At the end of the interim period, all Class III visual scenes and airport models must be classified as either a Class I or a Class II visual scene or airport model or be removed from availability at the simulator IOS. However, Class III visual scenes and airport models may continue to be used after the end of the interim period if they are part of a training program specifically approved by the TPAA or other regulatory authority that uses a task and capability analysis as the basis for approval of this specific media element, (i.e., the specific scene or model selected for use in that program).d. When a person sponsors an FSTD maintained by a person other than a U.S. certificate holder, the sponsor is accountable for that FSTD 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. However, the sponsor is accountable that the FSTD originally meets, and continues to meet, the visual scene and airport model requirements for Class II or Class III visual scenes and airport models that may be used by instructors or evaluators for training, checking, or testing under this chapter.f. When the visual scenes and airport models represent real world airports 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 below), an update to that visual scene or 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 60 days of the opening for use of the new airport runway, runway extension, new airport taxiway, or taxiway extension; or within 60 days of the closure of the runway or taxiway.(2) For a new or modified approach light system--within 30 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 6 months 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, the sponsor must provide a written extension request to the POI/TCPM stating the reason for the update delay and a proposed completion date. A copy of this request must also be sent to the NSPM. The sponsor will forward a copy of the POI/TCPM's response to the NSPM. If the POI/TCPM has granted an extension, the NSPM will issue an extension authorization, not to exceed an additional 12 months.End QPS Requirements
Begin Information2. Discussiona. 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 Statement of Qualification or as may be 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[deg] 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 visual scenes and 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 FSTD/visual media to provide an adequate environment in which the required SKAs may be 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/ .
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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) Rediffusion SP1, SP1T, and SP2.(2) Early CGI visual systems are excepted from the necessity of including runway numbers unless the runways 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) Rediffusion 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) Rediffusion 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>>Simulator level Number
Operations tasks
-------------- B C DTasks 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 Flight1.a....................................... Flight deck check: switches, indicators, systems, and X X X equipment.2. APU/Engine start and run-up2.a....................................... Normal start procedures.............................. X X X2.b....................................... Alternate start procedures........................... X X X2.c....................................... Abnormal starts and shutdowns (e.g., hot start, hung X X X start).2.d....................................... Rotor engagement..................................... X X X2.e....................................... System checks........................................ X X X3. Taxiing--Ground3.a....................................... Power required to taxi............................... X X X3.b....................................... Brake effectiveness.................................. X X X3.c....................................... Ground handling...................................... X X X3.d....................................... Water handling (if applicable)....................... ... X X3.e....................................... Abnormal/emergency procedures:3.e.1..................................... Brake system failure............................... X X X3.e.2..................................... Ground resonance................................... ... X X3.e.3..................................... Dynamic rollover................................... ... X X3.e.4..................................... Deployment of emergency floats/water landing....... ... X X3.e.5..................................... Others listed on the Statement of Qualification.... A X X4. Taxiing--Hover4.a....................................... Takeoff to a hover................................... X X X4.b....................................... Instrument response:4.b.1..................................... Engine instruments................................. X X X4.b.2..................................... Flight instruments................................. X X X4.b.3..................................... Hovering turns..................................... X X X
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4.c....................................... Hover power checks:4.c.1..................................... In ground effect (IGE)............................. X X X4.c.2..................................... Out of ground effect (OGE)......................... X X X4.d....................................... Crosswind/tailwind hover............................. X X X4.e....................................... Translating tendency................................. X X X4.f....................................... External load operations:4.f.1..................................... Hookup............................................. ... X X4.f.2..................................... Release............................................ ... X X4.f.3..................................... Winch operations................................... ... X X4.g....................................... Abnormal/emergency procedures:4.g.1..................................... Engine failure..................................... X X X4.g.2..................................... Fuel governing system failure...................... X X X4.g.3..................................... Settling with power (OGE).......................... X X X4.g.4..................................... Hovering autorotation.............................. ... X X4.g.5..................................... Stability augmentation system failure.............. X X X4.g.6..................................... Directional control malfunction.................... X X X4.g.7..................................... Loss of tail rotor effectiveness (LTE)............. ... X X4.g.8..................................... Others listed on the Statement of Qualification.... A X X4.h....................................... Pre-takeoff checks................................... X X X5. Takeoff/Translational Flight5.a....................................... Forward (up to effective translational lift)......... ... X X5.b....................................... Sideward (up to limiting airspeed)................... ... X X5.c....................................... Rearward (up to limiting airspeed)................... ... X X6. Takeoff and Departure Phase6.a....................................... Normal............................................... X X X6.a.1..................................... From ground........................................ X X X6.a.2..................................... From hover......................................... X X X6.a.2.a................................... Cat A............................................. X X X6.a.2.b................................... Cat B............................................. X X X6.a.3..................................... Running............................................ X X X6.a.4..................................... Crosswind/tailwind................................. X X X6.a.5..................................... Maximum performance................................ X X X6.a.6..................................... Instrument......................................... X X X6.a.7..................................... Takeoff from a confined area....................... X X X6.a.8..................................... Takeoff from a pinnacle/platform................... X X X
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6.a.9..................................... Takeoff from a slope............................... X X X6.a.10.................................... External load operations........................... ... X X6.b....................................... Abnormal/emergency procedures........................ X X X6.b.1..................................... Takeoff with engine failure after critical decision X X X point (CDP).6.b.1.a................................... Cat A............................................. ... X X6.b.1.b................................... Cat B............................................. ... X X6.c....................................... Rejected takeoff:6.c.1..................................... Land............................................... X X X6.c.2..................................... Water (if appropriate)............................. X X X6.d....................................... Instrument departure................................. X X X6.e....................................... Others as listed on the Statement of Qualification... A X X7. Climb7.a....................................... Normal............................................... X X X7.b....................................... Obstacle clearance................................... X X X7.c....................................... Vertical............................................. ... X X7.d....................................... One engine inoperative............................... X X X7.e....................................... Others as listed on the Statement of Qualification... A X X8. Cruise8.a....................................... Performance.......................................... X X X8.b....................................... Flying qualities..................................... X X X8.c....................................... Turns................................................ X X X8.c.1..................................... Timed.............................................. X X X8.c.2..................................... Normal............................................. X X X8.c.3..................................... Steep.............................................. X X X8.d....................................... Accelerations and decelerations...................... X X X8.e....................................... High speed vibrations................................ X X X8.f....................................... (Reserved)8.g....................................... Abnormal/emergency procedures........................ X X X8.g.1..................................... Engine fire........................................ X X X8.g.2..................................... Engine failure..................................... X X X8.g.3..................................... Inflight engine shutdown and restart............... X X X8.g.4..................................... Fuel governing system failures..................... X X X8.g.5..................................... Directional control malfunction.................... X X X8.g.6..................................... Hydraulic failure.................................. X X X8.g.7..................................... Stability system failure........................... X X X
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8.g.8..................................... Rotor vibrations................................... X X X8.g.9..................................... Recovery from unusual altitudes.................... X X X9. Descent9.a....................................... Normal............................................... X X X9.b....................................... Maximum rate......................................... X X X9.c....................................... Autorotative:9.c.1..................................... Straight-in........................................ X X X9.c.2..................................... With turn.......................................... X X X9.d....................................... External Load........................................ ... X X10. Approach10.a...................................... Non-precision........................................ X X X10.a.1.................................... All engines operating.............................. X X X10.a.2.................................... One or more engines inoperative.................... X X X10.a.3.................................... Approach procedures................................ X X X10.a.3.a.................................. NDB............................................... X X X10.a.3.b.................................. VOR, RNAV, TACAN.................................. X X X10.a.3.c.................................. ASR............................................... X X X10.a.3.d.................................. Circling.......................................... X X X10.a.3.e.................................. Helicopter only................................... X X X10.a.4.................................... Missed approach.................................... X X X10.a.4.a.................................. All engines operating............................. X X X10.a.4.b.................................. One or more engines inoperative................... X X X10.b...................................... Precision............................................ X X X10.b.1.................................... All engines operating.............................. X X X10.b.2.................................... Manually controlled--one or more enginesX X X inoperative.10.b.3.................................... Approach procedures................................ X X X10.b.3.a.................................. PAR............................................... X X X10.b.3.b.................................. MLS............................................... X X X10.b.3.c.................................. ILS............................................... X X X10.b.3.c.................................. (1) Manual (raw data)............................. X X X10.b.3.c.................................. (2) Flight director only.......................... X X X10.b.3.c.................................. Autopilot*only.................................... X X X10.b.3.c.................................. Cat I............................................. X X X10.b.3.c.................................. Cat II............................................ X X X10.b.4.................................... Missed approach:
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10.b.4.a.................................. All engines operating............................. X X X10.b.4.b.................................. One or more engines inoperative................... X X X10.b.4.c.................................. Stability system failure.......................... X X X10.c...................................... Others as listed on the Statement of Qualification... A X X11. Landings and Approaches to Landings11.a...................................... Visual approaches:11.a.1.................................... Normal............................................. X X X11.a.2.................................... Steep.............................................. X X X11.a.3.................................... Shallow............................................ X X X11.a.4.................................... Crosswind.......................................... X X X11.a.5.................................... Category A profile................................. ... X X11.a.6.................................... Category B profile................................. ... X X11.a.7.................................... External Load...................................... ... X X11.b...................................... Abnormal/emergency procedures:11.b.1.................................... Directional control failure........................ X X X11.b.2.................................... Hydraulics failure................................. X X X11.b.3.................................... Fuel governing failure............................. X X X11.b.4.................................... Autorotation....................................... X X X11.b.5.................................... Stability system failure........................... X X X11.b.6.................................... Others listed on the Statement of Qualification.... A X X11.c...................................... Landings:11.c.1.................................... Normal............................................. X X X11.c.1.a.................................. Running........................................... X X X11.c.1.b.................................. From Hover........................................ X X X11.c.2.................................... Pinnacle/platform.................................. X X X11.c.3.................................... Confined area...................................... X X X11.c.4.................................... Slope.............................................. ... X X11.c.5.................................... Crosswind.......................................... X X X11.c.6.................................... Tailwind........................................... X X X11.c.7.................................... Rejected Landing................................... X X X11.c.8.................................... Abnormal/emergency procedures:11.c.8.a.................................. From autorotation................................. ... X X11.c.8.................................... One or more engines inoperative.................... X X X11.c.8.................................... Directional control failure........................ X X X11.c.8.................................... Hydraulics failure................................. X X X
