Part II

Federal Register: May 9, 2008 (Volume 73, Number 91)

Rules and Regulations

Page 26477-26786

From the Federal Register Online via GPO Access [wais.access.gpo.gov]

DOCID:fr09my08-10

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Part II

Department of Transportation

Federal Aviation Administration

14 CFR Part 60

Flight Simulation Training Device Initial and Continuing Qualification and Use; Final Rule

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 14 CFR Part 60

Docket No. FAA-2002-12461; Amendment No. 60-3

RIN 2120-AJ12

Flight Simulation Training Device Initial and Continuing

Qualification and Use

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action amends the Qualification Performance Standards

(QPS) for flight simulation training devices (FSTD) to provide greater harmonization with international standards for simulation. In addition, the rule adds a new level of simulation for helicopter flight training devices (FTD) and establishes FSTD Directive 1, which requires all existing FSTD airport models that are beyond the number of airport models required for qualification to meet specified requirements. The intended effect of this rule is to ensure that the flight training and testing environment is accurate and realistic. Except for the requirements of FSTD Directive 1, these technical requirements do not apply to simulators qualified before May 30, 2008. This rule results in minimal to no cost increases for manufacturers and sponsors.

DATES: These amendments become effective May 30, 2008.

FOR FURTHER INFORMATION CONTACT: For technical questions concerning this final rule, 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; e-mail: Edward.D.Cook@faa.gov. For legal questions concerning this final rule, contact Anne Bechdolt, Office of Chief

Counsel (AGC-200), Federal Aviation Administration, 800 Independence

Avenue, SW., Washington, DC 20591; telephone 202-267-7230; e-mail:

Anne.Bechdolt@faa.gov.

SUPPLEMENTARY INFORMATION:

Authority for This Rulemaking

This rulemaking is promulgated under the authority described in 49

U.S.C. 44701. Under that section, the FAA is charged with regulating air commerce in a way that best promotes safety of civil aircraft.

Table of Contents

I. Background

A. Summary of the NPRM

B. Summary of the Final Rule

C. Summary of Comments

II. Discussion of the Final Rule and Comments

A. Administrative

B. Simulator Qualification and Evaluation

C. FSTD Testing: Objective and Subjective 1. General 2. Visual Systems 3. Motion or Vibration Requirements 4. Sound Requirements

D. Helicopters

E. Quality Management System (QMS)

F. Miscellaneous

III. Regulatory Evaluation, Regulatory Flexibility Determination,

International Trade Impact Assessment, and Unfunded Mandates

Assessment

IV. The Amendment

I. Background

On October 30, 2006, the FAA published Title 14, Code of Federal

Regulations, Part 60, with an effective date of October 30, 2007 (71 FR 63392). The intent of the rule was to promote standardization and accountability for FSTD maintenance, qualification, and evaluation. The regulation codified the standards contained in advisory circulars (ACs) and implemented the Qualification Performance Standards (QPS) appendices format. The QPS appendices allow regulatory requirements and corresponding information to be presented in one location. The QPS appendices format promotes ease of use and greater insight about the

FAA's intent behind the regulation and the required and approved methods of compliance. On October 22, 2007 (72 FR 59598), the FAA delayed the effective date of part 60 to coincide with the effective date of this final rule, which revises the appendices of part 60 that were originally published on October 30, 2006.

A. Summary of the Notice of Proposed Rulemaking (NPRM)

On October 22, 2007, the FAA published an NPRM (72 FR 59600) to revise the QPS appendices. The primary purpose of the NPRM was to ensure that the flight training and testing environment is accurate and realistic and to provide greater harmonization with the international standards documents for simulation issued by the Joint Aviation

Authority (JAA) (JAR-STD 1A, Aeroplanes, and JAR-STD 1H, Helicopters), and the International Civil Aviation Organization (ICAO) (Doc 9625-AN/ 938, as amended, Manual of Criteria for the Qualification of Flight

Simulators). The proposed requirements were expected to reduce expenses and workload for simulator sponsors by eliminating conflicts between the U.S. standards and the standards of other civil aviation authorities. The proposed amendments incorporated technological advances in simulation and standardized the initial and continuing qualification requirements for FSTDs to harmonize with the international standards documents. The comment period for the NPRM closed December 21, 2007.

B. Summary of the Final Rule

This final rule:

Provides a listing of the tasks for which a simulator may be qualified.

Requires, during aircraft certification testing, the collection of objective test data 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 FTDs.

Provides in the QPS appendices 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 less technically complex levels of simulation are being developed.

Clarifies and standardizes existing requirements for motion, visual, and sound systems, including subjective buffeting motions, visual scene content, and sound replication.

Requires, by FSTD Directive 1, all existing FSTD airport models used for training, testing, or checking under this chapter that are beyond the number of airport models required for qualification to meet the requirements described in Table A3C (Appendix A, Attachment 3) or Table C3C (Appendix C, Attachment 3), as appropriate.

Except for FSTD Directive 1, manufacturers and sponsors are not required to incorporate any of the changes listed above for existing

FSTDs. The appendices and attachments to part 60 affected by this final rule only apply to FSTDs that come into service after part 60 is effective (May 30, 2008). This final rule results in minimal to no cost increases for manufacturers and sponsors.

C. Summary of Comments

The FAA received 18 comments on the proposed rule. Commenters include airlines (Northwest, American, United, and FedEx), industry organizations (Air Transport Association (ATA) and Helicopter

Association International (HAI)), training organizations (Alteon), manufacturers (Boeing, Thales, CAE, and Rockwell Collins), and individuals.

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All of the commenters generally supported the proposal, but the majority of commenters had specific suggestions to revise the proposed rule. Most of these suggested revisions were technical edits. None of the comments resulted in any substantive changes to the proposed requirements, and we have incorporated the suggestions where appropriate. We have also made minor editorial revisions where appropriate.

The FAA received comments on the following general topics:

Administrative.

Simulator Qualification and Evaluation.

FSTD Testing: Objective and Subjective.

General.

Visual Systems.

Motion or Vibration Requirements.

Sound Requirements.

Helicopters.

Quality Management System (QMS).

Miscellaneous.

II. Discussion of the Final Rule and Comments

A. Administrative

The ATA recommended that the FAA make the effective date of the final rule at least 90 days following the publication date.

Part 60 has been available to the public for review for over 1 year. The revisions to the appendices of Part 60 reflect international standards that have been in existence for more than 4 years. Further, when the FAA delayed the effective date to Part 60, we also delayed the compliance dates of certain sections of the rule to provide adequate time for transition. Because of the notice provided and delayed compliance dates of certain sections, the FAA has determined that delaying the effective date by 90 days is not necessary.

Several of the comments were beyond the scope of the proposal. For example, CAE and others suggested including objective tests for Heads-

Up Displays (HUD) and Enhanced Visual Systems (EVS). Further, several commenters suggested adopting standards currently being developed by the International Working Group (IWG) of the Royal Aeronautical Society

(RAeS).

The FAA has not addressed in detail the comments that are beyond the scope of the NPRM. In addition, the FAA has determined it would be premature for the FAA to incorporate into this final rule the standards currently under review by the IWG. Once the RAeS has adopted the IWG's recommendations, the FAA will review them for incorporation in the QPS appendices.

Several commenters noted differences between the proposed standards and the current international standards and suggested adopting the international standards. As stated, one of the purposes of this rule is to harmonize with the current international standards documents for simulation issued by the JAA and ICAO. These recommendations are within the scope of the proposal and have been incorporated into this final rule as appropriate.

Some commenters to the proposed rule noted typographical and formatting errors in the proposal. The Office of the Federal Register issued a correction document addressing some of the these errors on

March 5, 2008 (73 FR 11995). The FAA has addressed the remaining errors in this document.

B. Simulator Qualification and Evaluation

CAE and others noted that the listing of tasks for which an FSTD may be qualified do not correspond to the tasks set forth in the FAA

Air Carrier Operations Inspector's Handbook and are not the same as those tasks in the tables that outline the Functions and Subjective tests for which each FSTD may be evaluated. Commenters also suggested that the objective and subjective tests used to evaluate the FSTD be aligned with the tasks for which the FSTD may be qualified.

The FAA recognizes that the FSTD qualification tasks do not mirror the tasks set forth in the FAA Air Carrier Operations Inspector's

Handbook, the ``Functions and Subjective tests'' tables in Attachment 3 of Appendices A-D, and the ``Tasks vs. Simulator Level'' tables in

Attachment 1 of Appendices A-D. However, there are differences between the tasks used to evaluate the handling, performance, and other characteristics of the FSTD and those tasks for which an FSTD may be qualified for pilot training, testing, or checking activities. Thus, the list of tasks set forth in the ``Functions and Subjective tests'' tables and ``Tasks vs. Simulator Level'' tables are not necessarily the same, nor should they be the same.

CAE, ATA, Rockwell Collins, and others asked whether the Level B simulator authorizations in Table A1B should be listed as an ``X'' instead of an ``R'' for most of the landing tasks.

As the legend in Table A1B indicates, the ``R'' denotes authorization for Recurrent activities while the ``X'' denotes authorization for Initial, Transition, Upgrade, and Recurrent activities. The landing tasks for Level B simulators are restricted to

Recurrent activities and the ``R'' in the table at those points is the correct reference. However, the FAA acknowledges that the authorizations for Taxiing and for Normal and Crosswind Takeoffs for the Level B simulator were inadvertently left blank, and the FAA has placed an ``R'' in those positions in this table, indicating an authorization for Recurrent activities in this level of simulation.

American, the ATA, and others stated that the differences between

``update'' and ``upgrade,'' as used in Appendix A, Paragraph 13,

Previously Qualified FFS, subparagraph ``h,'' were not clear. They recommended clarifying the differences and moving the subparagraph from the information section to the QPS Requirements section.

The information in subparagraph ``h'' allows for Full Flight

Simulators (FFS) to be updated without requiring an evaluation under the new standards. Because this language is permissive in nature, we have moved it to the QPS Requirements section as requested. To clarify the meaning of these terms, we have added a definition of ``update'' that reflects current practice to Appendix F.

CAE and others suggested revising the note in Table A1B, entry 3.f,

Recovery from Unusual Attitudes, by replacing the statement ``supported by applicable simulation validation data'' with ``supported by the simulation models.''

The suggested revised language would allow an individual to go beyond the flight-test-validated flight-envelope in a flight simulator.

This is not an acceptable practice because of the lack of information about aircraft performance and handling beyond those limits. Therefore, the FAA has not adopted the recommendation.

The ATA, Northwest, and others suggested clarifying that the 24- hour ``look back'' period for the functional preflight check (Table E1, entry E1.20) is from the beginning of the scheduled training period.

Additionally, commenters questioned whether the FSTD use-period, if started within 24 hours of a functional preflight check, could continue beyond that 24-hour ``look-back'' period and whether the functional preflight check is required for Level 4 ``touch screen'' FTDs. Further, commenters questioned whether Level 4 FTDs remain under the responsibility of the Training Program Approval Authority (TPAA).

The proposed requirement for conducting a functional preflight check within 24 hours prior to using the FSTD is to ensure that technical personnel with the requisite preflight training have determined the readiness level of the FSTD. An FSTD use-period does not begin unless a functional preflight check

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has been completed in the previous 24 hours. If a training session begins near the end of the 24 hours after the functional preflight check was completed, the training session may continue beyond that 24 hours. However, any subsequent training session may not begin until another functional preflight check is conducted.

The National Simulator Program Manager (NSPM) is the FAA manager responsible for the evaluation and qualification of all FSTDs qualified under part 60, including Level 4 FTDs. The NSPM will continue to exercise this responsibility through inspectors and engineers assigned to the National Simulator Program (NSP) staff and others to whom the

NSPM may delegate that responsibility and authority. This responsibility and authority is not intended to undermine or compromise the duties and responsibilities of the assigned TPAA with regard to the approved use of the FSTD.

CAE and others questioned when it would be necessary to complete an additional initial qualification evaluation after a modification to the

FSTD. They also asked what principles would be used in determining whether an evaluation for additional authorization(s) is necessary and if an evaluation is necessary, when it must take place.

Whether a modification necessitates an additional initial qualification evaluation, necessitates part of an initial qualification evaluation, or does not necessitate an additional evaluation, depends on (1) the extent of the modification; (2) whether the modification impacts, or is impacted by, other systems or equipment in the FSTD; and

(3) whether, as a result of the modification, the FSTD operation is consistent with the airplane system it is simulating. After review of these factors, the FAA will determine on a case-by-case basis whether an evaluation for additional authorizations is required and when it will take place.

The ATA, Northwest, and others suggested that the windshear provisions in Table A1A for each Level C and Level D FFS not be required for evaluation and qualification purposes because not all aircraft are required to have windshear equipment and not all pilots are required to train on recovery from inadvertent windshear encounters. Further, the commenters also suggested clarifying the aircraft conditions under which the windshear demonstrations must be conducted.

Only operations conducted in accordance with 14 CFR part 121 that use aircraft listed in Sec. 121.358 require windshear training for crewmembers. Accordingly, the FAA has modified Table A1A to address only these operations. We have also clarified the aircraft conditions under which the windshear demonstrations must be conducted.

C. FSTD Testing: Objective and Subjective 1. General

The ATA, Rockwell Collins, and others recommended requiring Level A and Level B simulators to meet the standards in Table A2A, entry 1.b.7,

Dynamic Engine Failure After Takeoff.

The standards for testing of dynamic engine failures after takeoff were first established by ICAO and were limited to advanced simulators, now referred to as Level C and Level D. One purpose of this final rule is to harmonize FAA standards with current international standards.

Because current international standards do not set forth standards for testing dynamic engine failure after takeoff for level A and B simulators, the FAA has not adopted the recommendation.

The ATA, Northwest, Boeing, CAE, and others suggested the FAA review all the references in Appendix A, Attachment 2, Table A2A, Table of Objective Tests, that include references to Computer Controlled

Aircraft (CCA) to ensure that the control state testing requirements

(i.e., normal control state or non-normal control state) are correctly addressed.

The FAA recognizes that there were errors made in the proposal regarding CCA testing requirements. The FAA has reviewed the CCA testing requirements to address the correct control state and made appropriate revisions.

CAE, Rockwell Collins, ATA, and others submitted several comments on Appendix A, Attachment 1, Table A1A, General Simulator Requirements.

CAE suggested that (1) the manual and automatic testing, described in entry 2.f, and simulator control feel dynamics, as described in entry 3.e, apply to Level A and Level B simulators in addition to Level C and

Level D simulators; (2) the NSPM should further clarify the number of malfunctions that are required or provide a list of the necessary malfunctions that should be present; and (3) the instructor controls, as described in entry 4.c, either list all the expected environmental conditions over which the instructor should have control or remove the reference to ``wind speed and direction.'' The ATA and others requested that the statements about additional field-of-view capability for Level

A and Level B simulators in entry 6.b of Table A1A be moved to the

Information/Notes column.

Automatic testing and control feel dynamics was first required in 1980 with the publication of the FAA's Advanced Simulation Plan and was limited to advanced simulators, now referred to as Level C and Level D.

The FAA is not expanding the requirements for automatic testing and control feel dynamics testing to Level A and Level B simulators because that would result in differing technical requirements for these simulator levels while authorizing the same training, testing, and checking tasks. The additional field-of-view reference in entry 6.b was designed to allow the option of including a larger field-of-view than the provision requires, with the understanding that the minimum fields of view would have to be retained. This reference is more informative than regulatory and the FAA has moved the statements to the

Information/Notes column.

The ATA and others suggested defining the term ``least augmented state'' as used in Appendix A, Attachment 2, paragraph 2.j, and requested confirmation that the ``least augmented state'' is one that the pilot may select using normal switches found in the airplane flight deck.

The FAA has determined that a general definition of the term

``least augmented state'' is not appropriate because these states are dependent on the aircraft type involved. Additionally, the least augmented state is not necessarily achieved by the use of switches found in the flight deck. Therefore, the FAA will evaluate FSTDs in accordance with the least augmented state data supplied by the aircraft manufacturer or other data supplier.

The ATA, Rockwell Collins, and others suggested that the primary controls of the simulated aircraft should be tested objectively to verify correct forces and responses whether simulated aircraft parts or actual aircraft parts are used. Further, they recommended that the FAA require a Statement of Compliance and Capability (SOC) that describes how and where the control forces are generated in the aircraft, and lists all hardware required to generate these control forces.

The FAA does not require testing of flight controls in these circumstances because these aircraft controls must be maintained as if they were installed in an aircraft to provide crewmembers the same control feedback as felt in the actual aircraft. The sponsor is required to provide a statement that the aircraft hardware meets the appropriate manufacturer's specifications for the controls and the sponsor must have

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information supporting that statement available for NSPM review.

Accordingly, the FAA has not adopted the recommendation.

Boeing suggested, with regard to Table A2A, entry 1.c.2, that the test for ``One Engine Inoperative'' should be named ``One Engine

Inoperative, Second Segment Climb.''

The test is required for airplanes certificated under both parts 23 and 25. The term ``Second Segment Climb'' applies only to airplanes certificated under part 25. Therefore, the FAA has not adopted the suggested change.

The ATA, Rockwell Collins, CAE, and others recommended that the tests in entries 1.e.1 and 1.e.2, Stopping Time and Distance, of Table

A2A, not apply to Level A and Level B simulators because these simulator levels are not authorized to perform this landing task.

The FAA did not adopt this change because both Level A and Level B simulators are authorized to perform Rejected Takeoff Maneuvers. In addition, Level B simulators are authorized to perform landings in recurrent training and checking. Therefore, these tests are necessary to determine the stopping capabilities of the FSTD.

The ATA, Boeing, CAE, and others expressed concern over how to read the test requirements for Engine Acceleration and Engine Deceleration

(Table A2A, entries 1.f.1 and 1.f.2). The commenters recommended various ways of publishing the established tolerances. CAE also recommended defining the terms ``Ti'' and ``Tt.''

The published tolerances for these tests are consistent with international standards documents. As proposed, Tiand

Ttwere defined in the Tables as well as in the

Abbreviations list in Appendix F. For clarification, we have moved these terms to the definitions section of Appendix F and added cross references in the tables to Appendix F.

The ATA, Northwest, and others noted that the Short Period Dynamics test in Table A2A, entry 2.c.10 erroneously did not to apply to Level A simulators. They also noted that entry 2.d.7, Dutch Roll (yaw damper off), erroneously applied to all levels of simulators when it should apply only to Levels B, C, and D.

The FAA acknowledges that applicability to Level A simulators for the Short Period test was inadvertently omitted and the Dutch Roll test was inadvertently included, although the correct standards appear in

FAA standards documents and international standards documents. The FAA has corrected these errors in this final rule.

CAE suggested the FAA clarify Table A2A, entry 2.d.8, Steady State

Sideslip, by stating that this test ``may be a series of snapshot test results using at least two rudder positions, one of which should be near maximum allowable rudder.''

The FAA agrees and has clarified the requirement where appropriate.

CAE and others suggested that the definition of the term ``snapshot'' be modified from ``a presentation of one or more variables at a given instant of time'' to ``a presentation of one or more variables at a given instant of time or from a time-average of a steady flight condition.''

The FAA has determined that the suggested modification would create confusion because of the subjective nature of the phrase ``steady flight condition'' and has not adopted the suggestion.

The ATA and others suggested a change to Table A2A, entry 2.e.6,

All Engines Operating, Autopilot, Go-Around, to require a manual test and, if applicable, an autopilot test.

The FAA currently requires a manual test when performing a one engine inoperative go-around. The all engines operating, autopilot, go- around test applies only when the airplane is authorized to use the autopilot function during a go-around. Because both tests are currently required, the FAA has not adopted the suggested changes.

The ATA, Rockwell Collins, and others suggested that the tests described in entries 2.e.8 and 2.e.9 of Table A2A, should be conducted differently (i.e., with the nosewheel steering disconnected or castering), unless the FAA's intent was to evaluate overall aircraft response, in which case no change is necessary.

The intent of these tests is to evaluate the aircraft response.

Therefore, no change is necessary.

CAE and Boeing recommended substituting the term ``mass properties'' with the term ``fuel slosh'' in Appendices A and C, paragraph 8.h(2)(c) because mass properties are rarely, if ever, run in an integrated manner as described.

The FAA does not agree that mass properties are not run in an integrated manner. The FAA has chosen the term mass properties because it is consistent with international standards. Therefore, the FAA has not adopted the suggested change.

CAE and Boeing recommended deleting paragraph 9.b(3) in Appendices

A and C because a data provider should not have to demonstrate that data gathered from an engineering simulation (in lieu of a flight test source) has necessary qualities to qualify an FSTD.

The FAA did not intend that an engineering simulation be qualified, or be capable of being qualified, as an FSTD. The data obtained from the engineering simulation would be appropriate as a replacement for flight test data when the data obtained from the engineering simulation is programmed into an FSTD. Therefore, we have clarified the information in paragraph 9.b(3) to state that in these cases, the data provider should submit validation data from an audited engineering simulator/simulation to supplement specific segments of the flight test data.

CAE and Boeing requested that paragraph 11.a(1) not apply to Table

A2A, entries 1.f.1 and 1.f.2, objective tests for engine acceleration and deceleration. Rather, they suggested applying 100% of flight test tolerances to these objective tests. CAE also suggested when flight test data for an alternate engine fit is unavailable, the objective testing of engine acceleration and engine deceleration (Table A2A, tests 1.f.1 and 1.f.2) should be exempt from the 20% tolerance for the application of engineering simulator/simulation because the actual tolerance would be less than the simulation iteration rate.

Applying 100% of flight test tolerances to the objective tests results in these entries is not an acceptable routine procedure. Full flight test tolerances are appropriate when comparing FSTD results to airplane data, and 20% of those airplane tolerances are appropriate when comparing FSTD results to flight engineering simulation data because it is easier to match ``computer to computer'' data than to match ``computer to airplane'' data. Any circumstance that does not fit within these parameters would likely be acceptable under the ``best fit'' data selection set forth in Appendix A, Attachment 2, paragraph 2.d. Therefore, the FAA has not adopted these changes.

The ATA and others stated that the Rudder Response test in Table

B2A, entry 2.b.6.b is confusing because it would not test the rudder power in the yaw axis. They suggested modifying the tolerance column to read ``2[deg]/sec or 10% yaw rate, OR Roll rate 2[deg]/sec, bank angle 3[deg].''

This test was originally required as a rudder test using roll rate and bank angle for the parameters. However, the FAA agrees that this test may be accomplished using either yaw rate or roll rate and bank angle. Therefore, the FAA has added a note in the Information/Notes column that this test

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may be accomplished as a yaw response test.

The ATA, Northwest, CAE, and others suggested eliminating the 2 degree tolerance on bank angle above stick shaker or initial buffet speeds in Table A2A, entry 2.c.8, Stall Characteristics, to be consistent with international standards.

The FAA acknowledges that the 2 degree tolerance on bank angle above stick shaker or initial buffet speeds is not included in the international standards. However, requiring zero tolerance in these instances would be very stringent without appreciable difference in FSTD performance or handling characteristics. Accordingly, the FAA has not eliminated the tolerance.

Boeing, United, and others recommended clarifying paragraph 11.b(5)

Validation Test Tolerances, and adding a new paragraph 11.b(6) allowing errors greater than 20% if the simulator sponsor provides an adequate explanation.

The FAA generally agrees with the suggestion and has modified paragraph 11.b(5) to reflect this information. The FAA has determined that adding a new paragraph 11.b(6) is not necessary.

One commenter, citing paragraph 17.a, ``Alternative Data Sources,

Procedures, and Instrumentation: Level A and Level B Simulators Only,'' questioned whether the alternative data collection sources, procedures, and instrumentation listed in Table A2E were the only sources for data collection that the FAA would allow.

Appendix A, paragraph 11, Initial (and Upgrade) Qualification

Requirements, requires objective data to be acquired through traditional aircraft flight testing. It also allows for the use of

``another approved'' source. The FAA has included Table A2E to provide alternative sources, procedures, or instrumentation acceptable to the

FAA that may be used to acquire the necessary objective data for Level

A or Level B simulators. At this time, the alternative data collection sources, procedures, and instrumentation listed in Table A2E are the only alternatives acceptable without prior approval by the NSPM.

The ATA, Rockwell Collins, and others questioned the necessity of having sounds of precipitation and rain removal devices for Level C simulators but not requiring the corresponding visual effect.

The FAA recognizes the error in the proposed language and has made the necessary changes. Level C simulators are required to be subjectively tested for the sound, motion and visual effects of light, medium and heavy precipitation near a thunderstorm and the effect of rain removal devices.

The ATA and others requested that aircraft certified with auto-ice detection coupled with auto-anti-ice or auto-de-ice capabilities be exempt from the effects of airframe and engine icing tests listed in

Table A3F, Special Effects.

Because it is possible for flight crews to experience the effects of airframe or engine icing if the auto-ice detection systems are inoperative, the flight crews must be trained to recognize and respond to icing situations. Therefore, the FAA has not adopted the recommendation. 2. Visual Systems

The ATA, Northwest, Rockwell Collins, United, and several others recognized that the definition of an FSTD Directive is ``a document issued by the FAA to an FSTD sponsor requiring a modification to the

FSTD due to a safety-of-flight issue and amending the qualification basis for the FSTD.'' These commenters asserted that the FAA has not provided any safety analysis to support the issuance of FSTD Directive 1. Further, these commenters asked how the FAA determines what constitutes a safety issue that would warrant the issuance of an FSTD

Directive. Some commenters asserted that updating airport modeling is a complicated problem because of the difficulty in removing airport models from the instructor operating station (IOS) in some FSTDs, particularly in those FSTDs not owned or controlled by the sponsor. In addition, some commenters noted the cost of updating an existing airport model and suggested that the FAA continue to allow custom airport models meeting individual training requirements to be used without modification. Further, the commenters requested the FAA extend the timeframe for updating airport models to match any modification to the actual airport.

As proposed, FSTD Directive 1 requires each certificate holder to ensure that each airport model used for training, testing or checking, except those airport models used to qualify the simulator at the designated level, meets the requirements of a Class II or Class III airport model. The FAA acknowledges that FSTD Directives may be issued only for safety-of-flight purposes. These determinations will be made on a case-by-case basis. The FAA has determined that updating airport modeling is a safety-of-flight concern because pilots have landed airplanes on wrong runways, landed on taxiways, landed at the wrong airport, unknowingly taxied across active runways, and taken off from the wrong runway. Many FSTD users have expressed concern regarding the accuracy of these models with respect to real world airports. Training, testing, or checking in an FSTD with incomplete or inaccurate airport models representing real world airports can contribute to incomplete planning or poor decision making by pilots if they subsequently operate into or out of that real world airport. While these potentially disastrous occurrences happen infrequently, inaccurate airport modeling is a safety-of-flight issue that warrants the issuance of this FSTD

Directive.

The proposed FSTD Directive is designed to address qualified FSTDs that contain airport models that were not evaluated. The FSTD Directive ensures that each model used in an FSTD for training, testing, or checking activities meets the acceptable minimum standards. Although the FAA is responsible for ensuring that these standards are met, the

FSTD sponsor is responsible for maintaining the FSTD, and each certificate holder using the FSTD is responsible for ensuring that all of the FSTD components are in compliance with these standards and report any deficiencies.

Upon review of the comments, however, we have clarified the language of the FSTD Directive. The FSTD Directive still requires each certificate holder to ensure that, by May 30, 2009, except for the airport model(s) used to qualify the FSTD at the designated level, each airport model used by the certificate holder's instructors or evaluators for training, testing, or checking under 14 CFR chapter I in an FFS, meets the definition of a Class II, or Class III airport model as defined in part 60, Appendix F. We originally proposed to require removal of all airport models that did not meet the standards of a

Class II or Class III model. In light of comments regarding the expense of such removal and issues regarding the sponsorship and leasing of

FSTDs, FSTD Directive 1 now requires only the airport models used for training, testing or checking to meet the appropriate requirements; it does not require removal of other airport models. Additionally, we have revised the definition of a generic airport model in Appendix F to clearly describe a Class III airport model that combines correct navigation aids for a real world airport with an airport model that does not depict that real world airport. Use of such an airport model may require some limitations on that use. The clarified language in the

FSTD Directive and the

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revised definitions may mitigate the actual cost of updating airport models. In addition, the FAA recognizes that it takes time to design, construct, and implement changes to computer programming. The FAA has decided to modify the time requirements in paragraph 1(f) of Attachment 3, Appendix A, and clarify the process for requesting an extension for the update in paragraph 1(g) of Attachment 3, Appendix A.

Further, the ATA and others suggested adding a statement in the

Information/Notes column of Table B1A regarding visual systems that

FSTD Directive 1 does not apply to Level A standards for an FTD visual system.

If a visual system installed in any level of FTD is not being used to acquire additional training credits, FSTD Directive 1 does not apply. However, if the visual system is being used to acquire training credits, the visual system must meet the requirements of at least a

Level A FFS visual system. In these circumstances, FSTD Directive 1 could affect the airport models used in that system. Therefore, the FAA has not added the suggested statement.

The ATA, Rockwell Collins, and others noted that the terms visual scenes, visual models, and airport models, appear to be used interchangeably in the NPRM.

The FAA has adopted the term ``airport model'' instead of the terms

``visual scene''or ``visual model''throughout this final rule. We also have deleted the definition of ``visual model'' from Appendix F and changed the definition of ``visual database'' to ``a display that may include one or more airport models'' for consistency. Since there are three classes of airport models, we clarified the differences between

Class I, Class II, and Class III in the definition of airport model.

ATA, Rockwell Collins, and others questioned the need for 16 moving models as well as the training tasks that would be able to be met by having these moving models. The commenters also requested clarification regarding what constitutes gate clutter.

The primary goal of the NPRM was to harmonize with international standards. The intent of the 16 moving objects requirement, which is an international standard, is to enhance the ``realism''of the displayed visual scene. The FAA has added a definition of gate clutter in

Appendix F, as described in entry 2.f in Table A3B.

The ATA, Rockwell Collins, and others stated that the Class II airport model requirements are excessive, especially for areas other than the ``in-use'' runway itself and noted that there are no model content requirements for ``generic airport models.''

The Class II airport model requirements mirror the long-standing guidance in AC 120-40B, Airplane Simulator Qualification, Appendix 3, and are consistent with international standards. The FAA has determined that providing specific model content requirements for ``generic airport models'' would restrict unnecessarily the capability and flexibility that currently exists. Accordingly, the FAA has not made any changes to the Class II airport model requirements or created any specific requirements for ``generic airport models.''

The ATA, Rockwell Collins, CAE, and others questioned whether

``ambient lighting'' in Daylight Visual Scenes is required.

Ambient lighting is not required in daylight visual scenes because of its distorting effects on the visual scene and inside the flight deck. The FAA has removed the requirement for ambient flight deck lighting where appropriate.

The ATA and others requested that the FAA clarify the Surface

Movement Guidance and Control System (SMGCS) as referenced in Table

A3B, entry 2.j.

Entry 2.j requires that a low visibility taxi route must be demonstrated for qualification of a Level D simulator. A low visibility taxi route could be satisfied, according to the Table A3B, by a depiction of one of the following means: an SMGCS taxi route, a follow- me truck, or low visibility daylight taxi lights. For further information on SMGCS, see AC 120-57A (December 19, 1996).

The ATA, Rockwell Collins, and others questioned the language in the preamble of the NPRM describing the visual system proposal as requiring a ``field of view and system capacity requirements'' * * * increased by 20 percent over the present requirement.'' The commenters asserted that the proposed surfaces and light point requirements are

``considerably in excess of a 20% increase.''

The 20% increase, as described in the NPRM preamble, should have applied only to the field-of-view requirements. However, the actual requirements stated in the proposed rule language for field-of-view and system capacity for generating surface and light points are consistent with current international standards. Further, the metrics simulator manufacturers are currently using to construct their equipment correspond to the proposed system capacity for generating surface and light points. Therefore, no changes to the rule language are necessary.

The ATA, Rockwell Collins, and others objected to the larger field- of-view requirements for FSTDs previously built but not evaluated by the FAA for qualification, and for FSTDs previously evaluated and qualified, but returning to service after a 2-year inactive interval.

The concern is that these FSTDs would be required to meet the new field-of-view requirements.

The first time an FSTD is evaluated by the FAA for qualification, the FSTD is evaluated in accordance with the set of standards current at that time. An FSTD placed into an inactive status for 2 or more years will not necessarily be evaluated under any new criteria in effect at the time of re-entry into service. The NSPM, however, considers a full range of factors before deciding whether to require an

FSTD coming out of an inactive period to be evaluated in accordance with its original qualification basis or in accordance with the set of standards current at that time.

CAE and others recommended modifying in Table A1A, entry 6.p, to require the visual system be free from apparent and distracting quantization, instead of only apparent quantization.

Eliminating the slightest traces of quantization cannot be technically accomplished. However, because distracting quantization can be minimized to such a level that it does not affect the performance of the visual system, the FAA has made this change.

CAE, ATA, Rockwell Collins, and others questioned why realistic color and directionality of all airport lighting is not a requirement for Level A, Level B, and Level C simulators in addition to Level D simulators.

As proposed, the airport lighting requirements for Level A and B simulators are consistent with international standards. Therefore, the

FAA has not made the requested change.

The ATA, Northwest, and others suggested including a test in Table

A2A, entry 4.b.3, for Level C simulators to evaluate visual systems with 150[deg] horizontal and 30[deg] vertical field-of-view or a monitor-based system.

The primary goal of the NPRM was to harmonize with international standards. The current international standard, as reflected in the

NPRM, for Level C simulators is 180[deg] horizontal by 40[deg] vertical field-of-view. Therefore, the FAA has not adopted the change.

The ATA, Rockwell Collins, and others stated that the test in Table

A2A, entry 4.f, Surface Resolution, does not reflect current practice for runway markings. Commenters recommended that this test mirror the current practice

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and international standards that runway stripes and spaces be 5.75 feet wide.

The FAA has modified this language where appropriate to reflect current practice and international standards.

The ATA, Rockwell Collins, CAE, and others questioned why the tolerances allowed in entry 4.i, Visual Ground Segment (VGS), of Table

A2A are different from the current international standards. They also suggested that the Qualification Test Guide (QTG) contain calculations to compare the altitude used against the altitude specified when performing this test and questioned whether the test must be performed manually. They also requested deleting or correcting the conversion of feet to meters.

The international standards prescribe the application of the VGS tolerance to the far end of the VGS with no tolerance provided at the near end of the VGS. To ensure harmonization, the FAA has made the appropriate changes to the application of this VGS tolerance. The requirements for the QTG contain provisions regarding the calculation of altitude references. The FAA has stated that the altitude calculations are computed with the aircraft at 100 ft (30 m) above the runway touchdown zone and centered on the Instrument Landing System

(ILS) electronic glide slope. The typical reference for modern turbojet aircraft operations for height above touchdown is the height of the main landing gear above that touchdown zone reference plane, with the aircraft at a specified weight and landing configuration. To clarify these calculations, the FAA has modified the Flight Conditions column for entry 4.i of Table A2A to reflect this information. The distances expressed in metric units are not direct conversions to U.S. customary units, nor were they intended to be. Rather, these are the appropriate standards depending on which system is being used. Therefore, the FAA has not removed the metric references.

The ATA and others requested clarification regarding the term ``in- use runway'' in Tables A3B and A3C. The commenters stated that using the general term ``in-use runway'' would require modeling all taxiways rather than the primary one used, which may overload the visual system and negatively impact training.

Each ``in-use'' runway is a single, one-direction runway, used for takeoffs and landings, that has the required surface lighting and markings. New visual systems are capable of generating substantially more detail than required by this final rule. However, because of the concern raised regarding associated taxiways, the FAA has modified the language in Appendices A, C, and D regarding airport model content to require the use of only the primary taxi route from parking to the end of the runway instead of requiring the modeling of all potential taxi routes.

One commenter requested the FAA provide a definition of the term

``dynamic response programming,'' to clarify the requirements in Table

A1A, entry 6.h. CAE and others questioned the use of the terms

``correlate with integrated airplane systems, where fitted,'' and

``dynamic response programming,'' as they are used in Tables A3B and

A1A. Commenters also noted that Table A3B, entry 6.d erroneously applied the requirements for ``correlate with integrated airplane systems'' to all levels of simulators rather than just Levels C and D.

The term ``dynamic response'' is used in its typical engineering context. As used in Tables A1A (entry 6.h) and C1A (entry 6.i)

``dynamic response programming'' requires the visual system display to respond with the continuous movement of the simulated aircraft. We have clarified the language in Tables A3b (entry 6.d), C3b (entry 6.d) and

D3B (entry 5.d) by removing the phrase ``where fitted.'' The requirement that the visual scene correlate with the integrated aircraft systems is to ensure that all installed integrated aircraft systems correctly respond to what appears in the visual scene. This visual correspondence requirement applies to only Level C and D simulators and the FAA has corrected this error in Tables A3B and C3B.

The ATA, Rockwell Collins, and others suggested there should be no difference between entries 6.e and 8.g in Table A3B.

These two entries are designed to test separate conditions. Entry 6.e tests the external lights to ensure correlation with the airplane and associated equipment while entry 8.g tests the environmental effects of the external lights in the visual system. Because of the separate, distinct purposes of these entries, they should not be the same, and the FAA has not adopted the recommendation.

The ATA, Rockwell Collins, and others objected to the inclusion of several visual, sound, or motion systems features (e.g., the effect of rain removal devices; sound of light, medium, and heavy precipitation; and nosewheel scuffing) in the airport model presentations because they are not airport model functions.

These features are a function of the visual, sound, or motion systems. These features must be available and operate correctly in conjunction with the airport models presented during training, testing, or checking activities. These features are meaningful only when they are presented as part of the airport model. Therefore, the FAA has not removed these features from the airport model requirements.

The ATA, Northwest, Rockwell Collins, and others expressed concern that the discussion of entry 10 in Table A3B regarding the combination of two airport models to achieve two ``in-use'' runways at one airport, may impede control of the radio aids and terrain elevation and create distracting effects in the visual scene display.

The discussion in entry 10 of Table A3B is an authorization, not a requirement. If an FSTD has limitations such that this combination would impede control or create distracting effects, this particular authorization is not applicable. The FAA has added clarifying language in entry 10 to address this concern.

The ATA, Rockwell Collins, and others stated the requirement that

``slopes in runways, taxiways, and ramp areas must not cause distracting or unrealistic effects'' in entry 4.b in Table A3C implies that Level A and Level B simulators are required to have sloping terrain modeling, making the Class II airport models more stringent than Class I airport models.

Level A and B simulators are not required to have sloping terrain modeling. This provision, however, sets forth the requirements for such modeling if a sponsor elects to incorporate sloping terrain modeling in the FSTD. The FAA has clarified this requirement by adding the qualifier ``if depicted in the visual scene,'' in the appropriate tables in Appendices A, C, and D.

CAE and others requested the FAA establish a list of individuals or corporations who work as visual modelers and can provide detailed information about airports without creating national security concerns.