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11.c.8.................................... Stability augmentation system failure.............. X X X11.c.8.................................... Other (as may be listed on the Statement ofA X X Qualification).12. Any Flight Phase12.a.1.................................... Air conditioning................................... X X X12.a.2.................................... Anti-icing/deicing................................. X X X12.a.3.................................... Auxiliary power-plant.............................. X X X12.a.4.................................... Communications..................................... X X X12.a.5.................................... Electrical......................................... X X X12.a.6.................................... Fire detection and suppression..................... X X X12.a.7.................................... Stabilizer......................................... X X X12.a.8.................................... Flight controls.................................... X X X12.a.9.................................... Fuel and oil....................................... X X X12.a.10................................... Hydraulic.......................................... X X X12.a.11................................... Landing gear....................................... X X X12.a.12................................... Oxygen............................................. X X X12.a.13................................... Pneumatic.......................................... X X X12.a.14................................... Powerplant......................................... X X X12.a.15................................... Flight control computers........................... X X X12.a.16................................... Stability and control augmentation................. X X X12.b...................................... Flight management and guidance system:12.b.1.................................... Airborne radar..................................... X X X12.b.2.................................... Automatic landing aids............................. X X X12.b.3.................................... Autopilot.......................................... X X X12.b.4.................................... Collision avoidance system......................... X X X12.b.5.................................... Flight data displays............................... X X X12.b.6.................................... Flight management computers........................ X X X12.b.7.................................... Heads-up displays.................................. X X X12.b.8.................................... Navigation systems................................. X X X12.c...................................... Airborne procedures:12.c.1.................................... Holding............................................ X X X12.c.2.................................... Air hazard avoidance............................... X X X12.c.3.................................... Retreating blade stall recovery.................... X X X12.c.4.................................... Mast bumping....................................... X X X12.c.5.................................... Loss of directional control........................ X X X12.c.6.................................... Loss of tail rotor effectiveness................... ... X X
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12.c.7.................................... Others listed on the Statement of Qualification.... A X X13. Engine Shutdown and Parking13.a...................................... Engine and systems operation......................... X X X13.b...................................... Parking brake operation.............................. X X X13.c...................................... Rotor brake operation................................ X X X13.d...................................... Abnormal/emergency procedures........................ X X XNote: 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>>Simulator Visual scene content requirements for level Numberqualification at the stated level -------------- Class I visual scenes/visual models B C DThis 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 for Non-Zero Flight Time (NZFT) Level simulators 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 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 Statement of Qualification.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................ X1.c.2............. Runway threshold elevations andX locations must be modeled to provide sufficient correlation with helicopter systems (e.g., altimeter).1.c.3............. Runway surface and markings.......... X1.c.4............. Lighting for the runway in useX 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........ X1.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..
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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 item 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 Statement of Qualification.2.a............... There must be at least the following airport/ helicopter landing areas2.a.1............. At least one (1) representativeX X airport.2.a.2............. At least three representative non-airport landing areas, as follows:2.a.2.a........... At least one (1) representativeX 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 landingX X area that meets the definition of a ``confined landing area''.2.a.2.c........... At least one (1) helicopter landingX X area on a sloped surface where the slope is at least 2\1/2\[deg].2.b............... For each of the airport/helicopterX 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 X2.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 staticX X clutter (e.g., other aircraft, power carts, tugs, fuel trucks).2.c.3............. Representative depiction of terrainX 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 TouchdownX X and Lift-Off Area (TLOF) or the Final Approach and Takeoff Area (FATO), as appropriate.2.c.6............. Perimeter lighting for the TLOF orX X the FATO areas, as appropriate.2.c.7............. Appropriate markings and lighting toX 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, andX 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 staticX 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 item 2.a.2.) and each of these non-airport landing areas must have at least one of the following hazards:2.d.1............. Other airborne traffic...............X X2.d.2............. Buildings, trees, or other verticalX X obstructions in the immediate landing area.
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2.d.3............. Suspended wires in the immediateX X landing area.2.e............... Airport applications. Each airport must have the following:2.e.1............. At least one runway designated asX X ``in-use,'' appropriately marked and capable of being lighted fully.2.e.2............. Runway threshold elevations andX X locations must be modeled to provide sufficient correlation with helicopter systems (e.g., HGS, GPS, altimeter); slopes in runways, taxiways, and ramp areas may not cause distracting or unrealistic effects, including pilot eye-point height variation.2.e.3............. Appropriate approach lighting systemsX 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........X3................. Visual scene management The following is the minimum visual scene management requirements for simulators at the NZFT and ZFT levels.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 for simulators at the NZFT and ZFT simulator levels. 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[deg] 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 AidX X X lights (VASI or PAPI) from 3 sm (5 km) of the threshold.4.d............... For runways: Visual Approach AidX 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: FlushX 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 visual 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 Statement of Qualification (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 either modeled using airport/heliport pictures, construction drawings and maps, U.S. National Imagery and Mapping Agency data, or other data, or modeled in accordance with published regulatory material.5.a............... The surface and markings for each ``in-use'' runway or helicopter landing area must include the following:
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5.a.1............. For airports: runway thresholdX 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 runwayX X X distance remaining, intersecting runway with taxiway, and intersecting taxiway with taxiway.5.e.2............. For helicopter landing areas: as may X X X be 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 withX 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 X integrated helicopter systems, where fitted (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).6.f............... The effect of rain removal devices...X X7................. 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 beX X free from apparent quantization (aliasing).7.b............... System capable of portraying fullX 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.
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7.e............... Demonstration of a minimum of tenX X levels of occulting through each channel of the system in an operational scene.7.f............... System capable of providing focusX X effects that simulate rain.7.g............... System capable of providing focusX 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 toX 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 effectsX 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 variableX X cloud density, speed cues and ambient changes.8.d............... The effect of multiple cloud layersX 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 lightingX X such as halos and defocus.8.h............... Effect of own-ship lighting inX 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 simulators at the NZFT and ZFT simulator levels.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 andX X flight traffic.End QPS RequirementBegin Information10................ 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.
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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>>Visual scene content additional Simulator visual models beyond minimumlevel Numberrequired for qualification Class -------------- II visual scenes/visual models B C DThis 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...................... Visual scene 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'' helicopterX X X 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 for simulators at Level 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[deg] 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, X X X and 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 X X X or PAPI) from 3 sm (5 km) of the threshold.2.a.4.................. Visual Approach Aid lights (VASI X X X or PAPI) from 5 sm (8 km) of the threshold.2.a.5.................. Threshold lights and touchdown X X X zone 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 X X X 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 X X X raised 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/ ... X X blue/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[[Page 59817]]
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 modeled using airport pictures, construction drawings and maps, or other data, or modeled 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.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: X X X 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,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,X X X centerline (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 ... ... X of 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 simulators at the NZFT and ZFT simulator levels.4.a.................... The airport model must beX 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 ramp areas 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 ofX X X environment relating to flight simulator attitudes.5.c.................... Visual cues to assess sink rate X X X and 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 fromX X X distracting jitter, smearing or streaking.6.b.................... Surfaces and textural cues free ... X X from apparent quantization (aliasing).6.c.................... Correct color and realistic ... ... X textural cues.7...................... Instructor controls of the following: The following are the minimum instructor controls that must be available in simulators at the NZFT and ZFT simulator levels.7.a.................... Environmental effects, e.g., X X X cloud base (if used), cloud effects, cloud density, visibility in statute miles/ kilometers and RVR in feet/ meters.
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7.b.................... Airport/Heliport selection...... X X X7.c.................... Airport lighting includingX X X variable intensity.7.d.................... Dynamic effects including ground ... X X and flight traffic.End QPS RequirementsBegin Information8...................... Sponsors are not required to X X X 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 C3D.--Functions and Subjective Tests>>Simulator levelNumber Motion system --------------------- Information effectsB C DThis 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,X X X If time permits, oleo deflection,
different gross ground speed,
weights can also uneven runway,
be selected as runway and
this may also taxiway
affect the centerline light
associated characteristics:
vibrations Procedure: After
depending on the helicopter
helicopter type. has been pre-set
The associated to the takeoff
motion effects position and
for the above then released,
tests should taxi at various
also include an speeds with a
assessment of smooth runway
the effects of and note the
rolling over 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. The associated motion vibrations should be affected by ground speed and runway roughness.2............ Friction Drag ..... X X from Skid-type Landing 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-X X X Does not require Track and/or Out-
becoming of-Balance
airborne. The condition:
abnormal Procedure: Select
vibration for the malfunction
Out-of-Track and or condition
Out-of-Balance from the IOS.
conditions Start the
should be engine(s)
recognized in normally and
the frequency check for an
range of the abnormal
inverse of the vibration for an
period for each; Out-of-Track
i.e., 1/P for condition and
vertical check for an
vibration, and 1/ abnormal
P for lateral vibration for an
vibration. Out-of-Balance condition.4............ Bumps associated X X X When the landing with the landing
gear is extended gear:
or retracted, Procedure:
motion bumps can Perform a normal
be felt when the take-off paying
gear locks into special
position. attention to the bumps that could be perceptible due to maximum oleo extension after lift-off.5............ Buffet duringX 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 helicopter.6............ Failure ofX X X Dynamic Vibration Absorber or similar system as appropriate for the helicopter (e.g., droop stop or static stop):[[Page 59819]]
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 X X X The tail rotor Failure:
operates in the Procedure: With
medium frequency the engine(s)
range, normally running and the
estimated by rotor engaged--
multiplying the select the
tail rotor gear malfunction and
box ratio by the note the
main rotor RPM. immediate
The failure can increase of
be recognized by medium frequency
an increase in vibration.
the vibrations in this frequency range.8............ Touchdown cuesX X X for 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 helicopter.9............ Tire failure
X X The pilot may dynamics:
notice some Procedure:
yawing with a Simulate a
multiple tire single tire
failure selected failure and a
on the same multiple tire
side. This failure.