Anyone with a legitimate need for the acquisition of detailed airport information for accurate modeling of any U.S. airport for simulation modeling purposes should contact the NSPM for assistance. 3. Motion or Vibration Requirements

Rockwell Collins, CAE, the ATA, and others stated that Motion

Cueing Performance Signature tests can provide an objective means of determining loss in motion system performance. The commenters were concerned that if these tests were conducted only during the Initial

Qualification Evaluation, sponsors would not have objective

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information available to determine the continuing status of the motion system.

The proposal required the results of these tests to be included in the MQTG. Because sponsors are required to run the complete quarterly

MQTG inspections, these tests are not intended to be one-time-only tests. The sponsor and NSPM regularly review these tests. The FAA agrees that the statement ``this test is not required as part of continuing qualification evaluations'' is misleading and has deleted this statement where appropriate.

The ATA, Rockwell Collins, and others questioned whether Level B simulators must be subjectively tested for nosewheel scuffing motion effects when this level of simulator was not authorized for the taxi task.

Level B simulators are authorized for Rejected Takeoff Maneuvers.

At higher speeds, the movement of the nosewheel steering mechanism can be more sensitive and may cause the nosewheel to be turned beyond smooth tracking angles, resulting in nosewheel scuffing during Rejected

Takeoff Maneuvers. Therefore, the FAA has determined that subjective testing for nosewheel scuffing motion effects is necessary and did not make any change. 4. Sound Requirements

The ATA, Rockwell Collins, and others suggested that in Table A2A, entry 5, Sound Requirements, the tests listed should have a defined frequency spectrum within which the tests should be conducted similar to that set forth in international standards.

Because the text in the proposal describes these processes and similar statements appear in international standards, the FAA has added language similar to the international standards to the sound test requirements of entry 5, Table A2A.

The ATA, Rockwell Collins, and others suggested requiring all levels of FTDs to be able to represent all the flight deck aural warning sounds and sounds from pilot actions instead of limiting this standard to level 6 FTDs, as it currently appears in entry 7.a of Table

B1A.

A Level 6 FTD is the only level of FTD that is required to have all aircraft systems installed and operational. This requirement has been in effect for over 16 years and is consistent with current international standards. The suggested requirement is also outside the scope of this rulemaking. Accordingly, the FAA has not adopted the change.

CAE and others suggested entry 7.c, Accurate Simulation of Sounds, in Table A1A, address abnormal operations in addition to the sound of normal operations and the sound of a crash.

The current international standards contain a requirement for sounds addressing abnormal operations, which include the sound of a crash, and normal operations. To harmonize with international standards the FAA has made the change.

D. Helicopters

CAE and others noted that an SOC is not necessary for entries 1.a, 1.b, and 2.a in Table C1A. Thales also suggested that the language in entry 2.a be modified to reflect helicopter operations.

The FAA has removed the SOC requirement in entries 1.a and 1.b because it is not necessary. The SOC for entry 2.a is necessary because it describes a flight dynamics model that must account for combinations of drag and thrust normally encountered in flight. However, the FAA has modified the language in entry 2.a to better reflect helicopter operations.

Thales and others stated that the motion onset requirements in

Table C1A, entry 2.e, are new requirements for helicopter simulation.

The FAA included the requirements in this entry in the October 30, 2006, final rule (71 FR 63426), and again in the NPRM for this rule.

These requirements codify existing practice (e.g., AC 120-63,

Helicopter Simulator Qualification).

CAE and others suggested that the Information/Notes column in Table

C1A, entry 2.f, include ``roll'' as well as ``pitch,'' ``side loading,'' and ``directional control characteristics,'' when simulating brake and tire failure dynamics.

The FAA has clarified the Information/Notes column by adding the phrase ``in the appropriate axes,'' which includes roll, pitch, yaw, heave, sway (side loading), and surge.

Thales, CAE, and others suggested that the requirements in Table

C1A, entry 2.g.1, regarding ground effect should apply to Level B simulators as it appears in table C1A, entry 2.c.1.

The FAA has separated these two requirements because helicopter simulator Levels B, C, and D may be required to perform running takeoffs and running landings, as described in entry 2.c.1. However, only Level C and D simulators are required to perform takeoffs or landings to or from a hover, as noted in entry 2.g, thus requiring separate table entries. Accordingly, the FAA has not adopted the recommendation.

CAE and others requested clarification regarding the kinds of aircraft system variables and environmental conditions as listed in

Table C1A, entry 4, that must be used in simulation. Commenters suggested removing the reference to ``wind speed,'' including other environmental controls, and including ``water spray'' when hovering over water.

There is no specific list of system variables that must be available in a helicopter simulator. The requirement is that the instructor or evaluator be able to control all the 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 FSTD operating manual. The FAA has reviewed the entries for environmental controls and has included additional examples of environmental conditions that may be available in the FSTD. We also have included ``water vapor'' as an example of what may be expected to be re-circulated when hovering above the surface, as suggested by the commenters.

CAE, Thales, and others suggested including vortex ring and high- speed rotor vibrations for motion effects programming requirements in

Table C1A, entry 5.e. Commenters also suggested requiring Level B and C simulators to demonstrate air turbulence models.

As proposed, entry 5.e included requirements for buffet due to settling with power and rotor vibrations. As the commenters noted, these terms are better expressed as buffet due to vortex ring, and high-speed rotor vibrations. The FAA has clarified the requirements as requested. The FAA also has clarified the statement in the Information/

Notes column regarding the use of air turbulence models. Further changes regarding air turbulence modeling are beyond the scope of the

NPRM.

Thales and others recommended adjusting surface resolution from the currently proposed three (3) arc-minutes to two (2) arc-minutes in

Table C1A, entry 6.i.(4). Additionally, Thales recommended the FAA add

``helipad'' or ``heliport'' lighting effects specific to helicopter operations for subjective testing.

As noted by the commenter, the two (2) arc-minutes requirement is the current international standard. Therefore, the FAA has made the recommended change. However, there are specific requirements for both airport and helicopter landing area models for training, testing, and checking purposes in attachment 3, and the FAA has not included the

``helipad'' or ``heliport'' lighting effects in Table C1A.

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CAE, Thales, and others suggested that the tolerance of 3 knots, in Table C2A, entry 1.c, Takeoff, and entry 1.j,

Landing, be applied to either airspeed or ground speed, because data collected at airspeeds below 30-40 knots are often unreliable. Thales suggested that for entries 1.c.2 and 1.c.3, the specific type of takeoff (Category A, Performance, Confined area, etc,) be recorded so proper comparisons can be made.

The FAA recognizes the difficulties in applying tolerances to airspeeds when the airspeed value itself may not be accurate and has added a general authorization for Takeoff tests and Landing tests.

Also, the FAA has added a note in the Information/Notes column to address the differing types of takeoff profiles used for each of these tests.

CAE and others stated that in helicopter simulation, flight test data containing all the required parameters for a complete power-off landing is not always available. CAE recommended modifying the language in Tables C2A and D2A, entry 1.j.4, Autorotational Landing, to state that in those cases where data are not available, and other qualified flight test personnel are not available to acquire this data, the sponsor must coordinate with the NSPM to determine if it is appropriate to accept alternative testing means.

The FAA agrees that, in certain circumstances, the sponsor must coordinate with the NSPM to determine if it is appropriate to accept an alternative testing means. The FAA has made the appropriate changes.

CAE and others stated that Table C2A, entry 1.h.2, Autorotation

Performance, requires data be recorded for speeds from 50 knots, 5 knots, through at least maximum glide distance airspeed.

However, the maximum allowable autorotation airspeed is often slower than the maximum glide distance airspeed, which would prevent accurate data for autorotation entry.

The FAA has modified the test details to include maximum allowable autorotation airspeed.

CAE and others suggested reducing the tolerance for control displacement to 0.10 inches in Table C2A, entry 2.a.6,

Control System Freeplay. The commenters also suggested harmonizing the tolerance requirements for FTDs in Table D2A, entry 2.a.6.

The FAA agrees and has made the appropriate changes, which reflect current international standards.

CAE and others suggested that the proposed 10% tolerances on pitch and airspeed for non-periodic responses, in Table

C2A, entry 2.c.3.a, Dynamic Stability, Long Term Response, be relaxed because the proposal is too restrictive. They noted non-periodic

Augmentation-On responses generally exhibit less than 5 degrees peak pitch attitude change from trim. Further, commenters recommended adding a statement to the Information/Notes column to clarify the relationship between non-periodic responses and flight-test data. The rationale for these recommendations is to avoid requirements that are unduly restrictive with divergent results, while ensuring that the non- periodic responses are accurately reproduced.

The FAA agrees with the commenter's suggestions and rationale and has made the appropriate changes in Table C2A for FFSs and in Table D2A for FTDs.

CAE and others suggested relating the proposed tolerances in Table

C2A, entry 2.d.3.a, Dynamic Lateral and Directional Stability, Lateral-

Directional Oscillations test. The commenters stated that the non- periodic responses may be divergent, weakly convergent, or deadbeat.

The commenters stated that the proposed tolerances may be too restrictive for deadbeat responses. Additionally, the commenters stated that oscillatory responses that satisfy the period and damping ratio tolerances would not necessarily meet the proposed time history tolerances because of the non-periodic nature of the response. The rationale for these recommendations is to avoid requirements that are unduly restrictive with divergent results while ensuring that the non- periodic responses are reproduced with sufficient accuracy.

The FAA agrees with the commenters' suggestions and rationale and has made the appropriate changes in Table C2A for FFSs and in Table D2A for FTDs.

Thales, CAE, and others were concerned that there are no tolerances specified for the tests listed in Table C2A, entry 3.a, Frequency

Response, 3.b, Leg Balance, and 3.c, Turn Around Check.

Because of the way the tests are used, the FAA has determined it is appropriate that these specific tests do not have a specified tolerance other than the performance as established by the FSTD manufacturer in coordination with the sponsor. These tests are conducted during the initial evaluation and made part of the MQTG. While the sponsor is not required to run these tests again during continuing qualification evaluations, the test results are available if a question arises about the performance of the motion system hardware or the integrity of the motion set-up at any time subsequent to the initial qualification evaluation. The test results recorded during the initial qualification evaluation provide a benchmark against which subsequent comparisons can be made.

CAE and others questioned whether a motion signature (Table C2A, entry 3.e, Motion Cueing Performance Signature) is required for a test that only requires a snapshot test result or a series of snapshot test results, and if a sponsor may submit a result of their choice if multiple results are available for a specific test.

The specific motion cueing performance signature tests have specifically associated tests that are indicated in the Information/

Notes column. When these tests are conducted, the sponsor records the motion system as an additional parameter, providing a cross-sectional benchmark for the motion system performance. When the test authorizes the result to be provided as ``a series of snapshot tests,'' the sponsor may choose to record the motion cueing performance signature tests as a time history or as a series of snapshot tests.

Thales, HAI, and others requested that sponsors be allowed to use alternative data sources for Helicopter FTDs, as authorized for

Airplane FTDs.

At this time, alternative data source information has not been developed for Helicopter FTDs. The FAA developed the alternative data source information for airplanes in coordination with industry prior to this rulemaking. Anyone interested in researching and developing alternatives for helicopter FTDs for future rulemakings should contact the NSPM.

The HAI and others suggested expanding the vertical field-of-view requirements for level 7 helicopter FTDs to at least 70[deg] in paragraph 24 of Appendix D, Helicopter Flight Training Devices. CAE further noted that the field-of-view requirements for Level 7 FTDs appear to be more stringent than the requirements for a Level B simulator.

Peripheral vision is a critical cue in helicopter operations.

Therefore, the FAA determined that the field-of-view standards for

Level C helicopter simulators, which have been in effect since 1994, provide the adequate peripheral cues for the new level 7 helicopter

FTD. Because peripheral vision is the critical cue, the FAA has not expanded the vertical field-of-view requirement.

CAE and others suggested revising the requirements for handling qualities for the level 7 helicopter FTD listed in Table D1A, given the list of tasks that may be authorized for the FTD.

Although the tasks listed in the referenced table may seem extensive for a device that is not an FFS, the FAA

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does not intend that a student would be completely trained or trained to proficiency in any of the tasks authorized for that FTD. In each case, the task requires additional training, either in an aircraft or in a higher level FSTD, and a proficiency test in an aircraft or in a higher level FSTD upon completion of such training. Therefore, the FAA has not revised the handling qualities for the level 7 helicopter FTD.

CAE and others suggested modifying Table D1A, entries 1.a and 1.b, to clarify the location of bulkheads and the location and operation of circuit breakers.

The FAA has included clarifying language in entry 1.a of Table D1A.

CAE and others suggested removing the statement ``An SOC is required'' from Table D1A, entries 1.a, 1.b, 2.a, 6.a.1, 6.a.2, 6.a.3, 6.a.4, 6.a.5, 6.a.6, and 6.b.

The FAA agrees with the commenters with respect to entries 1.a and 1.b and has removed the SOC statement because a visual observation is sufficient. However, for the remainder of the entries, the SOC statements are still necessary because a visual observation will not reveal the data necessary to demonstrate and explain compliance with the specific requirements.

CAE and others suggested including a requirement for an SOC to explain how the computer will address the delay timing requirements for relative responses in Table D1A, entry 2.c.

The entry preceding 2.c sets forth the requirement to have a computer (analog or digital) with the capabilities necessary to meet the qualification level sought. At this point, an SOC is required. The

SOC will supply the information about the delay timing tests.

Therefore, an additional SOC requirement in entry 2.c is not necessary.

CAE, HAI, and others suggested requiring in Table D1A, entry 5,

Motion system, that all FTD levels have a motion system instead of allowing an open authorization with the limitation that, if installed, it may not be distracting.

The current training equipment for helicopter FTDs is not designed to include motion systems. The FAA recognizes, however, that some sponsors may wish to include these systems as part of their training equipment. If a sponsor elects to install a motion system, the system must not be distracting. Further, if the system will be used for additional training, testing, or checking credits, it must meet certain other requirements outlined in Appendix C. Accordingly, the FAA has not required helicopter FTDs to have motion systems. However, as proposed, all level 7 FTDs are required, at the very least, to have a vibration system.

HAI and others questioned why ``mast bumping'' was not authorized for Level 6 FTDs, as it is for Level 7 FTDs.

As noted in entry 5.b of Table D1A, only Level 7 FTDs are required to have a vibration system. Because the primary cue that would alert the pilot to the onset of mast bumping would be an increase in the vibration felt from the rotor system, this task is only authorized for

Level 7 FTDs.

CAE stated that in Table D2A, entry 2.b.3.d, Vertical Control

Response, the augmentation condition under the flight condition column is not specified, which is different from the previous three tests for control response in that table.

The FAA agrees with the commenter and has amended the referenced flight condition column to indicate that the augmentation condition for the test is both on and off, as it is for the preceding three control response tests in Table D2A.

CAE and others questioned whether the requirements of FSTD

Directive 1 should be extended to helicopter FTDs.

The provisions of FSTD Directive 1 are applicable to those FSTD airport models currently in existence. Currently, there are no helicopter FTDs that have required visual systems. Therefore, there is no need to extend the requirements set out in FSTD Directive 1 to helicopter FTDs. The requirements for airport models are included in attachment 3 of Appendix D and are applicable to newly qualified Level 7 helicopter FTDs.

HAI and others questioned the necessity and cost of requiring Table

D3B, entry 5.f, Effect of Rain Removal Devices.

The visual system requirement for the Level 7 helicopter FTD was designed to mirror the Level C helicopter FFS visual system requirement, which includes rain removal devices. This requirement is necessary to ensure that the FTD adequately reflects the actual helicopter being simulated. If the actual helicopter does not have rain removal devices, the FTD is not required to demonstrate the effect of rain removal devices. The FAA notes that these devices are not always a

``windshield wiper,'' but may be high-pressure air or an application of rain-repelling fluid.

E. Quality Management System (QMS)

Federal Express, ATA, and others questioned which Quality

Management System (QMS) would apply when an FSTD (including FSTDs owned by foreign entities), is installed in a Training Center with a different QMS, or if the FSTD is maintained by a contractor with a different QMS.

The system and processes outlined in the QMS should enable the sponsor to monitor compliance with all applicable regulations and ensure correct maintenance and performance of the FSTD in accordance with part 60. Thus, the sponsor's QMS must include provisions to ensure that the FSTD will only be used when it is in compliance with the sponsor's own QMS and the regulatory requirements of part 60.

The ATA, Rockwell Collins, and others requested that the voluntary elements for the QMS, as published on October 30, 2006 (71 FR 63426), be included in Appendix E of the final rule. One commenter suggested that the concept of a ``basic'' and a ``voluntary'' QMS be removed and a single QMS be required.

As noted in the NPRM (72 FR 59604), the FAA removed the voluntary

QMS from Appendix E. As proposed, Appendix E sets forth the basic requirements for a QMS. Although commenters requested that we include in part 60 the voluntary program, the voluntary program does not expand, further explain, or correspond to specific regulatory requirements. Therefore, the FAA has not included the voluntary program in the final rule.

The ATA, Northwest, and others questioned the inspection responsibilities of the NSPM in evaluating the QMS as opposed to FAA entities conducting ATOS audits.

The NSPM is responsible for evaluating the FSTD, including the QMS associated with the FSTD. The ATOS inspections determine whether the incorporation of the FSTD into an FAA-approved flight training program provides the necessary tool(s) to complete the required training program activities. The FAA has determined that the ATOS inspections will not include review of the actual FSTD or the QMS associated with that FSTD.

Federal Express and others questioned whether only the Management

Representative (MR) should receive Quality System training and brief other personnel on procedures and suggested that the wording be changed to allow others, besides the MR, to brief other personnel. They were also concerned that the MR, in most cases, is the Director of

Operations. They also questioned what would be considered

``appropriate'' quality system training.

The FAA does not require that the MR be the Director of Operations or hold any other specific position for a certificate holder. The MR, as

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determined by the sponsor, may delegate his or her responsibilities so long as the delegation does not compromise the QMS. If the MR delegates his or her responsibilities, the MR must ensure that the person to whom the MR delegates his or her responsibilities is capable of adequately briefing other personnel on QMS procedures. Further, anyone can receive

QMS training. The FAA, however, is requiring only that the MR receive

QMS training. The FAA agrees that the word ``appropriate'' is not necessary in this context and has removed it.

Federal Express and others questioned the proposed requirement to notify the NSPM within 10 working days of the sponsor becoming aware of an addition to, or revision of, flight-related data or airplane systems-related data used to program or operate a qualified FSTD. The commenters are concerned because systems data may not be provided to the sponsor in a timely manner. They requested the notification time be changed to 10 working days of performing a modification, an addition, or a revision of FSTD software that affects the flight or system operations of a qualified FSTD.

The requirement that the sponsor must submit notification within 10 calendar days is only a statement that the sponsor is aware that an addition to, amendment of, or a revision of data that may relate to FFS performance or handling characteristics is available. This notification does not require any information regarding how the change is to be accomplished, nor does it commit the sponsor to implementing the particular change. Rather, information regarding the sponsor's proposed course of action must be submitted within 45 calendar days of the sponsor becoming aware of the data. Therefore, the FAA did not change the notification time requirement as requested by the commenters.

The ATA and others suggested the FAA set forth the minimum requirements for a discrepancy prioritization system or include a note in Appendix E (QMS Systems) that a prioritization system is a required element in an acceptable QMS.

There is no requirement for the development or the implementation of a discrepancy prioritization system for the correction of FSTD discrepancies. Such a system is completely voluntary. If the sponsor elects to develop such a system, the NSPM must approve the system. As stated in Note 1 to entry E1.31.b of Appendix E, if a sponsor has an approved prioritization system, the QMS must describe how discrepancies are prioritized, what actions are taken, and how the sponsor will notify the NSPM if a missing, malfunctioning, or inoperative component

(MMI) has not been repaired or replaced within the specified timeframe.

Because this prioritization system is voluntary, the FAA has not adopted the changes.

F. Miscellaneous

United, the ATA, and others suggested that the FAA clarify and confirm that elements of the QPS appendices that go beyond current requirements not apply to FSTDs qualified before May 30, 2008. Also, the commenters recommended continuing to allow currently qualified

FSTDs to be updated under the guidance effective when the simulator was initially qualified.

Except for FSTD Directive 1, the rule as proposed does not require currently qualified FSTDs to meet the requirements of the QPS

Appendices A-D, attachments 1, 2, and 3, as long as the FSTD continues to meet the test requirements of its original qualification (see paragraph 13, subparagraph b of Appendices A-D). In response to comments, the FAA has clarified that FSTD updates will continue to be allowed under the standards in the current Master Qualification Test

Guide (MQTG) for that FSTD.

CAE and others noted that the statement ``a subjective test is required'' in Table C1A is inconsistent with international standards.

The references to ``a subjective test is required'' and ``an objective test is required'' in Tables A1A, B1A, C1A, and D1A were redundant of the requirements in Attachments 2 and 3 in Appendices A-D.

Therefore, we have removed these references. The objective and subjective test requirements in Attachments 2 and 3 in Appendices A-D are consistent with international standards.

The ATA, Northwest, Boeing, CAE, and others recommended adding references to the Airplane Flight Manual (AFM) in the regulatory requirements sections of the QPS appendices.

The FAA is not referencing the AFM as requested because the AFM provides specific standards based on aircraft type. Where the AFM provides helpful data, it may be used as guidance and as an additional data source, if appropriate.

CAE and others expressed concern that correcting known data calibration errors may not be permitted because of the language contained in Appendix A, Attachment 2, paragraph 9, (FSTD) Objective

Data Requirements, subparagraph b(5).

The FAA acknowledges that the correction of recognized data calibration errors is often accomplished in data collection and reduction exercises. Therefore, the FAA has added language where appropriate in Appendices A-D to permit the correction of known data calibration errors provided that an explanation of the methods used to correct the errors appears in the QTG.

CAE requested the FAA explain how percentages are calculated when tolerances are expressed as a percentage in attachment 2, paragraph 2.b, of Appendices A-D.

The FAA has included an explanation of how these percentages are calculated in Appendices A-D, attachment 2, paragraph 2.b.

The ATA, Northwest, and others expressed concern over the submission of an FSTD modification notification to the NSPM as described in Appendix A, Paragraph 17, subparagraph a. The commenters were concerned that the results of the modification might not be known until after the notice of the modification is submitted to the NSPM.

The notification is not intended to be a detailed summary of each specific result. The notification must simply include a plan of action and a general description of the expected results.

The ATA, Rockwell Collins, and others requested clarification of the use of the term MMI component. Some sought clarification as to whether an MMI component was a hardware component, a software component, or a component that directly affected the training mission of the FSTD. In addition, some commenters requested an inclusive list of components such as: Flight deck hardware, a system line replaceable unit (LRU) of hardware or software, or a major FSTD system. Further, commenters asked who is responsible for determining whether an MMI component is necessary for a particular maneuver, procedure, or task.

The FAA has determined it is unnecessary to further clarify the meaning of missing, malfunctioning, or inoperative component. These words have their typical dictionary meanings. In this rule, an FSTD component could be a piece of hardware, a piece of software that performs as a piece of hardware (e.g., software functioning as an autopilot), or a piece of software that is used in the operation of the simulated aircraft or of the FSTD itself. Each FSTD component is present to serve a purpose--whether that purpose is to allow the simulation to work or to simulate a component of the aircraft being simulated. Since an FSTD is used to train, test, or check flight crewmembers, if one or more

Page 26489

component of the FSTD becomes missing, is not working, or is not working correctly, there would be some impact on the function of the

FSTD. Developing an inclusive list of components that are necessary for a particular maneuver, procedure, or task is impractical because of the unique characteristics of each FSTD and unnecessary because of the obvious nature and effect of an MMI component on the overall operation of the FSTD. We have added language to the information in paragraph 18,

Operation with Missing, Malfunctioning, or Inoperative Components

(Sec. 60.25) in Appendices A-D to clarify that it is the responsibility of the instructor, check airman, or representative of the administrator conducting training, testing, or checking, to exercise reasonable and prudent judgment to determine whether an MMI component is necessary for a particular maneuver, procedure, or task.

Boeing and others commented on the repetition of the definitions of the weight ranges (near maximum, medium, and light). In addition to appearing in Appendix F, the definitions also appear in Attachment 2 of

Appendices A-D. The commenters are concerned that the repetition may cause confusion in the application of these ranges. Further, CAE stated that the terms may not apply to light-class helicopters.

The FAA has removed the definitions of these terms from the QPS

Requirement in Appendices A-D because they are defined in Appendix F.

In some cases, these gross weight ranges are not within the appropriate ranges for light-class helicopters. Therefore, in Appendices C and D, we have added a statement that these terms may not be appropriate for light-class helicopters. Prior coordination with the NSPM is required to determine the acceptable gross weight ranges for light-class helicopters.

The ATA, Northwest, and others questioned how the FAA could use

Personally Identifiable Information (PII) for investigation, compliance, or enforcement purposes and then bring enforcement action against a person, not certificated by the FAA, who may have worked on an FSTD.

The FAA must ensure that FSTDs used by flight crewmembers for training, testing, and checking purposes are maintained and used properly and in accordance with all regulatory requirements. If the FAA finds grounds for investigation or enforcement action, the FAA may request, administratively subpoena, or seek a court order for the sponsor's records, which may contain PII. The FAA may use those records, and any PII contained therein, in the course of inspection, investigation, and enforcement. Furthermore, if, for example, the FAA discovered during the course of such an investigation that an individual made false or misleading statements, the FAA could use its statutory and regulatory authority to issue a cease and desist order to prohibit the individual from conducting any future maintenance on any

FSTD, regardless of whether he or she holds an FAA certificate.

Paperwork Reduction Act

Information collection requirements associated with this final rule 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 Compatibility

In keeping with U.S. obligations under the Convention on

International Civil Aviation, it is FAA policy to comply with 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 regulations.

III. Regulatory Evaluation, Regulatory Flexibility Determination,

International Trade Impact Assessment, and Unfunded Mandates Assessment

Changes 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 for inflation with base year of 1995). This portion of the preamble summarizes the FAA's analysis of the economic impacts of this 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.

Such a determination has been made for this final rule. The reasoning for this determination follows:

This final rule codifies existing practice by requiring all existing FSTD visual scenes beyond the number required for qualification to meet specified requirements. The final rule 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 changes ensure that the training and testing environment is accurate and realistic, codify existing practice, and provide greater harmonization with the international standards document for simulation. Except for the amendment to codify existing practice regarding certain visual scene requirements, these technical requirements do not apply to simulators qualified before May 30, 2008.

The impact of this final rule results in minimal to no cost increases for manufacturers and sponsors.

The FAA has, therefore, determined that this 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 Determination

The 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.

Page 26490

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.

This final rule codifies existing practice by requiring all existing FSTD visual scenes beyond the number required for qualification to meet specified requirements. The final rule 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 changes ensure that the training and testing environment is accurate and more realistic, codify existing practice, and provide greater harmonization with the international standards document for simulation. Except for the amendment to codify existing practice regarding certain visual scene requirements, these technical requirements do not apply to simulators qualified before May 30, 2008.

The impact of this rule results in minimal or no cost for manufacturers and sponsors. Therefore, as the individual delegated with authority to sign this final rule on behalf of the Acting Administrator of the FAA,

I certify that this rule does not have a significant economic impact on a substantial number of small entities.

International Trade Impact Assessment

The 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 effect of this rule and has determined that it imposes the same costs on domestic and international entities and thus has a neutral trade impact.

Unfunded Mandates Assessment

Title 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 $136.1 million in lieu of $100 million. This rule does not contain such a mandate.

Executive Order 13132, Federalism

The FAA has analyzed this final rule under the principles and criteria of Executive Order 13132, Federalism. We determined that this action will not have a substantial direct effect on the States, or the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government, and, therefore, does not have federalism implications.

Environmental Analysis

FAA 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

Use

The 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.

Availability of Rulemaking Documents

You 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/; or 3. 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 amendment number or docket number of this rulemaking.

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 (Volume 65, Number 70; Pages 19477-78) or you may visit http://DocketsInfo.dot.gov.

Small Business Regulatory Enforcement Fairness Act

The Small Business Regulatory Enforcement Fairness Act (SBREFA) of 1996 requires FAA to comply with small entity requests for information or advice about compliance with statutes and regulations within its jurisdiction. If you are a small entity and you have a question regarding this document, you may contact your local FAA official, or the person listed under the FOR FURTHER INFORMATION CONTACT heading at the beginning of the preamble. You can find out more about SBREFA on the Internet at http://www.faa.gov/regulations--policies/rulemaking/ sbre--act/.

List of Subjects in 14 CFR Part 60

Airmen, Aviation safety, Reporting and recordkeeping requirements.

IV. The Amendment 0

In consideration of the foregoing, the Federal Aviation Administration amends Chapter I of Title 14, Code of Federal Regulations as follows:

PART 60--FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING

QUALIFICATION AND USE 0 1. The authority citation for part 60 continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, and 44701. 0 2. Part 60 is amended by revising appendices A-F to read as follows:

Page 26491

Appendix A to Part 60--Qualification Performance Standards for Airplane

Full Flight Simulators

Begin Information

This appendix establishes the standards for Airplane FFS evaluation and qualification. The NSPM is responsible for the development, application, and implementation of the standards contained within this appendix. The procedures and criteria specified in this appendix will be used by the NSPM, or a person assigned by the NSPM, when conducting airplane FFS evaluations.

Table of Contents 1. Introduction. 2. Applicability (Sec. Sec. 60.1 and 60.2). 3. Definitions (Sec. 60.3). 4. Qualification Performance Standards (Sec. 60.4). 5. Quality Management System (Sec. 60.5). 6. Sponsor Qualification Requirements (Sec. 60.7). 7. Additional Responsibilities of the Sponsor (Sec. 60.9). 8. FFS Use (Sec. 60.11). 9. FFS Objective Data Requirements (Sec. 60.13). 10. Special Equipment and Personnel Requirements for Qualification of the FFS (Sec. 60.14). 11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15). 12. Additional Qualifications for a Currently Qualified FFS (Sec. 60.16). 13. Previously Qualified FFSs (Sec. 60.17). 14. Inspection, Continuing Qualification Evaluation, and Maintenance

Requirements (Sec. 60.19). 15. Logging FFS Discrepancies (Sec. 60.20). 16. Interim Qualification of FFSs for New Airplane Types or Models

(Sec. 60.21). 17. Modifications to FFSs (Sec. 60.23). 18. Operations With Missing, Malfunctioning, or Inoperative

Components (Sec. 60.25). 19. Automatic Loss of Qualification and Procedures for Restoration of Qualification (Sec. 60.27). 20. Other Losses of Qualification and Procedures for Restoration of

Qualification (Sec. 60.29). 21. Record Keeping and Reporting (Sec. 60.31). 22. Applications, Logbooks, Reports, and Records: Fraud,

Falsification, or Incorrect Statements (Sec. 60.33). 23. Specific FFS Compliance Requirements (Sec. 60.35). 24. [Reserved] 25. FFS Qualification on the Basis of a Bilateral Aviation Safety

Agreement (BASA) (Sec. 60.37).

Attachment 1 to Appendix A to Part 60--General Simulator

Requirements.

Attachment 2 to Appendix A to Part 60--FFS Objective Tests.

Attachment 3 to Appendix A to Part 60--Simulator Subjective

Evaluation.

Attachment 4 to Appendix A to Part 60--Sample Documents.

Attachment 5 to Appendix A to Part 60--Simulator Qualification

Requirements for Windshear Training Program Use.

Attachment 6 to Appendix A to Part 60--FSTD Directives Applicable to

Airplane Flight Simulators.

End Information

1. Introduction

Begin Information a. This appendix contains background information as well as regulatory and informative material as described later in this section. To assist the reader in determining what areas are required and what areas are permissive, the text in this appendix is divided into two sections: ``QPS Requirements'' and ``Information.'' The QPS

Requirements sections contain details regarding compliance with the part 60 rule language. These details are regulatory, but are found only in this appendix. The Information sections contain material that is advisory in nature, and designed to give the user general information about the regulation. b. Questions regarding the contents of this publication should be sent to the U.S. Department of Transportation, Federal Aviation

Administration, Flight Standards Service, National Simulator Program

Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,

Georgia 30354. Telephone contact numbers for the NSP are: Phone, 404-832-4700; fax, 404-761-8906. The general e-mail address for the

NSP office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web site address is: http://www.faa.gov/safety/programs--initiatives/ aircraft--aviation/nsp/. On this Web site you will find an NSP personnel list with telephone and e-mail contact information for each NSP staff member, a list of qualified flight simulation devices, advisory circulars (ACs), a description of the qualification process, NSP policy, and an NSP ``In-Works'' section.

Also linked from this site are additional information sources, handbook bulletins, frequently asked questions, a listing and text of the Federal Aviation Regulations, Flight Standards Inspector's handbooks, and other FAA links. c. The NSPM encourages the use of electronic media for all communication, including any record, report, request, test, or statement required by this appendix. The electronic media used must have adequate security provisions and be acceptable to the NSPM. The

NSPM recommends inquiries on system compatibility, and minimum system requirements are also included on the NSP Web site. d. Related Reading References.

(1) 14 CFR part 60.

(2) 14 CFR part 61.

(3) 14 CFR part 63.

(4) 14 CFR part 119.

(5) 14 CFR part 121.

(6) 14 CFR part 125.

(7) 14 CFR part 135.

(8) 14 CFR part 141.

(9) 14 CFR part 142.

(10) AC 120-28, as amended, Criteria for Approval of Category

III Landing Weather Minima.

(11) AC 120-29, as amended, Criteria for Approving Category I and Category II Landing Minima for part 121 operators.

(12) AC 120-35, as amended, Line Operational Simulations: Line-

Oriented Flight Training, Special Purpose Operational Training, Line

Operational Evaluation.

(13) AC 120-40, as amended, Airplane Simulator Qualification.

(14) AC 120-41, as amended, Criteria for Operational Approval of

Airborne Wind Shear Alerting and Flight Guidance Systems.

(15) AC 120-57, as amended, Surface Movement Guidance and

Control System (SMGCS).

(16) AC 150/5300-13, as amended, Airport Design.

(17) AC 150/5340-1, as amended, Standards for Airport Markings.

(18) AC 150/5340-4, as amended, Installation Details for Runway

Centerline Touchdown Zone Lighting Systems.

(19) AC 150/5340-19, as amended, Taxiway Centerline Lighting

System.

(20) AC 150/5340-24, as amended, Runway and Taxiway Edge

Lighting System.

(21) AC 150/5345-28, as amended, Precision Approach Path

Indicator (PAPI) Systems.

(22) International Air Transport Association document, ``Flight

Simulator Design and Performance Data Requirements,'' as amended.

(23) AC 25-7, as amended, Flight Test Guide for Certification of

Transport Category Airplanes.

(24) AC 23-8, as amended, Flight Test Guide for Certification of

Part 23 Airplanes.

(25) International Civil Aviation Organization (ICAO) Manual of

Criteria for the Qualification of Flight Simulators, as amended.

(26) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society,

London, UK.

(27) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline Transport Pilot Certificate, Type Ratings, Commercial

Pilot, and Instrument Ratings).

(28) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the Internet at http:// www.faa.gov/atpubs.

(29) Aeronautical Radio, Inc. (ARINC) document number 436, titled Guidelines For Electronic Qualification Test Guide (as amended).

(30) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for

Design and Integration of Aircraft Avionics Equipment in Simulators

(as amended).

End Information

2. Applicability (Sec. Sec. 60.1 and 60.2)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of sponsor rules to persons who are not sponsors and who are engaged in certain unauthorized activities.

Page 26492

End Information

3. Definitions (Sec. 60.3)

Begin Information

See Appendix F of this part for a list of definitions and abbreviations from part 1 and part 60, including the appropriate appendices of part 60.

End Information

4. Qualification Performance Standards (Sec. 60.4)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.4, Qualification Performance Standards.

End Information

5. Quality Management System (Sec. 60.5)

Begin Information

See Appendix E of this part for additional regulatory and informational material regarding Quality Management Systems.

End Information

6. Sponsor Qualification Requirements (Sec. 60.7)

Begin Information a. The intent of the language in Sec. 60.7(b) is to have a specific FFS, identified by the sponsor, used at least once in an

FAA-approved flight training program for the airplane simulated during the 12-month period described. The identification of the specific FFS may change from one 12-month period to the next 12- month period as long as the sponsor sponsors and uses at least one

FFS at least once during the prescribed period. No minimum number of hours or minimum FFS periods are required. b. The following examples describe acceptable operational practices:

(1) Example One.

(a) A sponsor is sponsoring a single, specific FFS for its own use, in its own facility or elsewhere--this single FFS forms the basis for the sponsorship. The sponsor uses that FFS at least once in each 12-month period in the sponsor's FAA-approved flight training program for the airplane simulated. This 12-month period is established according to the following schedule:

(i) If the FFS was qualified prior to May 30, 2008, the 12-month period begins on the date of the first continuing qualification evaluation conducted in accordance with Sec. 60.19 after May 30, 2008, and continues for each subsequent 12-month period;

(ii) A device qualified on or after May 30, 2008, will be required to undergo an initial or upgrade evaluation in accordance with Sec. 60.15. Once the initial or upgrade evaluation is complete, the first continuing qualification evaluation will be conducted within 6 months. The 12-month continuing qualification evaluation cycle begins on that date and continues for each subsequent 12-month period.

(b) There is no minimum number of hours of FFS use required.

(c) The identification of the specific FFS may change from one 12-month period to the next 12-month period as long as the sponsor sponsors and uses at least one FFS at least once during the prescribed period.

(2) Example Two.

(a) A sponsor sponsors an additional number of FFSs, in its facility or elsewhere. Each additionally sponsored FFS must be--

(i) Used by the sponsor in the sponsor's FAA-approved flight training program for the airplane simulated (as described in Sec. 60.7(d)(1));

OR

(ii) Used by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the airplane simulated (as described in Sec. 60.7(d)(1)). This 12-month period is established in the same manner as in example one;

OR

(iii) Provided a statement each year from a qualified pilot

(after having flown the airplane, not the subject FFS or another

FFS, during the preceding 12-month period), stating that the subject

FFS's performance and handling qualities represent the airplane (as described in Sec. 60.7(d)(2)). This statement is provided at least once in each 12-month period established in the same manner as in example one.

(b) No minimum number of hours of FFS use is required.

(3) Example Three.

(a) A sponsor in New York (in this example, a Part 142 certificate holder) establishes ``satellite'' training centers in

Chicago and Moscow.

(b) The satellite function means that the Chicago and Moscow centers must operate under the New York center's certificate (in accordance with all of the New York center's practices, procedures, and policies; e.g., instructor and/or technician training/checking requirements, record keeping, QMS program).

(c) All of the FFSs in the Chicago and Moscow centers could be dry-leased (i.e., the certificate holder does not have and use FAA- approved flight training programs for the FFSs in the Chicago and

Moscow centers) because--

(i) Each FFS in the Chicago center and each FFS in the Moscow center is used at least once each 12-month period by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the airplane (as described in Sec. 60.7(d)(1));

OR

(ii) A statement is obtained from a qualified pilot (having flown the airplane, not the subject FFS or another FFS, during the preceding 12-month period) stating that the performance and handling qualities of each FFS in the Chicago and Moscow centers represents the airplane (as described in Sec. 60.7(d)(2)).