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
X X X malfunction and engine damage: 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. The associated engine instruments should also vary according to the nature of the malfunction.11........... Tail boomX X X The motion effect strikes:
should be felt Procedure: Tail-
as a noticeable strikes can be
nose down checked by over-
pitching moment. rotation of the helicopter at a quick stop or autorotation to the ground.12........... Settling with
X X When the aircraft Power:
begins to Procedure: To
shudder, the enter the
application of maneuver, reduce
additional up power below
collective hover power.
increases the Hold altitude
vibration and with aft cyclic
sink rate. until the airspeed approaches 20 knots. Then allow the sink rate 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 BladeX X Correct recovery Stall:
from retreating Procedure: To
blade stall enter the
requires the maneuver,
collective to be increase forward
lowered first, airspeed; the
which reduces effect should be
blade angles and recognized when
the angle of the forward
attack. Aft speed is equal
cyclic can then to the speed of
be used to slow the retreating
the helicopter. blade. The onset can be felt 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.
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14........... TranslationalX X X Lift Effects: 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 nose pitch-up, increase in the rate of climb, and a temporary increase 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>>Simulator level Number
Sound system-------------------- B C DThe 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>>Simulator level Number
Special effects
B C DThis 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>>Simulator level NumberInstructor operating station -------------------- (IOS) (As appropriate) B C DFunctions in this table are subject to evaluation only if appropriate for the helicopter or the system is installed on the specific simulator.
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1................... Simulator Power Switch(es)... X X X2................... Helicopter conditions2.a................. Gross weight, center ofX X X gravity, fuel loading and allocation.2.b................. Helicopter systems status.... X X X2.c................. Ground crew functions........ X X X3................... Airports/Heliports3.a................. Number and selection......... X X X3.b................. Runway or landing areaX X X selection.3.c................. Landing surface conditionsX X X (rough, smooth, icy, wet, dry, snow).3.d................. Preset positions............. X X X3.e................. Lighting controls............ X X X4................... Environmental controls4.a................. Visibility (statute miles/X X X kilometers).4.b................. Runway visual range (in feet/ X X X meters).4.c................. Temperature.................. X X X4.d................. Climate conditions........... X X X4.e................. Wind speed and direction..... X X X4.f................. Windshear.................... ..... X X5. ................. Helicopter system
X X X malfunctions (Insertion/ deletion).6. ................. Locks, Freezes, and Repositioning6.a................. Problem (all) freeze/release. X X X6.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 X7................... Remote IOS................... X X X8................... Sound Controls. On/off/X X X adjustment.9. ................. Motion/Control Loading System9.a................. On/off/emergency stop.X X X10.................. Observer Seats/Stations.X X X Position/Adjustment/Positive restraint system.
Attachment 4 to Appendix C to Part 60--Sample DocumentsTable of ContentsTitle of SampleFigure C4A Sample Letter, Request for Initial, Upgrade, or Reinstatement Evaluation. Figure C4B Attachment: FSTD Information Form Figure C4C Sample Qualification Test Guide Cover Page Figure C4D Sample Statement of Qualification--Certificate Figure C4E Sample Statement of Qualification--Configuration List Figure C4F Sample Statement of Qualification List of Qualified Tasks Figure C4G Sample Continuing Qualification Evaluation Requirements Page Figure C4H Sample MQTG Index of Effective FSTD DirectivesBILLING CODE 4910-13-P[[Page 59822]]
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[GRAPHIC] [TIFF OMITTED] TP22OC07.049BILLING CODE 4910-13-CAttachment 5 to Appendix C to Part 60--FSTD Directives Applicable to Helicopter Full Flight SimulatorsFlight Simulation Training Device (FSTD) Directive (FD)FSTD Directive Number 1. Applicable to all Full Flight Simulators (FFS), regardless of the original qualification basis and qualification date (original or upgrade), having Class II visual scenes or airport models available.Federal Aviation Administration (FAA), DOTThis is a retroactive requirement to have all Class II visual scenes or airport models meet current requirements.Summary: Notwithstanding the authorization listed in paragraph 13b in Appendices A and C, this FSTD Directive (FD) requires each sponsor to ensure that, by [date 1 year after effective date of the final rule], each Class II visual scene or airport model available in an FFS, meets the requirements of 14 CFR part 60, Appendix A, Attachment 3, Table A3C, or Appendix C, Attachment 3, Table C3C, as applicable. The completion of this requirement will not require a report. The fact that the scene or model is available in the FFS is the sponsor's testament that the requirements are met.Dates: This FD becomes effective on [effective date of the final rule].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 Requirements1. 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, andb. Evaluated and issued a Statement of Qualification for a specific FSTD level.2. Full flight simulators (FFS) also require the installation of a visual system that is capable of providing an out-of-the-flight- deck view of visual scenes or airport models. To be qualified, each FFS must have available for use a minimum number of visual scenes or airport models that have certain features. These are called Class I visual scenes or airport models, the required features of which are listed in Part 60. Additional scenes or models that are beyond those necessary for qualification may also be used for various additional training program applications, including Line Oriented Flight Training, are classified as Class II. However, historically these visual scenes or airport models were not routinely evaluated or required to meet any standardized criteria. This has led to qualified simulators containing visual scenes or 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 [date 1 year after effective date of the final rule], each FSTD sponsor must assure that each Class II visual scene or airport model available in a qualified FFS meets the requirements found in 14 CFR part 60, Appendix A, Attachment 3, Table A3C or Appendix C, Attachment 3, Table C3C, as applicable. 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.4. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing.5. 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, this FD does not require that visual scenes or 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:[[Page 59835]]
(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).6. A copy of this Directive must be filed in the Master Qualification Test Guide 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.Appendix D to Part 60--Qualification Performance Standards for Helicopter Flight Training Devices
Begin InformationThis appendix establishes the standards for Helicopter Flight Training Device (FTD) evaluation and qualification at Level 4, Level 5, Level 6, or Level 7. The Flight Standards Service, National Simulator Program Manager (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 Contents1. 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. FSTD Use (Sec. 60.11) 9. FSTD 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 FSTDs (Sec. 60.16) 13. Previously Qualified FSTDs (Sec. 60.17) 14. Inspection, Continuing Qualification Evaluation, and Maintenance Requirements (Sec. 60.19) 15. Logging FSTD Discrepancies (Sec. 60.20) 16. Interim Qualification of FSTDs for New Helicopter Types or Models (Sec. 60.21) 17. Modifications to FSTDs (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. FSTD 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 Attachment 5 to Appendix D to Part 60--FSTD Directives Applicable to Helicopter Flight Training DevicesEnd Information
1. Introduction
Begin Informationa. 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 email 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 email contact information for each NSP staff member, a list of qualified flight simulation devices, advisory circulars, 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) Advisory Circular (AC) 120-28C, Criteria for Approval of Category III Landing Weather Minima.(11) AC 120-29, Criteria for Approving Category I and Category II Landing Minima for part 121 operators.(12) AC 120-35B, Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.(13) AC 120-41, Criteria for Operational Approval of Airborne Wind Shear Alerting and Flight Guidance Systems.(14) AC 120-57A, Surface Movement Guidance and Control System (SMGS).(15) AC 150/5300-13, Airport Design.(16) AC 150/5340-1G, Standards for Airport Markings.(17) AC 150/5340-4C, Installation Details for Runway Centerline Touchdown Zone Lighting Systems.(18) AC 150/5390-2B, Heliport Design.(19) AC 150/5340-19, Taxiway Centerline Lighting System.(20) AC 150/5340-24, Runway and Taxiway Edge Lighting System.(21) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) Systems.(22) International Air Transport Association document, ``Flight Simulator Design and Performance Data Requirements,'' as amended.(23) AC 29-2B, Flight Test Guide for Certification of Transport Category Rotorcraft.(24) AC 27-1A, Flight Test Guide for Certification of Normal Category Rotorcraft.(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 .End Information
2. Applicability (Sec. Sec. 60.1 and 60.2)
[[Page 59836]]Begin InformationNo 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 InformationSee 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 InformationNo additional regulatory or informational material applies to Sec. 60.4, Qualification Performance Standards.End Information
5. Quality Management System (Sec. 60.5)
Begin InformationAdditional 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 Informationa. 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, recordkeeping, 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 InformationThe 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 FSTD.End Information
8. FSTD Use (Sec. 60.11)
Begin InformationNo additional regulatory or informational material applies to Sec. 60.11, FSTD Use.End Information
9. FSTD Objective Data Requirements (Sec. 60.13)
Begin QPS Requirementsa. 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, as would be 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.[[Page 59837]]
(4) With any necessary guidance information provided; and(5) Without alteration, adjustments, or bias; however the 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 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(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 snapshot.End QPS Requirements
Begin Informationf. 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 Qualification Test Guide (QTG), the sponsor should submit to the NSPM for approval, a descriptive document (a validation data roadmap) 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 Informationa. 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 Requirementa. In order to be qualified at a particular qualification level, the FTD must:(1) Meet the general requirements listed in Attachment 1.(2) Meet the objective testing requirements listed in Attachment 2 (Level 4 FTDs do not require objective tests).(3) Satisfactorily accomplish the subjective tests listed in Attachment 3.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 qualification test guide (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, 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, 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, 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.[[Page 59838]]
(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. SOCs must provide references to the sources of information that show the capability of the FTD to comply with the requirement, a rationale explaining how the referenced material is used, mathematical equations and parameter values used, and the conclusions reached; i.e., that the FTD complies with the requirement.(9) Recording procedures or equipment required to accomplish the objective tests.(10) The following information for each objective test designated in Attachment 2, 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. A copy of the eMQTG 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 Informationm. 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, the objective tests listed in Attachment 2, 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 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[[Page 59839]]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 a Statement of Qualification (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. 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 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.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 FSTDs (Sec. 60.16)