End Information

7. Additional Responsibilities of the Sponsor (Sec. 60.9)

Begin Information

The phrase ``as soon as practicable'' in Sec. 60.9(a) means without unnecessarily disrupting or delaying beyond a reasonable time the training, evaluation, or experience being conducted in the

FFS.

End Information

8. FFS Use (Sec. 60.11)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.11, Simulator Use.

End Information

9. FFS Objective Data Requirements (Sec. 60.13)

Begin QPS Requirements a. Flight test data used to validate FFS performance and handling qualities must have been gathered in accordance with a flight test program containing the following:

(1) A flight test plan consisting of:

(a) The maneuvers and procedures required for aircraft certification and simulation programming and validation.

(b) For each maneuver or procedure--

(i) The procedures and control input the flight test pilot and/ or engineer used.

(ii) The atmospheric and environmental conditions.

(iii) The initial flight conditions.

(iv) The airplane configuration, including weight and center of gravity.

(v) The data to be gathered.

(vi) All other information necessary to recreate the flight test conditions in the FFS.

(2) Appropriately qualified flight test personnel.

(3) An understanding of the accuracy of the data to be gathered using appropriate alternative data sources, procedures, and instrumentation that is traceable to a recognized standard as described in Attachment 2, Table A2E of this appendix.

(4) Appropriate and sufficient data acquisition equipment or system(s), including appropriate data reduction and analysis methods and techniques, as would be acceptable to the FAA's Aircraft

Certification Service. b. The data, regardless of source, must be presented as follows:

(1) In a format that supports the FFS validation process.

(2) In a manner that is clearly readable and annotated correctly and completely.

(3) With resolution sufficient to determine compliance with the tolerances set forth in Attachment 2, Table A2A of this appendix.

(4) With any necessary instructions or other details provided, such as yaw damper or throttle position.

Page 26493

(5) Without alteration, adjustments, or bias. Data may be corrected to address known data calibration errors provided that an explanation of the methods used to correct the errors appears in the

QTG. The corrected data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation. c. After completion of any additional flight test, a flight test report must be submitted in support of the validation data. The report must contain sufficient data and rationale to support qualification of the FFS at the level requested. d. As required by Sec. 60.13(f), the sponsor must notify the

NSPM when it becomes aware that an addition to, an amendment to, or a revision of data that may relate to FFS performance or handling characteristics is available. The data referred to in this paragraph is data used to validate the performance, handling qualities, or other characteristics of the aircraft, including data related to any relevant changes occurring after the type certificate was issued.

The sponsor must--

(1) Within 10 calendar days, notify the NSPM of the existence of this data; and

(2) Within 45 calendar days, notify the NSPM of--

(a) The schedule to incorporate this data into the FFS; or

(b) The reason for not incorporating this data into the FFS. e. In those cases where the objective test results authorize a

``snapshot test'' or a ``series of snapshot tests'' results in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snapshot.

End QPS Requirements

Begin Information f. The FFS sponsor is encouraged to maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and, if appropriate, with the person having supplied the aircraft data package for the

FFS in order to facilitate the notification required by Sec. 60.13(f). g. It is the intent of the NSPM that for new aircraft entering service, at a point well in advance of preparation of the

Qualification Test Guide (QTG), the sponsor should submit to the

NSPM for approval, a descriptive document (see Table A2C, Sample

Validation Data Roadmap for Airplanes) containing the plan for acquiring the validation data, including data sources. This document should clearly identify sources of data for all required tests, a description of the validity of these data for a specific engine type and thrust rating configuration, and the revision levels of all avionics affecting the performance or flying qualities of the aircraft. Additionally, this document should provide other information, such as the rationale or explanation for cases where data or data parameters are missing, instances where engineering simulation data are used or where flight test methods require further explanations. It should also provide a brief narrative describing the cause and effect of any deviation from data requirements. The aircraft manufacturer may provide this document. h. There is no requirement for any flight test data supplier to submit a flight test plan or program prior to gathering flight test data. However, the NSPM notes that inexperienced data gatherers often provide data that is irrelevant, improperly marked, or lacking adequate justification for selection. Other problems include inadequate information regarding initial conditions or test maneuvers. The NSPM has been forced to refuse these data submissions as validation data for an FFS evaluation. It is for this reason that the NSPM recommends that any data supplier not previously experienced in this area review the data necessary for programming and for validating the performance of the FFS, and discuss the flight test plan anticipated for acquiring such data with the NSPM well in advance of commencing the flight tests. i. The NSPM will consider, on a case-by-case basis, whether to approve supplemental validation data derived from flight data recording systems, such as a Quick Access Recorder or Flight Data

Recorder.

End Information

10. Special Equipment and Personnel Requirements for Qualification of the FFSs (Sec. 60.14)

Begin Information a. In the event that the NSPM determines that special equipment or specifically qualified persons will be required to conduct an evaluation, the NSPM will make every attempt to notify the sponsor at least one (1) week, but in no case less than 72 hours, in advance of the evaluation. Examples of special equipment include spot photometers, flight control measurement devices, and sound analyzers. Examples of specially qualified personnel include individuals specifically qualified to install or use any special equipment when its use is required. b. Examples of a special evaluation include an evaluation conducted after an FFS is moved, at the request of the TPAA, or as a result of comments received from users of the FFS that raise questions about the continued qualification or use of the FFS.

End Information

11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15)

Begin QPS Requirements a. In order to be qualified at a particular qualification level, the FFS must:

(1) Meet the general requirements listed in Attachment 1 of this appendix;

(2) Meet the objective testing requirements listed in Attachment 2 of this appendix; and

(3) Satisfactorily accomplish the subjective tests listed in

Attachment 3 of this appendix. b. The request described in Sec. 60.15(a) must include all of the following:

(1) A statement that the FFS meets all of the applicable provisions of this part and all applicable provisions of the QPS.

(2) A confirmation that the sponsor will forward to the NSPM the statement described in Sec. 60.15(b) in such time as to be received no later than 5 business days prior to the scheduled evaluation and may be forwarded to the NSPM via traditional or electronic means.

(3) A QTG, acceptable to the NSPM, that includes all of the following:

(a) Objective data obtained from traditional aircraft testing or another approved source.

(b) Correlating objective test results obtained from the performance of the FFS as prescribed in the appropriate QPS.

(c) The result of FFS subjective tests prescribed in the appropriate QPS.

(d) A description of the equipment necessary to perform the evaluation for initial qualification and the continuing qualification evaluations. c. The QTG described in paragraph (a)(3) of this section, must provide the documented proof of compliance with the simulator objective tests in Attachment 2, Table A2A of this appendix. d. The QTG is prepared and submitted by the sponsor, or the sponsor's agent on behalf of the sponsor, to the NSPM for review and approval, and must include, for each objective test:

(1) Parameters, tolerances, and flight conditions;

(2) Pertinent and complete instructions for the conduct of automatic and manual tests;

(3) A means of comparing the FFS test results to the objective data;

(4) Any other information as necessary, to assist in the evaluation of the test results;

(5) Other information appropriate to the qualification level of the FFS. e. The QTG described in paragraphs (a)(3) and (b) of this section, must include the following:

(1) A QTG cover page with sponsor and FAA approval signature blocks (see Attachment 4, Figure A4C, of this appendix for a sample

QTG cover page).

(2) A continuing qualification evaluation requirements page.

This page will be used by the NSPM to establish and record the frequency with which continuing qualification evaluations must be conducted and any subsequent changes that may be determined by the

NSPM in accordance with Sec. 60.19. See Attachment 4, Figure A4G, of this appendix for a sample Continuing Qualification Evaluation

Requirements page.

(3) An FFS information page that provides the information listed in this paragraph (see Attachment 4, Figure A4B, of this appendix for a sample FFS information page). For convertible FFSs, the sponsor must submit a separate page for each configuration of the

FFS.

(a) The sponsor's FFS identification number or code.

(b) The airplane model and series being simulated.

(c) The aerodynamic data revision number or reference.

Page 26494

(d) The source of the basic aerodynamic model and the aerodynamic coefficient data used to modify the basic model.

(e) The engine model(s) and its data revision number or reference.

(f) The flight control data revision number or reference.

(g) The flight management system identification and revision level.

(h) The FFS model and manufacturer.

(i) The date of FFS manufacture.

(j) The FFS computer identification.

(k) The visual system model and manufacturer, including display type.

(l) The motion system type and manufacturer, including degrees of freedom.

(4) A Table of Contents.

(5) A log of revisions and a list of effective pages.

(6) A list of all relevant data references.

(7) A glossary of terms and symbols used (including sign conventions and units).

(8) Statements of Compliance and Capability (SOCs) with certain requirements.

(9) Recording procedures or equipment required to accomplish the objective tests.

(10) The following information for each objective test designated in Attachment 2, Table A2A, of this appendix as applicable to the qualification level sought:

(a) Name of the test.

(b) Objective of the test.

(c) Initial conditions.

(d) Manual test procedures.

(e) Automatic test procedures (if applicable).

(f) Method for evaluating FFS objective test results.

(g) List of all relevant parameters driven or constrained during the automatically conducted test(s).

(h) List of all relevant parameters driven or constrained during the manually conducted test(s).

(i) Tolerances for relevant parameters.

(j) Source of Validation Data (document and page number).

(k) Copy of the Validation Data (if located in a separate binder, a cross reference for the identification and page number for pertinent data location must be provided).

(l) Simulator Objective Test Results as obtained by the sponsor.

Each test result must reflect the date completed and must be clearly labeled as a product of the device being tested. f. A convertible FFS is addressed as a separate FFS for each model and series airplane to which it will be converted and for the

FAA qualification level sought. If a sponsor seeks qualification for two or more models of an airplane type using a convertible FFS, the sponsor must submit a QTG for each airplane model, or a QTG for the first airplane model and a supplement to that QTG for each additional airplane model. The NSPM will conduct evaluations for each airplane model. g. Form and manner of presentation of objective test results in the QTG:

(1) The sponsor's FFS test results must be recorded in a manner acceptable to the NSPM, that allows easy comparison of the FFS test results to the validation data (e.g., use of a multi-channel recorder, line printer, cross plotting, overlays, transparencies).

(2) FFS results must be labeled using terminology common to airplane parameters as opposed to computer software identifications.

(3) Validation data documents included in a QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution.

(4) Scaling on graphical presentations must provide the resolution necessary to evaluate the parameters shown in Attachment 2, Table A2A of this appendix.

(5) Tests involving time histories, data sheets (or transparencies thereof) and FFS test results must be clearly marked with appropriate reference points to ensure an accurate comparison between the FFS and the airplane with respect to time. Time histories recorded via a line printer are to be clearly identified for cross plotting on the airplane data. Over-plots must not obscure the reference data. h. The sponsor may elect to complete the QTG objective and subjective tests at the manufacturer's facility or at the sponsor's training facility. If the tests are conducted at the manufacturer's facility, the sponsor must repeat at least one-third of the tests at the sponsor's training facility in order to substantiate FFS performance. The QTG must be clearly annotated to indicate when and where each test was accomplished. Tests conducted at the manufacturer's facility and at the sponsor's training facility must be conducted after the FFS is assembled with systems and sub-systems functional and operating in an interactive manner. The test results must be submitted to the NSPM. i. The sponsor must maintain a copy of the MQTG at the FFS location. j. All FFSs for which the initial qualification is conducted after May 30, 2014, must have an electronic MQTG (eMQTG) including all objective data obtained from airplane testing, or another approved source (reformatted or digitized), together with correlating objective test results obtained from the performance of the FFS (reformatted or digitized) as prescribed in this appendix.

The eMQTG must also contain the general FFS performance or demonstration results (reformatted or digitized) prescribed in this appendix, and a description of the equipment necessary to perform the initial qualification evaluation and the continuing qualification evaluations. The eMQTG must include the original validation data used to validate FFS performance and handling qualities in either the original digitized format from the data supplier or an electronic scan of the original time-history plots that were provided by the data supplier. A copy of the eMQTG must be provided to the NSPM. k. All other FFSs not covered in subparagraph ``j'' must have an electronic copy of the MQTG by May 30, 2014. An electronic copy of the MQTG must be provided to the NSPM. This may be provided by an electronic scan presented in a Portable Document File (PDF), or similar format acceptable to the NSPM. l. During the initial (or upgrade) qualification evaluation conducted by the NSPM, the sponsor must also provide a person who is a user of the device (e.g., a qualified pilot or instructor pilot with flight time experience in that aircraft) and knowledgeable about the operation of the aircraft and the operation of the FFS.

End QPS Requirements

Begin Information m. Only those FFSs that are sponsored by a certificate holder as defined in Appendix F of this part will be evaluated by the NSPM.

However, other FFS evaluations may be conducted on a case-by-case basis as the Administrator deems appropriate, but only in accordance with applicable agreements. n. The NSPM will conduct an evaluation for each configuration, and each FFS must be evaluated as completely as possible. To ensure a thorough and uniform evaluation, each FFS is subjected to the general simulator requirements in Attachment 1 of this appendix, the objective tests listed in Attachment 2 of this appendix, and the subjective tests listed in Attachment 3 of this appendix. The evaluations described herein will include, but not necessarily be limited to the following:

(1) Airplane responses, including longitudinal and lateral- directional control responses (see Attachment 2 of this appendix);

(2) Performance in authorized portions of the simulated airplane's operating envelope, to include tasks evaluated by the

NSPM in the areas of surface operations, takeoff, climb, cruise, descent, approach, and landing as well as abnormal and emergency operations (see Attachment 2 of this appendix);

(3) Control checks (see Attachment 1 and Attachment 2 of this appendix);

(4) Flight deck configuration (see Attachment 1 of this appendix);

(5) Pilot, flight engineer, and instructor station functions checks (see Attachment 1 and Attachment 3 of this appendix);

(6) Airplane systems and sub-systems (as appropriate) as compared to the airplane simulated (see Attachment 1 and Attachment 3 of this appendix);

(7) FFS systems and sub-systems, including force cueing

(motion), visual, and aural (sound) systems, as appropriate (see

Attachment 1 and Attachment 2 of this appendix); and

(8) Certain additional requirements, depending upon the qualification level sought, including equipment or circumstances that may become hazardous to the occupants. The sponsor may be subject to Occupational Safety and Health Administration requirements. o. The NSPM administers the objective and subjective tests, which includes an examination of functions. The tests include a qualitative assessment of the FFS by an NSP pilot. The NSP evaluation team leader may assign other qualified personnel to assist in accomplishing the functions examination and/or the objective and subjective tests performed during an evaluation when required.

(1) Objective tests provide a basis for measuring and evaluating

FFS performance and determining compliance with the requirements of this part.

Page 26495

(2) Subjective tests provide a basis for:

(a) Evaluating the capability of the FFS to perform over a typical utilization period;

(b) Determining that the FFS satisfactorily simulates each required task;

(c) Verifying correct operation of the FFS controls, instruments, and systems; and

(d) Demonstrating compliance with the requirements of this part. p. The tolerances for the test parameters listed in Attachment 2 of this appendix reflect the range of tolerances acceptable to the

NSPM for FFS validation and are not to be confused with design tolerances specified for FFS manufacture. In making decisions regarding tests and test results, the NSPM relies on the use of operational and engineering judgment in the application of data

(including consideration of the way in which the flight test was flown and the way the data was gathered and applied), data presentations, and the applicable tolerances for each test. q. In addition to the scheduled continuing qualification evaluation, each FFS is subject to evaluations conducted by the NSPM at any time without prior notification to the sponsor. Such evaluations would be accomplished in a normal manner (i.e., requiring exclusive use of the FFS for the conduct of objective and subjective tests and an examination of functions) if the FFS is not being used for flight crewmember training, testing, or checking.

However, if the FFS were being used, the evaluation would be conducted in a non-exclusive manner. This non-exclusive evaluation will be conducted by the FFS evaluator accompanying the check airman, instructor, Aircrew Program Designee (APD), or FAA inspector aboard the FFS along with the student(s) and observing the operation of the FFS during the training, testing, or checking activities. r. Problems with objective test results are handled as follows:

(1) If a problem with an objective test result is detected by the NSP evaluation team during an evaluation, the test may be repeated or the QTG may be amended.

(2) If it is determined that the results of an objective test do not support the level requested but do support a lower level, the

NSPM may qualify the FFS at that lower level. For example, if a

Level D evaluation is requested and the FFS fails to meet sound test tolerances, it could be qualified at Level C. s. After an FFS is successfully evaluated, the NSPM issues a

Statement of Qualification (SOQ) to the sponsor. The NSPM recommends the FFS to the TPAA, who will approve the FFS for use in a flight training program. The SOQ will be issued at the satisfactory conclusion of the initial or continuing qualification evaluation and will list the tasks for which the FFS is qualified, referencing the tasks described in Table A1B in Attachment 1 of this appendix.

However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FFS in an FAA-approved flight training program. t. Under normal circumstances, the NSPM establishes a date for the initial or upgrade evaluation within ten (10) working days after determining that a complete QTG is acceptable. Unusual circumstances may warrant establishing an evaluation date before this determination is made. A sponsor may schedule an evaluation date as early as 6 months in advance. However, there may be a delay of 45 days or more in rescheduling and completing the evaluation if the sponsor is unable to meet the scheduled date. See Attachment 4 of this appendix, Figure A4A, Sample Request for Initial, Upgrade, or

Reinstatement Evaluation. u. The numbering system used for objective test results in the

QTG should closely follow the numbering system set out in Attachment 2 of this appendix, FFS Objective Tests, Table A2A. v. Contact the NSPM or visit the NSPM Web site for additional information regarding the preferred qualifications of pilots used to meet the requirements of Sec. 60.15(d). w. Examples of the exclusions for which the FFS might not have been subjectively tested by the sponsor or the NSPM and for which qualification might not be sought or granted, as described in Sec. 60.15(g)(6), include windshear training and circling approaches.

End Information

12. Additional Qualifications for a Currently Qualified FFS (Sec. 60.16)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.16, Additional Qualifications for a Currently Qualified

FFS.

End Information

13. Previously Qualified FFSs (Sec. 60.17)

Begin QPS Requirements a. In instances where a sponsor plans to remove an FFS from active status for a period of less than two years, the following procedures apply:

(1) The NSPM must be notified in writing and the notification must include an estimate of the period that the FFS will be inactive;

(2) Continuing Qualification evaluations will not be scheduled during the inactive period;

(3) The NSPM will remove the FFS from the list of qualified

FSTDs on a mutually established date not later than the date on which the first missed continuing qualification evaluation would have been scheduled;

(4) Before the FFS is restored to qualified status, it must be evaluated by the NSPM. The evaluation content and the time required to accomplish the evaluation is based on the number of continuing qualification evaluations and sponsor-conducted quarterly inspections missed during the period of inactivity.

(5) The sponsor must notify the NSPM of any changes to the original scheduled time out of service; b. Simulators qualified prior to May 30, 2008, are not required to meet the general simulation requirements, the objective test requirements or the subjective test requirements of attachments 1, 2, and 3 of this appendix as long as the simulator continues to meet the test requirements contained in the MQTG developed under the original qualification basis. c. After May 30, 2009, each visual scene or airport model beyond the minimum required for the FFS qualification level that is installed in and available for use in a qualified FFS must meet the requirements described in attachment 3 of this appendix. d. Simulators qualified prior to May 30, 2008, may be updated.

If an evaluation is deemed appropriate or necessary by the NSPM after such an update, the evaluation will not require an evaluation to standards beyond those against which the simulator was originally qualified.

End QPS Requirements

Begin Information e. Other certificate holders or persons desiring to use an FFS may contract with FFS sponsors to use FFSs previously qualified at a particular level for an airplane type and approved for use within an

FAA-approved flight training program. Such FFSs are not required to undergo an additional qualification process, except as described in

Sec. 60.16. f. Each FFS user must obtain approval from the appropriate TPAA to use any FFS in an FAA-approved flight training program. g. The intent of the requirement listed in Sec. 60.17(b), for each FFS to have a SOQ within 6 years, is to have the availability of that statement (including the configuration list and the limitations to authorizations) to provide a complete picture of the

FFS inventory regulated by the FAA. The issuance of the statement will not require any additional evaluation or require any adjustment to the evaluation basis for the FFS. h. Downgrading of an FFS is a permanent change in qualification level and will necessitate the issuance of a revised SOQ to reflect the revised qualification level, as appropriate. If a temporary restriction is placed on an FFS because of a missing, malfunctioning, or inoperative component or on-going repairs, the restriction is not a permanent change in qualification level.

Instead, the restriction is temporary and is removed when the reason for the restriction has been resolved. i. The NSPM will determine the evaluation criteria for an FFS that has been removed from active status. The criteria will be based on the number of continuing qualification evaluations and quarterly inspections missed during the period of inactivity. For example, if the FFS were out of service for a 1 year period, it would be necessary to complete the entire QTG, since all of the quarterly evaluations would have been missed. The NSPM will also consider how the FFS was stored, whether parts were removed from the FFS and whether the FFS was disassembled. j. The FFS will normally be requalified using the FAA-approved

MQTG and the criteria that was in effect prior to its removal from qualification. However, inactive periods of 2 years or more will require requalification under the standards in effect and current at the time of requalification.

Page 26496

End Information

14. Inspection, Continuing Qualification Evaluation, and Maintenance

Requirements (Sec. 60.19)

Begin QPS Requirements a. The sponsor must conduct a minimum of four evenly spaced inspections throughout the year. The objective test sequence and content of each inspection must be developed by the sponsor and must be acceptable to the NSPM. b. The description of the functional preflight check must be contained in the sponsor's QMS. c. Record ``functional preflight'' in the FFS discrepancy log book or other acceptable location, including any item found to be missing, malfunctioning, or inoperative. d. During the continuing qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FFS. e. The NSPM will conduct continuing qualification evaluations every 12 months unless:

(1) The NSPM becomes aware of discrepancies or performance problems with the device that warrants more frequent evaluations; or

(2) The sponsor implements a QMS that justifies less frequent evaluations. However, in no case shall the frequency of a continuing qualification evaluation exceed 36 months.

End QPS Requirements

Begin Information f. The sponsor's test sequence and the content of each quarterly inspection required in Sec. 60.19(a)(1) should include a balance and a mix from the objective test requirement areas listed as follows:

(1) Performance.

(2) Handling qualities.

(3) Motion system (where appropriate).

(4) Visual system (where appropriate).

(5) Sound system (where appropriate).

(6) Other FFS systems. g. If the NSP evaluator plans to accomplish specific tests during a normal continuing qualification evaluation that requires the use of special equipment or technicians, the sponsor will be notified as far in advance of the evaluation as practical; but not less than 72 hours. Examples of such tests include latencies, control dynamics, sounds and vibrations, motion, and/or some visual system tests. h. The continuing qualification evaluations, described in Sec. 60.19(b), will normally require 4 hours of FFS time. However, flexibility is necessary to address abnormal situations or situations involving aircraft with additional levels of complexity

(e.g., computer controlled aircraft). The sponsor should anticipate that some tests may require additional time. The continuing qualification evaluations will consist of the following:

(1) Review of the results of the quarterly inspections conducted by the sponsor since the last scheduled continuing qualification evaluation.

(2) A selection of approximately 8 to 15 objective tests from the MQTG that provide an adequate opportunity to evaluate the performance of the FFS. The tests chosen will be performed either automatically or manually and should be able to be conducted within approximately one-third (\1/3\) of the allotted FFS time.

(3) A subjective evaluation of the FFS to perform a representative sampling of the tasks set out in attachment 3 of this appendix. This portion of the evaluation should take approximately two-thirds (\2/3\) of the allotted FFS time.

(4) An examination of the functions of the FFS may include the motion system, visual system, sound system, instructor operating station, and the normal functions and simulated malfunctions of the airplane systems. This examination is normally accomplished simultaneously with the subjective evaluation requirements.

End Information

15. Logging FFS Discrepancies (Sec. 60.20)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.20. Logging FFS Discrepancies.

End Information

16. Interim Qualification of FFSs for New Airplane Types or Models

(Sec. 60.21)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.21, Interim Qualification of FFSs for New Airplane Types or

Models.

End Information

17. Modifications to FFSs (Sec. 60.23)

Begin QPS Requirements a. The notification described in Sec. 60.23(c)(2) must include a complete description of the planned modification, with a description of the operational and engineering effect the proposed modification will have on the operation of the FFS and the results that are expected with the modification incorporated. b. Prior to using the modified FFS:

(1) All the applicable objective tests completed with the modification incorporated, including any necessary updates to the

MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to the NSPM; and

(2) The sponsor must provide the NSPM with a statement signed by the MR that the factors listed in Sec. 60.15(b) are addressed by the appropriate personnel as described in that section.

End QPS Requirements

Begin Information

FSTD Directives are considered modifications of an FFS. See

Attachment 4 of this appendix for a sample index of effective FSTD

Directives. See Attachment 6 of this appendix for a list of all effective FSTD Directives applicable to Airplane FFSs.

End Information

18. Operation with Missing, Malfunctioning, or Inoperative Components

(Sec. 60.25)

Begin Information a. The sponsor's responsibility with respect to Sec. 60.25(a) is satisfied when the sponsor fairly and accurately advises the user of the current status of an FFS, including any missing, malfunctioning, or inoperative (MMI) component(s). b. It is the responsibility of the instructor, check airman, or representative of the administrator conducting training, testing, or checking to exercise reasonable and prudent judgment to determine if any MMI component is necessary for the satisfactory completion of a specific maneuver, procedure, or task. c. If the 29th or 30th day of the 30-day period described in

Sec. 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend the deadline until the next business day. d. In accordance with the authorization described in Sec. 60.25(b), the sponsor may develop a discrepancy prioritizing system to accomplish repairs based on the level of impact on the capability of the FFS. Repairs having a larger impact on FFS capability to provide the required training, evaluation, or flight experience will have a higher priority for repair or replacement.

End Information

19. Automatic Loss of Qualification and Procedures for Restoration of

Qualification (Sec. 60.27)

Begin Information

If the sponsor provides a plan for how the FFS will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FFS is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing required for requalification.

End Information

20. Other Losses of Qualification and Procedures for Restoration of

Qualification (Sec. 60.29)

Begin Information

If the sponsor provides a plan for how the FFS will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical

Page 26497

systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FFS is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing required for requalification.

End Information

21. Recordkeeping and Reporting (Sec. 60.31)

Begin QPS Requirements a. FFS modifications can include hardware or software changes.

For FFS modifications involving software programming changes, the record required by Sec. 60.31(a)(2) must consist of the name of the aircraft system software, aerodynamic model, or engine model change, the date of the change, a summary of the change, and the reason for the change. b. If a coded form for record keeping is used, it must provide for the preservation and retrieval of information with appropriate security or controls to prevent the inappropriate alteration of such records after the fact.

End QPS Requirements

22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements (Sec. 60.33)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud,

Falsification, or Incorrect Statements. 23. Specific FFS Compliance Requirements (Sec. 60.35)

No additional regulatory or informational material applies to

Sec. 60.35, Specific FFS Compliance Requirements. 24. [Reserved] 25. FFS Qualification on the Basis of a Bilateral Aviation Safety

Agreement (BASA) (Sec. 60.37)

No additional regulatory or informational material applies to

Sec. 60.37, FFS Qualification on the Basis of a Bilateral Aviation

Safety Agreement (BASA).

End Information

Attachment 1 to Appendix A to Part 60--General Simulator Requirements

Begin QPS Requirements 1. Requirements a. Certain requirements included in this appendix must be supported with an SOC as defined in Appendix F, which may include objective and subjective tests. The requirements for SOCs are indicated in the ``General Simulator Requirements'' column in Table

A1A of this appendix. b. Table A1A describes the requirements for the indicated level of FFS. Many devices include operational systems or functions that exceed the requirements outlined in this section. However, all systems will be tested and evaluated in accordance with this appendix to ensure proper operation.

End QPS Requirements

Begin Information 2. Discussion a. This attachment describes the general simulator requirements for qualifying an airplane FFS. The sponsor should also consult the objective tests in Attachment 2 of this appendix and the examination of functions and subjective tests listed in Attachment 3 of this appendix to determine the complete requirements for a specific level simulator. b. The material contained in this attachment is divided into the following categories:

(1) General flight deck configuration.

(2) Simulator programming.

(3) Equipment operation.

(4) Equipment and facilities for instructor/evaluator functions.

(5) Motion system.

(6) Visual system.

(7) Sound system. c. Table A1A provides the standards for the General Simulator

Requirements. d. Table A1B provides the tasks that the sponsor will examine to determine whether the FFS satisfactorily meets the requirements for flight crew training, testing, and experience, and provides the tasks for which the simulator may be qualified. e. Table A1C provides the functions that an instructor/check airman must be able to control in the simulator. f. It is not required that all of the tasks that appear on the

List of Qualified Tasks (part of the SOQ) be accomplished during the initial or continuing qualification evaluation.

End Information

Table A1A.--Minimum Simulator Requirements

QPS requirements

Simulator levels

Information

General

Entry No.

simulator

A

B

C

D

Notes requirements

1. General Flight deck Configuration.

1.a........ The simulator

X

X

X

X For simulator must have a

purposes, the flight flight deck

deck consists of all that is a

that space forward replica of the

of a cross section airplane

of the flight deck simulated with

at the most extreme controls,

aft setting of the equipment,

pilots' seats, observable

including additional flight deck

required crewmember indicators,

duty stations and circuit

those required breakers, and

bulkheads aft of the bulkheads

pilot seats. For properly

clarification, located,

bulkheads containing functionally

only items such as accurate and

landing gear pin replicating the

storage airplane. The

compartments, fire direction of

axes and movement of

extinguishers, spare controls and

light bulbs, and switches must

aircraft document be identical to

pouches are not the airplane.

considered essential

Pilot seats

and may be omitted. must allow the occupant to achieve the design ``eye position'' established for the airplane being simulated.

Equipment for the operation of the flight deck windows must be included, but the actual windows need not be operable.

Additional equipment such as fire axes, extinguishers, and spare light bulbs must be available in the FFS but may be relocated to a suitable location as near as practical to the original position. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette.

Page 26498

1.b........ Those circuit

X

X

X

X breakers that affect procedures or result in observable flight deck indications must be properly located and functionally accurate.

2. Programming.

2.a........ A flight

X

X

X

X dynamics model that accounts for various combinations of drag and thrust normally encountered in flight must correspond to actual flight conditions, including the effect of change in airplane attitude, thrust, drag, altitude, temperature, gross weight, moments of inertia, center of gravity location, and configuration.

An SOC is required.

2.b........ The simulator

X

X

X

X must have the computer capacity, accuracy, resolution, and dynamic response needed to meet the qualification level sought.

An SOC is required..

2.c........ Surface

X operations must be represented to the extent that allows turns within the confines of the runway and adequate controls on the landing and roll-out from a crosswind approach to a landing.

2.d........ Ground handling and aerodynamic programming must include the following:

2.d.1...... Ground effect...

X

X

X Ground effect includes modeling that accounts for roundout, flare, touchdown, lift, drag, pitching moment, trim, and power while in ground effect.

2.d.2...... Ground reaction.

X

X

X Ground reaction includes modeling that accounts for strut deflections, tire friction, and side forces. This is the reaction of the airplane upon contact with the runway during landing, and may differ with changes in factors such as gross weight, airspeed, or rate of descent on touchdown.

2.d.3...... Ground handling

X

X

X characteristics

, including aerodynamic and ground reaction modeling including steering inputs, operations with crosswind, braking, thrust reversing, deceleration, and turning radius.

2.e........ If the aircraft

X

X If desired, Level A being simulated

and B simulators may is one of the

qualify for aircraft listed

windshear training in Sec.

by meeting these 121.358, Low-

standards; see altitude

Attachment 5 of this windshear

appendix. Windshear system

models may consist equipment

of independent requirements,

variable winds in the simulator

multiple must employ

simultaneous windshear

components. The FAA models that

Windshear Training provide

Aid presents one training for

acceptable means of recognition of

compliance with windshear

simulator wind model phenomena and

requirements. the execution of recovery procedures.

Models must be available to the instructor/ evaluator for the following critical phases of flight:

(1) Prior to takeoff rotation..

(2) At liftoff..

(3) During initial climb..

(4) On final approach, below 500 ft AGL..

Page 26499

The QTG must reference the

FAA Windshear

Training Aid or present alternate airplane related data, including the implementation method(s) used.

If the alternate method is selected, wind models from the

Royal Aerospace

Establishment

(RAE), the

Joint Airport

Weather Studies

(JAWS) Project and other recognized sources may be implemented, but must be supported and properly referenced in the QTG. Only those simulators meeting these requirements may be used to satisfy the training requirements of part 121 pertaining to a certificate holder's approved low- altitude windshear flight training program as described in

Sec. 121.409.

2.f........ The simulator

X

X Automatic must provide

``flagging'' of out- for manual and

of-tolerance automatic

situations is testing of

encouraged. simulator hardware and software programming to determine compliance with simulator objective tests as prescribed in Attachment 2 of this appendix.

An SOC is required..

2.g........ Relative

The intent is to responses of

verify that the the motion

simulator provides system, visual

instrument, motion, system, and

and visual cues that flight deck

are, within the instruments,

stated time delays, measured by

like the airplane latency tests

responses. For or transport

airplane response, delay tests.

acceleration in the

Motion onset

appropriate, should occur

corresponding before the

rotational axis is start of the

preferred. visual scene change (the start of the scan of the first video field containing different information) but must occur before the end of the scan of that video field.

Instrument response may not occur prior to motion onset. Test results must be within the following limits:

2.g.1...... 300 milliseconds X

X of the airplane response.

2.g.2...... 150 milliseconds

X

X of the airplane response.

2.h........ The simulator

X

X must accurately reproduce the following runway conditions:

(1) Dry.........

(2) Wet.........

(3) Icy.........

(4) Patchy Wet..

(5) Patchy Icy..

(6) Wet on

Rubber Residue in Touchdown

Zone.

An SOC is required.

2.i........ The simulator

X

X Simulator pitch, side must simulate:

loading, and

(1) brake and

directional control tire failure

characteristics dynamics,

should be including

representative of antiskid

the airplane. failure.

(2) decreased brake efficiency due to high brake temperatures, if applicable.

An SOC is required..

2.j........ The simulator

X

X must replicate the effects of airframe and engine icing.

2.k........ The aerodynamic

X See Attachment 2 of modeling in the

this appendix, simulator must

paragraph 5, for include:

further information

(1) Low-altitude

on ground effect. level-flight ground effect;.

(2) Mach effect at high altitude;.

(3) Normal and reverse dynamic thrust effect on control surfaces;.

(4) Aeroelastic representations

; and

(5)

Nonlinearities due to sideslip.

Page 26500

An SOC is required and must include references to computations of aeroelastic representations and of nonlinearities due to sideslip.

2.l........ The simulator

X

X

X must have aerodynamic and ground reaction modeling for the effects of reverse thrust on directional control, if applicable.

An SOC is required..

3. Equipment Operation.

3.a........ All relevant

X

X

X

X instrument indications involved in the simulation of the airplane must automatically respond to control movement or external disturbances to the simulated airplane; e.g., turbulence or windshear.

Numerical values must be presented in the appropriate units.

3.b........ Communications,

X

X

X

X See Attachment 3 of navigation,

this appendix for caution, and

further information warning

regarding long-range equipment must

navigation be installed

equipment. and operate within the tolerances applicable for the airplane.

3.c........ Simulated

X

X

X

X airplane systems must operate as the airplane systems operate under normal, abnormal, and emergency operating conditions on the ground and in flight.

3.d........ The simulator

X

X

X

X must provide pilot controls with control forces and control travel that correspond to the simulated airplane. The simulator must also react in the same manner as in the airplane under the same flight conditions.

3.e........ Simulator

X

X control feel dynamics must replicate the airplane. This must be determined by comparing a recording of the control feel dynamics of the simulator to airplane measurements.

For initial and upgrade qualification evaluations, the control dynamic characteristics must be measured and recorded directly from the flight deck controls, and must be accomplished in takeoff, cruise, and landing flight conditions and configurations.

4. Instructor or Evaluator Facilities.

4.a........ In addition to

X

X

X

X The NSPM will the flight

consider crewmember

alternatives to this stations, the

standard for simulator must

additional seats have at least

based on unique two suitable

flight deck seats for the

configurations. instructor/ check airman and FAA inspector.

These seats must provide adequate vision to the pilot's panel and forward windows. All seats other than flight crew seats need not represent those found in the airplane, but must be adequately secured to the floor and equipped with similar positive restraint devices. 4.b........ The simulator

X

X

X

X must have controls that enable the instructor/ evaluator to control all required system variables and insert all abnormal or emergency conditions into the simulated airplane systems as described in the sponsor's

FAA-approved training program; or as described in the relevant operating manual as appropriate.

Page 26501

4.c........ The simulator

X

X

X

X must have instructor controls for all environmental effects expected to be available at the IOS; e.g., clouds, visibility, icing, precipitation, temperature, storm cells, and wind speed and direction.

4.d........ The simulator

X

X For example, another must provide

airplane crossing the instructor

the active runway or or evaluator

converging airborne the ability to

traffic. present ground and air hazards.

5. Motion System.

5.a........ The simulator

X

X

X

X For example, must have

touchdown cues motion (force)

should be a function cues

of the rate of perceptible to

descent (RoD) of the the pilot that

simulated airplane. are representative of the motion in an airplane.

5.b........ The simulator

X

X must have a motion (force cueing) system with a minimum of three degrees of freedom (at least pitch, roll, and heave).

An SOC is required..

5.c........ The simulator

X

X must have a motion (force cueing) system that produces cues at least equivalent to those of a six- degrees-of- freedom, synergistic platform motion system (i.e., pitch, roll, yaw, heave, sway, and surge).

An SOC is required..

5.d........ The simulator

X

X

X

X must provide for the recording of the motion system response time.

An SOC is required..

5.e........ The simulator

X

X

X must provide motion effects programming to include:

(1) Thrust effect with brakes set.

(2) Runway rumble, oleo deflections, effects of ground speed, uneven runway, centerline lights, and taxiway characteristics

.

(3) Buffets on the ground due to spoiler/ speedbrake extension and thrust reversal.

(4) Bumps associated with the landing gear.

(5 O='xl')

Buffet during extension and retraction of landing gear..

(6) Buffet in the air due to flap and spoiler/ speedbrake extension.

(7) Approach-to-

Stall buffet.

(8)

Representative touchdown cues for main and nose gear.

(9) Nosewheel scuffing, if applicable.

(10) Mach and maneuver buffet.

5.f........ The simulator

X The simulator should must provide

be programmed and characteristic

instrumented in such motion

a manner that the vibrations that

characteristic result from

buffet modes can be operation of

measured and the airplane if

compared to airplane the vibration

data. marks an event or airplane state that can be sensed in the flight deck.

6. Visual System.

6.a........ The simulator

X

X

X

X must have a visual system providing an out-of-the- flight deck view.

Page 26502

6.b........ The simulator

X

X

Additional field-of- must provide a

view capability may continuous

be added at the collimated

sponsor's discretion field-of-view

provided the minimum of at least

fields of view are 45[deg]

retained. 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.

An SOC is required and must explain the system geometry measurements including system linearity and field-of-view..