Begin InformationNo additional regulatory or informational material applies to Sec. 60.16, Additional Qualifications for a Currently Qualified FTD.End Information
13. Previously Qualified FSTDs (Sec. 60.17)
Begin QPS Requirementsa. 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 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 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.End QPS Requirements
Begin Informationd. 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.e. Each FTD user must obtain approval from the appropriate TPAA to use any FTD in an FAA-approved flight training program.f. The intent of the requirement listed in Sec. 60.17(b), for each FTD to have a Statement of Qualification 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.g. Downgrading of an FTD is a permanent change in qualification level and will necessitate the issuance of a revised Statement of Qualification 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.h. 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.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[[Page 59840]]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 Requirementa. 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 inspection 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 Informatione. 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 FSTD Discrepancies (Sec. 60.20)Begin InformationNo additional regulatory or informational material applies to Sec. 60.20. Logging FSTD Discrepancies.End Information
16. Interim Qualification of FSTDs for New Helicopter Types or Models (Sec. 60.21)
Begin InformationNo additional regulatory or informational material applies to Sec. 60.21, Interim Qualification of FSTDs for New Helicopter Types or Models.End Information
17. Modifications to FSTDs (Sec. 60.23)
Begin QPS Requirementsa. 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 Informationc. FSTD Directives are considered modification of an FTD. See Attachment 4, Figure D4H for a sample index of effective FSTD Directives. See Attachment 6 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 Informationa. 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. 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.c. 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 InformationIf 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)
[[Page 59841]]Begin InformationIf 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 Requirementsa. 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 recordkeeping 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 InformationNo 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 Informationa. 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, nose wheel 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[deg] horizontally and 36[deg] vertically as well as a vibration cueing system for characteristic helicopter vibrations noted at the pilot station(s).End Information
25. FSTD Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA) (Sec. 60.37)
Begin InformationNo additional regulatory or informational material applies to Sec. 60.37, FSTD 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 Requirements1. Requirementsa. Certain requirements included in this appendix must be supported with a Statement of Compliance and Capability (SOC), which may include objective and subjective tests. The SOC will confirm that the requirement was satisfied, and describe how the requirement was met. The requirements for SOCs and tests 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 Information2. Discussiona. 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 and the examination of functions and subjective tests listed in Attachment 3 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 FSTD 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
[[Page 59842]]
Table D1A.--Minimum FTD Requirements>>FTD level >NumberGeneral FTDnotes requirements 4 5 6 71. General Flight Deck Configuration1.a.......... The FTD must have ... ... X X For FTD purposes, a flight deck
the flight deck that is a replica
consists of all of the
that space helicopter, or
forward of a set of
cross section of helicopters
the flight deck simulated with
at the most controls,
extreme aft equipment,
setting of the observable flight
pilots' seats deck indicators,
including circuit breakers,
additional, and bulkheads
required properly located,
crewmember duty functionally
stations and accurate and
those required replicating the
bulkheads aft of helicopter or set
the pilot seats. of helicopters. The direction of movement of controls and switches must be identical to that in the helicopter or set of helicopters. Crewmember seats must afford the capability for the occupant to be able to achieve the design ``eye position.'' 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 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. An SOC is required.1.b.......... The FTD must have X X ... ... equipment (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. 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. An SOC is required.2. Programming2.a.......... The FTD must... X X X ................. provide 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 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 X X X X the 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 the flight deck instruments must be measured by latency tests or transport delay tests, and may not exceed 150 milliseconds. The instruments must respond to abrupt input at the pilot's position within the allotted time, but not before the time that the helicopter or set of helicopters would respond under the same conditions.[[Page 59843]]
Latency: ... X X X The intent is to The FTD
verify that the instrument and,
FTD provides if applicable,
instrument cues the motion system
that are, within and the visual
the stated time system response
delays, like the must not be prior
helicopter to that time when
responses. For the helicopter
helicopter responds and may
response, respond up to 150
acceleration in milliseconds
the appropriate, after that time
corresponding under the same
rotational axis conditions.
is preferred. 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. An objective test is required.3. Equipment Operation3.a.......... All relevantA 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 or set of helicopters; e.g., turbulence or winds. A subjective test is required.3.b.......... NavigationA X X X equipment must be 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. A subjective test is required.3.c.......... Installed systems A X X X must simulate 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. A subjective test is required.3.d.......... The lightingX X X X Back-lighted environment for
panels and panels and
instruments may instruments must
be installed but be sufficient for
are not the operation
required. being conducted. A subjective test is required.3.e.......... The FTD must... ... X X provide control 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. A subjective test is required.3.f.......... The FTD must... X ... ... provide control 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. A subjective test is required.
[[Page 59844]]
4. Instructor or Evaluator Facilities4.a.......... In addition to the X X X X These seats need flight crewmember
not be a replica stations,
of an aircraft suitable seating
seat and may be arrangements for
as simple as an an instructor/
office chair check airman and
placed in an FAA Inspector
appropriate must be
position. available. These seats must provide adequate view of crewmember's panel(s). A subjective test is required.4.b.......... The FTD must have X X X X instructor controls that permit activation of normal, abnormal, and emergency conditions, as may be appropriate. Once activated, proper system operation must result from system management by the crew and not require input from the instructor controls. A subjective test is required.5. Motion System5.a.......... The FTD may have a X X X ... motion system; if desired, although it is not required. If installed, the motion system operation may not be distracting. A subjective test is required.5.b.......... Although it is not X X X ... required, if a motion system is installed and 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 helicopter would respond under the same conditions, it must be measured by latency tests or transport delay tests and may not exceed 150 milliseconds. Instrument response may not occur prior to motion onset. An objective test is required.5.c.......... The FTD must have ... ... ... X May be at least a
accomplished by vibration cueing
a ``seat system for
shaker'' or a characteristic
bass speaker helicopter
sufficient to vibrations noted
provide the at the pilot
necessary station(s).
cueing. If a motion system is installed, although it is not required, it must be measured by latency tests or transport delay tests and may not exceed 100 milliseconds. Instrument response may not occur prior to motion onset. A subjective test is required.6. Visual System6.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 X X X ... must respond to abrupt input at the pilot's position. An SOC is required. A Subjective Test 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. A Subjective Test is required.6.a.3........ The visual system X X X ... must provide at least a field of view of 18[deg] vertical/24[deg] horizontal for the pilot flying. An SOC is required.
[[Page 59845]]
6.a.4........ The visual system X X X ... must provide for a maximum parallax of 10[deg] per pilot. An SOC is required.6.a.5........ The visual scene X X X ... content may not be distracting. An SOC is required. A Subjective Test is required.6.a.6........ The minimumX X X ... distance 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 X X X ... is installed 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[deg] simultaneously for each pilot. An SOC is required. An objective test is required.6.c.......... The FTD must... ... ... X Optimization of provide a
the vertical continuous visual
field of view field of view of
may be at least 146[deg]
considered with horizontally and
respect to the 36[deg]
specific vertically for
helicopter both pilot seats,
flight deck cut- simultaneously.
off angle. When The minimum
considering the horizontal field
installation/use of view coverage
of augmented must be plus and
fields of view, minus one-half
as described (\1/2\) of the
here, it will be minimum
the continuous field
responsibility of view
of the sponsor requirement,
to meet with the centered on the
NSPM to zero degree
determine the azimuth line
training, relative to the
testing, aircraft
checking, or fuselage.
experience tasks Additional
for which the horizontal field
augmented field of view
of view capability may be
capability may added at the
be critical to sponsor's
that approval. discretion provided the minimum 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[deg] by 36[deg] (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. An objective test is required.7. Sound System7.a.......... The FTD must... ... X X simulate significant flight deck sounds resulting from pilot actions that correspond to those heard in the helicopter. A subjective test is required.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.
[[Page 59846]]
Table D1B.--Minimum FTD Requirements>>
>>SubjectiveFTD level requirements The -------------------- FTD must be able to perform the Number tasks associated
Notes with the level of 4 5 6 7 qualification sought.1. Preflight Procedures1.a......... PreflightA A X X Inspection (Flight Deck Only) switches, indicators, systems, and equipment.1.b......... APU/Engine start and run-up.1.b.1....... Normal startA 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.. ... ... ... X1.d......... Taxiing--Hover... ... ... ... X1.e......... Pre-takeoffA A X X Checks.2. Takeoff and Departure Phase2.a......... Normal takeoff...2.a.1....... From ground...... ... ... ... X2.a.2....... From hover....... ... ... ... X2.a.3....... Running.......... ... ... ... X2.b......... Instrument....... ... ... X X2.c......... Powerplant... ... X X Failure During Takeoff.2.d......... Rejected Takeoff. ... ... ... X2.e......... Instrument... ... X X Departure.3. Climb3.a......... Normal........... ... ... X X3.b......... Obstacle... ... ... X clearance.3.c......... Vertical......... ... ... X X3.d......... One engine... ... X X inoperative.4. In-flight Maneuvers4.a......... Turns (timed, ... X X X normal, steep).4.b......... Powerplant... ... X X Failure--Multien gine 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 Procedures5.a......... Instrument... ... X X Arrival.5.b......... Holding.......... ... ... X X5.c......... Precision Instrument Approach5.c.1....... Normal--All... X X X engines operating.5.c.2....... Manually... ... X X controlled--One or more engines inoperative.
[[Page 59847]]
5.d......... Non-precision ... X X X Instrument Approach.5.e......... Missed Approach5.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 Landings6.a......... Visual Approaches ... ... ... X (normal, steep, shallow).6.b......... Landings6.b.1....... Normal/crosswind6.b.1.a..... Running.......... ... ... ... X6.b.1.b..... From Hover....... ... ... ... X6.b.2....... One or more... ... ... X engines inoperative.6.b.3...... Rejected Landing. ... ... ... X7. Normal and Abnormal Procedures7.a......... Powerplant....... A A X X7.b......... Fuel System...... A A X X7.c......... Electrical System A A X X7.d......... Hydraulic System. A A X X7.e......... Environmental A A X X System(s).7.f......... Fire Detection A A X X and 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 andA A X X Deice Systems.7.k......... Aircraft andA 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 may be listed on the Statement of Qualification).8. Emergency procedures (as applicable)8.a......... Emergency Descent ... ... X X8.b......... Inflight Fire and ... ... X X Smoke Removal.8.c......... Emergency... ... X X Evacuation.8.d......... Ditching......... ... ... ... X8.e......... Autorotative ... ... ... X Landing.8.f......... Retreating blade ... ... ... X stall recovery.
[[Page 59848]]
8.g......... Mast bumping..... ... ... ... X8.h......... Loss of tail ... ... X X rotor effectiveness.9. Postflight Procedures9.a......... After-Landing A A X X Procedures.9.b......... Parking and Securing9.b.1....... Rotor brakeA A X X operation.9.b.2....... Abnormal/A A X X emergency 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 FSTD and is working properly.Table D1C.--Table of FTD System Tasks>>
> requirements In ---------------------------------------- order to be qualifed at the FTD qualification level indicated, Number the FTD must be able to perform45 6 7 Notes at least the tasks associate with that level of qualification.1. Instructor Operating Station (IOS)1.a......... Power switch(es). A................ X X X1.b......... HelicopterA................ A X X e.g., GW, conditions.
CG, Fuel loading, Systems, Ground. Crew.1.c......... Airports /A................ X X X e.g., Heliports /
Selection, Helicopter
Surface, Landing Areas.
Presets, Lighting controls.1.d......... Environmental A................ X X X e.g., Temp controls.
and Wind.1.e......... Helicopter system A................ A X X malfunctions (Insertion / deletion).1.f......... Locks, Freezes, A................ X X X and Repositioning (as appropriate).1.g......... Sound Controls. ................. X X X (On / off / adjustment).1.fh........ Motion / Control ................. A X X Loading System, as appropriate. On / off / emergency stop.2. Observer Seats / Stations2.a......... Position /A................ X X X Adjustment / Positive restraint system.
Attachment 2 to Appendix D to Part 60--Flight Training Device (FTD) Objective Tests
Begin Information1. Discussiona. 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, Attachment 2, Table C2A, and the objective tests in Appendix D, 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 Requirements2. Test Requirementsa. 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. The results must be produced on an appropriate recording device acceptable to the NSPM and
[[Continued on page 59850]]
From the Federal Register Online via GPO Access [wais.access.gpo.gov] ]
[[pp. 59850-59899]] Flight Simulation Training Device Initial and Continuing Qualification and Use[[Continued from page 59849]]
[[Page 59849]]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.c. Certain tests included in this attachment must be supported with a Statement of Compliance and Capability (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. 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.i. 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.j. 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 effect 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 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.l. For objective test purposes, ``Near maximum'' gross weight is a weight chosen by the sponsor or data provider that is not less than the basic operating weight (BOW) of the helicopter 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. ``Light'' gross weight is a weight chosen by the sponsor or data provider that is not more than 120% of the BOW of the helicopter being simulated or as limited by the minimum practical operating weight of the test helicopter. ``Medium'' gross weight is a weight chosen by the sponsor or data provider that is within 10 percent of the average of the numerical values of the BOW and the maximum certificated gross weight. BOW is 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.End QPS Requirements
Begin InformationRefer to Advisory Circular 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>>Test
FTD level>Tolerances Flight conditions Test details
Notes Number
Title
5 6 71. Performance1.a. Engine Assessment1.a.1.................... Start Operations....
[[Page 59850]]
1.a.1.a.................. Engine start and Light Off Time-- Ground with the Record each engineX X acceleration10% or Rotor Brake Used start from the (transient).1 sec. and Not Used.initiation of the Torque--5% Rotor
steady state idle Speed--3% Fuel
state idle to Flow--10% Gas Generator Speed-- 5% Power Turbine Speed--5% Gas Turbine Temp.-- 30 [deg]C.1.a.1.b.................. Steady State Idle Torque--3% Rotor
state idle and conditions.Speed--1.5% Fuel
conditions. May be Flow--5% Gas
snapshot tests. Generator Speed-- 2% Power Turbine Speed--2% Turbine Gas Temp.--20 [deg]C.1.a.2.................... Power Turbine Speed 10% of Ground............. Record engine
X X Trim.
total change of
response to trim power turbine
system actuation speed.
in both directions.1.a.2.a.................. Engine and Rotor Torque--5% Rotor
using a step input Speed--1.5%.
May be conducted concurrently with climb and descent performance tests.1.a.3.................... Reserved............1.b. Reserved1.c. Takeoff1.c.1.................... All Engines......... Airspeed--3 kt,Initial Segment of takeoff flight Altitude--20 ft (6.1
takeoff and m) Torque--3%, Rotor
hover). The Speed--1.5%,
only to those Vertical Velocity--
segments at 100
airspeeds above fpm (0.50 m/sec)
effective or 10%, Pitch
translational Attitude--1.5[deg],
be recorded from Bank Attitude--
the initiation of 2[deg],
least 200 ft (61 Heading--2[deg], Longitudinal Control Position-- 10%, Lateral Control Position--10%, Directional Control Position-- 10%, Collective Control Position--10%.1.c.2. through 1.c.3. Reserved............1.d. Hover
[[Page 59851]]
Performance......... Torque--3%, Pitch (IGE); and Out of light and heavy Attitude--1.5[deg], (OGE).be a series of Bank Attitude--
snapshot tests. 1.5[deg], Longitudinal Control Position-- 5%, Lateral Control Position--5%, Directional Control Position-- 5%, Collective Control Position--5%.1.e. Vertical ClimbPerformance......... Vertical Velocity-- From OGE Hover..... Record results for
X 100
light and heavy fpm (0.50 m/sec)
gross weights. May or 10%,
snapshot tests. Directional Control Position-- 5%, Collective Control Position--5%.1.f. Level FlightPerformance and Torque--3% Pitch (Augmentation On two gross weight
performance at Control Positions. Attitude--1.5[deg]
combinations with
maximum endurance Sideslip Angle--
varying trim
airspeed. 2[deg]
speeds throughout Longitudinal
the airspeed Control Position--
envelope. May be a 5%
series of snapshot Lateral Control
tests. Position--5% Directional Control Position-- 5% Collective Control Position--5%.1.g. ClimbPerformance and Vertical Velocity-- All enginesRecord results for X X X Trimmed Flight100 operating. One two gross weight Control Positions. fpm (61m/sec) or engineand CG 10% inoperative.combinations. The Pitch Attitude-- Augmentationdata presented 1.5[deg] Off.
climb power Sideslip Angle--
conditions. May be 2[deg]
a series of Longitudinal
snapshot tests. Control Position-- 5% Lateral Control Position--5% Directional Control Position-- 5% Collective Control Position--5%.1.h. Descent1.h.1.................... Descent Performance Torque--3% Pitch fpm (5 m/sec) rate two gross weight Control Positions. Attitude--1.5[deg] at normal approach combinations. May Sideslip Angle-- speed.be a series of 2[deg] Augmentationsnapshot tests. LongitudinalSystem(s) On and Control Position-- Off. 5% Lateral Control Position--5% Directional Control Position-- 5% Collective Control Position--5%.