6.c........ (Reserved)......

6.d........ The simulator

X

X The horizontal field- must provide a

of-view is continuous

traditionally collimated

described as a visual field-of-

180[deg] field-of- view of at

view. However, the least 176[deg]

field-of-view is horizontally

technically no less and 36[deg]

than 176[deg]. vertically or

Additional field-of- the number of

view capability may degrees

be added at the necessary to

sponsor's discretion meet the visual

provided the minimum ground segment

fields-of-view are requirement,

retained. whichever is greater. The minimum horizontal field-of-view coverage must be plus and minus one-half

(\1/2\) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage.

An SOC is required and must explain the system geometry measurements including system linearity and field-of-view..

6.e........ The visual

X

X

X

X Non-realistic cues system must be

might include image free from

``swimming'' and optical

image ``roll-off,'' discontinuities

that may lead a and artifacts

pilot to make that create non-

incorrect realistic cues.

assessments of speed, acceleration, or situational awareness.

6.f........ The simulator

X

X

X

X must have operational landing lights for night scenes. Where used, dusk (or twilight) scenes require operational landing lights.

6.g........ The simulator

X

X

X

X must have instructor controls for the following:

(1) Visibility in statute miles (km) and runway visual range (RVR) in ft. (m)..

(2) Airport selection..

(3) Airport lighting..

6.h........ The simulator

X

X

X

X must provide visual system compatibility with dynamic response programming.

6.i........ The simulator

X

X

X

X This will show the must show that

modeling accuracy of the segment of

RVR, glideslope, and the ground

localizer for a visible from

given weight, the simulator

configuration, and flight deck is

speed within the the same as

airplane's from the

operational envelope airplane flight

for a normal deck (within

approach and established

landing. tolerances) when at the correct airspeed, in the landing configuration, at the appropriate height above the touchdown zone, and with appropriate visibility.

6.j........ The simulator

X

X

X must provide visual cues necessary to assess sink rates (provide depth perception) during takeoffs and landings, to include:

(1) Surface on runways, taxiways, and ramps..

(2) Terrain features..

Page 26503

6.k........ The simulator

X

X

X

X Visual attitude vs. must provide

simulator attitude for accurate

is a comparison of portrayal of

pitch and roll of the visual

the horizon as environment

displayed in the relating to the

visual scene simulator

compared to the attitude.

display on the attitude indicator.

6.l........ The simulator

X

X must provide for quick confirmation of visual system color, RVR, focus, and intensity.

An SOC is required..

6.m........ The simulator

X

X must be capable of producing at least 10 levels of occulting.

6.n........ Night Visual

X

X

X

X

Scenes. When used in training, testing, or checking activities, the simulator must provide night visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing.

Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by airplane landing lights.

6.o........ Dusk (or

X

X

Twilight)

Visual Scenes.

When used in training, testing, or checking activities, the simulator must provide dusk

(or twilight) visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing.

Dusk (or twilight) scenes, as a minimum, must provide full color presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self- illuminated objects such as road networks, ramp lighting and airport signage, to conduct a visual approach, landing and airport movement

(taxi). Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by airplane landing lights.

If provided, directional horizon lighting must have correct orientation and be consistent with surface shading effects. Total night or dusk

(twilight) scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 15,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects.

An SOC is required..

Page 26504

6.p........ Daylight Visual

X

X

Scenes. The simulator must provide daylight visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing.

Any ambient lighting must not ``washout'' the displayed visual scene.

Total daylight scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 6,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects.

The visual display must be free of apparent and distracting quantization and other distracting visual effects while the simulator is in motion.

An SOC is required..

6.q........ The simulator

X

X For example: short must provide

runways, landing operational

approaches over visual scenes

water, uphill or that portray

downhill runways, physical

rising terrain on relationships

the approach path, known to cause

unique topographic landing

features. illusions to pilots.

6.r........ The simulator

X

X must provide special weather representations of light, medium, and heavy precipitation near a thunderstorm on takeoff and during approach and landing.

Representations need only be presented at and below an altitude of 2,000 ft. (610 m) above the airport surface and within 10 miles (16 km) of the airport.

6.s........ The simulator

X

X must present visual scenes of wet and snow- covered runways, including runway lighting reflections for wet conditions, partially obscured lights for snow conditions, or suitable alternative effects.

6.t........ The simulator

X

X must present realistic color and directionality of all airport lighting.

7. Sound System.

7.a........ The simulator

X

X

X

X must provide flight deck sounds that result from pilot actions that correspond to those that occur in the airplane.

7.b........ The volume

X

X

X

X control must have an indication of sound level setting which meets all qualification requirements..

7.c........ The simulator

X

X must accurately simulate the sound of precipitation, windshield wipers, and other significant airplane noises perceptible to the pilot during normal and abnormal operations, and include the sound of a crash (when the simulator is landed in an unusual attitude or in excess of the structural gear limitations); normal engine and thrust reversal sounds; and the sounds of flap, gear, and spoiler extension and retraction.

An SOC is required..

7.d........ The simulator

X must provide realistic amplitude and frequency of flight deck noises and sounds.

Simulator performance must be recorded, compared to amplitude and frequency of the same sounds recorded in the airplane, and be made a part of the QTG.

Page 26505

Table A1B.--Table of Tasks vs. Simulator Level

QPS requirements

Information

Subjective

Simulator levels requirements In -------------------- order to be qualified at the simulator qualification level indicated, the

Entry No.

simulator must be

Notes able to perform at

A

B

C

D least the tasks associated with that level of qualification.

1. Preflight Procedures

1.a........ Preflight Inspection

X

X

X

X

(flight deck only).

1.b........ Engine Start......... X

X

X

X

1.c........ Taxiing..............

R

X

X

1.d........ Pre-takeoff Checks... X

X

X

X

2. Takeoff and Departure Phase

2.a........ Normal and Crosswind

R

X

X

Takeoff

2.b........ Instrument Takeoff... X

X

X

X

2.c........ Engine Failure During A

X

X

X

Takeoff.

2.d........ Rejected Takeoff..... X

X

X

X

2.e........ Departure Procedure.. X

X

X

X

3. Inflight Maneuvers

3.a........ Steep Turns.......... X

X

X

X

3.b........ Approaches to Stalls. X

X

X

X

3.c........ Engine Failure--

X

X

X

X

Multiengine Airplane.

3.d........ Engine Failure--

X

X

X

X

Single-Engine

Airplane.

3.e........ Specific Flight

A

A

A

A

Characteristics incorporated into the user's FAA approved flight training program.

3.f........ Recovery From Unusual X

X

X

X Within the

Attitudes.

normal flight envelope supported by applicable simulation validation data.

4. Instrument Procedures

4.a........ Standard Terminal

X

X

X

X

Arrival/Flight

Management System

Arrivals Procedures.

4.b........ Holding.............. X

X

X

X

4.c........ Precision Instrument.

4.c.1...... All Engines Operating X

X

X

X e.g., Autopilot,

Manual (Flt.

Dir. Assisted),

Manual (Raw

Data).

4.c.2...... One Engine

X

X

X

X e.g., Manual

Inoperative.

(Flt. Dir.

Assisted),

Manual (Raw

Data).

4.d........ Non-Precision

X

X

X

X e.g., NDB, VOR,

Instrument Approach.

VOR/DME, VOR/

TAC, RNAV, LOC,

LOC/BC, ADF, and SDF.

4.e........ Circling Approach.... X

X

X

X Specific authorization required.

4.f........ Missed Approach......

4.f.1...... Normal............... X

X

X

X

4.f.2...... One Engine

X

X

X

X

Inoperative.

5. Landings and Approaches to Landings

5.a........ Normal and Crosswind

R

X

X

Approaches and

Landings.

Page 26506

5.b........ Landing From a

R

X

X

Precision/Non-

Precision Approach.

5.c........ Approach and Landing ... R

X

X with (Simulated)

Engine Failure--

Multiengine Airplane.

5.d........ Landing From Circling

R

X

X

Approach.

5.e........ Rejected Landing..... X

X

X

X

5.f........ Landing From a No

R

X

X

Flap or a

Nonstandard Flap

Configuration

Approach.

6. Normal and Abnormal Procedures

6.a........ Engine (including

X

X

X

X shutdown and restart).

6.b........ Fuel System.......... X

X

X

X

6.c........ Electrical System.... X

X

X

X

6.d........ Hydraulic System..... X

X

X

X

6.e........ Environmental and

X

X

X

X

Pressurization

Systems.

6.f........ Fire Detection and

X

X

X

X

Extinguisher Systems.

6.g........ Navigation and

X

X

X

X

Avionics Systems.

6.h........ Automatic Flight

X

X

X

X

Control System,

Electronic Flight

Instrument System, and Related

Subsystems.

6.i........ Flight Control

X

X

X

X

Systems.

6.j........ Anti-ice and Deice

X

X

X

X

Systems.

6.k........ Aircraft and Personal X

X

X

X

Emergency Equipment.

7. Emergency Procedures

7.a........ Emergency Descent

X

X

X

X

(Max. Rate).

7.b........ Inflight Fire and

X

X

X

X

Smoke Removal.

7.c........ Rapid Decompression.. X

X

X

X

7.d........ Emergency Evacuation. X

X

X

X

8. Postflight Procedures

8.a........ After-Landing

X

X

X

X

Procedures.

8.b........ Parking and Securing. X

X

X X

``A''--indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in the FSTD and is working properly.

``R''--indicates that the simulator may be qualified for this task for continuing qualification training.

``X''--indicates that the simulator must be able to perform this task for this level of qualification.

Table A1C.--Table of Simulator System Tasks

QPS requirements

Information

Subjective

Simulator levels requirements In order -------------------- to be qualified at the simulator qualification level indicated, the

Entry No.

simulator must be

Notes able to perform at

A

B

C

D least the tasks associated with that level of qualification.

1. Instructor Operating Station (IOS), as appropriate

1.a........ Power switch(es)..... X

X

X

X

Page 26507

1.b........ Airplane conditions.. X

X

X

X e.g., GW, CG,

Fuel loading and Systems.

1.c........ Airports/Runways..... X

X

X

X e.g., Selection,

Surface,

Presets,

Lighting controls.

1.d........ Environmental

X

X

X

X e.g., Clouds, controls.

Visibility,

RVR, Temp,

Wind, Ice,

Snow, Rain, and

Windshear.

1.e........ Airplane system

X

X

X

X malfunctions

(Insertion/deletion).

1.f........ Locks, Freezes, and

X

X

X

X

Repositioning.

2. Sound Controls

2.a........ On/off/adjustment.... X

X

X

X

3. Motion/Control Loading System

3.a........ On/off/emergency stop X

X

X

X

4. Observer Seats/Stations

4.a........ Position/Adjustment/

X

X

X

X

Positive restraint system.

Attachment 2 to Appendix A to Part 60--FFS Objective Tests

Table of Contents

Paragraph No.

Title

1................................. Introduction.

2................................. Test Requirements.

Table A2A, Objective Tests.

3................................. General.

4................................. Control Dynamics.

5................................. Ground Effect.

6................................. Motion System.

7................................. Sound System.

8................................. Additional Information About Flight

Simulator Qualification for New or

Derivative Airplanes.

9................................. Engineering Simulator--Validation

Data.

10................................ [Reserved].

11................................ Validation Test Tolerances.

12................................ Validation Data Roadmap.

13................................ Acceptance Guidelines for

Alternative Engines Data.

14................................ Acceptance Guidelines for

Alternative Avionics (Flight-

Related Computers and Controllers).

15................................ Transport Delay Testing.

16................................ Continuing Qualification

Evaluations--Validation Test Data

Presentation.

17................................ Alternative Data Sources,

Procedures, and Instrumentation:

Level A and Level B Simulators

Only.

Begin Information 1. Introduction a. For the purposes of this attachment, the flight conditions specified in the Flight Conditions Column of Table A2A of this appendix, are defined as follows:

(1) Ground--on ground, independent of airplane configuration;

(2) Take-off--gear down with flaps/slats in any certified takeoff position;

(3) First segment climb--gear down with flaps/slats in any certified takeoff position (normally not above 50 ft AGL);

(4) Second segment climb--gear up with flaps/slats in any certified takeoff position (normally between 50 ft and 400 ft AGL);

(5) Clean--flaps/slats retracted and gear up;

(6) Cruise--clean configuration at cruise altitude and airspeed;

(7) Approach--gear up or down with flaps/slats at any normal approach position as recommended by the airplane manufacturer; and

(8) Landing--gear down with flaps/slats in any certified landing position. b. The format for numbering the objective tests in Appendix A,

Attachment 2, Table A2A, and the objective tests in Appendix B,

Attachment 2, Table B2A, is identical. However, each test required for FFSs is not necessarily required for FTDs. Also, each test required for FTDs is not necessarily required for FFSs. Therefore, when a test number (or series of numbers) is not required, the term

``Reserved'' is used in the table at that location. Following this numbering format provides a degree of commonality between the two tables and substantially reduces the potential for confusion when referring to objective test numbers for either FFSs or FTDs. c. The reader is encouraged to review the Airplane Flight

Simulator Evaluation Handbook, Volumes I and II, published by the

Royal Aeronautical Society, London, UK, and AC 25-7, as amended,

Flight Test Guide for Certification of Transport Category Airplanes, and AC 23-8, as amended, Flight Test Guide for Certification of Part 23 Airplanes, for references and examples regarding flight testing requirements and techniques. d. If relevant winds are present in the objective data, the wind vector should be clearly noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for the test.

Page 26508

End Information

Begin QPS Requirements 2. Test Requirements a. The ground and flight tests required for qualification are listed in Table A2A, FFS Objective Tests. Computer generated simulator test results must be provided for each test except where an alternative test is specifically authorized by the NSPM. If a flight condition or operating condition is required for the test but does not apply to the airplane being simulated or to the qualification level sought, it may be disregarded (e.g., an engine out missed approach for a single-engine airplane or a maneuver using reverse thrust for an airplane without reverse thrust capability).

Each test result is compared against the validation data described in Sec. 60.13 and in this appendix. Although use of a driver program designed to automatically accomplish the tests is encouraged for all simulators and required for Level C and Level D simulators, it must be possible to conduct each test manually while recording all appropriate parameters. The results must be produced on an appropriate recording device acceptable to the NSPM and must include simulator number, date, time, conditions, tolerances, and appropriate dependent variables portrayed in comparison to the validation data. Time histories are required unless otherwise indicated in Table A2A. All results must be labeled using the tolerances and units given. b. Table A2A in this attachment sets out the test results required, including the parameters, tolerances, and flight conditions for simulator validation. Tolerances are provided for the listed tests because mathematical modeling and acquisition and development of reference data are often inexact. All tolerances listed in the following tables are applied to simulator performance.

When two tolerance values are given for a parameter, the less restrictive may be used unless otherwise indicated. In those cases where a tolerance is expressed only as a percentage, the tolerance percentage applies to the maximum value of that parameter within its normal operating range as measured from the neutral or zero position unless otherwise indicated. c. Certain tests included in this attachment must be supported with an SOC. In Table A2A, requirements for SOCs are indicated in the ``Test Details'' column. d. When operational or engineering judgment is used in making assessments for flight test data applications for simulator validity, such judgment must not be limited to a single parameter.

For example, data that exhibit rapid variations of the measured parameters may require interpolations or a ``best fit'' data selection. All relevant parameters related to a given maneuver or flight condition must be provided to allow overall interpretation.

When it is difficult or impossible to match simulator to airplane data throughout a time history, differences must be justified by providing a comparison of other related variables for the condition being assessed. e. It is not acceptable to program the FFS so that the mathematical modeling is correct only at the validation test points.

Unless otherwise noted, simulator tests must represent airplane performance and handling qualities at operating weights and centers of gravity (CG) typical of normal operation. If a test is supported by airplane data at one extreme weight or CG, another test supported by airplane data at mid-conditions or as close as possible to the other extreme must be included. Certain tests that are relevant only at one extreme CG or weight condition need not be repeated at the other extreme. Tests of handling qualities must include validation of augmentation devices. f. When comparing the parameters listed to those of the airplane, sufficient data must also be provided to verify the correct flight condition and airplane configuration changes. For example, to show that control force is within the parameters for a static stability test, data to show the correct airspeed, power, thrust or torque, airplane configuration, altitude, and other appropriate datum identification parameters must also be given. If comparing short period dynamics, normal acceleration may be used to establish a match to the airplane, but airspeed, altitude, control input, airplane configuration, and other appropriate data must also be given. If comparing landing gear change dynamics, pitch, airspeed, and altitude may be used to establish a match to the airplane, but landing gear position must also be provided. All airspeed values must be properly annotated (e.g., indicated versus calibrated). In addition, the same variables must be used for comparison (e.g., compare inches to inches rather than inches to centimeters). g. The QTG provided by the sponsor must clearly describe how the simulator will be set up and operated for each test. Each simulator subsystem may be tested independently, but overall integrated testing of the simulator must be accomplished to assure that the total simulator system meets the prescribed standards. A manual test procedure with explicit and detailed steps for completing each test must also be provided. h. For previously qualified simulators, the tests and tolerances of this attachment may be used in subsequent continuing qualification evaluations for any given test if the sponsor has submitted a proposed MQTG revision to the NSPM and has received NSPM approval. i. Simulators are evaluated and qualified with an engine model simulating the airplane data supplier's flight test engine. For qualification of alternative engine models (either variations of the flight test engines or other manufacturer's engines) additional tests with the alternative engine models may be required. This attachment contains guidelines for alternative engines. j. For testing Computer Controlled Aircraft (CCA) simulators, or other highly augmented airplane simulators, flight test data is required for the Normal (N) and/or Non-normal (NN) control states, as indicated in this attachment. Where test results are independent of control state, Normal or Non-normal control data may be used. All tests in Table A2A require test results in the Normal control state unless specifically noted otherwise in the Test Details section following the CCA designation. The NSPM will determine what tests are appropriate for airplane simulation data. When making this determination, the NSPM may require other levels of control state degradation for specific airplane tests. Where Non-normal control states are required, test data must be provided for one or more Non- normal control states, and must include the least augmented state.

Where applicable, flight test data must record Normal and Non-normal states for:

(1) Pilot controller deflections or electronically generated inputs, including location of input; and

(2) Flight control surface positions unless test results are not affected by, or are independent of, surface positions. k. Tests of handling qualities must include validation of augmentation devices. FFSs for highly augmented airplanes will be validated both in the unaugmented configuration (or failure state with the maximum permitted degradation in handling qualities) and the augmented configuration. Where various levels of handling qualities result from failure states, validation of the effect of the failure is necessary. Requirements for testing will be mutually agreed to between the sponsor and the NSPM on a case-by-case basis. l. Some tests will not be required for airplanes using airplane hardware in the simulator flight deck (e.g., ``side stick controller''). These exceptions are noted in Section 2 ``Handling

Qualities'' in Table A2A of this attachment. However, in these cases, the sponsor must provide a statement that the airplane hardware meets the appropriate manufacturer's specifications and the sponsor must have supporting information to that fact available for

NSPM review. m. For objective test purposes, see Appendix F of this part for the definitions of ``Near maximum,'' ``Light,'' and ``Medium'' gross weight.

End QPS Requirements

Begin Information n. In those cases where the objective test results authorize a

``snapshot test'' or a ``series of snapshot tests'' results in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition should exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot. o. For references on basic operating weight, see AC 120-27,

``Aircraft Weight and Balance;'' and FAA-H-8083-1, ``Aircraft Weight and Balance Handbook.''

End Information

Page 26509

Table A2A.--Full Flight Simulator (FFS) Objective Tests

QPS Requirements

Information

Test

Simulator level

Tolerance

Flight conditions

Test details

--------------------

Notes

Entry No.

Title

A

B

C

D

1. Performance.

1.a................... Taxi.

1.a.1................. Minimum Radius Turn. 3 ft

Ground.............. Record both Main and

X

X

X

(0.9m) 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.

1.a.2................. Rate of Turn vs.

10% or

Ground.............. Record a minimum of

X

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, in normal taxi speed conditions.

1.b................... Takeoff.

All commonly used takeoff flap settings are to be demonstrated at least once in the tests for minimum unstick (1.b.3.), normal takeoff

(1.b.4.), critical engine failure on takeoff (1.b.5.), or crosswind takeoff (1.b.6.).

1.b.1................. Ground Acceleration 5% time 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-ground (Vmcg) maximum airplane

must be within

not available an using aerodynamic

lateral deviation

1 knot

acceptable controls only (per or 5 ft

of airplane engine

alternative is a applicable

(1.5 m).

failure speed.

flight test snap airworthiness

Additionally, for

Engine thrust decay

engine deceleration standard) or

those simulators of

must be that

to idle at a speed alternative low

airplanes with

resulting from the

between V1 and V1 - speed engine

reversible flight

mathematical model

10 knots, followed inoperative test to control systems:

for the engine

by control of demonstrate ground

Rudder pedal force;

variant applicable

heading using control

10% or

to the FFS under

aerodynamic control characteristics.

5 lb

test. If the

only. Recovery

(2.2 daN).

modeled engine is

should be achieved not the same as the

with the main gear airplane

on the ground. To manufacturer's

ensure only flight test engine,

aerodynamic control a further test may

is used, nosewheel be run with the

steering should be same initial

disabled (i.e., conditions using

castored) or the the thrust from the

nosewheel held flight test data as

slightly off the the driving

ground. parameter.

Page 26510

1.b.3................. Minimum Unstick

3 kts

Takeoff............. Record main landing

X

X

X

X Vmu is defined as

Speed (Vmu) or

airspeed 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.

1.b.4................. Normal Takeoff...... 3 kts

Takeoff............. Record takeoff

X

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 of this part.

1.b.5................. Critical Engine

3 kts

Takeoff............. Record takeoff

X

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).

Page 26511

1.b.6................. Crosswind Takeoff... 3 kts

Takeoff............. Record takeoff

X

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 angle, 2[deg]

direct head-wind sideslip angle;

and direct cross- 3[deg]

wind components) of heading angle.

at least 60% of the

Correct trend at

maximum wind groundspeeds below

measured at 33 ft 40 kts. for rudder/

(10 m) above the pedal and heading.

runway.

Additionally, for those simulators of airplanes with reversible flight control systems: 10% or 5 lb

(2.2 daN) stick/ column force, 10% or 3 lb (1.3 daN) wheel force, 10% or 5 lb

(2.2 daN) rudder pedal force.

1.b.7................. Rejected Takeoff.... 5% time Takeoff............. Record time and

X

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 Engine

20% or

Takeoff............. Engine failure speed

X

X For safety

Failure After

2[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................... Climb.

1.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).

Page 26512

1.c.2................. One engine

3 kts

For part 23

Flight 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 Segment

acceptable 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 Engine

10%

Clean............... Record results for

X

X

Inoperative En

time, 10% distance,

(1550 m) climb 10%

segment. Flight fuel used.

test data or airplane performance manual data may be used.

1.c.4................. One Engine

3 kts

Approach............ Record results at

X

X

X

X The airplane should

Inoperative

airspeed, 5% or 100 FPM (0.5

defined in Appendix

ice systems conditions are

m/Sec.) climb rate,

F of this part.

operating normally, authorized).

but not less than

Flight test data or

with the gear up the climb gradient

airplane

and go-around flaps requirements of 14

performance manual

set. All icing

CFR parts 23 or 25

data may be used.

accountability climb gradient, as

Flight simulator

considerations appropriate.

performance must be

should be applied recorded over an

in accordance with interval of at

the aircraft least 1,000 ft.

certification or

(300 m).

authorization for an approach in icing conditions.

1.d................... Cruise/Descent.

1.d.1................. Level flight

5% Time. Cruise.............. Record results for a X

X

X

X acceleration.

minimum of 50 kts speed increase using maximum continuous thrust rating or equivalent.

1.d.2................. Level flight

5% Time. Cruise.............. Record results for a X

X

X

X deceleration.

minimum of 50 kts. speed decrease using idle power.

1.d.3................. Cruise performance.. 0.05 EPR 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).

Page 26513

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.

1.e.1................. Stopping time and

5% of

Landing............. Record time and

X

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 and

X

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 test

X

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.

Page 26514

1.e.4................. Stopping distance, 10% of

Landing............. Either flight test

X

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.

1.f.1................. Acceleration........ (10% Tt) Approach or landing. Record engine power

X

X

X

X See Appendix F of and (10% Ti, or

Torque) from flight

definitions of Ti 0.25

idle to go-around

and Tt. sec.).

power for a rapid

(slam) throttle movement.

1.f.2................. Deceleration........ (10% Tt) Ground.............. Record engine power

X

X

X

X See Appendix F of and (10% Ti, or

Torque) from Max T/

definitions of Ti 0.25

O power to 90%

and Tt. sec.).

decay of Max T/O power for a rapid

(slam) throttle movement.

2. Handling Qualities.

For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel,

Contact the NSPM for rudder pedal), special test fixtures will not be required during initial or upgrade

clarification of evaluations if the sponsor's QTG/MQTG shows both test fixture results and the results

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 satisfies this test requirement. For initial and upgrade

controls. 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 FFS.

2.a................... Static Control Tests.

2.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 Surface

10% or

control sweep to

possible) with in-

Position

5 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 Surface

10% or

control sweep to

in-flight data from

Position

3 lb

the stops.

tests such as

Calibration.

(1.3 daN) force,

engine out trims, 2[deg]

or steady state 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)

Page 26515

2.a.3.a............... Rudder Pedal

5 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 Surface

10% or

control sweep to

in-flight data from

Position

5 lb

the stops.

tests such as

Calibration.

(2.2 daN) force,

engine out trims, 2[deg]

or steady state rudder angle.

sideslips. Static and dynamic flight control tests should be accomplished at the same feel or impact pressures.

2.a.3.b............... (Reserved)

2.a.4................. Nosewheel Steering 2 lb

Ground.............. Record results of an X

X

X

X

Controller Force

(0.9 daN) breakout,

uninterrupted and Position

10% or

control sweep to

Calibration.

3 lb

the stops.

(1.3 daN) force, 2[deg] nosewheel angle.

2.a.5................. Rudder Pedal

2[deg]

Ground.............. Record results of an X

X

X

X

Steering

nosewheel 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. Surface

of computed trim

test is to compare

Position

surface angle.

FFS against design

Calibration.

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.............. Requires

X

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 FFS computer output vs. Force and Brake (2.2 daN) or 10%

pressure must be

results may be used

System Pressure

force, 150 psi (1.0

position through a

MPa) or 10% brake system pressure.

2.b................... Dynamic Control Tests.

Tests 2.b.1., 2.b.2., and 2.b.3. are not applicable if dynamic response is generated

... ... ... ... solely by use of airplane hardware in the FFS. Power setting is that required for level flight unless otherwise specified.

Page 26516

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). For

limited by the overdamped systems:

maneuvering load 10% of

envelope. 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

Tolerance applies

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 the maximum initial

allowable roll displacement (.05

controller

Ad), 1

deflection for overshoot (first

flight conditions significant

limited by the overshoot must be

maneuvering load matched). For

envelope. overdamped systems: 10% of time from 90% of initial displacement (0.9

Ad) to 10% of initial displacement

(0.1Ad). For the alternate method see paragraph 4 of this attachment.

The slow sweep is the equivalent to the static test 2.a.2. For the moderate and rapid sweeps: 2 lb (0.9 daN) or 10% dynamic increment above the static force.

Page 26517

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

Tolerance applies

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 the maximum initial

allowable yaw displacement (.05

controller

Ad). 1

deflection for overshoot (first

flight conditions significant

limited by the overshoot must be

maneuvering load matched). For

envelope. overdamped systems: 10% of time from 90% of initial displacement (0.9

Ad) to 10% of initial displacement (0.1

Ad). For the alternate method

(see paragraph 4 of this attachment).

The slow sweep is the equivalent to the static test 2.a.3. For the moderate and rapid sweeps: 2 lb (0.9 daN) or 10% dynamic increment above the static force.

2.b.4................. Small Control

0.15[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 26518

2.b.5................. Small Control

0.15[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 Control

0.15[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 Tests.

Power setting is that required for level flight unless otherwise specified.

2.c.1................. Power Change

3 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 26519

2.c.2................. Flap/Slat Change

3 kt

Takeoff through

Record the

X

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 the

X

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

Takeoff

Record the time

X

X

X

X airspeed, 100 ft (30 m) Approach

uncontrolled 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 or non-normal control states..

Page 26520

2.c.6................. Longitudinal

5 lb

Cruise, Approach,

Continuous time

X

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

FFS. The alternative method applies to airplanes that do not exhibit ``stick- force-per-g'' characteristics.

CCA: Test in normal and non-normal control states.

2.c.7................. Longitudinal Static 5 lb

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

FFS. The alternative method applies to airplanes that do not exhibit speed stability characteristics.

CCA: Test in normal or non-normal control states..

2.c.8................. Stall

3 kt

Second Segment

The stall maneuver

X

X

X

X

Characteristics.

airspeed for

Climb, 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. FFSs of break'' only).

airplanes exhibiting a sudden pitch attitude change or ``g break'' must demonstrate this characteristic.

CCA: Test in normal and non-normal control states..

Page 26521

2.c.9................. Phugoid Dynamics.... 10%

Cruise.............. The test must

X

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 Period

1.5[deg] Cruise.............. CCA: Test in Normal

X

X

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 Tests.

Power 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

or Non-normal

Vmca or Vmcl in the

Characteristics in

control state..

conventional the Air.

manner.

2.d.2................. Roll Response

10% or

Cruise, and Approach Record results for

X

X

X

X

(Rate)..

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 3 lb

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 from

X

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. Alternate

multiple tests may test requires

be used. As an correct trend and

alternate test, 2[deg]

demonstrate the aileron.

lateral control required to maintain a steady turn with a bank angle of 28[deg] to 32[deg].

CCA: Test in Non- normal control state.

Page 26522

2.d.5................. Engine Inoperative 1[deg]

Second Segment

May 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

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.

state.. 20% or 1 sec of time difference between peaks of bank and sideslip.

2.d.8................. Steady State

For given rudder

Approach or Landing. Use at least two

X

X

X

X

Sideslip.

position 2[deg] bank

one of which must angle, 1[deg]

allowable rudder. sideslip angle,

Propeller driven 10% or

airplanes must test 2[deg]

in each direction. aileron, 10% or 5[deg]

results. 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................... Landings.

2.e.1................. Normal Landing...... 3 kt

Landing............. Record results from

X

X

X Tests should be airspeed, 1.5[deg]

(61 m) AGL to

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 26523

2.e.2................. Minimum Flap Landing 3 kt

Minimum Certified

Record results from

X

X airspeed, 1.5[deg]

Configuration.

(61 m) AGL to pitch angle, 1.5[deg]

with airplane at 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 from

X

X

X In those situations airspeed, 1.5[deg]

(61 m) AGL, through

crosswind or a pitch angle, 1.5[deg]

down, 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

(expressed as 3[deg]

direct head-wind heading angle.

and direct cross-

Additionally, for

wind components) of those simulators of

60% of the maximum airplanes with

wind measured at 33 reversible flight

ft (10 m) above the control systems:

runway. 10% or 3 lb

(1.3 daN) wheel force 10% or 5 lb (2.2 daN) rudder pedal force.

2.e.4................. One Engine

3 kt

Landing............. Record results from

X

X

X

Inoperative Landing. airspeed, 1.5[deg]

(61 m) AGL, through pitch angle, 1.5[deg]

down, 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 See Appendix F of

(if applicable).

(1.5 m) flare

provides rollout

this part for 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. 10 ft (3 m)

mode engage and lateral deviation

main gear touchdown during rollout.

must be noted.

2.e.6................. All engines

3 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 or non-normal control states..

Page 26524

2.e.7................. One engine

3 kt

The one engine

X

X

X inoperative go

airspeed, 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: Non-autopilot test in Non-normal control state..

2.e.8................. Directional control 2[deg]/ Landing............. Record results

X

X

X

(rudder

sec 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 heading

X

X

X

(rudder

airspeed. 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 Effect.

Test to demonstrate 1[deg]

Landing............. The Ground Effect

X

X

X See paragraph on

Ground Effect.

elevator 0.5[deg]

validated by the

this attachment for stabilizer angle,

test selected and a

additional 5% net

rationale must be

information. thrust or

provided for equivalent, 1[deg] angle

particular test. of attack, 10% height or 5 ft

(1.5 m), 3 kt airspeed, 1[deg] pitch angle.

2.g................... Windshear.

Four tests, two

See Attachment 5 of Takeoff and Landing. Requires windshear

X

X See Attachment 5 of takeoff and two

this appendix.

models that provide

this appendix for landing, with one

training in the

information related of each conducted

specific skills

to Level A and B in still air and

needed to recognize

simulators. the other with

windshear phenomena windshear active to

and to execute demonstrate

recovery windshear models.

procedures. See

Attachment 5 of this appendix for tests, tolerances, and procedures.

Page 26525

2.h................... Flight Maneuver and Envelope Protection Functions.

The requirements of tests h(1) through (6) of this attachment are applicable to computer controlled aircraft only. Time history results are required for simulator response to control inputs during entry into envelope protection limits including both normal and degraded control states if the function is different. Set thrust as required to reach the envelope protection function.

2.h.1................. Overspeed........... 5 kt

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......... 0.1 g

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 System.

3.a................... Frequency response.

Based on Simulator

N/A................. Required as part of

X

X

X

X

Capability.

the MQTG. The test must demonstrate frequency response of the motion system.

3.b................... Leg balance.

Based on Simulator

N/A................. Required as part of

X

X

X

X

Capability.

the MQTG. The test must demonstrate motion system leg balance as specified by the applicant for flight simulator qualification.

3.c................... Turn-around check.

Based on Simulator

N/A................. Required as part of

X

X

X

X

Capability.

the MQTG. The test must demonstrate a smooth turn-around

(shift to opposite direction of movement) of the motion system as specified by the applicant for flight simulator qualification.

3.d................... Motion system repeatability.

With the same input Accomplished in both Required as part of

X

X

X

X This test ensures signal, the test

the ``ground'' mode the MQTG. The

that motion system results must be

and in the

assessment

hardware and repeatable to

``flight'' mode of procedures must be

software (in normal within 0.05 g actual operation.

that the motion

operating mode) platform linear

system hardware and

continue to perform acceleration.

software (in normal

as originally flight simulator

qualified. operating mode)

Performance changes continue to perform

from the original as originally

baseline can be qualified.

readily identified with this information.

Page 26526

3.e................... Motion cueing performance signature. Required as part of MQTG. For the following set

These tests should of maneuvers record the relevant motion variables.

be run with the motion buffet mode disabled. See paragraph 6.d., of this attachment,

Motion cueing performance signature.

3.e.1................. Takeoff rotation (VR As specified by the Ground.............. Pitch attitude due

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 failure

As specified by the Ground..............

X

X

X

X Associated with test between V1 and VR. sponsor for flight

1.b.5. simulator qualification.

3.e.3................. Pitch change during As specified by the Flight..............

X

X

X Associated with test go-around.

sponsor for flight

2.e.6. simulator qualification.

3.e.4................. Configuration

As 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 change

As 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 vibrations. The recorded test results for characteristic buffets must allow the comparison of relative amplitude versus frequency.

3.f.1................. Thrust effect with

Simulator test

Ground.............. The test must be

X brakes set.

results must

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.

3.f.2................. Buffet with landing Simulator test

Flight.............. 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.

Continued on page 26527

From the Federal Register Online via GPO Access [wais.access.gpo.gov]

]

pp. 26527-26576

Flight Simulation Training Device Initial and Continuing

Qualification and Use

Continued from page 26526

Page 26527

3.f.3................. Buffet with flaps

Simulator test

Flight.............. 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 with

Simulator test

Flight..............

X speedbrakes

results 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 test

Flight.............. 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 high

Simulator test

Flight..............

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 test

Flight (clean

X for propeller

results must

configuration). 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 System.

4.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. Motion onset should occur

attachment; also before the start of the visual scene change (the start of the scan of the first video

see Table A1A, field containing different information) but must occur before the end of the scan of

entry 2.g. that video field. Instrument response may not occur prior to motion onset.

4.a.1................. Latency.............

300 ms (or less)

Take-off, cruise,

One test is required X

X

The visual scene or after airplane

and 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.

Page 26528

150 ms (or less)

Take-off, cruise,

One test is required

X

X after airplane

and 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 Delay.....

300 ms (or less)

N/A................. A separate test is

X

X

If 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 is

X

X after controller

required in each movement.

axis (pitch, roll, and yaw).

4.b................... Field-of-view.

4.b.1................. Continuous

Continuous

N/A................. Required as part of

X

X

A 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)

4.b.3................. Continuous,

Continuous field-of- N/A................. An SOC is required

X

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

installation.

described as a 36[deg] 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.

Page 26529

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 ratio.

Not 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 m\2\) by the

a test pattern of brightness level of

black and white any adjacent dark

squares, 5[deg] per square. This

square, with a requirement is

white square in the applicable to any

center of each level of simulator

channel. During equipped with a

contrast ratio daylight visual

testing, simulator system.

aft-cab and flight deck ambient light levels should be zero.

4.e................... Highlight brightness.

Not less than six

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 resolution

Page 26530

Not greater than two N/A................. An SOC is required

X

X When the eye is

(2) arc minutes.

and must include

positioned on a the relevant

3[deg] glide slope calculations and an

at the slant range explanation of

distances indicated those calculations.

with white runway

This requirement is

markings on a black applicable to any

runway surface, the level of simulator

eye will subtend equipped with a

two (2) arc daylight visual

minutes: (1) A system.

slant range of 6,876 ft with stripes 150 ft long and 16 ft wide, spaced 4 ft apart.

(2) For

Configuration A; a slant range of 5,157 feet with stripes 150 ft long and 12 ft wide, spaced 3 ft apart.

(3) For

Configuration B; a slant range of 9,884 feet, with stripes 150 ft long and 5.75 ft wide, spaced 5.75 ft apart.

4.g................... Light point size.

Not greater than

N/A................. An SOC is required

X

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 ratio.

4.h.1................. For Level A and B

Not less than 10:1.. N/A................. An SOC is required

X

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.h.2................. For Level C and D

Not less than 25:1.. N/A................. An SOC is required

X

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.

Page 26531

4.i................... Visual ground segment

The visible segment Landing

The QTG must contain X

X

X

X Pre-position for in the simulator

configuration, with appropriate

this test is must be 20% of the

trimmed for the

drawing showing the

be achieved via segment computed to appropriate

pertinent data used

manual or autopilot be visible from the airspeed, where the to establish the

control to the airplane flight

MLG are at 100 ft

airplane location

desired position. deck. This

(30 m) above the

and the segment of tolerance may be

plane of the

the ground that is applied at the far touchdown zone,

visible considering end of the

while on the

design eyepoint, displayed segment. electronic glide

the airplane

However, lights and slope with an RVR

attitude, flight ground objects

value set at 1,200 deck cut-off angle, computed to be

ft (350 m).

and a visibility of visible from the

1200 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. The simulator.

data submitted must include at least the following:.

(1) Static airplane dimensions as follows:.

(i) Horizontal and vertical distance from main landing gear (MLG) to glideslope reception antenna..