[[Page 59852]]
1.h.2.................... AutorotationPitch Attitude-- Steady descents. Record results for X X X Performance and 1.5[deg] System(s) On and conditions. Data Control Positions. Sideslip Angle-- Off.
must be recorded 2[deg]
for normal Longitudinal
operating RPM. Control Position--
(Rotor speed 5%
tolerance applies Lateral Control
only if collective Position--5%
is full down.) Directional
Data must be Control Position--
recorded for 5%
speeds from 50 Collective Control
kts., 5 kts minus>5%.
through at least maximum glide distance airspeed. May be a series of snapshot tests.1.i. AutorotationEntry............... Rotor Speed--3% Pitch
rapid throttle Attitude 2[deg] Roll
If accomplished in Attitude--3[deg] Yaw
must be for the Attitude--5[deg]
airspeed. If Airspeed--5 kts.
climb, results Vertical Velocity--
must be for the 200
maximum rate of fpm (1.00 m/sec)
climb airspeed at or 10%.
or near maximum continuous power.1.j. Landing
[[Page 59853]]
1.j.1.................... All Engines......... Airspeed--3 kts.,
the approach and Altitude--20 ft.(6.1
(running landing m) Torque--3%, Rotor
hover). The Speed--1.5%, Pitch
only to those Attitude--1.5[deg],
airspeeds above Bank Attitude--
effective 1.5[deg],
lift. Record the Heading--2[deg],
ft. AGL (61 m) to Longitudinal
the landing or to Control Position--
where the hover is 10%,
established prior Lateral Control
to landing. Position--10%, Directional Control Position-- 10%, Collective Control Position--10%.1.j.2. through 1.j.3. Reserved............1.j.4.................... AutorotationalTorque--3%, Rotor
of an Speed--3%, Vertical
deceleration and Velocity--100 fpm
stabilized (0.50 m/sec) or
autorotational 10%, Pitch
descent, to touch Attitude--2[deg], Bank Attitude--2[deg], Heading--5[deg], Longitudinal Control Position-- 10%, Lateral Control Position--10%, Directional Control Position-- 10%, Collective Control Position--10%.2. Handling Qualities2.a...................... Control SystemContact the NSPM Mechanicalfor clarification Characteristics. of any issue regarding helicopters with reversible controls.2.a.1.................... Cyclic.............. Breakout--0.25 lbs. conditions. Trim an uninterrupted (0.112 daN) or On and Off.control sweep to 25%. Force--1.0 lb.Augmentation On test does not (0.224 daN) or 10%. and off.apply if aircraft hardware modular controllers are used.)2.a.2.................... Collective andBreakout--0.5 lb.conditions. Trim an uninterrupted (0.224 daN) or On and Off.control sweep to 25%. Force--1.0 lb.Augmentation On (0.224 daN) or 10%. and Off.
[[Page 59854]]
2.a.3.................... Brake Pedal Force 5 lbs. Ground; Static
X X X vs. Position.(2.224 daN) or 10%. conditions.2.a.4.................... Trim System Rate Rate--10%.conditions. Trim applies to the systems).
On Friction Off. recorded value of the trim rate.2.a.5.................... Control Dynamics 10% of Hover/Cruise Trim Results must be
X X Control Dynamics (all axes).time for first On Friction Off. recorded for a
for irreversible zero crossing and
normal control
control systems 10
displacement in
may be evaluated (N+1)% of period
both directions in
in a ground/static thereafter. 10% of
25% to 50% of full
to paragraph 3 of amplitude of first
throw.
this attachment overshoot. 20% of
information. ``N'' amplitude of 2nd
is the sequential and subsequent
period of a full overshoots greater
cycle of than 5% of initial
oscillation. displacement. 1 overshoot.2.a.6.................... Freeplay............ 0.10 in Ground; Static Record and compare X X X conditions.results for all controls.2.b. Low Airspeed Handling Qualities2.b.1.................... Trimmed FlightTorque 3% Pitch Flight IGE--several airspeed Attitude 1.5[deg] rearward, andtranslational Bank Attitudeforward flight. airspeed limits 2[deg] Augmentation On and for 45 kts. Longitudinaland Off.forward airspeed. Control Position
May be a series of 5%
snapshot tests. Lateral Control Position 5% Directional Control Position 5% Collective Control Position 5%.2.b.2.................... Critical Azimuth.... Torque 3% Pitch Augmentation On three relative Attitude 1.5[deg],
(including the Bank Attitude
most critical 2[deg],
critical quadrant. Longitudinal
May be a series of Control Position
snapshot tests. 5%, Lateral Control Position 5%, Directional Control Position 5%, Collective Control Position 5%.2.b.3.................... Control Response....
[[Page 59855]]
2.b.3.a.................. Longitudinal........ Pitch Rate--10% or 2[deg]/sec.
input. The Off- Pitch Attitude
axis response must Change--10% or
for unaugmented 1.5[deg].
cases. This test must be conducted in a hover, in ground effect, without entering translational flight.2.b.3.c.................. Directional......... Yaw Rate--10% or 2[deg]/sec.
input. The Off- Heading Change--
axis response must 10% or
show correct trend 2[deg].
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.............. Record results for
X 0.1g.
a step control input. The Off- axis response must show correct trend for unaugmented cases.2.c. Longitudinal Handling Qualities2.c.1.................... Control Response.... Pitch Rate--10% or 2[deg]/sec.
cruise airspeeds Pitch Attitude
to include minimum Change--10% or 1.5[deg].
for a step control input. The Off- axis response must show correct trend for unaugmented cases.
[[Page 59856]]
2.c.2.................... Static Stability.... LongitudinalCruise or Climb. Record results for X X X Control Position: Autorotation.a minimum of two 10% of Augmentation On speeds on each change from trim and Off.side of the trim or 0.25 in.
series of snapshot (6.3 mm) or
tests. Longitudinal Control Force: 0.5 lb. (0.223 daN) or 10%.2.c.3.................... Dynamic Stability...2.c.3.a.................. Long Term Response.. 10% of Cruise Augmentation Record results for X X X The response for calculated period. On and Off.three full cycles
certain 10% of
(6 overshoots
helicopters may be time to \1/2\ or
after input
unrepeatable double amplitude,
completed) or that
throughout the or 0.02 of
determine time to damping ratio. For
\1/2\ or double non-periodic
amplitude, responses, the
whichever is less. time history must
For non-periodic be matched within
responses, the 10%
test may be pitch; and 10% airspeed
to 20 sec if the over a 20 sec
test pilot period following
determines that release of the
the results are controls.
becoming uncontrollably divergent. Displace the cyclic for one second or less to excite the test. The result will be either convergent or divergent and must be recorded. If this method fails to 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[deg] Augmentation On at least two
inserted at the Pitch or 2[deg]/sec.
of the aircraft Pitch Rate. 0.1 g Normal
this test. Acceleration.
[[Page 59857]]
2.c.4.................... ManeuveringLongitudinalCruise or Climb. Record results forX X Stability.Control Position-- Augmentation On at least two 10% of and Off.airspeeds at change from trim
30[deg]-45[deg] or 0.25 in.
force may be shown (6.3 mm) or
as a cross plot Longitudinal
for irreversible Control Forces--
systems. May be a 0.5
series of snapshot lb. (0.223 daN) or
tests. 10%.2.d. Lateral and Directional Handling Qualities2.d.1.................... Control Response....2.d.1.a.................. Lateral............. Roll Rate--10% or 3[deg]/sec.
airspeeds, Roll Attitude
including the Change--10% or 3[deg].
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[deg]/sec.
Airspeeds, Yaw Attitude
including the Change--10% or 2[deg].
required airspeed. Record results for a step control input. The Off- axis response must show correct trend for unaugmented cases.
[[Page 59858]]
2.d.2.................... Directional Static Lateral Control Cruise; or Climb Record results for X X X This is a steady Stability.Position--10% ofinstead of Climb sideslip angles on
test. change from trim if desired)either side of the or 0.25 in. and Off.force may be shown (6.3 mm) or
as a cross plot Lateral Control
for irreversible Force--0.5 lb.
series of snapshot (0.223 daN) or
tests. 10%. Roll Attitude--1.5 Directional Control Position-- 10% of change from 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-Directional 0.5 Cruise or Climb Record results for X X X Oscillations.sec. or 10% ofOff.
airspeeds. The period. 10% of time
initiated with a to \1/2\ or double
cyclic or a pedal amplitude or 0.02 of
Record results for damping ratio.
six full cycles 20% or
(12 overshoots 1 sec
after input of time difference
completed) or that between peaks of
sufficient to bank and sideslip.
determine time to \1/2\ or double amplitude, whichever is less. For non-periodic response, the test may be terminated prior to 20 sec if the test pilot determines that the results are becoming uncontrollably divergent.
[[Page 59859]]
2.d.3.b.................. Spiral Stability.... 2[deg] Cruise or Climb. Record the results X X X or 10% Augmentation On of a release from roll angle.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 Yaw Correct Trend, Cruise or Climb. Record the timeX X X 2[deg] Augmentation On history of initial transient sideslip and Off.entry into cyclic angle.
only turns, using only a moderate rate for cyclic input. Results must be recorded for turns in both directions.3. Reserved4. Visual System4.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
X after helicopter descent.required in each response.
axis (pitch, 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 View4.b.1.................... Reserved............
[[Page 59860]]
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
view is centered providing 146[deg]
the geometry of
on the zero degree horizontal and
the installation.
azimuth line 36[deg] vertical
Horizontal field
relative to the field of view for
of view must not
aircraft fuselage. each pilot
be less than a simultaneously and
total of 146[deg] any geometric
(including not error between the
less than 73[deg] Image Generator
measured either eye point and the
side of the center pilot eye point is
of the design eye 8[deg] or less.
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[deg] 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 dividing the
1[deg] spot brightness level
photometer and a of the center,
raster drawn test bright square
pattern filling (providing at
the entire visual least 2 foot-
scene (all lamberts or 7 cd/
channels) with a m\2\) by the
test pattern of brightness level
black and white of any adjacent
squares, 5 per dark 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.
[[Page 59861]]
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 (10 cd/m\2\).
center white
1[deg] spot square while
photometer and a superimposing a
raster drawn test highlight on that
pattern filling white square. The
the entire visual use of
scene (all calligraphic
channels) with a capabilities to
test pattern of enhance the raster
black and white brightness is
squares, 5 per acceptable, but
square, with a measuring light
white square in points is not
the center of each acceptable.
channel.4.e...................... Surface resolution.. Not greater than N/A................ An SOC is required
X The eye will two (2) arc
and must include
subtend two (2) minutes.
the relevant
arc minutes when calculations.
positioned on a 3[deg] glide slope, 6,876 ft slant range from the centrally located threshold of a black runway surface painted with white threshold bars that are 16 ft wide with 4-foot gaps between the bars. This requirement is the same as 4 arc minutes per optical line pair.4.f...................... Light point size.... Not greater than N/A................ An SOC is required
X Light point size five (5) arc-
and must include
may be measured minutes.
the relevant
using a test calculations.
pattern 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[deg] angle or less.