(ii) Horizontal and vertical distance from MLG to pilot's eyepoint..

(iii) Static flight deck cutoff angle..

(2) Approach data as follows:.

(i) Identification of runway..

(ii) Horizontal distance from runway threshold to glideslope intercept with runway..

(iii) Glideslope angle..

(iv) Airplane pitch angle on approach..

(3) Airplane data for manual testing:.

(i) Gross weight....

(ii) Airplane configuration..

(iii) Approach airspeed. If non- homogenous fog is used to obscure visibility, the vertical variation in horizontal visibility must be described and be included in the slant range visibility calculation used in the computations..

5. Sound System.

Page 26532

The sponsor will not be required to repeat the airplane tests (i.e., tests 5.a.1. through 5.a.8. (or 5.b.1. through 5.b.9.) and 5.c., as appropriate) during continuing qualification evaluations if frequency response and background noise test results are within tolerance when compared to the initial qualification evaluation results, and the sponsor shows that no software changes have occurred that will affect the airplane test results. If the frequency response test method is chosen and fails, the sponsor may elect to fix the frequency response problem and repeat the test or the sponsor may elect to repeat the airplane tests. If the airplane tests are repeated during continuing qualification evaluations, the results may be compared against initial qualification evaluation results or airplane master data. All tests in this section must be presented using an unweighted \1/3\-octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 second average must be taken at the location corresponding to the airplane data set. The airplane and flight simulator results must be produced using comparable data analysis techniques..

5.a................... Turbo-jet airplanes.

5.a.1................. Ready for engine

5 dB per 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 at

5 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 /

5 dB per Cruise.............. Normal and constant

X spoilers extended

\1/3\ octave band.

speedbrake

(as 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 airplanes.

5.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 propellers

5 dB per Ground.............. Normal condition

X feathered.

\1/3\ octave band.

prior to takeoff.

5.b.3................. Ground idle or

5 dB per Ground.............. Normal condition

X equivalent.

\1/3\ octave band.

prior to takeoff.

5.b.4................. Flight idle or

5 dB per Ground.............. Normal condition

X equivalent.

\1/3\ octave band.

prior to takeoff.

5.b.5................. All engines at

5 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.

Page 26533

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 cases.

5 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 noise.

3 dB per

Results of the

X The sound in the

\1/3\ octave band.

background noise at

simulator will be initial

evaluated to ensure qualification must

that the background be included in the

noise does not

MQTG. Measurements

interfere with must be made with

training, testing, the simulation

or checking. running, the sound muted and a

``dead'' flight deck.

5.e................... Frequency response.

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 A2B in this attachment).

Begin Information 3. General a. If relevant winds are present in the objective data, the wind vector should be clearly noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for test near the ground. b. The reader is encouraged to review the Airplane Flight

Simulator Evaluation Handbook, Volumes I and II, published by the

Royal Aeronautical Society, London, UK, and AC 25-7, as amended,

Flight Test Guide for Certification of Transport Category Airplanes, and AC 23-8, as amended, Flight Test Guide for Certification of Part 23 Airplanes, for references and examples

Page 26534

regarding flight testing requirements and techniques. 4. Control Dynamics a. General. The characteristics of an airplane flight control system have a major effect on handling qualities. A significant consideration in pilot acceptability of an airplane is the ``feel'' provided through the flight controls. Considerable effort is expended on airplane feel system design so that pilots will be comfortable and will consider the airplane desirable to fly. In order for an FFS to be representative, it should ``feel'' like the airplane being simulated. Compliance with this requirement is determined by comparing a recording of the control feel dynamics of the FFS to actual airplane measurements in the takeoff, cruise and landing configurations.

(1) Recordings such as free response to an impulse or step function are classically used to estimate the dynamic properties of electromechanical systems. In any case, it is only possible to estimate the dynamic properties as a result of being able to estimate true inputs and responses. Therefore, it is imperative that the best possible data be collected since close matching of the FFS control loading system to the airplane system is essential. The required dynamic control tests are described in Table A2A of this attachment.

(2) For initial and upgrade evaluations, the QPS requires that control dynamics characteristics be measured and recorded directly from the flight controls (Handling Qualities--Table A2A). This procedure is usually accomplished by measuring the free response of the controls using a step or impulse input to excite the system. The procedure should be accomplished in the takeoff, cruise and landing flight conditions and configurations.

(3) For airplanes with irreversible control systems, measurements may be obtained on the ground if proper pitot-static inputs are provided to represent airspeeds typical of those encountered in flight. Likewise, it may be shown that for some airplanes, takeoff, cruise, and landing configurations have like effects. Thus, one may suffice for another. In either case, engineering validation or airplane manufacturer rationale should be submitted as justification for ground tests or for eliminating a configuration. For FFSs requiring static and dynamic tests at the controls, special test fixtures will not be required during initial and upgrade evaluations if the QTG shows both test fixture results and the results of an alternate approach (e.g., computer plots that were produced concurrently and show satisfactory agreement). Repeat of the alternate method during the initial evaluation satisfies this test requirement. b. Control Dynamics Evaluation. The dynamic properties of control systems are often stated in terms of frequency, damping and a number of other classical measurements. In order to establish a consistent means of validating test results for FFS control loading, criteria are needed that will clearly define the measurement interpretation and the applied tolerances. Criteria are needed for underdamped, critically damped and overdamped systems. In the case of an underdamped system with very light damping, the system may be quantified in terms of frequency and damping. In critically damped or overdamped systems, the frequency and damping are not readily measured from a response time history. Therefore, the following suggested measurements may be used:

(1) For Level C and D simulators. Tests to verify that control feel dynamics represent the airplane should show that the dynamic damping cycles (free response of the controls) match those of the airplane within specified tolerances. The NSPM recognizes that several different testing methods may be used to verify the control feel dynamic response. The NSPM will consider the merits of testing methods based on reliability and consistency. One acceptable method of evaluating the response and the tolerance to be applied is described below for the underdamped and critically damped cases. A sponsor using this method to comply with the QPS requirements should perform the tests as follows:

(a) Underdamped response. Two measurements are required for the period, the time to first zero crossing (in case a rate limit is present) and the subsequent frequency of oscillation. It is necessary to measure cycles on an individual basis in case there are non-uniform periods in the response. Each period will be independently compared to the respective period of the airplane control system and, consequently, will enjoy the full tolerance specified for that period. The damping tolerance will be applied to overshoots on an individual basis. Care should be taken when applying the tolerance to small overshoots since the significance of such overshoots becomes questionable. Only those overshoots larger than 5 per cent of the total initial displacement should be considered. The residual band, labeled T(Ad) on Figure A2A is 5 percent of the initial displacement amplitude Ad from the steady state value of the oscillation. Only oscillations outside the residual band are considered significant. When comparing FFS data to airplane data, the process should begin by overlaying or aligning the FFS and airplane steady state values and then comparing amplitudes of oscillation peaks, the time of the first zero crossing and individual periods of oscillation. The FFS should show the same number of significant overshoots to within one when compared against the airplane data. The procedure for evaluating the response is illustrated in Figure A2A.

(b) Critically damped and overdamped response. Due to the nature of critically damped and overdamped responses (no overshoots), the time to reach 90 percent of the steady state (neutral point) value should be the same as the airplane within 10 percent.

Figure A2B illustrates the procedure.

(c) Special considerations. Control systems that exhibit characteristics other than classical overdamped or underdamped responses should meet specified tolerances. In addition, special consideration should be given to ensure that significant trends are maintained.

(2) Tolerances.

(a) The following table summarizes the tolerances, T, for underdamped systems, and ``n'' is the sequential period of a full cycle of oscillation. See Figure A2A of this attachment for an illustration of the referenced measurements.

T(P0)..................................... 10% of P0.

T(P1)..................................... 20% of P1.

T(P2)..................................... 30% of P2.

T(Pn)..................................... 10(n+1)% of Pn.

T(An)..................................... 10% of A1.

T(Ad)..................................... 5% of Ad = residual band.

Significant overshoots, First overshoot and 1 subsequent overshoots.

(b) The following tolerance applies to critically damped and overdamped systems only. See Figure A2B for an illustration of the reference measurements:

T(P0)..................................... 10% of P0

End Information

Begin QPS Requirement c. Alternative method for control dynamics evaluation.

(1) An alternative means for validating control dynamics for aircraft with hydraulically powered flight controls and artificial feel systems is by the measurement of control force and rate of movement. For each axis of pitch, roll, and yaw, the control must be forced to its maximum extreme position for the following distinct rates. These tests are conducted under normal flight and ground conditions.

(a) Static test--Slowly move the control so that a full sweep is achieved within 95 to 105 seconds. A full sweep is defined as movement of the controller from neutral to the stop, usually aft or right stop, then to the opposite stop, then to the neutral position.

(b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.

(c) Fast dynamic test--Achieve a full sweep within 3-5 seconds.

Note: Dynamic sweeps may be limited to forces not exceeding 100 lbs. (44.5 daN).

(d) Tolerances

(i) Static test; see Table A2A, FFS Objective Tests, Entries 2.a.1., 2.a.2., and 2.a.3.

(ii) Dynamic test--2 lbs (0.9 daN) or 10% on dynamic increment above static test.

End QPS Requirement

Begin Information

BILLING CODE 4910-13-P d. The FAA is open to alternative means such as the one described above. The alternatives should be justified and appropriate to the application. For example, the method described here may not apply to all manufacturers' systems and certainly not to aircraft with reversible control systems. Each case is considered on its own merit on an ad hoc basis. If the FAA finds that alternative methods do not result in satisfactory performance, more

Page 26535

conventionally accepted methods will have to be used.

BILLING CODE 4913-13-P

Page 26536

GRAPHIC

TIFF OMITTED TR09MY08.000

Page 26537

GRAPHIC

TIFF OMITTED TR09MY08.001

BILLING CODE 4913-13-C 5. Ground Effect a. For an FFS to be used for take-off and landing (not applicable to Level A simulators in that the landing maneuver may not be credited in a Level A simulator) it should reproduce the aerodynamic changes that occur in ground effect. The parameters chosen for FFS validation should indicate these changes.

(1) A dedicated test should be provided that will validate the aerodynamic ground effect characteristics.

(2) The organization performing the flight tests may select appropriate test methods and procedures to validate ground effect.

However, the flight tests should be performed with enough duration near the ground to sufficiently validate the ground-effect model. b. The NSPM will consider the merits of testing methods based on reliability and consistency. Acceptable methods of validating ground effect are described below. If other methods are proposed, rationale should be provided to conclude that the tests performed validate the ground-effect model. A sponsor using the methods described below to comply with the QPS requirements should perform the tests as follows:

(1) Level fly-bys. The level fly-bys should be conducted at a minimum of three altitudes within the ground effect, including one at no more than 10% of the wingspan above the ground, one each at approximately 30% and 50% of the wingspan where height refers to main gear tire above the ground. In addition, one level-flight trim condition should be conducted out of ground effect (e.g., at 150% of wingspan).

(2) Shallow approach landing. The shallow approach landing should be performed at a glide slope of approximately one degree with negligible pilot activity until flare. c. The lateral-directional characteristics are also altered by ground effect. For example, because of changes in lift, roll damping is affected. The change in roll damping will affect other dynamic modes usually evaluated for FFS validation. In fact, Dutch roll dynamics, spiral stability, and roll-rate for a given lateral control input are altered by ground effect. Steady heading sideslips will also be affected. These effects should be accounted for in the

FFS modeling. Several tests such as crosswind landing, one engine inoperative landing, and engine failure on take-off serve to validate lateral-directional ground effect since portions of these tests are accomplished as the aircraft is descending through heights above the runway at which ground effect is an important factor. 6. Motion System a. General.

(1) Pilots use continuous information signals to regulate the state of the airplane. In concert with the instruments and outside- world visual information, whole-body motion feedback is essential in assisting the pilot to control the airplane dynamics, particularly in the presence of external disturbances. The motion system should meet basic objective performance criteria, and should be subjectively tuned at the pilot's seat position to represent the linear and angular accelerations of the airplane during a prescribed minimum set of maneuvers and conditions. The response of the motion cueing system should also be repeatable.

(2) The Motion System tests in Section 3 of Table A2A are intended to qualify the FFS motion cueing system from a mechanical performance standpoint. Additionally, the list of motion effects provides a representative sample of dynamic conditions that should be present in the flight simulator. An additional list of representative, training-critical maneuvers, selected from Section 1

(Performance tests), and Section 2 (Handling Qualities tests), in

Table A2A, that should be recorded during initial qualification (but without tolerance) to indicate the flight simulator motion cueing performance signature have been identified (reference Section 3.e).

These tests are intended to help improve the overall standard of FFS motion cueing. b. Motion System Checks. The intent of test 3a, Frequency

Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as described in the Table of Objective Tests, is to demonstrate the performance of the motion system hardware, and to check the integrity of the motion set-up with regard to calibration and wear.

These tests are independent of the motion cueing software and should be considered robotic tests. c. Motion System Repeatability. The intent of this test is to ensure that the motion system software and motion system hardware have not degraded or changed over time. This diagnostic test should be completed during continuing qualification checks in lieu of the robotic tests. This will allow an improved ability to determine changes in the software or determine degradation in the hardware.

Page 26538

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 1x10-3g-rms2/Hz would describe a heavy buffet and may be seen in the deep stall regime.

Alternatively, a 1x10-6g-rms2/Hz buffet is almost not perceivable; but may represent a flap buffet at low speed. The previous two examples differ in magnitude by 1000. On a

PSD plot this represents three decades (one decade is a change in order of magnitude of 10; and two decades is a change in order of magnitude of 100).

Note: In the example, ``g-rms2is the mathematical expression for ``g's root mean squared.'' 7. Sound System a. General. The total sound environment in the airplane is very complex, and changes with atmospheric conditions, airplane configuration, airspeed, altitude, and power settings. Flight deck sounds are an important component of the flight deck operational environment and provide valuable information to the flight crew.

These aural cues can either assist the crew (as an indication of an abnormal situation), or hinder the crew (as a distraction or nuisance). For effective training, the flight simulator should provide flight deck sounds that are perceptible to the pilot during normal and abnormal operations, and comparable to those of the airplane. The flight simulator operator should carefully evaluate background noises in the location where the device will be installed. To demonstrate compliance with the sound requirements, the objective or validation tests in this attachment were selected to provide a representative sample of normal static conditions typically experienced by a pilot. b. Alternate propulsion. For FFS with multiple propulsion configurations, any condition listed in Table A2A of this attachment should be presented for evaluation as part of the QTG if identified by the airplane manufacturer or other data supplier as significantly different due to a change in propulsion system (engine or propeller). c. Data and Data Collection System.

(1) Information provided to the flight simulator manufacturer should be presented in the format suggested by the International Air

Transport Association (IATA) ``Flight Simulator Design and

Performance Data Requirements,'' as amended. This information should contain calibration and frequency response data.

(2) The system used to perform the tests listed in Table A2A should comply with the following standards:

(a) The specifications for octave, half octave, and third octave band filter sets may be found in American National Standards

Institute (ANSI) S1.11-1986;

(b) Measurement microphones should be type WS2 or better, as described in International Electrotechnical Commission (IEC) 1094-4- 1995.

(3) Headsets. If headsets are used during normal operation of the airplane they should also be used during the flight simulator evaluation.

(4) Playback equipment. Playback equipment and recordings of the

QTG conditions should be provided during initial evaluations.

(5) Background noise.

(a) Background noise is the noise in the flight simulator that is not associated with the airplane, but is caused by the flight simulator's cooling and hydraulic systems and extraneous noise from other locations in the building. Background noise can seriously impact the correct simulation of airplane sounds and should be kept below the airplane sounds. In some cases, the sound level of the simulation can be increased to compensate for the background noise.

However, this approach is limited by the specified tolerances and by the subjective acceptability of the sound environment to the evaluation pilot.

(b) The acceptability of the background noise levels is dependent upon the normal sound levels in the airplane being represented. Background noise levels that fall below the lines defined by the following points, may be acceptable:

(i) 70 dB @ 50 Hz;

(ii) 55 dB @ 1000 Hz;

(iii) 30 dB @ 16 kHz

(Note: These limits are for unweighted 1/3 octave band sound levels. Meeting these limits for background noise does not ensure an acceptable flight simulator. Airplane sounds that fall below this limit require careful review and may require lower limits on background noise.)

(6) Validation testing. Deficiencies in airplane recordings should be considered when applying the specified tolerances to ensure that the simulation is representative of the airplane.

Examples of typical deficiencies are:

(a) Variation of data between tail numbers;

(b) Frequency response of microphones;

(c) Repeatability of the measurements.

Page 26539

Table A2B.--Example of Continuing Qualification Frequency Response Test Tolerance

Continuing

Initial

qualification

Absolute

Band center frequency

results

results

difference

(dBSPL)

(dBSPL)

50..............................................................

75.0

73.8

1.2 63..............................................................

75.9

75.6

0.3 80..............................................................

77.1

76.5

0.6 100.............................................................

78.0

78.3

0.3 125.............................................................

81.9

81.3

0.6 160.............................................................

79.8

80.1

0.3 200.............................................................

83.1

84.9

1.8 250.............................................................

78.6

78.9

0.3 315.............................................................

79.5

78.3

1.2 400.............................................................

80.1

79.5

0.6 500.............................................................

80.7

79.8

0.9 630.............................................................

81.9

80.4

1.5 800.............................................................

73.2

74.1

0.9 1000............................................................

79.2

80.1

0.9 1250............................................................

80.7

82.8

2.1 1600............................................................

81.6

78.6

3.0 2000............................................................

76.2

74.4

1.8 2500............................................................

79.5

80.7

1.2 3150............................................................

80.1

77.1

3.0 4000............................................................

78.9

78.6

0.3 5000............................................................

80.1

77.1

3.0 6300............................................................

80.7

80.4

0.3 8000............................................................

84.3

85.5

1.2 10000...........................................................

81.3

79.8

1.5 12500...........................................................

80.7

80.1

0.6 16000...........................................................

71.1

71.1

0.0

Average..................................................... .............. ..............

1.1

8. Additional Information About Flight Simulator Qualification for New or Derivative Airplanes a. Typically, an airplane manufacturer's approved final data for performance, handling qualities, systems or avionics is not available until well after a new or derivative airplane has entered service. However, flight crew training and certification often begins several months prior to the entry of the first airplane into service. Consequently, it may be necessary to use preliminary data provided by the airplane manufacturer for interim qualification of flight simulators. b. In these cases, the NSPM may accept certain partially validated preliminary airplane and systems data, and early release

(``red label'') avionics data in order to permit the necessary program schedule for training, certification, and service introduction. c. Simulator sponsors seeking qualification based on preliminary data should consult the NSPM to make special arrangements for using preliminary data for flight simulator qualification. The sponsor should also consult the airplane and flight simulator manufacturers to develop a data plan and flight simulator qualification plan. d. The procedure to be followed to gain NSPM acceptance of preliminary data will vary from case to case and between airplane manufacturers. Each airplane manufacturer's new airplane development and test program is designed to suit the needs of the particular project and may not contain the same events or sequence of events as another manufacturer's program, or even the same manufacturer's program for a different airplane. Therefore, there cannot be a prescribed invariable procedure for acceptance of preliminary data, but instead there should be a statement describing the final sequence of events, data sources, and validation procedures agreed by the simulator sponsor, the airplane manufacturer, the flight simulator manufacturer, and the NSPM.

Note: A description of airplane manufacturer-provided data needed for flight simulator modeling and validation is to be found in the IATA Document ``Flight Simulator Design and Performance Data

Requirements,'' as amended. e. The preliminary data should be the manufacturer's best representation of the airplane, with assurance that the final data will not significantly deviate from the preliminary estimates. Data derived from these predictive or preliminary techniques should be validated against available sources including, at least, the following:

(1) Manufacturer's engineering report. The report should explain the predictive method used and illustrate past success of the method on similar projects. For example, the manufacturer could show the application of the method to an earlier airplane model or predict the characteristics of an earlier model and compare the results to final data for that model.

(2) Early flight test results. This data is often derived from airplane certification tests, and should be used to maximum advantage for early flight simulator validation. Certain critical tests that would normally be done early in the airplane certification program should be included to validate essential pilot training and certification maneuvers. These include cases where a pilot is expected to cope with an airplane failure mode or an engine failure. Flight test data that will be available early in the flight test program will depend on the airplane manufacturer's flight test program design and may not be the same in each case. The flight test program of the airplane manufacturer should include provisions for generation of very early flight test results for flight simulator validation. f. The use of preliminary data is not indefinite. The airplane manufacturer's final data should be available within 12 months after the airplane's first entry into service or as agreed by the NSPM, the simulator sponsor, and the airplane manufacturer. When applying for interim qualification using preliminary data, the simulator sponsor and the NSPM should agree on the update program. This includes specifying that the final data update will be installed in the flight simulator within a period of 12 months following the final data release, unless special conditions exist and a different schedule is acceptable. The flight simulator performance and handling validation would then be based on data derived from flight tests or from other approved sources. Initial airplane systems data should be updated after engineering tests. Final airplane systems data should also be used for flight simulator programming and validation. g. Flight simulator avionics should stay essentially in step with airplane avionics (hardware and software) updates. The permitted time lapse between airplane and

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flight simulator updates should be minimal. It may depend on the magnitude of the update and whether the QTG and pilot training and certification are affected. Differences in airplane and flight simulator avionics versions and the resulting effects on flight simulator qualification should be agreed between the simulator sponsor and the NSPM. Consultation with the flight simulator manufacturer is desirable throughout the qualification process. h. The following describes an example of the design data and sources that might be used in the development of an interim qualification plan.

(1) The plan should consist of the development of a QTG based upon a mix of flight test and engineering simulation data. For data collected from specific airplane flight tests or other flights, the required design model or data changes necessary to support an acceptable Proof of Match (POM) should be generated by the airplane manufacturer.

(2) For proper validation of the two sets of data, the airplane manufacturer should compare their simulation model responses against the flight test data, when driven by the same control inputs and subjected to the same atmospheric conditions as recorded in the flight test. The model responses should result from a simulation where the following systems are run in an integrated fashion and are consistent with the design data released to the flight simulator manufacturer:

(a) Propulsion;

(b) Aerodynamics;

(c) Mass properties;

(d) Flight controls;

(e) Stability augmentation; and

(f) Brakes/landing gear. i. A qualified test pilot should be used to assess handling qualities and performance evaluations for the qualification of flight simulators of new airplane types.

End Information

Begin QPS Requirement 9. Engineering Simulator--Validation Data a. When a fully validated simulation (i.e., validated with flight test results) is modified due to changes to the simulated airplane configuration, the airplane manufacturer or other acceptable data supplier must coordinate with the NSPM if they propose to supply validation data from an ``audited'' engineering simulator/simulation to selectively supplement flight test data. The

NSPM must be provided an opportunity to audit the engineering simulation or the engineering simulator used to generate the validation data. Validation data from an audited engineering simulation may be used for changes that are incremental in nature.

Manufacturers or other data suppliers must be able to demonstrate that the predicted changes in aircraft performance are based on acceptable aeronautical principles with proven success history and valid outcomes. This must include comparisons of predicted and flight test validated data. b. Airplane manufacturers or other acceptable data suppliers seeking to use an engineering simulator for simulation validation data as an alternative to flight-test derived validation data, must contact the NSPM and provide the following:

(1) A description of the proposed aircraft changes, a description of the proposed simulation model changes, and the use of an integral configuration management process, including a description of the actual simulation model modifications that includes a step-by-step description leading from the original model(s) to the current model(s).

(2) A schedule for review by the NSPM of the proposed plan and the subsequent validation data to establish acceptability of the proposal.

(3) Validation data from an audited engineering simulator/ simulation to supplement specific segments of the flight test data. c. To be qualified to supply engineering simulator validation data, for aerodynamic, engine, flight control, or ground handling models, an airplane manufacturer or other acceptable data supplier must:

(1) Be able to verify their ability able to:

(a) Develop and implement high fidelity simulation models; and

(b) Predict the handling and performance characteristics of an airplane with sufficient accuracy to avoid additional flight test activities for those handling and performance characteristics.

(2) Have an engineering simulator that:

(a) Is a physical entity, complete with a flight deck representative of the simulated class of airplane;

(b) Has controls sufficient for manual flight;

(c) Has models that run in an integrated manner;

(d) Has fully flight-test validated simulation models as the original or baseline simulation models;

(e) Has an out-of-the-flight deck visual system;

(f) Has actual avionics boxes interchangeable with the equivalent software simulations to support validation of released software;

(g) Uses the same models as released to the training community

(which are also used to produce stand-alone proof-of-match and checkout documents);

(h) Is used to support airplane development and certification; and

(i) Has been found to be a high fidelity representation of the airplane by the manufacturer's pilots (or other acceptable data supplier), certificate holders, and the NSPM.

(3) Use the engineering simulator/simulation to produce a representative set of integrated proof-of-match cases.

(4) Use a configuration control system covering hardware and software for the operating components of the engineering simulator/ simulation.

(5) Demonstrate that the predicted effects of the change(s) are within the provisions of sub-paragraph ``a'' of this section, and confirm that additional flight test data are not required. d. Additional Requirements for Validation Data

(1) When used to provide validation data, an engineering simulator must meet the simulator standards currently applicable to training simulators except for the data package.

(2) The data package used must be:

(a) Comprised of the engineering predictions derived from the airplane design, development, or certification process;

(b) Based on acceptable aeronautical principles with proven success history and valid outcomes for aerodynamics, engine operations, avionics operations, flight control applications, or ground handling;

(c) Verified with existing flight-test data; and

(d) Applicable to the configuration of a production airplane, as opposed to a flight-test airplane.

(3) Where engineering simulator data are used as part of a QTG, an essential match must exist between the training simulator and the validation data.

(4) Training flight simulator(s) using these baseline and modified simulation models must be qualified to at least internationally recognized standards, such as contained in the ICAO

Document 9625, the ``Manual of Criteria for the Qualification of

Flight Simulators.''

End QPS Requirement

10. [Reserved] 11. Validation Test Tolerances

Begin Information a. Non-Flight-Test Tolerances

(1) If engineering simulator data or other non-flight-test data are used as an allowable form of reference validation data for the objective tests listed in Table A2A of this attachment, the data provider must supply a well-documented mathematical model and testing procedure that enables a replication of the engineering simulation results within 20% of the corresponding flight test tolerances. b. Background

(1) The tolerances listed in Table A2A of this attachment are designed to measure the quality of the match using flight-test data as a reference.

(2) Good engineering judgment should be applied to all tolerances in any test. A test is failed when the results clearly fall outside of the prescribed tolerance(s).

(3) Engineering simulator data are acceptable because the same simulation models used to produce the reference data are also used to test the flight training simulator (i.e., the two sets of results should be ``essentially'' similar).

(4) The results from the two sources may differ for the following reasons:

(a) Hardware (avionics units and flight controls);

(b) Iteration rates;

(c) Execution order;

(d) Integration methods;

(e) Processor architecture;

(f) Digital drift, including:

(i) Interpolation methods;

(ii) Data handling differences; and

(iii) Auto-test trim tolerances.

(5) The tolerance limit between the reference data and the flight simulator results

Page 26541

is generally 20% of the corresponding ``flight-test'' tolerances.

However, there may be cases where the simulator models used are of higher fidelity, or the manner in which they are cascaded in the integrated testing loop have the effect of a higher fidelity, than those supplied by the data provider. Under these circumstances, it is possible that an error greater than 20% may be generated. An error greater than 20% may be acceptable if simulator sponsor can provide an adequate explanation.

(6) Guidelines are needed for the application of tolerances to engineering-simulator-generated validation data because:

(a) Flight-test data are often not available due to technical reasons;

(b) Alternative technical solutions are being advanced; and

(c) High costs. 12. Validation Data Roadmap a. Airplane manufacturers or other data suppliers should supply a validation data roadmap (VDR) document as part of the data package. A VDR document contains guidance material from the airplane validation data supplier recommending the best possible sources of data to be used as validation data in the QTG. A VDR is of special value when requesting interim qualification, qualification of simulators for airplanes certificated prior to 1992, and qualification of alternate engine or avionics fits. A sponsor seeking to have a device qualified in accordance with the standards contained in this QPS appendix should submit a VDR to the NSPM as early as possible in the planning stages. The NSPM is the final authority to approve the data to be used as validation material for the QTG. The NSPM and the Joint Aviation Authorities' Synthetic

Training Devices Advisory Board have committed to maintain a list of agreed VDRs. b. The VDR should identify (in matrix format) sources of data for all required tests. It should also provide guidance regarding the validity of these data for a specific engine type, thrust rating configuration, and the revision levels of all avionics affecting airplane handling qualities and performance. The VDR should include rationale or explanation in cases where data or parameters are missing, engineering simulation data are to be used, flight test methods require explanation, or there is any deviation from data requirements. Additionally, the document should refer to other appropriate sources of validation data (e.g., sound and vibration data documents). c. The Sample Validation Data Roadmap (VDR) for airplanes, shown in Table A2C, depicts a generic roadmap matrix identifying sources of validation data for an abbreviated list of tests. This document is merely a sample and does not provide actual data. A complete matrix should address all test conditions and provide actual data and data sources. d. Two examples of rationale pages are presented in Appendix F of the IATA ``Flight Simulator Design and Performance Data

Requirements.'' These illustrate the type of airplane and avionics configuration information and descriptive engineering rationale used to describe data anomalies or provide an acceptable basis for using alternative data for QTG validation requirements.

End Information

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Begin Information

13. Acceptance Guidelines for Alternative Engines Data. a. Background

(1) For a new airplane type, the majority of flight validation data are collected on the first airplane configuration with a

``baseline'' engine type. These data are then used to validate all flight simulators representing that airplane type.

(2) Additional flight test validation data may be needed for flight simulators representing an airplane with engines of a different type than the baseline, or for engines with thrust rating that is different from previously validated configurations.

(3) When a flight simulator with alternate engines is to be qualified, the QTG should contain tests against flight test validation data for selected cases where engine differences are expected to be significant. b. Approval Guidelines For Validating Alternate Engine Applications

(1) The following guidelines apply to flight simulators representing airplanes with alternate engine applications or with more than one engine type or thrust rating.

(2) Validation tests can be segmented into two groups, those that are dependent on engine type or thrust rating and those that are not.

(3) For tests that are independent of engine type or thrust rating, the QTG can be based on validation data from any engine application. Tests in this category should be designated as independent of engine type or thrust rating.

(4) For tests that are affected by engine type, the QTG should contain selected engine-specific flight test data sufficient to validate that particular airplane-engine configuration. These effects may be due to engine dynamic characteristics, thrust levels or engine-related airplane configuration changes. This category is primarily characterized by variations between different engine manufacturers' products, but also includes differences due to significant engine design changes from a previously flight-validated configuration within a single engine type. See Table A2D, Alternate

Engine Validation Flight Tests in this section for a list of acceptable tests.

(5) Alternate engine validation data should be based on flight test data, except as noted in sub-paragraphs 13.c.(1) and (2), or where other data are specifically allowed (e.g., engineering simulator/simulation data). If certification of the flight characteristics of the airplane with a new thrust rating (regardless of percentage change) does require certification flight testing with a comprehensive stability and control flight instrumentation package, then the conditions described in Table A2D in this section should be obtained from flight testing and presented in the QTG.

Flight test data, other than throttle calibration data, are not required if the new thrust rating is certified on the airplane without need for a comprehensive stability and control flight instrumentation package.

(6) As a supplement to the engine-specific flight tests listed in Table A2D and baseline engine-independent tests, additional engine-specific engineering validation data should be provided in the QTG, as appropriate, to facilitate running the entire QTG with the alternate engine configuration. The sponsor and the NSPM should agree in advance on the specific validation tests to be supported by engineering simulation data.

(7) A matrix or VDR should be provided with the QTG indicating the appropriate validation data source for each test.

(8) The flight test conditions in Table A2D are appropriate and should be sufficient to validate implementation of alternate engines in a flight simulator.

End Information

Begin QPS Requirement c. Test Requirements

(1) The QTG must contain selected engine-specific flight test data sufficient to validate the alternative thrust level when:

(a) the engine type is the same, but the thrust rating exceeds that of a previously flight-test validated configuration by five percent (5%) or more; or

(b) the engine type is the same, but the thrust rating is less than the lowest previously flight-test validated rating by fifteen percent (15%) or more. See Table A2D for a list of acceptable tests.

(2) Flight test data is not required if the thrust increase is greater than 5%, but flight tests have confirmed that the thrust increase does not change the airplane's flight characteristics.

(3) Throttle calibration data (i.e., commanded power setting parameter versus throttle position) must be provided to validate all alternate engine types and engine thrust ratings that are higher or lower than a previously validated engine. Data from a test airplane or engineering test bench with the correct engine controller (both hardware and software) are required.

End QPS Requirement

Begin QPS Requirement

Table A2D.--Alternative Engine Validation Flight Tests

Alternative

Alternative

Entry No.

Test description

engine type thrust rating 2 1.b.1., 1.b.4..................--Normal take-off/ground acceleration time and----------------X----------------X- distance

1.b.2.......................... Vmcg, if performed for airplane certification

X

X

1.b.5.......................... Engine-out take-off

Either test may be 1.b.8.......................... Dynamic engine failure performed.

X after take-off..

1.b.7.......................... Rejected take-off if performed for airplane

X certification 1.d.1.......................... Cruise performance

X 1.f.1., 1.f.2.................. Engine acceleration and deceleration

X

X 2.a.7.......................... Throttle calibration \1\

X

X 2.c.1.......................... Power change dynamics (acceleration)

X

X 2.d.1.......................... Vmca if performed for airplane certification

X

X 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 13.c.(3).

\2\ See paragraphs 13.c.(1) through 13.c.(3), for a definition of applicable thrust ratings.

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End QPS Requirement

Begin Information 14. Acceptance Guidelines for Alternative Avionics (Flight-Related

Computers and Controllers) a. Background

(1) For a new airplane type, the majority of flight validation data are collected on the first airplane configuration with a

``baseline'' flight-related avionics ship-set; (see subparagraph b.(2) of this section). These data are then used to validate all flight simulators representing that airplane type.

(2) Additional validation data may be required for flight simulators representing an airplane with avionics of a different hardware design than the baseline, or a different software revision than previously validated configurations.

(3) When a flight simulator with additional or alternate avionics configurations is to be qualified, the QTG should contain tests against validation data for selected cases where avionics differences are expected to be significant. b. Approval Guidelines for Validating Alternate Avionics

(1) The following guidelines apply to flight simulators representing airplanes with a revised avionics configuration, or more than one avionics configuration.

(2) The baseline validation data should be based on flight test data, except where other data are specifically allowed (e.g., engineering flight simulator data).

(3) The airplane avionics can be segmented into two groups, systems or components whose functional behavior contributes to the aircraft response presented in the QTG results, and systems that do not. The following avionics are examples of contributory systems for which hardware design changes or software revisions may lead to significant differences in the aircraft response relative to the baseline avionics configuration: Flight control computers and controllers for engines, autopilot, braking system, nosewheel steering system, and high lift system. Related avionics such as stall warning and augmentation systems should also be considered.

(4) The acceptability of validation data used in the QTG for an alternative avionics fit should be determined as follows:

(a) For changes to an avionics system or component that do not affect QTG validation test response, the QTG test can be based on validation data from the previously validated avionics configuration.

(b) For an avionics change to a contributory system, where a specific test is not affected by the change (e.g., the avionics change is a Built In Test Equipment (BITE) update or a modification in a different flight phase), the QTG test can be based on validation data from the previously-validated avionics configuration. The QTG should include authoritative justification

(e.g., from the airplane manufacturer or system supplier) that this avionics change does not affect the test.

(c) For an avionics change to a contributory system, the QTG may be based on validation data from the previously-validated avionics configuration if no new functionality is added and the impact of the avionics change on the airplane response is small and based on acceptable aeronautical principles with proven success history and valid outcomes. This should be supplemented with avionics-specific validation data from the airplane manufacturer's engineering simulation, generated with the revised avionics configuration. The

QTG should also include an explanation of the nature of the change and its effect on the airplane response.

(d) For an avionics change to a contributory system that significantly affects some tests in the QTG or where new functionality is added, the QTG should be based on validation data from the previously validated avionics configuration and supplemental avionics-specific flight test data sufficient to validate the alternate avionics revision. Additional flight test validation data may not be needed if the avionics changes were certified without the need for testing with a comprehensive flight instrumentation package. The airplane manufacturer should coordinate flight simulator data requirements, in advance with the NSPM.

(5) A matrix or ``roadmap'' should be provided with the QTG indicating the appropriate validation data source for each test. The roadmap should include identification of the revision state of those contributory avionics systems that could affect specific test responses if changed. 15. Transport Delay Testing a. This paragraph explains how to determine the introduced transport delay through the flight simulator system so that it does not exceed a specific time delay. The transport delay should be measured from control inputs through the interface, through each of the host computer modules and back through the interface to motion, flight instrument, and visual systems. The transport delay should not exceed the maximum allowable interval. b. Four specific examples of transport delay are:

(1) Simulation of classic non-computer controlled aircraft;

(2) Simulation of computer controlled aircraft using real airplane black boxes;

(3) Simulation of computer controlled aircraft using software emulation of airplane boxes;

(4) Simulation using software avionics or re-hosted instruments. c. Figure A2C illustrates the total transport delay for a non- computer-controlled airplane or the classic transport delay test.

Since there are no airplane-induced delays for this case, the total transport delay is equivalent to the introduced delay. d. Figure A2D illustrates the transport delay testing method using the real airplane controller system. e. To obtain the induced transport delay for the motion, instrument and visual signal, the delay induced by the airplane controller should be subtracted from the total transport delay. This difference represents the introduced delay and should not exceed the standards prescribed in Table A1A. f. Introduced transport delay is measured from the flight deck control input to the reaction of the instruments and motion and visual systems (See Figure A2C). g. The control input may also be introduced after the airplane controller system and the introduced transport delay measured directly from the control input to the reaction of the instruments, and simulator motion and visual systems (See Figure A2D). h. Figure A2E illustrates the transport delay testing method used on a flight simulator that uses a software emulated airplane controller system. i. It is not possible to measure the introduced transport delay using the simulated airplane controller system architecture for the pitch, roll and yaw axes. Therefore, the signal should be measured directly from the pilot controller. The flight simulator manufacturer should measure the total transport delay and subtract the inherent delay of the actual airplane components because the real airplane controller system has an inherent delay provided by the airplane manufacturer. The flight simulator manufacturer should ensure that the introduced delay does not exceed the standards prescribed in Table A1A. j. Special measurements for instrument signals for flight simulators using a real airplane instrument display system instead of a simulated or re-hosted display. For flight instrument systems, the total transport delay should be measured and the inherent delay of the actual airplane components subtracted to ensure that the introduced delay does not exceed the standards prescribed in Table

A1A.

(1) Figure A2FA illustrates the transport delay procedure without airplane display simulation. The introduced delay consists of the delay between the control movement and the instrument change on the data bus.