[[Page 59862]]
4.g...................... Light point contrast
A 1[deg] spot ratio.
photometer may be used to measure a square of at least 1[deg] 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 segmentThe visible segment LandingThe QTG must
X Pre-position for in the simulator configuration, contain relevant
this test is must be within 20% trimmed forcalculations and a
encouraged, but of the segment appropriatedrawing showing
may be achieved computed to be airspeed, at 100 the data used to
via manual or visible from the ft (30 m) above establish the
autopilot control helicopter flight the touchdownhelicopter
to the desired deck. Thezone, on glide location and the
position. tolerance(s) may slope with an RVR segment of the be applied atvalue set at 1,200 ground that is either end or at ft (350 m).visible both ends of the
considering design displayed segment.
eyepoint, However, lights
helicopter and ground objects
attitude, flight computed to be
deck cut-off visible from the
angle, and a helicopter flight
visibility of 1200 deck at the near
ft (350 m) RVR. end of the visible
Simulator segment must be
performance must visible in the
be measured simulator.
against the QTG calculations. The data submitted must include at least the following:[[Page 59863]]
(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
[[Page 59864]]
Begin Information3. Control Dynamicsa. 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.(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. 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 would then satisfy 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 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 D2B for an illustration of the reference measurements:T(P0)................................. 10% of P0BILLING CODE 4910-13-P[[Page 59865]]
[GRAPHIC] [TIFF OMITTED] TP22OC07.050End Information
Begin QPS RequirementBILLING CODE 4910-13-Cc. 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 at 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, Items 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 Informationd. 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[[Page 59866]]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, Attachment 2, and the Indicated Paragraph Within That AttachmentAdditional 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 14.Continuing Qualification Evaluation Validation Data Presentation, paragraph 15.End Information
Attachment 3 to Appendix D to Part 60--Flight Training Device (FTD) Subjective Evaluation
Begin QPS Requirements1. Requirementsa. Except for special use visual scenes and airport models described below, all visual scenes and 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 and 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 scene content of the visual 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 visual scenes and airport models classified as Class I, Class II, or Class III may be available to the instructor or evaluator. The classifications are as follows:(1) Class I (whether modeling real world airports or fictional airports), for those visual scenes and airport models used for FTD qualification at a specified level. These visual scenes and airport models must meet the minimum requirements in Table D3B of this attachment, be evaluated by the NSPM, be listed on the Statement of Qualification(SOQ), and be available for use at the FTD IOS.(2) Class II (whether modeling real world airports or fictional airports), for those visual scenes and airport models that are in excess of those used for FTD qualification at a specified level. These visual scenes and airport models must meet the minimum requirements set out in Table C3C of this attachment. These visual scenes and airport models may be made available on the FTD IOS without further involvement of the NSPM or the TPAA.(3) For an interim period ending (2 years after date of publication of the final rule in the Federal Register), Class III visual scenes and airport models (whether modeling real world airports, generic airports, or fictional airports) may be approved for specific purposes by the TPAA or a foreign regulatory authority for a foreign user of the device. Examples of approved activities include specific airport or runway qualification, very low visibility operations training, including Surface Movement Guidance System (SMGS) operations, or use of a specific airport visual model aligned with an instrument procedure for another airport for instrument training. At the end of the interim period, all Class III visual scenes and airport models must be classified as either a Class I or a Class II visual scene or airport model or be removed from availability at the simulator IOS. However, Class III visual scenes and airport models may continue to be used after the end of the interim period if they are part of a training program specifically approved by the TPAA or other regulatory authority that uses a task and capability analysis as the basis for approval of this specific media element, (i.e., the specific scene or model selected for use in that program).d. When a person sponsors an FSTD maintained by a person other than a U.S. certificate holder, the sponsor is accountable for that FSTD 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. However, the sponsor is accountable that the FSTD originally meets, and continues to meet, the visual scene and airport model requirements for Class II or Class III visual scenes and airport models that may be used by instructors or evaluators for training, checking, or testing under this chapter.f. When the visual scenes and airport models represent real world airports 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 below), an update to that visual scene or 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 60 days of the opening for use of the new airport runway, runway extension, new airport taxiway, or taxiway extension; or within 60 days of the closure of the runway or taxiway.(2) For a new or modified approach light system--within 30 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 6 months 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, the sponsor must provide a written extension request to the POI/TCPM stating the reason for the update delay and a proposed completion date. A copy of this request must also be sent to the NSPM. The sponsor will forward a copy of the POI/TCPM's response to the NSPM. If the POI/TCPM has granted an extension, the NSPM will issue an extension authorization, not to exceed an additional 12 months.End QPS Requirements
Begin Information2. Discussiona. 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 may be approved by the TPAA. All items in the following paragraphs are subject to an examination of function.b. The List of Operations Tasks 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[[Page 59867]]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 visual scenes and 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 FSTD/visual media to provide an adequate environment in which the required SKAs may be 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>>Number
Operations tasksTasks 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 Procedures1.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 (as may be listed on the Statement of Qualification).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.
[[Page 59868]]
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 (as may be listed on the Statement of Qualification).1.e.................... Pre-takeoff Checks.2. Takeoff and Departure Phase2.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 (as may be listed on the Statement of Qualification).3. Climb3.a.................... Normal.3.b.................... Obstacle clearance.3.c.................... Vertical.3.d.................... One engine inoperative.3.e.................... Other (as may be listed on the Statement of Qualification).4. Inflight Maneuvers4.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.
[[Page 59869]]
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.................. In-flight 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 (as may be listed on the Statement of Qualification).5. Instrument Procedures5.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 (as may be listed on the Statement of Qualification).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.
[[Page 59870]]
5.d.3.f................ Other (as may be listed on the Statement of Qualification.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 (as may be listed on the Statement of Qualification).6. Landings and Approaches to Landings6.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 (as may be listed on the Statement of Qualification).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 power-plant.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.
[[Page 59871]]
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 (as may be listed on the Statement of Qualification).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 (as may be listed on the Statement of Qualification).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 (as may be listed on the Statement of Qualification).9. Postflight Procedures9.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 appropriate10.a................... Power Switch(es).10.b................... Helicopter conditions.
[[Page 59872]]
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 Level 7 FTD>>Visual scene content requirements for Number
qualification at Level 7This 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 Flight Training Devices.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 FTDs at Levels 7.1.a.................... A minimum of one (1) representative airport and one (1) representative helicopter landing area model.[[Page 59873]]
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 Statement of Qualification.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[deg] 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 3 sm (5 km) of the threshold.3.d.................... For runways: Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the threshold.3.e.................... For runways: runway threshold lights and touchdown zone from 2 sm (3 km).
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3.f.................... 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.g.................... For circling approaches: the runway of intended landing and associated lighting must fade into view in a non-distracting manner.3.h.................... For helicopter landing areas: landing direction lights and raised FATO lights from 1 sm (1.5 km).3.i.................... For helicopter landing areas: Flush mounted FATO lights, TOFL 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 Statement of Qualification (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 either modeled using airport/heliport pictures, construction drawings and maps, U.S. National Imagery and Mapping Agency data other appropriate data, or modeled in accordance with published regulatory material.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 TOFL, 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, TOFL, 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 may be 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.
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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 fitted (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).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 should be free from distracting jitter, smearing or 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 RequirementBegin Information9...................... 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 scene content requirements additional Numbervisual models beyond minimum required for qualificationThis 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.
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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[deg] 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 3 sm (5 km) of the threshold.2.a.4.................. Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the threshold.2.a.5.................. Threshold lights and touchdown zone lights from 2 sm (3 km).2.a.6.................. Markings within range of landing 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 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 modeled using airport pictures, construction drawings and maps, U.S. National Imagery and Mapping Agency data or other data, or modeled 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.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:
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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 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 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 RequirementsBegin Information8...................... 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>>Number
Operations tasksTasks 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 Procedures1.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.
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1.b.4.................. Rotor engagement.1.b.5.................. System checks.2. Takeoff and Departure Phase2.a.................... Instrument.2.b.................... Takeoff with engine failure after critical decision point (CDP).3. Climb3.a.................... Normal.3.b.................... One engine inoperative.4. Inflight Maneuvers4.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 Procedures5.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.
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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.
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6.b.7.................. Navigation systems.7. Postflight Procedures7.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 appropriate8.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.
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Table D3E.--Table of Functions and Subjective Tests Level 5 FTD>>Number
Operations tasksTasks 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 Procedures1.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. Climb2.a.................... Normal.3. Inflight Maneuvers3.a.................... Performance.3.b.................... Turns, Normal.4. Instrument Procedures4.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 Procedures6.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 appropriate7.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.e1................... Position.7.e.2.................. Adjustments.