(2) Figure A2FB illustrates the modified testing method required to measure introduced delay due to software avionics or re-hosted instruments. The total simulated instrument transport delay is measured and the airplane delay should be subtracted from this total. This difference represents the introduced delay and should not exceed the standards prescribed in Table A1A. The inherent delay of the airplane between the data bus and the displays is indicated in figure A2FA. The display manufacturer should provide this delay time. k. Recorded signals. The signals recorded to conduct the transport delay calculations should be explained on a schematic block diagram. The flight simulator manufacturer should also provide an explanation of why each signal was selected and how they relate to the above descriptions. l. Interpretation of results. Flight simulator results vary over time from test to test due to ``sampling uncertainty.'' All flight simulators run at a specific rate where all modules are executed sequentially in the host computer. The flight controls input can occur at any time in the iteration, but these data will not be processed before the start of the new iteration. For example, a flight simulator running at 60 Hz may have a difference of as much as 16.67 msec between

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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.

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Begin Information 16. Continuing Qualification Evaluations--Validation Test Data

Presentation a. Background

(1) The MQTG is created during the initial evaluation of a flight simulator. This is the master document, as amended, to which flight simulator continuing qualification evaluation test results are compared.

(2) The currently accepted method of presenting continuing qualification evaluation test results is to provide flight simulator results over-plotted with reference data. Test results are carefully reviewed to determine if the test is within the specified tolerances. This can be a time consuming process, particularly when reference data exhibits rapid variations or an apparent anomaly requiring engineering judgment in the application of the tolerances.

In these cases, the solution is to compare the results to the MQTG.

The continuing qualification results are compared to the results in the MQTG for acceptance. The flight simulator operator and the NSPM should look for any change in the flight simulator performance since initial qualification. b. Continuing Qualification Evaluation Test Results Presentation

(1) Flight simulator operators are encouraged to over-plot continuing qualification validation test results with MQTG flight simulator results recorded during the initial evaluation and as amended. Any change in a validation test will be readily apparent.

In addition to plotting continuing qualification validation test and

MQTG results, operators may elect to plot reference data as well.

(2) There are no suggested tolerances between flight simulator continuing qualification and MQTG validation test results.

Investigation of any discrepancy between the MQTG and continuing qualification flight simulator performance is left to the discretion of the flight simulator operator and the NSPM.

(3) Differences between the two sets of results, other than variations attributable to repeatability issues that cannot be explained, should be investigated.

(4) The flight simulator should retain the ability to over-plot both automatic and manual validation test results with reference data.

End Information

Begin QPS Requirements 17. Alternative Data Sources, Procedures, and Instrumentation: Level A and Level B Simulators Only a. Sponsors are not required to use the alternative data sources, procedures, and instrumentation. However, a sponsor may choose to use one or more of the alternative sources, procedures, and instrumentation described in Table A2E.

End QPS Requirements

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Begin Information b. It has become standard practice for experienced simulator manufacturers to use modeling techniques to establish data bases for new simulator configurations while awaiting the availability of actual flight test data. The data generated from the aerodynamic modeling techniques is then compared to the flight test data when it becomes available. The results of such comparisons have become increasingly consistent, indicating that these techniques, applied with the appropriate experience, are dependable and accurate for the development of aerodynamic models for use in Level A and Level B simulators. c. Based on this history of successful comparisons, the NSPM has concluded that those who are experienced in the development of aerodynamic models may use modeling techniques to alter the method for acquiring flight test data for Level A or Level B simulators. d. The information in Table A2E (Alternative Data Sources,

Procedures, and Instrumentation) is presented to describe an acceptable alternative to data sources for simulator modeling and validation and an acceptable alternative to the procedures and instrumentation traditionally used to gather such modeling and validation data.

(1) Alternative data sources that may be used for part or all of a data requirement are the Airplane Maintenance Manual, the Airplane

Flight Manual (AFM), Airplane Design Data, the Type Inspection

Report (TIR), Certification Data or acceptable supplemental flight test data.

(2) The sponsor should coordinate with the NSPM prior to using alternative data sources in a flight test or data gathering effort. e. The NSPM position regarding the use of these alternative data sources, procedures, and instrumentation is based on the following presumptions:

(1) Data gathered through the alternative means does not require angle of attack (AOA) measurements or control surface position measurements for any flight test. However, AOA can be sufficiently derived if the flight test program ensures the collection of acceptable level, unaccelerated, trimmed flight data. All of the simulator time history tests that begin in level, unaccelerated, and trimmed flight, including the three basic trim tests and ``fly-by'' trims, can be a successful validation of angle of attack by comparison with flight test pitch angle. (Note: Due to the criticality of angle of attack in the development of the ground effects model, particularly critical for normal landings and landings involving cross-control input applicable to Level B simulators, stable ``fly-by'' trim data will be the acceptable norm for normal and cross-control input landing objective data for these applications.)

(2) The use of a rigorously defined and fully mature simulation controls system model that includes accurate gearing and cable stretch characteristics (where applicable), determined from actual aircraft measurements. Such a model does not require control surface position measurements in the flight test objective data in these limited applications. f. The sponsor is urged to contact the NSPM for clarification of any issue regarding airplanes with reversible control systems. Table

A2E is not applicable to Computer Controlled Aircraft FFSs. g. Utilization of these alternate data sources, procedures, and instrumentation (Table A2E) does not relieve the sponsor from compliance with the balance of the information contained in this document relative to Level A or Level B FFSs. h. The term ``inertial measurement system'' is used in the following table to include the use of a functional global positioning system (GPS). i. Synchronized video for the use of alternative data sources, procedures, and instrumentation should have:

(1) Sufficient resolution to allow magnification of the display to make appropriate measurement and comparisons; and

(2) Sufficient size and incremental marking to allow similar measurement and comparison. The detail provided by the video should provide sufficient clarity and accuracy to measure the necessary parameter(s) to at least \1/2\ of the tolerance authorized for the specific test being conducted and allow an integration of the parameter(s) in question to obtain a rate of change.

End Information

Table A2E.--Alternative Data Sources, Procedures, and Instrumentation

QPS REQUIREMENTS The standards in this table are required if the data gathering

Information methods described in paragraph 9 of Appendix A are not used.

-------------------------

Table of objective tests

Sim level

Alternative data sources,

procedures, and

Notes

Test entry number and title

A

B

instrumentation

1.a.1. Performance. Taxi. Minimum

X

X TIR, AFM, or Design data may ........................

Radius turn.

be used.

1.a.2. Performance. Taxi Rate of Turn

X Data may be acquired by using A single procedure may vs. Nosewheel Steering Angle.

a constant tiller position, not be adequate for all measured with a protractor

airplane steering or full rudder pedal

systems, therefore application for steady state appropriate measurement turn, and synchronized video procedures must be of heading indicator. If

devised and proposed less than full rudder pedal for NSPM concurrence. is used, pedal position must be recorded.

1.b.1. Performance. Takeoff. Ground

X

X Preliminary certification

........................

Acceleration Time and Distance.

data may be used. Data may be acquired by using a stop watch, calibrated airspeed, and runway markers during a takeoff with power set before brake release. Power settings may be hand recorded. If an inertial measurement system is installed, speed and distance may be derived from acceleration measurements.

1.b.2. Performance. Takeoff. Minimum

X

X Data may be acquired by using Rapid throttle

Control Speed--ground (Vmcg) using

an inertial measurement

reductions at speeds aerodynamic controls only (per

system and a synchronized

near Vmcg may be used applicable airworthiness standard)

video of calibrated airplane while recording or low speed, engine inoperative

instruments and force/

appropriate parameters. ground control characteristics.

position measurements of

The nosewheel must be flight deck controls.

free to caster, or equivalently freed of sideforce generation.

Page 26548

1.b.3. Performance. Takeoff. Minimum

X

X Data may be acquired by using ........................

Unstick Speed (Vmu) or equivalent

an inertial measurement test to demonstrate early rotation

system and a synchronized takeoff characteristics.

video of calibrated airplane instruments and the force/ position measurements of flight deck controls.

1.b.4. Performance. Takeoff. Normal

X

X Data may be acquired by using ........................

Takeoff.

an inertial measurement system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls. AOA can be calculated from pitch attitude and flight path.

1.b.5. Performance. Takeoff. Critical

X

X Data may be acquired by using Record airplane dynamic

Engine Failure during Takeoff.

an inertial measurement

response to engine system and a synchronized

failure and control video of calibrated airplane inputs required to instruments and force/

correct flight path. position measurements of flight deck controls.

1.b.6. Performance. Takeoff.

X

X Data may be acquired by using The ``1:7 law'' to 100

Crosswind Takeoff.

an inertial measurement

feet (30 meters) is an system and a synchronized

acceptable wind video of calibrated airplane profile. instruments and force/ position measurements of flight deck controls.

1.b.7. Performance. Takeoff. Rejected

X

X Data may be acquired with a

........................

Takeoff.

synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and distance (e.g., runway markers). A stop watch is required..

1.c. 1. Performance. Climb. Normal

X

X Data may be acquired with a

........................

Climb all engines operating..

synchronized video of calibrated airplane instruments and engine power throughout the climb range.

1.c.2. Performance. Climb. One engine

X

X Data may be acquired with a

........................

Inoperative Climb.

synchronized video of calibrated airplane instruments and engine power throughout the climb range.

1.c.4. Performance. Climb. One Engine

X

X Data may be acquired with a

........................

Inoperative Approach Climb (if

synchronized video of operations in icing conditions are

calibrated airplane authorized).

instruments and engine power throughout the climb range.

1.d.1. Cruise/Descent. Level flight

X

X Data may be acquired with a

........................ acceleration..

synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time.

1.d.2. Cruise/Descent. Level flight

X

X Data may be acquired with a

........................ deceleration..

synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time. 1.d.4. Cruise/Descent. Idle descent..

X

X Data may be acquired with a

........................ synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time.

1.d.5. Cruise/Descent. Emergency

X

X Data may be acquired with a

........................

Descent.

synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time.

1.e.1. Performance. Stopping.

X

X Data may be acquired during

........................

Deceleration time and distance,

landing tests using a stop using manual application of wheel

watch, runway markers, and a brakes and no reverse thrust on a

synchronized video of dry runway.

calibrated airplane instruments, thrust lever position and the pertinent parameters of engine power.

Page 26549

1.e.2. Performance. Ground.

X

X Data may be acquired during

Deceleration Time and Distance,

landing tests using a stop using reverse thrust and no wheel

watch, runway markers, and a brakes.

synchronized video of calibrated airplane instruments, thrust lever position and pertinent parameters of engine power.

1.f.1. Performance. Engines.

X

X Data may be acquired with a

........................

Acceleration.

synchronized video recording of engine instruments and throttle position.

1.f.2. Performance. Engines.

X

X Data may be acquired with a

........................

Deceleration.

synchronized video recording of engine instruments and throttle position.

2.a.1.a. Handling Qualities. Static

X

X Surface position data may be For airplanes with

Control Checks. Pitch Controller

acquired from flight data

reversible control

Position vs. Force and Surface

recorder (FDR) sensor or, if systems, surface

Position Calibration.

no FDR sensor, at selected, position data significant column positions acquisition should be

(encompassing significant

accomplished with winds column position data

less than 5 kts. points), acceptable to the

NSPM, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same column position data points.

2.a.2.a. Handling Qualities. Static

X

X Surface position data may be For airplanes with

Control Checks. Roll Controller

acquired from flight data

reversible control

Position vs. Force and Surface

recorder (FDR) sensor or, if systems, surface

Position Calibration.

no FDR sensor, at selected, position data significant wheel positions acquisition should be

(encompassing significant

accomplished with winds wheel position data points), less than 5 kts. acceptable to the NSPM, using a control surface protractor on the ground.

Force data may be acquired by using a hand held force gauge at the same wheel position data points.

2.a.3.a. Handling Qualities. Static

X

X Surface position data may be For airplanes with

Control Checks. Rudder Pedal

acquired from flight data

reversible control

Position vs. Force and Surface

recorder (FDR) sensor or, if systems, surface

Position Calibration.

no FDR sensor, at selected, position data significant rudder pedal

acquisition should be positions (encompassing

accomplished with winds significant rudder pedal

less than 5 kts. position data points), acceptable to the NSPM, using a control surface protractor on the ground.

Force data may be acquired by using a hand held force gauge at the same rudder pedal position data points.

2.a.4. Handling Qualities. Static

X

X Breakout data may be acquired ........................

Control Checks. Nosewheel Steering

with a hand held force

Controller Force and Position.

gauge. The remainder of the force to the stops may be calculated if the force gauge and a protractor are used to measure force after breakout for at least 25% of the total displacement capability.

2.a.5. Handling Qualities. Static

X

X Data may be acquired through ........................

Control Checks. Rudder Pedal

the use of force pads on the

Steering Calibration.

rudder pedals and a pedal position measurement device, together with design data for nosewheel position.

2.a.6. Handling Qualities. Static

X

X Data may be acquired through ........................

Control Checks. Pitch Trim Indicator

calculations. vs. Surface Position Calibration.

2.a.7. Handling qualities. Static

X

X Data may be acquired by using ........................ control tests. Pitch trim rate.

a synchronized video of pitch trim indication and elapsed time through range of trim indication.

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2.a.8. Handling Qualities. Static

X

X Data may be acquired through ........................

Control tests. Alignment of Flight

the use of a temporary deck Throttle Lever Angle vs.

throttle quadrant scale to

Selected engine parameter.

document throttle position.

Use a synchronized video to record steady state instrument readings or hand- record steady state engine performance readings.

2.a.9. Handling qualities. Static

X

X Use of design or predicted

........................ control tests. Brake pedal position

data is acceptable. Data may vs. force and brake system pressure

be acquired by measuring calibration.

deflection at ``zero'' and

``maximum'' and calculating deflections between the extremes using the airplane design data curve.

2.c.1. Handling qualities.

X

X Data may be acquired by using ........................

Longitudinal control tests. Power

an inertial measurement change dynamics.

system and a synchronized video of calibrated airplane instruments and throttle position.

2.c.2. Handling qualities.

X

X Data may be acquired by using ........................

Longitudinal control tests. Flap/

an inertial measurement slat change dynamics.

system and a synchronized video of calibrated airplane instruments and flap/slat position.

2.c.3. Handling qualities.

X

X Data may be acquired by using ........................

Longitudinal control tests. Spoiler/

an inertial measurement speedbrake change dynamics.

system and a synchronized video of calibrated airplane instruments and spoiler/ speedbrake position.

2.c.4. Handling qualities.

X

X Data may be acquired by using ........................

Longitudinal control tests. Gear

an inertial measurement change dynamics.

system and a synchronized video of calibrated airplane instruments and gear position.

2.c.5. Handling qualities.

X

X Data may be acquired through ........................

Longitudinal control tests.

use of an inertial

Longitudinal trim.

measurement system and a synchronized video of flight deck controls position

(previously calibrated to show related surface position) and the engine instrument readings.

2.c.6. Handling qualities.

X

X Data may be acquired through ........................

Longitudinal control tests.

the use of an inertial

Longitudinal maneuvering stability

measurement system and a

(stick force/g).

synchronized video of calibrated airplane instruments; a temporary, high resolution bank angle scale affixed to the attitude indicator; and a wheel and column force measurement indication.

2.c.7. Handling qualities.

X

X Data may be acquired through ........................

Longitudinal control tests.

the use of a synchronized

Longitudinal static stability.

video of airplane flight instruments and a hand held force gauge.

2.c.8. Handling qualities.

X

X Data may be acquired through Airspeeds may be cross

Longitudinal control tests. Stall

a synchronized video

checked with those in characteristics.

recording of a stop watch

the TIR and AFM. and calibrated airplane airspeed indicator. Hand- record the flight conditions and airplane configuration.

2.c.9. Handling qualities.

X

X Data may be acquired by using ........................

Longitudinal control tests. Phugoid

an inertial measurement dynamics.

system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls.

2.c.10. Handling qualities.

X Data may be acquired by using ........................

Longitudinal control tests. Short

an inertial measurement period dynamics.

system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls.

Page 26551

2.d.1. Handling qualities. Lateral

X

X Data may be acquired by using ........................ directional tests. Minimum control

an inertial measurement speed, air (Vmca or Vmci), per

system and a synchronized applicable airworthiness standard or

video of calibrated airplane

Low speed engine inoperative

instruments and force/ handling characteristics in the air.

position measurements of flight deck controls.

2.d.2. Handling qualities. Lateral

X

X Data may be acquired by using May be combined with directional tests. Roll response

an inertial measurement

step input of flight

(rate).

system and a synchronized

deck roll controller video of calibrated airplane test, 2.d.3. instruments and force/ position measurements of flight deck lateral controls.

2.d.3. Handling qualities. Lateral

X

X Data may be acquired by using ........................ directional tests. Roll response to

an inertial measurement flight deck roll controller step

system and a synchronized input.

video of calibrated airplane instruments and force/ position measurements of flight deck lateral controls.

2.d.4. Handling qualities. Lateral

X

X Data may be acquired by using ........................ directional tests. Spiral stability.

an inertial measurement system and a synchronized video of calibrated airplane instruments; force/position measurements of flight deck controls; and a stop watch.

2.d.5. Handling qualities. Lateral

X

X Data may be hand recorded in- Trimming during second directional tests. Engine

flight using high resolution segment climb is not a inoperative trim.

scales affixed to trim

certification task and controls that have been

should not be conducted calibrated on the ground

until a safe altitude using protractors on the

is reached. control/trim surfaces with winds less than 5 kts.OR

Data may be acquired during second segment climb (with proper pilot control input for an engine-out condition) by using a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls.

2.d.6. Handling qualities. Lateral

X

X Data may be acquired by using ........................ directional tests. Rudder response.

an inertial measurement system and a synchronized video of calibrated airplane instruments and force/ position measurements of rudder pedals.

2.d.7. Handling qualities. Lateral

X

X Data may be acquired by using ........................ directional tests. Dutch roll, (yaw

an inertial measurement damper OFF).

system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls.

2.d.8. Handling qualities. Lateral

X

X Data may be acquired by using directional tests. Steady state

an inertial measurement sideslip.

system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls.

Ground track and wind corrected heading may be used for sideslip angle..

2.e.1. Handling qualities. Landings.

X Data may be acquired by using ........................

Normal landing.

an inertial measurement system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls.

2.e.3. Handling qualities. Landings.

X Data may be acquired by using ........................

Crosswind landing.

an inertial measurement system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls.

Page 26552

2.e.4. Handling qualities. Landings.

X Data may be acquired by using ........................

One engine inoperative landing.

an inertial measurement system and a synchronized video of calibrated airplane instruments and the force/ position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of

AOA and sideslip.

2.e.5. Handling qualities. Landings. .......

X Data may be acquired by using ........................

Autopilot landing (if applicable).

an inertial measurement system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls.Normal and lateral accelerations may be recorded in lieu of

AOA and sideslip.

2.e.6. Handling qualities. Landings. .......

X Data may be acquired by using ........................

All engines operating, autopilot, go

an inertial measurement around.

system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of

AOA and sideslip.

2.e.7. Handling qualities. Landings.

X Data may be acquired by using ........................

One engine inoperative go around.

an inertial measurement system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of

AOA and sideslip.

2.e.8. Handling qualities. Landings.

X Data may be acquired by using ........................

Directional control (rudder

an inertial measurement effectiveness with symmetric thrust).

system and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of

AOA and sideslip.

2.e.9. Handling qualities. Landings.

X Data may be acquired by using ........................

Directional control (rudder

an inertial measurement effectiveness with asymmetric

system and a synchronized reverse thrust).

video of calibrated airplane instruments and force/ position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of

AOA and sideslip.

2.f. Handling qualities. Ground

X Data may be acquired by using ........................ effect. Test to demonstrate ground

calibrated airplane effect.

instruments, an inertial measurement system, and a synchronized video of calibrated airplane instruments and force/ position measurements of flight deck controls.

End Information

Attachment 3 to Appendix A to Part 60--Simulator Subjective Evaluation

Begin QPS Requirements 1. Requirements a. Except for special use airport models, described as Class

III, all airport models required by this part must be representations of real-world, operational airports or representations of fictional airports and must meet the requirements set out in Tables A3B or A3C of this attachment, as appropriate. b. If fictional airports are used, the sponsor must ensure that navigational aids and all appropriate maps, charts, and other navigational reference material for the fictional airports (and surrounding areas as necessary) are compatible, complete, and accurate with respect to the visual presentation of the airport model of this fictional airport. An SOC must be submitted that addresses navigation aid installation and performance and other criteria (including obstruction clearance protection) for all instrument approaches to the fictional airports that are available in the simulator. The SOC must reference and account for information in the terminal instrument procedures manual and the construction and availability of the required maps, charts, and other navigational material. This material must be clearly marked ``for training purposes only.'' c. When the simulator is being used by an instructor or evaluator for purposes of training, checking, or testing under this chapter, only airport models classified as Class I, Class II, or

Class III may be used by the instructor or evaluator. Detailed descriptions/definitions of these classifications are found in

Appendix F of this part. d. When a person sponsors an FFS maintained by a person other than a U.S. certificate holder, the sponsor is accountable for that

FFS originally meeting, and

Page 26553

continuing to meet, the criteria under which it was originally qualified and the appropriate Part 60 criteria, including the airport models that may be used by instructors or evaluators for purposes of training, checking, or testing under this chapter. e. Neither Class II nor Class III airport visual models are required to appear on the SOQ, and the method used for keeping instructors and evaluators apprised of the airport models that meet

Class II or Class III requirements on any given simulator is at the option of the sponsor, but the method used must be available for review by the TPAA. f. When an airport model represents a real world airport and a permanent change is made to that real world airport (e.g., a new runway, an extended taxiway, a new lighting system, a runway closure) without a written extension grant from the NSPM (described in paragraph 1.g. of this section), an update to that airport model must be made in accordance with the following time limits:

(1) For a new airport runway, a runway extension, a new airport taxiway, a taxiway extension, or a runway/taxiway closure--within 90 days of the opening for use of the new airport runway, runway extension, new airport taxiway, or taxiway extension; or within 90 days of the closure of the runway or taxiway.

(2) For a new or modified approach light system--within 45 days of the activation of the new or modified approach light system.

(3) For other facility or structural changes on the airport

(e.g., new terminal, relocation of Air Traffic Control Tower)-- within 180 days of the opening of the new or changed facility or structure. g. If a sponsor desires an extension to the time limit for an update to a visual scene or airport model or has an objection to what must be updated in the specific airport model requirement, the sponsor must provide a written extension request to the NSPM stating the reason for the update delay and a proposed completion date, or explain why the update is not necessary (i.e., why the identified airport change will not have an impact on flight training, testing, or checking). A copy of this request or objection must also be sent to the POI/TCPM. The NSPM will send the official response to the sponsor and a copy to the POI/TCPM. If there is an objection, after consultation with the appropriate POI/TCPM regarding the training, testing, or checking impact, the NSPM will send the official response to the sponsor and a copy to the POI/TCPM.

End QPS Requirements

Begin Information 2. Discussion a. The subjective tests provide a basis for evaluating the capability of the simulator to perform over a typical utilization period; determining that the simulator accurately simulates each required maneuver, procedure, or task; and verifying correct operation of the simulator controls, instruments, and systems. The items listed in the following Tables are for simulator evaluation purposes only. They may not be used to limit or exceed the authorizations for use of a given level of simulator, as described on the SOQ, or as approved by the TPAA. b. The tests in Table A3A, Operations Tasks, in this attachment, address pilot functions, including maneuvers and procedures (called flight tasks), and are divided by flight phases. The performance of these tasks by the NSPM includes an operational examination of the visual system and special effects. There are flight tasks included to address some features of advanced technology airplanes and innovative training programs. For example, ``high angle-of-attack maneuvering'' is included to provide a required alternative to

``approach to stalls'' for airplanes employing flight envelope protection functions. c. The tests in Table A3A, Operations Tasks, and Table A3G,

Instructor Operating Station of this attachment, address the overall function and control of the simulator including the various simulated environmental conditions; simulated airplane system operations (normal, abnormal, and emergency); visual system displays; and special effects necessary to meet flight crew training, evaluation, or flight experience requirements. d. All simulated airplane systems functions will be assessed for normal and, where appropriate, alternate operations. Normal, abnormal, and emergency operations associated with a flight phase will be assessed during the evaluation of flight tasks or events within that flight phase. Simulated airplane systems are listed separately under ``Any Flight Phase'' to ensure appropriate attention to systems checks. Operational navigation systems

(including inertial navigation systems, global positioning systems, or other long-range systems) and the associated electronic display systems will be evaluated if installed. The NSP pilot will include in his report to the TPAA, the effect of the system operation and any system limitation. e. Simulators demonstrating a satisfactory circling approach will be qualified for the circling approach maneuver and may be approved for such use by the TPAA in the sponsor's FAA-approved flight training program. To be considered satisfactory, the circling approach will be flown at maximum gross weight for landing, with minimum visibility for the airplane approach category, and must allow proper alignment with a landing runway at least 90[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 NSPM may assess a device to determine if it is capable of simulating certain training activities in a sponsor's training program, such as a portion of a Line

Oriented Flight Training (LOFT) scenario. Unless directly related to a requirement for the qualification level, the results of such an evaluation would not affect the qualification level of the simulator. However, if the NSPM determines that the simulator does not accurately simulate that training activity, the simulator would not be approved for that training activity. g. The FAA intends to allow the use of Class III airport models when the sponsor provides the TPAA (or other regulatory authority) an appropriate analysis of the skills, knowledge, and abilities

(SKAs) necessary for competent performance of the tasks in which this particular media element is used. The analysis should describe the ability of the FFS/visual media to provide an adequate environment in which the required SKAs are satisfactorily performed and learned. The analysis should also include the specific media element, such as the airport model. Additional sources of information on the conduct of task and capability analysis may be found on the FAA's Advanced Qualification Program (AQP) Web site at: http://www.faa.gov/education--research/training/aqp/. h. The TPAA may accept Class III airport models without individual observation provided the sponsor provides the TPAA with an acceptable description of the process for determining the acceptability of a specific airport model, outlines the conditions under which such an airport model may be used, and adequately describes what restrictions will be applied to each resulting airport or landing area model. Examples of situations that may warrant Class--III model designation by the TPAA include the following:

(a) Training, testing, or checking on very low visibility operations, including SMGCS operations.

(b) Instrument operations training (including instrument takeoff, departure, arrival, approach, and missed approach training, testing, or checking) using--

(i) A specific model that has been geographically ``moved'' to a different location and aligned with an instrument procedure for another airport.

(ii) A model that does not match changes made at the real-world airport (or landing area for helicopters) being modeled.

(iii) A model generated with an ``off-board'' or an ``on-board'' model development tool (by providing proper latitude/longitude reference; correct runway or landing area orientation, length, width, marking, and lighting information; and appropriate adjacent taxiway location) to generate a facsimile of a real world airport or landing area. i. Previously qualified simulators with certain early generation

Computer Generated Image (CGI) visual systems, are limited by the capability of the Image Generator or the display system used. These systems are:

(1) Early CGI visual systems that are excepted from the requirement of including runway numbers as a part of the specific runway marking requirements are:

(a) Link NVS and DNVS.

(b) Novoview 2500 and 6000.

(c) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.

(d) Redifusion SP1, SP1T, and SP2.

(2) Early CGI visual systems are excepted from the requirement of including runway numbers unless the runways are used for LOFT training sessions. These LOFT airport models require runway numbers but only for the specific runway end (one direction) used in the

LOFT session. The systems required to display runway numbers only for LOFT scenes are:

Page 26554

(a) FlightSafety VITAL IV.

(b) Redifusion SP3 and SP3T.

(c) Link-Miles Image II.

(3) The following list of previously qualified CGI and display systems are incapable of generating blue lights. These systems are not required to have accurate taxi-way edge lighting:

(a) Redifusion SP1.

(b) FlightSafety Vital IV.

(c) Link-Miles Image II and Image IIT

(d) XKD displays (even though the XKD image generator is capable of generating blue colored lights, the display cannot accommodate that color).

End Information

?>---------------------------------------------------------------------

Table A3A.--Functions and Subjective Tests

QPS Requirements

Simulator level

Entry No.

Operations tasks

A

B

C

D

Tasks in this table are subject to evaluation if appropriate for the airplane simulated as indicated in the

SOQ Configuration List or the level of simulator qualification involved. Items not installed or not functional on the simulator and, therefore, not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

1........................................... Preparation For Flight........................ X

X

X

X

Preflight. Accomplish a functions check of all switches, indicators, systems, and equipment at all crewmembers' and instructors' stations and determine that the flight deck design and functions are identical to that of the airplane simulated.

2........................................... Surface Operations (Pre-Take-Off)

2.a..................................... Engine Start

2.a.1............................... Normal start.................................. X

X

X

X

2.a.2............................... Alternate start procedures.................... X

X

X

X

2.a.3............................... Abnormal starts and shutdowns (e.g., hot/hung

X

X

X

X start, tail pipe fire).

2.b..................................... Pushback/Powerback............................ ... X

X

X

2.c..................................... Taxi

2.c.1............................... Thrust response............................... X

X

X

X

2.c.2............................... Power lever friction.......................... X

X

X

X

2.c.3............................... Ground handling............................... X

X

X

X

2.c.4............................... Nosewheel scuffing............................

X

X

2.c.5............................... Brake operation (normal and alternate/

X

X

X

X emergency).

2.c.6............................... Brake fade (if applicable).................... X

X

X

X

3........................................... Take-off.

3.a..................................... Normal........................................

3.a.1............................... Airplane/engine parameter relationships....... X

X

X

X

3.a.2............................... Acceleration characteristics (motion)......... X

X

X

X

3.a.3............................... Nosewheel and rudder steering................. X

X

X

X

3.a.4............................... Crosswind (maximum demonstrated).............. X

X

X

X

3.a.5............................... Special performance (e.g., reduced V1, max de- X

X

X

X rate, short field operations).

3.a.6............................... Low visibility take-off....................... X

X

X

X

3.a.7............................... Landing gear, wing flap leading edge device

X

X

X

X operation.

3.a.8............................... Contaminated runway operation................. ... ... X

X

3.b..................................... Abnormal/emergency

3.b.1............................... Rejected Take-off............................. X

X

X

X

3.b.2............................... Rejected special performance (e.g., reduced

X

X

X

X

V1, max de-rate, short field operations).

Page 26555

3.b.3............................... Takeoff with a propulsion system malfunction

X

X

X

X

(allowing an analysis of causes, symptoms, recognition, and the effects on aircraft performance and handling) at the following points: ..

(i) Prior to V1 decision speed................

(ii) Between V1 and Vr (rotation speed).......

(iii) Between Vr and 500 feet above ground level.

3.b.4............................... With wind shear............................... X

X

X

X

3.b.5............................... Flight control system failures,

X

X

X

X reconfiguration modes, manual reversion and associated handling.

3.b.6............................... Rejected takeoff with brake fade.............. ... ... X

X

3.b.7............................... Rejected, contaminated runway................. ... ... X

X

4........................................... Climb.

4.a..................................... Normal........................................ X

X

X

X

4.b..................................... One or more engines inoperative............... X

X

X

X

5........................................... Cruise

5.a..................................... Performance characteristics (speed vs. power). X

X

X

X

5.b..................................... High altitude handling........................ X

X

X

X

5.c..................................... High Mach number handling (Mach tuck, Mach

X

X

X

X buffet) and recovery (trim change).

5.d..................................... Overspeed warning (in excess of Vmo or Mmo)... X

X

X

X

5.e..................................... High IAS handling............................. X

X

X

X

6........................................... Maneuvers

6.a..................................... High angle of attack, approach to stalls,

X

X

X

X stall warning, buffet, and g-break (take-off, cruise, approach, and landing configuration).

6.b..................................... Flight envelope protection (high angle of

X

X

X

X attack, bank limit, overspeed, etc.).

6.c..................................... Turns with/without speedbrake/spoilers

X

X

X

X deployed.

6.d..................................... Normal and steep turns........................ X

X

X

X

6.e..................................... In flight engine shutdown and restart

X

X

X

X

(assisted and windmill).

6.f..................................... Maneuvering with one or more engines

X

X

X

X inoperative, as appropriate.

6.g..................................... Specific flight characteristics (e.g., direct

X

X

X

X lift control).

6.h..................................... Flight control system failures,

X

X

X

X reconfiguration modes, manual reversion and associated handling.

7........................................... Descent.

7.a..................................... Normal........................................ X

X

X

X

7.b..................................... Maximum rate (clean and with speedbrake, etc.) X

X

X

X

7.c..................................... With autopilot................................ X

X

X

X

7.d..................................... Flight control system failures,

X

X

X

X reconfiguration modes, manual reversion and associated handling.

8........................................... Instrument Approaches and Landing. Those instrument approach and landing tests relevant to the simulated airplane type are selected from the following list. Some tests are made with limiting wind velocities, under wind shear conditions, and with relevant system failures, including the failure of the Flight

Director. If Standard Operating Procedures allow use autopilot for non-precision approaches, evaluation of the autopilot will be included. Level A simulators are not authorized to credit the landing maneuver

8.a..................................... Precision.....................................

Page 26556

8.a.1............................... PAR........................................... X

X

X

X

8.a.2............................... CAT I/GBAS (ILS/MLS) published approaches..... X

X

X

X

(i) Manual approach with/without flight

X

X

X

X director including landing.

(ii) Autopilot/autothrottle coupled approach

X

X

X

X and manual landing.

(iii) Manual approach to DH and go-around all

X

X

X

X engines.

(iv) Manual one engine out approach to DH and

X

X

X

X go-around.

(v) Manual approach controlled with and

X

X

X

X without flight director to 30 m (100 ft) below CAT I minima.

A. With cross-wind (maximum demonstrated)... X

X

X

X

B. With windshear........................... X

X

X

X

(vi) Autopilot/autothrottle coupled approach,

X

X

X

X one engine out to DH and go-around.

(vii) Approach and landing with minimum/

X

X

X

X standby electrical power.

8.a.3............................... CAT II/GBAS (ILS/MLS) published approaches.... X

X

X

X

(i) Autopilot/autothrottle coupled approach to X

X

X

X

DH and landing.

(ii) Autopilot/autothrottle coupled approach

X

X

X

X to DH and go-around.

(iii) Autocoupled approach to DH and manual go- X

X

X

X around.

(iv) Category II published approach

X

X

X

X

(autocoupled, autothrottle).

8.a.4............................... CAT III/GBAS (ILS/MLS) published approaches... X

X

X

X

(i) Autopilot/autothrottle coupled approach to X

X

X

X land and rollout.

(ii) Autopilot/autothrottle coupled approach

X

X

X

X to DH/Alert Height and go-around.

(iii) Autopilot/autothrottle coupled approach

X

X

X

X to land and rollout with one engine out.

(iv) Autopilot/autothrottle coupled approach

X

X

X

X to DH/Alert Height and go-around with one engine out.

(v) Autopilot/autothrottle coupled approach

X

X

X

X

(to land or to go around).

A. With generator failure................... X

X

X

X

B. With 10 knot tail wind................... X

X

X

X

C. With 10 knot crosswind................... X

X

X

X

8.b..................................... Non-precision

8.b.1............................... NDB........................................... X

X

X

X

8.b.2............................... VOR, VOR/DME, VOR/TAC......................... X

X

X

X

8.b.3............................... RNAV (GNSS/GPS)............................... X

X

X

X

8.b.4............................... ILS LLZ (LOC), LLZ (LOC)/BC................... X

X

X

X

8.b.5............................... ILS offset localizer.......................... X

X

X

X

8.b.6............................... Direction finding facility (ADF/SDF).......... X

X

X

X

8.b.7............................... Airport surveillance radar (ASR).............. X

X

X

X

9........................................... Visual Approaches (Visual Segment) and Landings. Flight simulators with visual systems, which permit completing a special approach procedure in accordance with applicable regulations, may be approved for that particular approach procedure

9.a..................................... Maneuvering, normal approach and landing, all

X

X

X

X engines operating with and without visual approach aid guidance.

9.b..................................... Approach and landing with one or more engines

X

X

X

X inoperative.

9.c..................................... Operation of landing gear, flap/slats and

X

X

X

X speedbrakes (normal and abnormal).

9.d..................................... Approach and landing with crosswind (max.

X

X

X

X demonstrated).

9.e..................................... Approach to land with wind shear on approach.. X

X

X

X

9.f..................................... Approach and landing with flight control

X

X

X

X system failures, reconfiguration modes, manual reversion and associated handling

(most significant degradation which is probable).

9.g..................................... Approach and landing with trim malfunctions... X

X

X

X

9.g.1............................... Longitudinal trim malfunction................. X

X

X

X

Page 26557

9.g.2............................... Lateral-directional trim malfunction.......... X

X

X

X

9.h..................................... Approach and landing with standby (minimum)

X

X

X

X electrical/hydraulic power.

9.i..................................... Approach and landing from circling conditions

X

X

X

X

(circling approach).

9.j..................................... Approach and landing from visual traffic

X

X

X

X pattern.

9.k..................................... Approach and landing from non-precision

X

X

X

X approach.

9.l..................................... Approach and landing from precision approach.. X

X

X

X

9.m..................................... Approach procedures with vertical guidance

X

X

X

X

(APV), e.g., SBAS.

10.......................................... Missed Approach

10.a.................................... All engines................................... X

X

X

X

10.b.................................... One or more engine(s) out..................... X

X

X

X

10.c.................................... With flight control system failures,

X

X

X

X reconfiguration modes, manual reversion and associated handling.

11.......................................... Surface Operations (Landing roll and taxi).

11.a.................................... Spoiler operation............................. X

X

X

X

11.b.................................... Reverse thrust operation...................... X

X

X

X

11.c.................................... Directional control and ground handling, both ... X

X

X with and without reverse thrust.

11.d.................................... Reduction of rudder effectiveness with

... X

X

X increased reverse thrust (rear pod-mounted engines).

11.e.................................... Brake and anti-skid operation with dry, patchy ... ... X

X wet, wet on rubber residue, and patchy icy conditions.

11.f.................................... Brake operation, to include auto-braking

X

X

X

X system where applicable.

12.......................................... Any Flight Phase.

12.a.................................... Airplane and engine systems operation.........

12.a.1.............................. Air conditioning and pressurization (ECS)..... X

X

X

X

12.a.2.............................. De-icing/anti-icing........................... X

X

X

X

12.a.3.............................. Auxiliary power unit (APU).................... X

X

X

X

12.a.4.............................. Communications................................ X

X

X

X

12.a.5.............................. Electrical.................................... X

X

X

X

12.a.6.............................. Fire and smoke detection and suppression...... X

X

X

X

12.a.7.............................. Flight controls (primary and secondary)....... X

X

X

X

12.a.8.............................. Fuel and oil, hydraulic and pneumatic......... X

X

X

X

12.a.9.............................. Landing gear.................................. X

X

X

X

12.a.10............................. Oxygen........................................ X

X

X

X

12.a.11............................. Engine........................................ X

X

X

X

12.a.12............................. Airborne radar................................ X

X

X

X

12.a.13............................. Autopilot and Flight Director................. X

X

X

X

12.a.14............................. Collision avoidance systems. (e.g., (E)GPWS,

X

X

X

X

TCAS).

12.a.15............................. Flight control computers including stability

X

X

X

X and control augmentation.

Page 26558

12.a.16............................. Flight display systems........................ X

X

X

X

12.a.17............................. Flight management computers................... X

X

X

X

12.a.18............................. Head-up guidance, head-up displays............ X

X

X

X

12.a.19............................. Navigation systems............................ X

X

X

X

12.a.20............................. Stall warning/avoidance....................... X

X

X

X

12.a.21............................. Wind shear avoidance equipment................ X

X

X

X

12.a.22............................. Automatic landing aids........................ X

X

X

X

12.b.................................... Airborne procedures

12.b.1.............................. Holding....................................... X

X

X

X

12.b.2.............................. Air hazard avoidance (traffic, weather)....... ... ... X

X

12.b.3.............................. Wind shear.................................... ... ... X

X

12.b.4.............................. Effects of airframe ice....................... ... ... X

X

12.c.................................... Engine shutdown and parking

12.c.1.............................. Engine and systems operation.................. X

X

X

X

12.c.2.............................. Parking brake operation....................... X

X

X

X

Table A3B.--Functions and Subjective Tests

QPS Requirements

Simulator level

Entry No.

For qualification at the stated ------------------- level--Class I airport models

A

B

C

D

This table specifies the minimum airport model content and functionality to qualify a simulator at the indicated level. This table applies only to the airport models required for simulator qualification; i.e., one airport model for Level A and Level B simulators; three airport models for Level C and Level D simulators.

Begin QPS Requirements

1................. Functional test content requirements for Level A and

Level B simulators. The following is the minimum airport model content requirement to satisfy visual capability tests, and provides suitable visual cues to allow completion of all functions and subjective tests described in this attachment for simulators at Levels A and B.

1.a........... A minimum of one (1)

X

X representative airport model.

This model identification must be acceptable to the sponsor's

TPAA, selectable from the IOS, and listed on the SOQ.

1.b........... The fidelity of the airport

X

X model must be sufficient for the aircrew to visually identify the airport; determine the position of the simulated airplane within a night visual scene; successfully accomplish take-offs, approaches, and landings; and maneuver around the airport on the ground as necessary.

1.c........... Runways:........................ X

X

1.c.1..... Visible runway number........... X

X

1.c.2..... Runway threshold elevations and

X

X locations must be modeled to provide sufficient correlation with airplane systems (e.g., altimeter).

1.c.3..... Runway surface and markings..... X

X

1.c.4..... Lighting for the runway in use

X

X including runway edge and centerline.

1.c.5..... Lighting, visual approach aid

X

X and approach lighting of appropriate colors.

Page 26559

1.c.6..... Representative taxiway lights... X

X

2................. Functional test content requirements for Level C and

Level D simulators. The following is the minimum airport model content requirement to satisfy visual capability tests, and provide suitable visual cues to allow completion of all functions and subjective tests described in this attachment for simulators at Levels C and D. Not all of the elements described in this section must be found in a single airport model. However, all of the elements described in this section must be found throughout a combination of the three (3) airport models described in entry 2.a.

2.a........... A minimum of three (3)

X

X representative airport models.

The model identifications must be acceptable to the sponsor's

TPAA, selectable from the IOS, and listed on the SOQ.

2.a.1..... Night and Twilight (Dusk) scenes

X

X required.

2.a.2..... Daylight scenes required........

X

2.b....... Two parallel runways and one

X

X crossing runway, displayed simultaneously; at least two of the runways must be able to be lighted fully and simultaneously.

Note: This requirement may be demonstrated at either a fictional airport or a real- world airport. However, if a fictional airport is used, this airport must be listed on the

SOQ.

2.c........... Runway threshold elevations and

X

X locations must be modeled to provide sufficient correlation with airplane systems (e.g.,

HGS, GPS, altimeter); slopes in runways, taxiways, and ramp areas must not cause distracting or unrealistic effects, including pilot eye- point height variation.

2.d........... Representative airport

X

X buildings, structures and lighting.

2.e........... At least one useable gate, at

X

X the appropriate height

(required only for those airplanes that typically operate from terminal gates).

2.f........... Representative moving and static

X

X gate clutter (e.g., other airplane, power carts, tugs, fuel trucks, and additional gates).

2.g........... Representative gate/apron

X

X markings (e.g., hazard markings, lead-in lines, gate numbering) and lighting.

2.h........... Representative runway markings,

X

X lighting, and signage, including a windsock that gives appropriate wind cues.

2.i........... Representative taxiway markings,

X

X lighting, and signage necessary for position identification, and to taxi from parking to a designated runway and return to parking.

2.j........... A low visibility taxi route

X

(e.g., Surface Movement

Guidance Control System, follow- me truck, daylight taxi lights) must also be demonstrated.

2.k........... Representative moving and static

X

X ground traffic (e.g., vehicular and airplane), including the capability to present ground hazards (e.g., another airplane crossing the active runway).

2.l........... Representative moving airborne

X

X traffic, including the capability to present air hazards (e.g., airborne traffic on a possible collision course).

2.m........... Representative depiction of

X

X terrain and obstacles as well as significant and identifiable natural and cultural features, within 25 NM of the reference airport.

2.n........... Appropriate approach lighting

X

X systems and airfield lighting for a VFR circuit and landing, non-precision approaches and landings, and Category I, II and III precision approaches and landings.

2.o........... Representative gate docking aids

X

X or a marshaller.

2.p........... Portrayal of physical

X relationships known to cause landing illusions (e.g., short runways, landing approaches over water, uphill or downhill runways, rising terrain on the approach path).

This requirement may be met by a

SOC and a demonstration of two landing illusions. The illusions are not required to be beyond the normal operational capabilities of the airplane being simulated. The demonstrated illusions must be available to the instructor or check airman at the IOS for training, testing, checking, or experience activities.

2.q........... Portrayal of runway surface

X contaminants, including runway lighting reflections when wet and partially obscured lights when snow is present, or suitable alternative effects.

Page 26560

3................. Airport model management. The following is the minimum airport model management requirements for simulators at Levels A, B, C, and D.

3.a........... Runway and approach lighting

X

X

X

X must fade into view in accordance with the environmental conditions set in the simulator, and the distance from the object.

3.b........... The direction of strobe lights,

X

X

X

X approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, and touchdown zone lights must be replicated.

4................. Visual feature recognition. The following is the minimum distances at which runway features must be visible for simulators at Levels A, B, C, and D.

Distances are measured from runway threshold to an airplane aligned with the runway on an extended 3[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.

4.a........... Runway definition, strobe

X

X

X

X lights, approach lights, and runway edge white lights from 5 sm (8 km) of the runway threshold.

4.b........... Visual Approach Aid lights (VASI

X

X or PAPI) from 5 sm (8 km) of the runway threshold.

4.c........... Visual Approach Aid lights (VASI X

X or PAPI) from 3 sm (5 km) of the runway threshold.

4.d........... Runway centerline lights and

X

X

X

X taxiway definition from 3 sm (5 km).

4.e........... Threshold lights and touchdown

X

X

X

X zone lights from 2 sm (3 km).

4.f........... Runway markings within range of

X

X

X

X landing lights for night scenes as required by the surface resolution test on day scenes.

4.g........... For circling approaches, the

X

X

X

X runway of intended landing and associated lighting must fade into view in a non-distracting manner.

5................. Airport model content. The following sets out the minimum requirements for what must be provided in an airport model and also identifies the other aspects of the airport environment that must correspond with that model for simulators at Levels

A, B, C, and D. For circling approaches, all tests apply to the runway used for the initial approach and to the runway of intended landing. If all runways in an airport model used to meet the requirements of this attachment are not designated as ``in use,'' then the ``in use'' runways must be listed on the SOQ (e.g., KORD, Rwys 9R, 14L, 22R).

Models of airports with more than one runway must have all significant runways not ``in-use'' visually depicted for airport and runway recognition purposes. The use of white or off white light strings that identify the runway threshold, edges, and ends for twilight and night scenes are acceptable for this requirement. Rectangular surface depictions are acceptable for daylight scenes. A visual system's capabilities must be balanced between providing airport models with an accurate representation of the airport and a realistic representation of the surrounding environment. Airport model detail must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that such models contain details that are beyond the design capability of the currently qualified visual system. Only one ``primary'' taxi route from parking to the runway end will be required for each

``in-use'' runway.

5.a........... The surface and markings for each ``in-use'' runway must include the following:

5.a.1..... Threshold markings.............. X

X

X

X

5.a.2..... Runway numbers.................. X

X

X

X

5.a.3..... Touchdown zone markings......... X

X

X

X

5.a.4..... Fixed distance markings......... X

X

X

X

5.a.5..... Edge markings................... X

X

X

X

5.a.6..... Centerline stripes.............. X

X

X

X

5.b........... Each runway designated as an ``in-use'' runway must include the following:

5.b.1..... The lighting for each ``in-use'' runway must include the following:

(i) Threshold lights............ X

X

X

X

(ii) Edge lights................ X

X

X

X

(iii) End lights................ X

X

X

X

Page 26561

(iv) Centerline lights, if

X

X

X

X appropriate.

(v) Touchdown zone lights, if

X

X

X

X appropriate.

(vi) Leadoff lights, if

X

X

X

X appropriate.

(vii) Appropriate visual landing X

X

X

X aid(s) for that runway.

(viii) Appropriate approach

X

X

X

X lighting system for that runway.

5.b.2..... The taxiway surface and markings associated with each ``in-use'' runway must include the following:

(i) Edge........................ X

X

X

X

(ii) Centerline................. X

X

X

X

(iii) Runway hold lines......... X

X

X

X

(iv) ILS critical area marking.. X

X

X

X

5.b.3..... The taxiway lighting associated with each ``in-use'' runway must include the following:

(i) Edge........................ X

X

X

X

(ii) Centerline, if appropriate. X

X

X

X

(iii) Runway hold and ILS

X

X

X

X critical area lights.

(iv) Edge lights of correct

X

X color.

5.b.4..... Airport signage associated with each ``in-use'' runway must include the following:

(i) Distance remaining signs, if X

X

X

X appropriate.

(ii) Signs at intersecting

X

X

X

X runways and taxiways.

(iii) Signs described in entries X

X

X

X 2.h. and 2.i. of this table.

5.b.5..... Required airport model correlation with other aspects of the airport environment simulation:

(i) The airport model must be

X

X

X

X properly aligned with the navigational aids that are associated with operations at the runway ``in-use''.

(ii) The simulation of runway

X contaminants must be correlated with the displayed runway surface and lighting where applicable.

6................. Correlation with airplane and associated equipment.

The following are the minimum correlation comparisons that must be made for simulators at

Levels A, B, C, and D.

6.a........... Visual system compatibility with X

X

X

X aerodynamic programming.

6.b........... Visual cues to assess sink rate

X

X

X and depth perception during landings.

6.c........... Accurate portrayal of

X

X

X

X environment relating to flight simulator attitudes.

6.d........... The airport model and the

X

X generated visual scene must correlate with integrated airplane systems (e.g., terrain, traffic and weather avoidance systems and Head-up

Guidance System (HGS)).

6.e........... Representative visual effects

X

X

X

X for each visible, own-ship, airplane external light(s)-- taxi and landing light lobes

(including independent operation, if appropriate).

6.f........... The effect of rain removal

X

X devices.

7............. Scene quality. The following are the minimum scene quality tests that must be conducted for simulators at Levels A, B, C, and D.

7.a........... Surfaces and textural cues must

X

X be free from apparent and distracting quantization

(aliasing).

7.b........... System capable of portraying

X

X full color realistic textural cues.

Page 26562

7.c........... The system light points must be

X

X

X

X free from distracting jitter, smearing or streaking.

7.d........... Demonstration of occulting

X

X through each channel of the system in an operational scene.

7.e........... Demonstration of a minimum of

X

X ten levels of occulting through each channel of the system in an operational scene.

7.f........... System capable of providing

X

X focus effects that simulate rain.

7.g........... System capable of providing

X

X focus effects that simulate light point perspective growth.

7.h........... System capable of six discrete

X

X

X

X light step controls (0-5).

8................. Environmental effects. The following are the minimum environmental effects that must be available as indicated.

8.a........... The displayed scene

X

X corresponding to the appropriate surface contaminants and include runway lighting reflections for wet, partially obscured lights for snow, or alternative effects.

8.a.1..... Special weather representations which include:

(i) The sound, motion and visual

X

X effects of light, medium and heavy precipitation near a thunderstorm on take-off, approach, and landings at and below an altitude of 2,000 ft

(600 m) above the airport surface and within a radius of 10 sm (16 km) from the airport.

(ii) One airport with a snow

X

X scene to include terrain snow and snow-covered taxiways and runways.

8.b........... In-cloud effects such as

X

X variable cloud density, speed cues and ambient changes.

8.c........... The effect of multiple cloud

X

X layers representing few, scattered, broken and overcast conditions giving partial or complete obstruction of the ground scene.

8.d........... Visibility and RVR measured in

X

X

X

X terms of distance. Visibility/

RVR checked at 2,000 ft (600 m) above the airport and at two heights below 2000 ft with at least 500 ft of separation between the measurements. The measurements must be taken within a radius of 10 sm (16 km) from the airport.

8.e........... Patchy fog giving the effect of

X

X variable RVR.

8.f........... Effects of fog on airport

X

X lighting such as halos and defocus.

8.g........... Effect of own-ship lighting in

X

X reduced visibility, such as reflected glare, including landing lights, strobes, and beacons.

8.h........... Wind cues to provide the effect

X

X of blowing snow or sand across a dry runway or taxiway selectable from the instructor station.

9................. Instructor control of the following: The following are the minimum instructor controls that must be available in simulators at Levels A, B, C, and D.

9.a........... Environmental effects, e.g.,

X

X

X

X cloud base, cloud effects, cloud density, visibility in statute miles/kilometers and

RVR in feet/meters.

9.b........... Airport selection............... X

X

X

X

9.c........... Airport lighting, including

X

X

X

X variable intensity.

9.d........... Dynamic effects including ground

X

X and flight traffic.

Page 26563

End QPS Requirement

Begin Information

10................ An example of being able to

``combine two airport models to achieve two ``in-use'' runways:

One runway designated as the

``in use'' runway in the first model of the airport, and the second runway designated as the

``in use'' runway in the second model of the same airport. For example, the clearance is for the ILS approach to Runway 27,

Circle to Land on Runway 18 right. Two airport visual models might be used: the first with Runway 27 designated as the ``in use'' runway for the approach to runway 27, and the second with Runway 18 Right designated as the ``in use'' runway. When the pilot breaks off the ILS approach to runway 27, the instructor may change to the second airport visual model in which runway 18 Right is designated as the ``in use'' runway, and the pilot would make a visual approach and landing. This process is acceptable to the FAA as long as the temporary interruption due to the visual model change is not distracting to the pilot, does not cause changes in navigational radio frequencies, and does not cause undue instructor/evaluator time.

11................ Sponsors are not required to provide every detail of a runway, but the detail that is provided should be correct within the capabilities of the system.

End Information

Table A3C.--Functions and Subjective Tests

QPS requirements

Additional airport models beyond

Simulator level minimum required for qualification---------------------

Entry No.

Class II airport models

A

B

C

D

This table specifies the minimum airport model content and functionality necessary to add airport models to a simulator's model library, beyond those necessary for qualification at the stated level, without the necessity of further involvement of the NSPM or TPAA.

Begin QPS Requirements

1.............. Airport model management. The following is the minimum airport model management requirements for simulators at Levels A, B, C, and D.

1.a........ The direction of strobe lights,

X

X

X

X approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, and touchdown zone lights on the ``in-use'' runway must be replicated.

2.............. Visual feature recognition. The following are the minimum distances at which runway features must be visible for simulators at Levels A, B, C, and D.

Distances are measured from runway threshold to an airplane aligned with the runway on an extended 3[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 and

X

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.

Page 26564

3.............. Airport model content The following prescribes the minimum requirements for what must be provided in an airport model and identifies other aspects of the airport environment that must correspond with that model for simulators at Levels A, B, C, and D. The detail must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that airport models contain details that are beyond the designed capability of the currently qualified visual system.

For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. Only one ``primary'' taxi route from parking to the runway end will be required for each ``in-use'' runway.

3.a........ The surface and markings for each ``in-use'' runway:

3.a.1.. Threshold markings................. X

X

X

X

3.a.2.. Runway numbers..................... X

X

X

X

3.a.3.. Touchdown zone markings............ X

X

X

X

3.a.4.. Fixed distance markings............ X

X

X

X

3.a.5.. Edge markings...................... X

X

X

X

3.a.6.. Centerline stripes................. X

X

X

X

3.b........ The lighting for each ``in-use'' runway

3.b.1.. Threshold lights................... X

X

X

X

3.b.2.. Edge lights........................ X

X

X

X

3.b.3.. End lights......................... X

X

X

X

3.b.4.. Centerline lights.................. X

X

X

X

3.b.5.. Touchdown zone lights, if

X

X

X

X appropriate.

3.b.6.. Leadoff lights, if appropriate..... X

X

X

X

3.b.7.. Appropriate visual landing aid(s)

X

X

X

X for that runway.

3.b.8.. Appropriate approach lighting

X

X

X

X system for that runway.

3.c........ The taxiway surface and markings associated with each

``in-use'' runway:

3.c.1.. Edge............................... X

X

X

X

3.c.2.. Centerline......................... X

X

X

X

3.c.3.. Runway hold lines.................. X

X

X

X

3.c.4.. ILS critical area markings......... X

X

X

X

3.d........ The taxiway lighting associated with each ``in-use'' runway:

3.d.1.. Edge...............................

X

X

3.d.2.. Centerline......................... X

X

X

X

3.d.3.. Runway hold and ILS critical area

X

X

X

X lights.

4.............. Required model correlation with other aspects of the airport environment simulation The following are the minimum model correlation tests that must be conducted for simulators at Levels

A, B, C, and D.

4.a........ The airport model must be 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, if depicted in the visual scene, must not cause distracting or unrealistic effects.

5.............. Correlation with airplane and associated equipment. The following are the minimum correlation comparisons that must be made for simulators at Levels A, B, C, and D.

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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 and

X

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 must be

X

X free of apparent and distracting quantization (aliasing).

6.b............ Correct color and realistic

X

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 Requirements

Begin Information

8.............. Sponsors are not required to

X

X

X

X provide every detail of a runway, but the detail that is provided must be correct within the capabilities of the system.

End Information

Table A3D.--Functions and Subjective Tests

QPS Requirements

Information

Simulator level

Entry no.

Motion system --------------------

Notes effects

A

B

C

D

This table specifies motion effects that are required to indicate when a flight crewmember must be able to recognize an event or situation.

Where applicable, flight simulator pitch, side loading and directional control characteristics must be representative of the airplane.

1............ Runway rumble,

X

X

X

X Different gross oleo deflection,

weights can also ground speed,

be selected, uneven runway,

which may also runway and

affect the taxiway

associated centerline light

vibrations characteristics:

depending on

Procedure: After

airplane type. the airplane has

The associated been pre-set to

motion effects the takeoff

for the above position and then

tests should released, taxi at

also include an various speeds

assessment of with a smooth

the effects of runway and note

rolling over the general

centerline characteristics

lights, surface of the simulated

discontinuities runway rumble

of uneven effects of oleo

runways, and deflections.

various taxiway

Repeat the

characteristics. maneuver with a runway roughness of 50%, then with maximum roughness. Note the associated motion vibrations affected by ground speed and runway roughness.

2............ Buffets on the

X

X

X

X ground due to spoiler/ speedbrake extension and reverse thrust:

Procedure: Perform a normal landing and use ground spoilers and reverse thrust-- either individually or in combination-- to decelerate the simulated airplane. Do not use wheel braking so that only the buffet due to the ground spoilers and thrust reversers is felt.

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3............ Bumps associated

X

X

X

X with the landing gear:

Procedure: Perform a normal take-off paying special attention to the bumps that could be perceptible due to maximum oleo extension after lift-off.

When the landing gear is extended or retracted, motion bumps can be felt when the gear locks into position.

4............ Buffet during

X

X

X

X extension and retraction of landing gear:

Procedure: Operate the landing gear.

Check that the motion cues of the buffet experienced represent the actual airplane.

5............ Buffet in the air

X

X

X

X due to flap and spoiler/ speedbrake extension and approach to stall buffet:

Procedure: Perform an approach and extend the flaps and slats with airspeeds deliberately in excess of the normal approach speeds. In cruise configuration, verify the buffets associated with the spoiler/ speedbrake extension. The above effects can also be verified with different combinations of spoiler/ speedbrake, flap, and landing gear settings to assess the interaction effects.

6............ Approach to stall

X

X

X

X buffet:

Procedure: Conduct an approach-to- stall with engines at idle and a deceleration of 1 knot/second.

Check that the motion cues of the buffet, including the level of buffet increase with decreasing speed, are representative of the actual airplane.

7............ Touchdown cues for X

X

X

X main and nose gear:

Procedure: Conduct several normal approaches with various rates of descent. Check that the motion cues for the touchdown bumps for each descent rate are representative of the actual airplane.

8............ Nosewheel

X

X

X

X scuffing:

Procedure: Taxi at various ground speeds and manipulate the nosewheel steering to cause yaw rates to develop that cause the nosewheel to vibrate against the ground

(``scuffing'').

Evaluate the speed/nosewheel combination needed to produce scuffing and check that the resultant vibrations are representative of the actual airplane.

9............ Thrust effect with X

X

X

X This effect is brakes set:

most discernible

Procedure: Set the

with wing- brakes on at the

mounted engines. take-off point and increase the engine power until buffet is experienced.

Evaluate its characteristics.

Confirm that the buffet increases appropriately with increasing engine thrust.

10........... Mach and maneuver ... X

X

X buffet:

Procedure: With the simulated airplane trimmed in 1 g flight while at high altitude, increase the engine power so that the Mach number exceeds the documented value at which

Mach buffet is experienced.

Check that the buffet begins at the same Mach number as it does in the airplane

(for the same configuration) and that buffet levels are representative of the actual airplane. For certain airplanes, maneuver buffet can also be verified for the same effects.

Maneuver buffet can occur during turning flight at conditions greater than 1 g, particularly at higher altitudes.

Page 26567

11........... Tire failure

... ... X

X The pilot may dynamics:

notice some

Procedure:

yawing with a

Simulate a single

multiple tire tire failure and

failure selected a multiple tire

on the same failure.

side. This should require the use of the rudder to maintain control of the airplane.

Dependent on airplane type, a single tire failure may not be noticed by the pilot and should not have any special motion effect.

Sound or vibration may be associated with the actual tire losing pressure.

12........... Engine malfunction ... X

X

X and engine damage:

Procedure: The characteristics of an engine malfunction as stipulated in the malfunction definition document for the particular flight simulator must describe the special motion effects felt by the pilot. Note the associated engine instruments varying according to the nature of the malfunction and note the replication of the effects of the airframe vibration.

13........... Tail strikes and

... X

X

X The motion effect engine pod

should be felt strikes:

as a noticeable

Procedure: Tail-

bump. If the strikes can be

tail strike checked by over-

affects the rotation of the

airplane angular airplane at a

rates, the speed below Vr

cueing provided while performing

by the motion a takeoff. The

system should effects can also

have an be verified

associated during a landing.

effect.

Excessive banking of the airplane during its take- off/landing roll can cause a pod strike.

Table A3E.--Functions and Subjective Tests

QPS Requirements

Simulator level

Entry No.

Sound system

A

B

C

D

The following checks are performed during a normal flight profile with motion system ON.

1.............. Precipitation......................

X

X

2.............. Rain removal equipment.............

X

X

3.............. Significant airplane noises

X

X perceptible to the pilot during normal operations.

4.............. Abnormal operations for which there

X

X are associated sound cues including, engine malfunctions, landing gear/tire malfunctions, tail and engine pod strike and pressurization malfunction.

5.............. Sound of a crash when the flight

... ... X

X simulator is landed in excess of limitations.

Table A3F.--Functions and Subjective Tests

QPS Requirements

Simulator level

Entry No.

Special effects

-------------------

A

B

C

D

This table specifies the minimum special effects necessary for the specified simulator level.

1.............. Braking Dynamics:

Representations of the dynamics of

X

X brake failure (flight simulator pitch, side-loading, and directional control characteristics representative of the airplane), including antiskid and decreased brake efficiency due to high brake temperatures (based on airplane related data), sufficient to enable pilot identification of the problem and implementation of appropriate procedures.

2.............. Effects of Airframe and Engine

X

X

Icing:

Required only for those airplanes authorized for operations in known icing conditions.

Page 26568

Procedure: With the simulator airborne, in a clean configuration, nominal altitude and cruise airspeed, autopilot on and auto-throttles off, engine and airfoil anti-ice/de-ice systems deactivated; activate icing conditions at a rate that allows monitoring of simulator and systems response. Icing recognition will include an increase in gross weight, airspeed decay, change in simulator pitch attitude, change in engine performance indications (other than due to airspeed changes), and change in data from pitot/static system. Activate heating, anti- ice, or de-ice systems independently. Recognition will include proper effects of these systems, eventually returning the simulated airplane to normal flight.

Table A3G.--Functions and Subjective Tests

QPS Requirements

Simulator level

Entry No.

Special effects

-------------------

A

B

C

D

Functions in this table are subject to evaluation only if appropriate for the airplane and/or the system is installed on the specific simulator.

1.............. Simulator Power Switch(es)......... X

X

X

X

2.............. Airplane conditions

2.a........ Gross weight, center of gravity,

X

X

X

X fuel loading and allocation.

2.b........ Airplane systems status............ X

X

X

X

2.c........ Ground crew functions (e.g., ext.

X

X

X

X power, push back).

3.............. Airports

3.a........ Number and selection............... X

X

X

X

3.b........ Runway selection................... X

X

X

X

3.c........ Runway surface condition (e.g.,

... ... X

X rough, smooth, icy, wet).

3.d........ Preset positions (e.g., ramp, gate, X

X

X

X 1 for takeoff, takeoff position, over FAF).

3.e........ Lighting controls.................. X

X

X

X

4.............. Environmental controls

4.a........ Visibility (statute miles

X

X

X

X

(kilometers)).

4.b........ Runway visual range (in feet

X

X

X

X

(meters)).

4.c........ Temperature........................ X

X

X

X

4.d........ Climate conditions (e.g., ice,

X

X

X

X snow, rain).

4.e........ Wind speed and direction........... X

X

X

X

4.f........ Windshear.......................... ... ... X

X

4.g........ Clouds (base and tops)............. X

X

X

X

5.............. Airplane system malfunctions

X

X

X

X

(Inserting and deleting malfunctions into the simulator).

6.............. Locks, Freezes, and Repositioning

6.a........ Problem (all) freeze/release....... X

X

X

X

6.b........ Position (geographic) freeze/

X

X

X

X release.

6.c........ Repositioning (locations, freezes,

X

X

X

X and releases).

6.d........ Ground speed control............... X

X

X

X

Page 26569

7.............. Remote IOS......................... X

X

X

X

8.............. Sound Controls. On/off/adjustment.. X

X

X

X

9.............. Motion/Control Loading System

9.a........ On/off/emergency stop.............. X

X

X

X

10............. Observer Seats/Stations. Position/

X

X

X

X

Adjustment/Positive restraint system.

Begin Information 1. Introduction a. The following is an example test schedule for an Initial/

Upgrade evaluation that covers the majority of the requirements set out in the Functions and Subjective test requirements. It is not intended that the schedule be followed line by line, rather, the example should be used as a guide for preparing a schedule that is tailored to the airplane, sponsor, and training task. b. Functions and subjective tests should be planned. This information has been organized as a reference document with the considerations, methods, and evaluation notes for each individual aspect of the simulator task presented as an individual item. In this way the evaluator can design his or her own test plan, using the appropriate sections to provide guidance on method and evaluation criteria. Two aspects should be present in any test plan structure:

(1) An evaluation of the simulator to determine that it replicates the aircraft and performs reliably for an uninterrupted period equivalent to the length of a typical training session.

(2) The simulator should be capable of operating reliably after the use of training device functions such as repositions or malfunctions. c. A detailed understanding of the training task will naturally lead to a list of objectives that the simulator should meet. This list will form the basis of the test plan. Additionally, once the test plan has been formulated, the initial conditions and the evaluation criteria should be established. The evaluator should consider all factors that may have an influence on the characteristics observed during particular training tasks in order to make the test plan successful. 2. Events a. Initial Conditions

(1) Airport.

(2) QNH.

(3) Temperature.

(4) Wind/Crosswind.

(5) Zero Fuel Weight /Fuel/Gross Weight /Center of Gravity. b. Initial Checks

(1) Documentation of Simulator.

(a) Simulator Acceptance Test Manuals.

(b) Simulator Approval Test Guide.

(c) Technical Logbook Open Item List.

(d) Daily Functional Pre-flight Check.

(2) Documentation of User/Carrier Flight Logs.

(a) Simulator Operating/Instructor Manual.

(b) Difference List (Aircraft/Simulator).

(c) Flight Crew Operating Manuals.

(d) Performance Data for Different Fields.

(e) Crew Training Manual.

(f) Normal/Abnormal/Emergency Checklists.

(3) Simulator External Checks.

(a) Appearance and Cleanliness.

(b) Stairway/Access Bridge.

(c) Emergency Rope Ladders.

(d) ``Motion On''/``Flight in Progress'' Lights.

(4) Simulator Internal Checks.

(a) Cleaning/Disinfecting Towels (for cleaning oxygen masks).

(b) Flight deck Layout (compare with difference list).

(5) Equipment.

(a) Quick Donning Oxygen Masks.

(b) Head Sets.

(c) Smoke Goggles.

(d) Sun Visors.

(e) Escape Rope.

(f) Chart Holders.

(g) Flashlights.

(h) Fire Extinguisher (inspection date).

(i) Crash Axe.

(j) Gear Pins. c. Power Supply and APU Start Checks

(1) Batteries and Static Inverter.

(2) APU Start with Battery.

(3) APU Shutdown using Fire Handle.

(4) External Power Connection.

(5) APU Start with External Power.

(6) Abnormal APU Start/Operation. d. Flight deck Checks

(1) Flight deck Preparation Checks.

(2) FMC Programming.

(3) Communications and Navigational Aids Checks. e. Engine Start

(1) Before Start Checks.

(2) Battery start with Ground Air Supply Unit.

(3) Engine Crossbleed Start.

(4) Normal Engine Start.

(5) Abnormal Engine Starts.

(6) Engine Idle Readings.

(7) After Start Checks. f. Taxi Checks

(1) Pushback/Powerback.

(2) Taxi Checks.

(3) Ground Handling Check:

(a) Power required to initiate ground roll.

(b) Thrust response.

(c) Nosewheel and Pedal Steering.

(d) Nosewheel Scuffing.

(e) Perform 180 degree turns.

(f) Brakes Response and Differential Braking using Normal,

Alternate and Emergency.

(g) Brake Systems.

(h) Eye height and fore/aft position.

(4) Runway Roughness. g. Visual Scene--Ground Assessment. Select 3 different airport models and perform the following checks with Day, Dusk and Night selected, as appropriate:

(1) Visual Controls.

(a) Daylight, Dusk, Night Scene Controls.

(b) Flight deck ``Daylight'' ambient lighting.

(c) Environment Light Controls.

(d) Runway Light Controls.

(e) Taxiway Light Controls.

(2) Airport Model Content.

(a) Ramp area for buildings, gates, airbridges, maintenance ground equipment, parked aircraft.

(b) Daylight shadows, night time light pools.

(c) Taxiways for correct markings, taxiway/runway, marker boards, CAT I and II/III hold points, taxiway shape/grass areas, taxiway light (positions and colors).

(d) Runways for correct markings, lead-off lights, boards, runway slope, runway light positions, and colors, directionality of runway lights.

(e) Airport environment for correct terrain and significant features.

(f) Visual scene quantization (aliasing), color, and occulting levels.

(3) Ground Traffic Selection.

(4) Environment Effects.

(a) Low cloud scene.

(i) Rain:

(A) Runway surface scene.

(B) Windshield wiper--operation and sound.

(ii) Hail:

(A) Runway surface scene.

(B) Windshield wiper--operation and sound.

Page 26570

(b) Lightning/thunder.

(c) Snow/ice runway surface scene.

(d) Fog. h. Takeoff. Select one or several of the following test cases:

(1) T/O Configuration Warnings.

(2) Engine Takeoff Readings.

(3) Rejected Takeoff (Dry/Wet/Icy Runway) and check the following:

(a) Autobrake function.

(b) Anti-skid operation.

(c) Motion/visual effects during deceleration.

(d) Record stopping distance (use runway plot or runway lights remaining).

Continue taxiing along the runway while applying brakes and check the following:

(e) Center line lights alternating red/white for 2000 feet/600 meters.

(f) Center line lights all red for 1000 feet/300 meters.

(g) Runway end, red stop bars.

(h) Braking fade effect.

(i) Brake temperature indications.

(4) Engine Failure between VI and V2.

(5) Normal Takeoff:

(a) During ground roll check the following:

(i) Runway rumble.

(ii) Acceleration cues.

(iii) Groundspeed effects.

(iv) Engine sounds.

(v) Nosewheel and rudder pedal steering.

(b) During and after rotation, check the following:

(i) Rotation characteristics.

(ii) Column force during rotation.

(iii) Gear uplock sounds/bumps.

(iv) Effect of slat/flap retraction during climbout.

(6) Crosswind Takeoff (check the following):

(a) Tendency to turn into or out of the wind.

(b) Tendency to lift upwind wing as airspeed increases.

(7) Windshear during Takeoff (check the following):

(a) Controllable during windshear encounter.

(b) Performance adequate when using correct techniques.

(c) Windshear Indications satisfactory.

(d) Motion cues satisfactory (particularly turbulence).

(8) Normal Takeoff with Control Malfunction.

(9) Low Visibility T/O (check the following):

(a) Visual cues.

(b) Flying by reference to instruments.

(c) SID Guidance on LNAV. i. Climb Performance. Select one or several of the following test cases:

(1) Normal Climb--Climb while maintaining recommended speed profile and note fuel, distance and time.

(2) Single Engine Climb--Trim aircraft in a zero wheel climb at

V2.

Note: Up to 5[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 Aircraft.

Reduce airspeed to below level flight buffet onset speed, start a turn, and check the following:

(e) High Speed buffet increases with G loading.

Reduce throttles to idle and start descent, deploy the speedbrake, and check the following:

(f) Speedbrake indications.

(g) Symmetrical deployment.

(h) Airframe buffet.

(i) Aircraft response hands off.

(3) Yaw Damper Operation. Switch off yaw dampers and autopilot.

Initiate a Dutch roll and check the following:

(a) Aircraft dynamics.

(b) Simulator motion effects.

Switch on yaw dampers, re-initiate a Dutch roll and check the following:

(c) Damped aircraft dynamics.

(4) APU Operation.

(5) Engine Gravity Feed.

(6) Engine Shutdown and Driftdown Check: FMC operation Aircraft performance.

(7) Engine Relight. l. Descent. Select one of the following test cases:

(1) Normal Descent. Descend while maintaining recommended speed profile and note fuel, distance and time.

(2) Cabin Depressurization/Emergency Descent. m. Medium Altitude Checks. Select one or several of the following test cases:

(1) High Angle of Attack/Stall. Trim the aircraft at 1.4 Vs, establish 1 kt/sec \2\ deceleration rate, and check the following--

(a) System displays/operation satisfactory.

(b) Handling characteristics satisfactory.

(c) Stall and Stick shaker speed.

(d) Buffet characteristics and onset speed.

(e) Envelope limiting functions on Computer Controlled Aircraft.

Recover to straight and level flight and check the following:

(f) Handling characteristics satisfactory.

(2) Turning Flight. Roll aircraft to left, establish a 30[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) Autopilot auto thrust performance.

(5) Storm Selection (check the following:)

(a) Weather radar controls.

(b) Weather radar operation.

(c) Visual scene corresponds with WXR pattern.

(Fly through storm center, and check the following:)

(d) Aircraft enters cloud.

(e) Aircraft encounters representative turbulence.

(f) Rain/hail sound effects evident.

As aircraft leaves storm area, check the following:

(g) Storm effects disappear.

(6) TCAS (check the following:)

(a) Traffic appears on visual display.

(b) Traffic appears on TCAS display(s).

As conflicting traffic approaches, take relevant avoiding action, and check the following:

(c) Visual and TCAS system displays. n. Approach and Landing. Select one or several of the following test cases while monitoring flight control and hydraulic systems for normal operation and with malfunctions selected:

(1) Flaps/Gear Normal Operation. Check the following:

(a) Time for extension/retraction.

(b) Buffet characteristics.

(2) Normal Visual Approach and Landing.

Fly a normal visual approach and landing--check the following:

(a) Aircraft handling.

(b) Spoiler operation.

(c) Reverse thrust operation.

(d) Directional control on the ground.

(e) Touchdown cues for main and nosewheel.

(f) Visual cues.

(g) Motion cues.

(h) Sound cues.

(i) Brake and anti-skid operation.

(3) Flaps/Gear Abnormal Operation or with hydraulic malfunctions.

(4) Abnormal Wing Flaps/Slats Landing.

(5) Manual Landing with Control Malfunction.

(a) Aircraft handling.

(b) Radio aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(6) Non-precision Approach--All Engines Operating.

(a) Aircraft handling.

(b) Radio Aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(7) Circling Approach.

(a) Aircraft handling.

(c) Radio Aids and instruments.

(d) Airport model content and cues.

(e) Motion cues.

(f) Sound cues.

(8) Non-precision Approach--One Engine Inoperative.

Page 26571

(a) Aircraft handling.

(b) Radio Aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(9) One Engine Inoperative Go-around.

(a) Aircraft handling.

(b) Radio Aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(10) CAT I Approach and Landing with raw-data ILS.

(a) Aircraft handling.

(b) Radio Aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(11) CAT I Approach and Landing with Limiting Crosswind.

(a) Aircraft handling.

(b) Radio Aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(12) CAT I Approach with Windshear. Check the following:

(a) Controllable during windshear encounter.

(b) Performance adequate when using correct techniques.

(c) Windshear indications/warnings.

(d) Motion cues (particularly turbulence).

(13) CAT II Approach and Automatic Go-Around.

(14) CAT III Approach and Landing--System Malfunctions.

(15) CAT III Approach and Landing--1 Engine Inoperative.

(16) GPWS evaluation. o. Visual Scene--In-Flight Assessment.

Select three (3) different visual models and perform the following checks with ``day,'' ``dusk,'' and ``night'' (as appropriate) selected. Reposition the aircraft at or below 2000 feet within 10 nm of the airfield. Fly the aircraft around the airport environment and assess control of the visual system and evaluate the

Airport model content as described below:

(1) Visual Controls.

(a) Daylight, Dusk, Night Scene Controls.

(b) Environment Light Controls.

(c) Runway Light Controls.

(d) Taxiway Light Controls.

(e) Approach Light Controls.

(2) Airport model Content.

(a) Airport environment for correct terrain and significant features.

(b) Runways for correct markings, runway slope, directionality of runway lights.

(c) Visual scene for quantization (aliasing), color, and occulting.