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Table D3F.--Table of Functions and Subjective Tests Level 4 FTD>>Number
Operations tasksTasks 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 Procedures1.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 Procedures3.a.................... Parking and Securing.3.b.................... Engine and systems operation.3.c.................... Parking brake operation.4. Instructor Operating Station (IOS), as appropriate4.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 DocumentsTable of ContentsFigure D4A Sample Letter, Request for Initial, Upgrade, or Reinstatement Evaluation. Figure D4B Attachment: FSTD Information Form Figure D4C Sample Qualification Test Guide Cover Page Figure D4D Sample Statement of Qualification--Certificate Figure D4E Sample Statement of Qualification--Configuration List Figure D4F Sample Statement of Qualification--List of Qualified Tasks Figure D4G Sample Continuing Qualification Evaluation Requirements Page Figure D4H Sample MQTG Index of Effective FSTD Directives BILLING CODE 4910-13-P[[Page 59883]]
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[GRAPHIC] [TIFF OMITTED] TP22OC07.063BILLING CODE 4910-13-CAttachment 5 to Appendix D to Part 60--FSTD Directives Applicable to Helicopter Flight Training DevicesAppendix E to Part 60--Qualification Performance Standards for Quality Management Systems for Flight Simulation Training Devices
Begin QPS Requirementsa. 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 Informationg. 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 National Simulator Program Manager has available, on the NSP Web site, (http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/sqms/ ) the following materials to assist sponsors in preparing for an NSPM evaluation of a mandatory or voluntary 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) The NSPM desk assessment tool for initial evaluation of the voluntary elements of a QMS program.(4) The NSPM on-site assessment tool for initial and continuing evaluation of the voluntary elements of a QMS program.(5) An Element Assessment Table that describes the circumstances that exist to[[Page 59895]]warrant a finding of ``non-compliance,'' or ``non-conformity;'' ``partial compliance,'' or ``partial conformity;'' and ``acceptable compliance,'' or ``acceptable conformity.''(6) A sample Continuation Sheet for additional comments that may be added by the sponsor or the NSPM during a QMS evaluation.(7) A sample Sponsor Checklist to assist the sponsor in verifying the elements that comprise the required QMS program.(8) A sample Sponsor Checklist to assist the sponsor in verifying the elements that comprise the voluntary portion of QMS program.(9) A table showing the essential functions, processes, and procedures that relate to the required and voluntary 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 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.(5) The NSPM will use the results of the assessment(s) of the voluntary portions of the QMS program (as described in Tables E4 and E5) to determine whether to extend the intervals between NSPM- conducted evaluations.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.(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 appropriate Quality System training and brief other personnel on the procedures.End Information
Table E1.--FSTD Quality Management SystemInformation Number>>(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. specifying how the sponsor will 7(b)(5). 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. specifying how the sponsor will 60.7(b)(6). 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.
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E1.7............... A policy, process, or procedure Sec. 60.5(b)(7) specifying how the sponsor will and Sec. obtain an annual written60.7(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. specifying how independent60.9(b)(1). 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. specifying how and where the 60.9(b)(2). FSTD Statement of Qualification 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) specifying how the sponsor's and Appendix E, management representative (MR) paragraph(d). is selected and identified by name to the NSPM.E1.11.............. A policy, process, or procedure Sec. specifying the MR authority and 60.9(c)(2), (3), responsibility for theand (4). 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 sponsorAppendices 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)- specifying how the sponsor will (d); 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. level and simultaneously60.15(b)(ii); request the TPAA forward aSec. concurring letter to the NSPM; 60.15(b)(iii). 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.
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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. apply to the NSPM for60.16(a)(1)(i); additional qualification(s) to and Sec. the Statement of Qualification. 60.16(a)(1)(ii).E1.19.............. A policy, process, or procedure Sec. specifying how the sponsor60.19(a)(1) QPS completes all requiredAppendices A, B, Attachment 2 objective tests C, or D. each year in a minimum of four evenly spaced inspections as specified in the appropriate QPS.E1.20.............. A policy, process, or procedure Sec. specifying how the sponsor60.19(a)(2) QPS completes and records aAppendices A, B, functional preflight check of C, or D. 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. specifying how the sponsor60.19(b)(2). schedules continuing qualification evaluations with the NSPM.E1.22.............. A policy, process, or procedure Sec. specifying how the sponsor60.19(b)(5)-(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. are recorded in the FSTD60.19(c)(2)(i); discrepancy log, including: Sec. 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. specifying how the discrepancy 60.19(c)(2)(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. specifying how the sponsor60.23(a)(1)-(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. specifying how the sponsor will 60.23(c)(1)(i),( notify the NSPM and TPAA of ii), and (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
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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; orE1.29.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)- specifying how, after an FSTD (e). modification is approved by the NSPM, the sponsor will:E1.30.a............ Post an addendum to the Statement of Qualification until as the NSPM issues a permanent, updated Statement of Qualification.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)- specifying how the sponsor will (c), and QPS track the length of time aAppendices 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. specifying how the sponsor will 60.27(a)(3). 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 Statement of Qualification.E1.33.c............ Results of the qualification evaluations (initial and each upgrade) since the issuance of the original Statement of Qualification.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.
[[Continued on page 59900]]
From the Federal Register Online via GPO Access [wais.access.gpo.gov] ]
[[pp. 59900-59903]] Flight Simulation Training Device Initial and Continuing Qualification and Use[[Continued from page 59899]]
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Simulation Quality Management System (SQMS) Responsibilities Matrix--QPS Requirements [Simulation Quality Management System (SQMS) Responsibilities Matrix]>>Designated responsibility for approval or Number
Function/element
control position, name or titleSponsor Site/Location:1........................ R Responsible Management/Ultimate SQMS Authority.2........................ R Management Representative (Primary Contact Point with NSPM): Overseeing (Monitoring, Measurement, Analysis) and Modifying SQMS Policies, Processes, Practices and Procedures; Monitoring and Ensuring FSTD Qualification; Evaluation Scheduling.3........................ V Quality Policy...................4........................ V Quality Objectives...............5........................ R SQMS Manual/Chart-Maps for Functions--Elements--Processes.6........................ R Responsibilities Matrix..........7........................ V SQMS Awareness and Training......8........................ V Management Review/Management Provision of Resources.9.a...................... R SQMS Internal Assessment.........9.b...................... V Reporting of Assessment Results..10.a..................... R SQMS Deficiency Identification, Program Change or Modification.10.b..................... V SQMS Corrective Action or Managed Change.11.a..................... R FSTD Routine Maintenance, Preventative Maintenance, and Pre-flight.11.b..................... V Periodic Expanded Pre-flight/Fly- out.12.a..................... R Objective Testing................12.b..................... V QTG Test Completion Schedules....13....................... R FSTD User Comments...............14....................... V Tech-Management Liaison with Primary FSTD User(s).15....................... V Scheduling/Tracking--Inspection, Testing, Engineering, Maintenance.16....................... V FSTD Reliability Tracking, Measurement and Analysis.17....................... V Trend Analysis of ``Current/ Closed'' FSTD Discrepancy Records/Action Plan.18....................... V Navigation Aid Data Base and Visual Model Currency.19....................... V FSTD ``Training, Evaluation, and Flight Experience'' Restrictions.20....................... V FSTD Removal from Service/Active Status, Out-of-Service Maintenance, Return to Service (Other than Loss of Qualification).21....................... R FSTD Discrepancy Corrective Action and MMI Resolution.22.a..................... R Liaison with Aircraft Manufacturer.22.b..................... V Liaison with FSTD Manufacturer...23....................... V Flight deck Configuration Control24....................... V Engineering Order Control........25....................... V Aircraft Avionics and Simulated Avionics Revision Control.26....................... R FSTD Modification................27....................... R Documented FSTD Usage or Annual ``FSTD Performance-Handling Quality'' Statement.
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28....................... V Assignment Of Personnel (FSTD)...29....................... V Work Environment, Criteria, Standards and Equipment Control.30....................... V Measuring and Monitoring Device Control.31....................... V Document/Record Control..........32....................... R Organizational Chart.............Note: ``R'' indicates the element is Required as part of a Basic SQMS Program. ``V'' indicates the element is voluntary and is part of the Advanced (Voluntary) SQMS Program.Appendix F to Part 60--Definitions and Abbreviations for Flight Simulation Training Devices
Begin Information1. Some of the definitions presented below are repeated from the definitions found in 14 CFR part 1, as indicated parenthetically.End Information
Begin QPS Requirements2. Definitions1st 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).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 Airplane--an airplane 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, cockpit 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.[[Page 59901]]
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 cockpit 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 recognized 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)Generic Airport--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.Near Maximum Gross Weight--a weight chosen by the sponsor or data provider that is not less than the basic operating weight (BOW) of the airplane 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.Light Gross Weight--a weight chosen by the sponsor or data provider that is not more than 120% of the BOW of the airplane being simulated or the minimum practical operating weight of the test airplane.Medium Gross Weight--a weight chosen by the sponsor or data provider that is within 10 percent of the average of the numerical values of the BOW and the maximum certificated gross weight.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 Airplanes. 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 Airplanes. 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[[Page 59902]]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 would provide the evaluator 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 in the cockpit.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 required and voluntary 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.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.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 visual models.Visual Model--a collection of one or more visual scenes of an airport or portion(s) of an airport.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 Airplane. cd/m2 candela/meter\2\, 3.4263 candela/m\2\ = 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.). fpm 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. 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. M,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 Airplanes. nm Nautical Mile(s) 1 Nautical Mile = 6,080 feet. NN NON-NORMAL CONTROL Used in reference to Computer Controlled Airplanes. 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. NWA Nosewheel Angle (degrees). NZFT Non-Zero Flight Time. 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. 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. SOC Statement of Compliance and Capability. Tf Total time of the flare maneuver duration. Ti Total time from initial throttle movement until a 10% response of a critical engine parameter. TIR Type Inspection Report.[[Page 59903]]T/O Takeoff. Tt Total time from Ti to a 90% increase or decrease in the power level specified. VASI Visual Approach Slope Indicator System. VGS Visual Ground Segment. V1Decision speed. V2Takeoff 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. VRRotate Speed. VSStall Speed or minimum speed in the stall. WAT Weight, Altitude, Temperature. ZFT Zero Flight Time.End QPS Requirements
Issued in Washington, DC, on September 26, 2007. John M. Allen, Director, Flight Standards Service.[FR Doc. 07-4884 Filed 10-19-07; 8:45 am]BILLING CODE 4910-13-P