Reposition the aircraft to a long, final approach for an ``ILS runway.'' Select flight freeze when the aircraft is 5-statute miles

(sm)/8-kilometers (km) out and on the glide slope. Check the following:

(3) Airport model content.

(a) Airfield features.

(b) Approach lights.

(c) Runway definition.

(d) Runway definition.

(e) Runway edge lights and VASI lights.

(f) Strobe lights.

Release flight freeze. Continue flying the approach with NP engaged. Select flight freeze when aircraft is 3 sm/5 km out and on the glide slope. Check the following:

(4) Airport model Content.

(a) Runway centerline light.

(b) Taxiway definition and lights.

Release flight freeze and continue flying the approach with A/P engaged. Select flight freeze when aircraft is 2 sm/3 km out and on the glide slope. Check the following:

(5) Airport model content.

(a) Runway threshold lights.

(b) Touchdown zone lights.

At 200 ft radio altitude and still on glide slope, select Flight

Freeze. Check the following:

(6) Airport model content.

(a) Runway markings.

Set the weather to Category I conditions and check the following:

(7) Airport model content.

(a) Visual ground segment.

Set the weather to Category II conditions, release Flight

Freeze, re-select Flight Freeze at 100 feet radio altitude, and check the following:

(8) Airport model content.

(a) Visual ground segment.

Select night/dusk (twilight) conditions and check the following:

(9) Airport model content.

(a) Runway markings visible within landing light lobes.

Set the weather to Category III conditions, release Flight

Freeze, re-select Flight Freeze at 50 feet radio altitude and check the following:

(10) Airport model content.

(a) Visual ground segment.

Set WX to a typical ``missed approach? weather condition, release Flight Freeze, re-select Flight Freeze at 15 feet radio altitude, and check the following:

(11) Airport model content.

(a) Visual ground segment.

When on the ground, stop the aircraft. Set 0 feet RVR, ensure strobe/beacon tights are switched on and check the following:

(12) Airport model content.

(a) Visual effect of strobe and beacon.

Reposition to final approach, set weather to ``Clear,'' continue approach for an automatic landing, and check the following:

(13) Airport model content.

(a) Visual cues during flare to assess sink rate.

(b) Visual cues during flare to assess Depth perception.

(c) Flight deck height above ground.

After Landing Operations.

(1) After Landing Checks.

(2) Taxi back to gate. Check the following:

(a) Visual model satisfactory.

(b) Parking brake operation satisfactory.

(3) Shutdown Checks. q. Crash Function.

(1) Gear-up Crash.

(2) Excessive rate of descent Crash.

(3) Excessive bank angle Crash.

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Attachment 5 to Appendix A to Part 60--Simulator Qualification

Requirements for Windshear Training Program Use

Begin QPS Requirements 1. Applicability

This attachment applies to all simulators, regardless of qualification level, that are used to satisfy the training requirements of an FAA-approved low-altitude windshear flight training program, or any FAA-approved training program that addresses windshear encounters. 2. Statement of Compliance and Capability (SOC) a. The sponsor must submit an SOC confirming that the aerodynamic model is based on flight test data supplied by the airplane manufacturer or other approved data provider. The SOC must also confirm that any change to environmental wind parameters, including variances in those parameters for windshear conditions, once inserted for computation, result in the correct simulated performance. This statement must also include examples of environmental wind parameters currently evaluated in the simulator

(such as crosswind takeoffs, crosswind approaches, and crosswind landings). b. For simulators without windshear warning, caution, or guidance hardware in the original equipment, the SOC must also state that the simulation of the added hardware and/or software, including associated flight deck displays and annunciations, replicates the system(s) installed in the airplane. The statement must be accompanied by a block diagram depicting the input and output signal flow, and comparing the signal flow to the equipment installed in the airplane. 3. Models

The windshear models installed in the simulator software used for the qualification evaluation must do the following: a. Provide cues necessary for recognizing windshear onset and potential performance degradation requiring a pilot to initiate recovery procedures. The cues must include all of the following, as appropriate for the portion of the flight envelope:

(1) Rapid airspeed change of at least 15 knots

(kts).

(2) Stagnation of airspeed during the takeoff roll.

(3) Rapid vertical speed change of at least 500 feet per minute (fpm).

(4) Rapid pitch change of at least 5[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. 4. Demonstrations a. The sponsor must identify one survivable takeoff windshear training model and one survivable approach windshear training model.

The wind components of the survivable models must be presented in graphical format so that all components of the windshear are shown, including initiation point, variance in magnitude, and time or distance correlations. The simulator must be operated at the same gross weight, airplane configuration, and initial airspeed during the takeoff demonstration (through calm air and through the first selected survivable windshear), and at the same gross weight, airplane configuration, and initial airspeed during the approach demonstration (through calm air and through the second selected survivable windshear). b. In each of these four situations, at an ``initiation point''

(i.e., where windshear onset is or should be recognized), the

Page 26586

recommended procedures for windshear recovery are applied and the results are recorded as specified in paragraph 5 of this attachment. c. These recordings are made without inserting programmed random turbulence. Turbulence that results from the windshear model is to be expected, and no attempt may be made to neutralize turbulence from this source. d. The definition of the models and the results of the demonstrations of all four?(4) cases described in paragraph 4.a of this attachment, must be made a part of the MQTG. 5. Recording Parameters a. In each of the four MQTG cases, an electronic recording (time history) must be made of the following parameters:

(1) Indicated or calibrated airspeed.

(2) Indicated vertical speed.

(3) Pitch attitude.

(4) Indicated or radio altitude.

(5) Angle of attack.

(6) Elevator position.

(7) Engine data (thrust, N1, or throttle position).

(8) Wind magnitudes (simple windshear model assumed). b. These recordings must be initiated at least 10 seconds prior to the initiation point, and continued until recovery is complete or ground contact is made. 6. Equipment Installation and Operation

All windshear warning, caution, or guidance hardware installed in the simulator must operate as it operates in the airplane. For example, if a rapidly changing wind speed and/or direction would have caused a windshear warning in the airplane, the simulator must respond equivalently without instructor/evaluator intervention. 7. Qualification Test Guide a. All QTG material must be forwarded to the NSPM. b. A simulator windshear evaluation will be scheduled in accordance with normal procedures. Continuing qualification evaluation schedules will be used to the maximum extent possible. c. During the on-site evaluation, the evaluator will ask the operator to run the performance tests and record the results. The results of these on-site tests will be compared to those results previously approved and placed in the QTG or MQTG, as appropriate. d. QTGs for new (or MQTGs for upgraded) simulators must contain or reference the information described in paragraphs 2, 3, 4, and 5 of this attachment.

End QPS Requirements

Begin Information 8. Subjective Evaluation

The NSPM will fly the simulator in at least two of the available windshear scenarios to subjectively evaluate simulator performance as it encounters the programmed windshear conditions. a. One scenario will include parameters that enable the pilot to maintain a satisfactory flightpath. b. One scenario will include parameters that will not enable the pilot to maintain a satisfactory flightpath (crash). c. Other scenarios may be examined at the NSPM's discretion. 9. Qualification Basis

The addition of windshear programming to a simulator in order to comply with the qualification for required windshear training does not change the original qualification basis of the simulator. 10. Demonstration Repeatability

For the purposes of demonstration repeatability, it is recommended that the simulator be flown by means of the simulator's autodrive function (for those simulators that have autodrive capability) during the demonstrations.

End Information

Attachment 6 to Appendix A to Part 60--FSTD Directives Applicable to

Airplane Flight Simulators

Flight Simulation Training Device (FSTD) Directive

FSTD Directive 1. Applicable to all Full Flight Simulators

(FFS), regardless of the original qualification basis and qualification date (original or upgrade), having Class II or Class

III airport models available.

Agency: Federal Aviation Administration (FAA), DOT.

Action: This is a retroactive requirement to have all Class II or Class III airport models meet current requirements.

Summary: Notwithstanding the authorization listed in paragraph 13b in Appendices A and C of this part, this FSTD Directive requires each certificate holder to ensure that by May 30, 2009, except for the airport model(s) used to qualify the simulator at the designated level, each airport model used by the certificate holder's instructors or evaluators for training, checking, or testing under this chapter in an FFS, meets the definition of a Class II or Class

III airport model as defined in 14CFR part 60. The completion of this requirement will not require a report, and the method used for keeping instructors and evaluators apprised of the airport models that meet Class II or Class III requirements on any given simulator is at the option of the certificate holder whose employees are using the FFS, but the method used must be available for review by the

TPAA for that certificate holder.

Dates: FSTD Directive 1 becomes effective on May 30, 2008.

For Further Information Contact: Ed Cook, Senior Advisor to the

Division Manager, Air Transportation Division, AFS-200, 800

Independence Ave, SW., Washington, DC 20591; telephone: (404) 832- 4701; fax: (404) 761-8906.

Specific Requirements: 1. Part 60 requires that each FSTD be: a. Sponsored by a person holding or applying for an FAA operating certificate under Part 119, Part 141, or Part 142, or holding or applying for an FAA-approved training program under Part 63, Appendix C, for flight engineers, and b. Evaluated and issued an SOQ for a specific FSTD level. 2. FFSs also require the installation of a visual system that is capable of providing an out-of-the-flight-deck view of airport models. However, historically these airport models were not routinely evaluated or required to meet any standardized criteria.

This has led to qualified simulators containing airport models being used to meet FAA-approved training, testing, or checking requirements with potentially incorrect or inappropriate visual references. 3. To prevent this from occurring in the future, by May 30, 2009, except for the airport model(s) used to qualify the simulator at the designated level, each certificate holder must assure that each airport model used for training, testing, or checking under this chapter in a qualified FFS meets the definition of a Class II or Class III airport model as defined in Appendix F of this part. 4. These references describe the requirements for visual scene management and the minimum distances from which runway or landing area features must be visible for all levels of simulator. The airport model must provide, for each ``in-use runway'' or ``in-use landing area,'' runway or landing area surface and markings, runway or landing area lighting, taxiway surface and markings, and taxiway lighting. Additional requirements include correlation of the v airport models with other aspects of the airport environment, correlation of the aircraft and associated equipment, scene quality assessment features, and the control of these models the instructor must be able to exercise. 5. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. 6. The details in these models must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material. However, this FSTD DIRECTIVE 1 does not require that airport models contain details that are beyond the initially designed capability of the visual system, as currently qualified. The recognized limitations to visual systems are as follows: a. Visual systems not required to have runway numbers as a part of the specific runway marking requirements are:

(1) Link NVS and DNVS.

(2) Novoview 2500 and 6000.

(3) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.

(4) Redifusion SP1, SP1T, and SP2. b. Visual systems required to display runway numbers only for

LOFT scenes are:

(1) FlightSafety VITAL IV.

(2) Redifusion SP3 and SP3T.

(3) Link-Miles Image II. c. Visual systems not required to have accurate taxiway edge lighting are:

(1) Redifusion SP1.

(2) FlightSafety Vital IV.

(3) Link-Miles Image II and Image IIT

(4) XKD displays (even though the XKD image generator is capable of generating blue

Page 26587

colored lights, the display cannot accommodate that color). 7. A copy of this Directive must be filed in the MQTG in the designated FSTD Directive Section, and its inclusion must be annotated on the Index of Effective FSTD Directives chart. See

Attachment 4, Appendices A through D for a sample MQTG Index of

Effective FSTD Directives chart.

Appendix B to Part 60--Qualification Performance Standards for Airplane

Flight Training Devices

Begin Information

This appendix establishes the standards for Airplane FTD evaluation and qualification at Level 4, Level 5, or Level 6. The

Flight Standards Service, NSPM, is responsible for the development, application, and implementation of the standards contained within this appendix. The procedures and criteria specified in this appendix will be used by the NSPM, or a person or persons assigned by the NSPM when conducting airplane FTD evaluations.

Table of Contents 1. 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. FTD Use (Sec. 60.11). 9. FTD Objective Data Requirements (Sec. 60.13). 10. Special Equipment and Personnel Requirements for Qualification of the FTD (Sec. 60.14). 11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15). 12. Additional Qualifications for Currently Qualified FTDs (Sec. 60.16). 13. Previously Qualified FTDs (Sec. 60.17). 14. Inspection, Continuing Qualification Evaluation, and Maintenance

Requirements (Sec. 60.19). 15. Logging FTD Discrepancies (Sec. 60.20). 16. Interim Qualification of FTDs for New Airplane Types or Models

(Sec. 60.21). 17. Modifications to FTDs (Sec. 60.23). 18. Operations with Missing, Malfunctioning, or Inoperative

Components (Sec. 60.25). 19. Automatic Loss of Qualification and Procedures for Restoration of Qualification (Sec. 60.27). 20. Other Losses of Qualification and Procedures for Restoration of

Qualification (Sec. 60.29). 21. Record Keeping and Reporting (Sec. 60.31). 22. Applications, Logbooks, Reports, and Records: Fraud,

Falsification, or Incorrect Statements (Sec. 60.33). 23. [Reserved] 24. Levels of FTD. 25. FTD Qualification on the Basis of a Bilateral Aviation Safety

Agreement (BASA) (Sec. 60.37).

Attachment 1 to Appendix B to Part 60--General FTD Requirements.

Attachment 2 to Appendix B to Part 60--Flight Training Device (FTD)

Objective Tests.

Attachment 3 to Appendix B to Part 60--Flight Training Device (FTD)

Subjective Evaluation.

Attachment 4 to Appendix B to Part 60--Sample Documents.

End Information

1. Introduction

Begin Information a. This appendix contains background information as well as regulatory and informative material as described later in this section. To assist the reader in determining what areas are required and what areas are permissive, the text in this appendix is divided into two sections: ``QPS Requirements'' and ``Information.'' The QPS

Requirements sections contain details regarding compliance with the part 60 rule language. These details are regulatory, but are found only in this appendix. The Information sections contain material that is advisory in nature, and designed to give the user general information about the regulation. b. Questions regarding the contents of this publication should be sent to the U.S. Department of Transportation, Federal Aviation

Administration, Flight Standards Service, National Simulator Program

Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,

Georgia, 30354. Telephone contact numbers for the NSP are: phone, 404-832-4700; fax, 404-761-8906. The general e-mail address for the

NSP office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web Site address is: http://www.faa.gov/safety/programs--initiatives/ aircraft--aviation/nsp/. On this Web Site you will find an NSP personnel list with telephone and e-mail contact information for each NSP staff member, a list of qualified flight simulation devices, ACs, a description of the qualification process, NSP policy, and an NSP ``In-Works'' section. Also linked from this site are additional information sources, handbook bulletins, frequently asked questions, a listing and text of the Federal Aviation

Regulations, Flight Standards Inspector's handbooks, and other FAA links. c. The NSPM encourages the use of electronic media for all communication, including any record, report, request, test, or statement required by this appendix. The electronic media used must have adequate security provisions and be acceptable to the NSPM. The

NSPM recommends inquiries on system compatibility, and minimum system requirements are also included on the NSP Web site. d. Related Reading References.

(1) 14 CFR part 60.

(2) 14 CFR part 61.

(3) 14 CFR part 63.

(4) 14 CFR part 119.

(5) 14 CFR part 121.

(6) 14 CFR part 125.

(7) 14 CFR part 135.

(8) 14 CFR part 141.

(9) 14 CFR part 142.

(10) AC 120-28, as amended, Criteria for Approval of Category

III Landing Weather Minima.

(11) AC 120-29, as amended, Criteria for Approving Category I and Category II Landing Minima for part 121 operators.

(12) AC 120-35, as amended, Line Operational Simulations: Line-

Oriented Flight Training, Special Purpose Operational Training, Line

Operational Evaluation.

(13) AC 120-41, as amended, Criteria for Operational Approval of

Airborne Wind Shear Alerting and Flight Guidance Systems.

(14) AC 120-45, as amended, Airplane Flight Training Device

Qualification.

(14) AC 120-57, as amended, Surface Movement Guidance and

Control System (SMGCS).

(15) AC 150/5300-13, as amended, Airport Design.

(16) AC 150/5340-1, as amended, Standards for Airport Markings.

(17) AC 150/5340-4, as amended, Installation Details for Runway

Centerline Touchdown Zone Lighting Systems.

(18) AC 150/5340-19, as amended, Taxiway Centerline Lighting

System.

(19) AC 150/5340-24, as amended, Runway and Taxiway Edge

Lighting System.

(20) AC 150/5345-28, as amended, Precision Approach Path

Indicator (PAPI) Systems.

(21) International Air Transport Association document, ``Flight

Simulator Design and Performance Data Requirements,'' as amended.

(22) AC 25-7, as amended, Flight Test Guide for Certification of

Transport Category Airplanes.

(23) AC 23-8A, as amended, Flight Test Guide for Certification of Part 23 Airplanes.

(24) International Civil Aviation Organization (ICAO) Manual of

Criteria for the Qualification of Flight Simulators, as amended.

(25) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society,

London, UK.

(26) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline Transport Pilot Certificate, Type Ratings, Commercial

Pilot, and Instrument Ratings).

(27) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the Internet at http:// www.faa.gov/atpubs.

(28) Aeronautical Radio, Inc. (ARINC) document number 436, titled Guidelines For Electronic Qualification Test Guide (as amended).

(29) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for

Design and Integration of Aircraft Avionics Equipment in Simulators

(as amended).

End Information 2. Applicability (Sec. Sec. 60.1 and 60.2)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of sponsor rules to person who are not sponsors and who are engaged in certain unauthorized activities.

Page 26588

3. Definitions (Sec. 60.3)

See Appendix F of this part for a list of definitions and abbreviations from part 1, part 60, and the QPS appendices of part 60. 4. Qualification Performance Standards (Sec. 60.4)

No additional regulatory or informational material applies to

Sec. 60.4, Qualification Performance Standards. 5. Quality Management System (Sec. 60.5)

Additional regulatory material and informational material regarding Quality Management Systems for FTDs may be found in

Appendix E of this part.

End Information

6. Sponsor Qualification Requirements. (Sec. 60.7).

Begin Information a. The intent of the language in Sec. 60.7(b) is to have a specific FTD, identified by the sponsor, used at least once in an

FAA-approved flight training program for the airplane simulated during the 12-month period described. The identification of the specific FTD may change from one 12-month period to the next 12- month period as long as that sponsor sponsors and uses at least one

FTD at least once during the prescribed period. There is no minimum number of hours or minimum FTD periods required. b. The following examples describe acceptable operational practices:

(1) Example One.

(a) A sponsor is sponsoring a single, specific FTD for its own use, in its own facility or elsewhere-- this single FTD forms the basis for the sponsorship. The sponsor uses that FTD at least once in each 12-month period in that sponsor's FAA-approved flight training program for the airplane simulated. This 12-month period is established according to the following schedule:

(i) If the FTD was qualified prior to May 30, 2008, the 12-month period begins on the date of the first continuing qualification evaluation conducted in accordance with Sec. 60.19 after May 30, 2008, and continues for each subsequent 12-month period;

(ii) A device qualified on or after May 30, 2008, will be required to undergo an initial or upgrade evaluation in accordance with Sec. 60.15. Once the initial or upgrade evaluation is complete, the first continuing qualification evaluation will be conducted within 6 months. The 12 month continuing qualification evaluation cycle begins on that date and continues for each subsequent 12-month period.

(b) There is no minimum number of hours of FTD use required.

(c) The identification of the specific FTD may change from one 12-month period to the next 12-month period as long as that sponsor sponsors and uses at least one FTD at least once during the prescribed period.

(2) Example Two.

(a) A sponsor sponsors an additional number of FTDs, in its facility or elsewhere. Each additionally sponsored FTD must be--

(i) Used by the sponsor in the sponsor's FAA-approved flight training program for the airplane simulated (as described in Sec. 60.7(d)(1)); or

(ii) Used by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the airplane simulated (as described in Sec. 60.7(d)(1)). This 12-month period is established in the same manner as in example one; or

(iii) Provided a statement each year from a qualified pilot,

(after having flown the airplane, not the subject FTD or another

FTD, during the preceding 12-month period) stating that the subject

FTD's performance and handling qualities represent the airplane (as described in Sec. 60.7(d)(2)). This statement is provided at least once in each 12-month period established in the same manner as in example one.

(b) There is no minimum number of hours of FTD use required.

(3) Example Three.

(a) A sponsor in New York (in this example, a Part 142 certificate holder) establishes ``satellite'' training centers in

Chicago and Moscow.

(b) The satellite function means that the Chicago and Moscow centers must operate under the New York center's certificate (in accordance with all of the New York center's practices, procedures, and policies; e.g., instructor and/or technician training/checking requirements, record keeping, QMS program).

(c) All of the FTDs in the Chicago and Moscow centers could be dry-leased (i.e., the certificate holder does not have and use FAA- approved flight training programs for the FTDs in the Chicago and

Moscow centers) because--

(i) Each FTD in the Chicago center and each FTD in the Moscow center is used at least once each 12-month period by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the airplane (as described in Sec. 60.7(d)(1)); or

(ii) A statement is obtained from a qualified pilot (having flown the airplane, not the subject FTD or another FTD during the preceding 12-month period) stating that the performance and handling qualities of each FTD in the Chicago and Moscow centers represents the airplane (as described in Sec. 60.7(d)(2)).

End Information

7. Additional Responsibilities of the Sponsor (Sec. 60.9)

Begin Information

The phrase ``as soon as practicable'' in Sec. 60.9(a) means without unnecessarily disrupting or delaying beyond a reasonable time the training, evaluation, or experience being conducted in the

FTD. 8. FTD Use (Sec. 60.11)

No additional regulatory or informational material applies to

Sec. 60.11, FTD use.

End Information

9. FTD Objective Data Requirements (Sec. 60.13)

Begin QPS Requirements a. Flight test data used to validate FTD performance and handling qualities must have been gathered in accordance with a flight test program containing the following:

(1) A flight test plan consisting of:

(a) The maneuvers and procedures required for aircraft certification and simulation programming and validation.

(b) For each maneuver or procedure--

(i) The procedures and control input the flight test pilot and/ or engineer used.

(ii) The atmospheric and environmental conditions.

(iii) The initial flight conditions.

(iv) The airplane configuration, including weight and center of gravity.

(v) The data to be gathered.

(vi) All other information necessary to recreate the flight test conditions in the FTD.

(2) Appropriately qualified flight test personnel.

(3) An understanding of the accuracy of the data to be gathered using appropriate alternative data sources, procedures, and instrumentation that is traceable to a recognized standard as described in Attachment 2, Table B2F of this appendix.

(4) Appropriate and sufficient data acquisition equipment or system(s), including appropriate data reduction and analysis methods and techniques, acceptable to the FAA's Aircraft Certification

Service. b. The data, regardless of source, must be presented:

(1) In a format that supports the FTD validation process;

(2) In a manner that is clearly readable and annotated correctly and completely;

(3) With resolution sufficient to determine compliance with the tolerances set forth in Attachment 2, Table B2A, Appendix B;

(4) With any necessary guidance information provided; and

(5) Without alteration, adjustments, or bias. Data may be corrected to address known data calibration errors provided that an explanation of the methods used to correct the errors appears in the

QTG. The corrected data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation. c. After completion of any additional flight test, a flight test report must be submitted in support of the validation data. The report must contain sufficient data and rationale to support qualification of the FTD at the level requested. d. As required by Sec. 60.13(f), the sponsor must notify the

NSPM when it becomes aware that an addition to or a revision of the flight related data or airplane systems related data is available if this data is used to program and operate a qualified FTD. The data referred to in this sub-section are those data that are used to validate the performance, handling qualities, or other characteristics of the aircraft, including data related to any relevant changes occurring after the type certification is issued.

The sponsor must--

Page 26589

(1) Within 10 calendar days, notify the NSPM of the existence of this data; and

(2) Within 45 calendar days, notify the NSPM of--

(i) The schedule to incorporate this data into the FTD; or

(ii) The reason for not incorporating this data into the FTD. e. In those cases where the objective test results authorize a

``snapshot test'' or a ``series of snapshot test results'' in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.

End QPS Requirements

Begin Information f. The FTD sponsor is encouraged to maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and if appropriate, with the person having supplied the aircraft data package for the FTD in order to facilitate the notification described in this paragraph. g. It is the intent of the NSPM that for new aircraft entering service, at a point well in advance of preparation of the QTG, the sponsor should submit to the NSPM for approval, a descriptive document (see Appendix A, Table A2C, Sample Validation Data Roadmap for Airplanes) containing the plan for acquiring the validation data, including data sources. This document should clearly identify sources of data for all required tests, a description of the validity of these data for a specific engine type and thrust rating configuration, and the revision levels of all avionics affecting the performance or flying qualities of the aircraft. Additionally, this document should provide other information such as the rationale or explanation for cases where data or data parameters are missing, instances where engineering simulation data are used, or where flight test methods require further explanations. It should also provide a brief narrative describing the cause and effect of any deviation from data requirements. The aircraft manufacturer may provide this document. h. There is no requirement for any flight test data supplier to submit a flight test plan or program prior to gathering flight test data. However, the NSPM notes that inexperienced data gatherers often provide data that is irrelevant, improperly marked, or lacking adequate justification for selection. Other problems include inadequate information regarding initial conditions or test maneuvers. The NSPM has been forced to refuse these data submissions as validation data for an FTD evaluation. It is for this reason that the NSPM recommends that any data supplier not previously experienced in this area review the data necessary for programming and for validating the performance of the FTD and discuss the flight test plan anticipated for acquiring such data with the NSPM well in advance of commencing the flight tests. i. The NSPM will consider, on a case-by-case basis, whether to approve supplemental validation data derived from flight data recording systems such as a Quick Access Recorder or Flight Data

Recorder.

End Information

10. Special Equipment and Personnel Requirements for Qualification of the FTD (Sec. & 60.14).

Begin Information a. In the event that the NSPM determines that special equipment or specifically qualified persons will be required to conduct an evaluation, the NSPM will make every attempt to notify the sponsor at least one (1) week, but in no case less than 72 hours, in advance of the evaluation. Examples of special equipment include flight control measurement devices, accelerometers, or oscilloscopes.

Examples of specially qualified personnel include individuals specifically qualified to install or use any special equipment when its use is required. b. Examples of a special evaluation include an evaluation conducted after: An FTD is moved; at the request of the TPAA; or as a result of comments received from users of the FTD that raise questions about the continued qualification or use of the FTD.

End Information

11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15).

Begin QPS Requirement a. In order to be qualified at a particular qualification level, the FTD must:

(1) Meet the general requirements listed in Attachment 1 of this appendix;

(2) Meet the objective testing requirements listed in Attachment 2 of this appendix (Level 4 FTDs do not require objective tests); and

(3) Satisfactorily accomplish the subjective tests listed in

Attachment 3 of this appendix. b. The request described in Sec. 60.15(a) must include all of the following:

(1) A statement that the FTD meets all of the applicable provisions of this part and all applicable provisions of the QPS.

(2) A confirmation that the sponsor will forward to the NSPM the statement described in Sec. 60.15(b) in such time as to be received no later than 5 business days prior to the scheduled evaluation and may be forwarded to the NSPM via traditional or electronic means.

(3) Except for a Level 4 FTD, a QTG, acceptable to the NSPM, that includes all of the following:

(a) Objective data obtained from aircraft testing or another approved source.

(b) Correlating objective test results obtained from the performance of the FTD as prescribed in the appropriate QPS.

(c) The result of FTD subjective tests prescribed in the appropriate QPS.

(d) A description of the equipment necessary to perform the evaluation for initial qualification and the continuing qualification evaluations. c. The QTG described in paragraph a(3) of this section, must provide the documented proof of compliance with the FTD objective tests in Attachment 2, Table B2A of this appendix. d. The QTG is prepared and submitted by the sponsor, or the sponsor?s agent on behalf of the sponsor, to the NSPM for review and approval, and must include, for each objective test:

(1) Parameters, tolerances, and flight conditions;

(2) Pertinent and complete instructions for conducting automatic and manual tests;

(3) A means of comparing the FTD test results to the objective data;

(4) Any other information as necessary to assist in the evaluation of the test results;

(5) Other information appropriate to the qualification level of the FTD. e. The QTG described in paragraphs (a)(3) and (b) of this section, must include the following:

(1) A QTG cover page with sponsor and FAA approval signature blocks (see Attachment 4, Figure B4C, of this appendix, for a sample

QTG cover page).

(2) A continuing qualification evaluation requirements page.

This page will be used by the NSPM to establish and record the frequency with which continuing qualification evaluations must be conducted and any subsequent changes that may be determined by the

NSPM in accordance with Sec. 60.19. See Attachment 4, Figure B4G, of this appendix, for a sample Continuing Qualification Evaluation

Requirements page.

(3) An FTD information page that provides the information listed in this paragraph, if applicable (see Attachment 4, Figure B4B, of this appendix, for a sample FTD information page). For convertible

FTDs, the sponsor must submit a separate page for each configuration of the FTD.

(a) The sponsor's FTD identification number or code.

(b) The airplane model and series being simulated.

(c) The aerodynamic data revision number or reference.

(d) The source of the basic aerodynamic model and the aerodynamic coefficient data used to modify the basic model.

(e) The engine model(s) and its data revision number or reference.

(f) The flight control data revision number or reference.

(g) The flight management system identification and revision level.

(h) The FTD model and manufacturer.

(i) The date of FTD manufacture.

(j) The FTD computer identification.

(k) The visual system model and manufacturer, including display type.

(l) The motion system type and manufacturer, including degrees of freedom.

(4) A Table of Contents.

(5) A log of revisions and a list of effective pages.

(6) List of all relevant data references.

(7) A glossary of terms and symbols used (including sign conventions and units).

Page 26590

(8) Statements of compliance and capability (SOCs) with certain requirements.

(9) Recording procedures or equipment required to accomplish the objective tests.

(10) The following information for each objective test designated in Attachment 2 of this appendix, as applicable to the qualification level sought:

(a) Name of the test.

(b) Objective of the test.

(c) Initial conditions.

(d) Manual test procedures.

(e) Automatic test procedures (if applicable).

(f) Method for evaluating FTD objective test results.

(g) List of all relevant parameters driven or constrained during the automatic test(s).

(h) List of all relevant parameters driven or constrained during the manual test(s).

(i) Tolerances for relevant parameters.

(j) Source of Validation Data (document and page number).

(k) Copy of the Validation Data (if located in a separate binder, a cross reference for the identification and page number for pertinent data location must be provided).

(l) FTD Objective Test Results as obtained by the sponsor. Each test result must reflect the date completed and must be clearly labeled as a product of the device being tested. f. A convertible FTD is addressed as a separate FTD for each model and series airplane to which it will be converted and for the

FAA qualification level sought. The NSPM will conduct an evaluation for each configuration. If a sponsor seeks qualification for two or more models of an airplane type using a convertible FTD, the sponsor must provide a QTG for each airplane model, or a QTG for the first airplane model and a supplement to that QTG for each additional airplane model. The NSPM will conduct evaluations for each airplane model. g. The form and manner of presentation of objective test results in the QTG must include the following:

(1) The sponsor's FTD test results must be recorded in a manner acceptable to the NSPM, that allows easy comparison of the FTD test results to the validation data (e.g., use of a multi-channel recorder, line printer, cross plotting, overlays, transparencies).

(2) FTD results must be labeled using terminology common to airplane parameters as opposed to computer software identifications.

(3) Validation data documents included in a QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution.

(4) Scaling on graphical presentations must provide the resolution necessary to evaluate the parameters shown in Attachment 2, Table B2A of this appendix.

(5) Tests involving time histories, data sheets (or transparencies thereof) and FTD test results must be clearly marked with appropriate reference points to ensure an accurate comparison between FTD and airplane with respect to time. Time histories recorded via a line printer are to be clearly identified for cross- plotting on the airplane data. Over-plots may not obscure the reference data. h. The sponsor may elect to complete the QTG objective and subjective tests at the manufacturer's facility or at the sponsor's training facility. If the tests are conducted at the manufacturer's facility, the sponsor must repeat at least one-third of the tests at the sponsor's training facility in order to substantiate FTD performance. The QTG must be clearly annotated to indicate when and where each test was accomplished. Tests conducted at the manufacturer's facility and at the sponsor's training facility must be conducted after the FTD is assembled with systems and sub-systems functional and operating in an interactive manner. The test results must be submitted to the NSPM. i. The sponsor must maintain a copy of the MQTG at the FTD location. j. All FTDs for which the initial qualification is conducted after May 30, 2014, must have an electronic MQTG (eMQTG) including all objective data obtained from airplane testing, or another approved source (reformatted or digitized), together with correlating objective test results obtained from the performance of the FTD (reformatted or digitized) as prescribed in this appendix.

The eMQTG must also contain the general FTD performance or demonstration results (reformatted or digitized) prescribed in this appendix, and a description of the equipment necessary to perform the initial qualification evaluation and the continuing qualification evaluations. The eMQTG must include the original validation data used to validate FTD performance and handling qualities in either the original digitized format from the data supplier or an electronic scan of the original time-history plots that were provided by the data supplier. A copy of the eMQTG must be provided to the NSPM. k. All other FTDs (not covered in subparagraph ``j'') must have an electronic copy of the MQTG by and after May 30, 2014. An electronic copy of the copy of the MQTG must be provided to the

NSPM. This may be provided by an electronic scan presented in a

Portable Document File (PDF), or similar format acceptable to the

NSPM. l. During the initial (or upgrade) qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FTD.

End QPS Requirements

Begin Information m. Only those FTDs that are sponsored by a certificate holder as defined in Appendix F will be evaluated by the NSPM. However, other

FTD evaluations may be conducted on a case-by-case basis as the

Administrator deems appropriate, but only in accordance with applicable agreements. n. The NSPM will conduct an evaluation for each configuration, and each FTD must be evaluated as completely as possible. To ensure a thorough and uniform evaluation, each FTD is subjected to the general FTD requirements in Attachment 1 of this appendix, the objective tests listed in Attachment 2 of this appendix, and the subjective tests listed in Attachment 3 of this appendix. The evaluations described herein will include, but not necessarily be limited to the following:

(1) Airplane responses, including longitudinal and lateral- directional control responses (see Attachment 2 of this appendix);

(2) Performance in authorized portions of the simulated airplane's operating envelope, to include tasks evaluated by the

NSPM in the areas of surface operations, takeoff, climb, cruise, descent, approach and landing, as well as abnormal and emergency operations (see Attachment 2 of this appendix);

(3) Control checks (see Attachment 1 and Attachment 2 of this appendix);

(4) Flight deck configuration (see Attachment 1 of this appendix);

(5) Pilot, flight engineer, and instructor station functions checks (see Attachment 1 and Attachment 3 of this appendix);

(6) Airplane systems and sub-systems (as appropriate) as compared to the airplane simulated (see Attachment 1 and Attachment 3 of this appendix);

(7) FTD systems and sub-systems, including force cueing

(motion), visual, and aural (sound) systems, as appropriate (see

Attachment 1 and Attachment 2 of this appendix); and

(8) Certain additional requirements, depending upon the qualification level sought, including equipment or circumstances that may become hazardous to the occupants. The sponsor may be subject to Occupational Safety and Health Administration requirements. o. The NSPM administers the objective and subjective tests, which includes an examination of functions. The tests include a qualitative assessment of the FTD by an NSP pilot. The NSP evaluation team leader may assign other qualified personnel to assist in accomplishing the functions examination and/or the objective and subjective tests performed during an evaluation when required.

(1) Objective tests provide a basis for measuring and evaluating

FTD performance and determining compliance with the requirements of this part.

(2) Subjective tests provide a basis for:

(a) Evaluating the capability of the FTD to perform over a typical utilization period;

(b) Determining that the FTD satisfactorily simulates each required task;

(c) Verifying correct operation of the FTD controls, instruments, and systems; and

(d) Demonstrating compliance with the requirements of this part. p. The tolerances for the test parameters listed in Attachment 2 of this appendix reflect the range of tolerances acceptable to the

NSPM for FTD validation and are not to be confused with design tolerances specified for FTD manufacture. In making decisions regarding tests and test results, the NSPM relies on the use of operational and engineering judgment in the application of data

(including consideration of the way in which the flight test was flown and way the data was gathered and applied), data presentations, and the applicable tolerances for each test. q. In addition to the scheduled continuing qualification evaluation, each FTD is subject

Page 26591

to evaluations conducted by the NSPM at any time without prior notification to the sponsor. Such evaluations would be accomplished in a normal manner (i.e., requiring exclusive use of the FTD for the conduct of objective and subjective tests and an examination of functions) if the FTD is not being used for flight crewmember training, testing, or checking. However, if the FTD were being used, the evaluation would be conducted in a non-exclusive manner. This non-exclusive evaluation will be conducted by the FTD evaluator accompanying the check airman, instructor, Aircrew Program Designee

(APD), or FAA inspector aboard the FTD along with the student(s) and observing the operation of the FTD during the training, testing, or checking activities. r. Problems with objective test results are handled as follows:

(1) If a problem with an objective test result is detected by the NSP evaluation team during an evaluation, the test may be repeated or the QTG may be amended.

(2) If it is determined that the results of an objective test do not support the qualification level requested but do support a lower level, the NSPM may qualify the FTD at a lower level. For example, if a Level 6 evaluation is requested, but the FTD fails to meet the spiral stability test tolerances, it could be qualified at Level 5. s. After an FTD is successfully evaluated, the NSPM issues an

SOQ to the sponsor, the NSPM recommends the FTD to the TPAA, who will approve the FTD for use in a flight training program. The SOQ will be issued at the satisfactory conclusion of the initial or continuing qualification evaluation and will list the tasks for which the FTD is qualified, referencing the tasks described in Table

B1B in Attachment 1 of this appendix. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FTD in an

FAA-approved flight training program. t. Under normal circumstances, the NSPM establishes a date for the initial or upgrade evaluation within ten (10) working days after determining that a complete QTG is acceptable. Unusual circumstances may warrant establishing an evaluation date before this determination is made. A sponsor may schedule an evaluation date as early as 6 months in advance. However, there may be a delay of 45 days or more in rescheduling and completing the evaluation if the sponsor is unable to meet the scheduled date. See Attachment 4,

Figure B4A, Sample Request for Initial, Upgrade, or Reinstatement

Evaluation, of this appendix. u. The numbering system used for objective test results in the

QTG should closely follow the numbering system set out in Attachment 2, FTD Objective Tests, Table B2A, of this appendix. v. Contact the NSPM or visit the NSPM Web site for additional information regarding the preferred qualifications of pilots used to meet the requirements of Sec. 60.15(d). w. Examples of the exclusions for which the FTD might not have been subjectively tested by the sponsor or the NSPM and for which qualification might not be sought or granted, as described in Sec. 60.15(g)(6), include engine out maneuvers or circling approaches. 12. Additional Qualifications for Currently Qualified FTDs (Sec. 60.16).

No additional regulatory or informational material applies to

Sec. 60.16, Additional Qualifications for a Currently Qualified

FTD.

End Information

13. Previously Qualified FTDs (Sec. 60.17).

Begin QPS Requirements a. In instances where a sponsor plans to remove an FTD from active status for a period of less than two years, the following procedures apply:

(1) The NSPM must be notified in writing and the notification must include an estimate of the period that the FTD will be inactive;

(2) Continuing Qualification evaluations will not be scheduled during the inactive period;

(3) The NSPM will remove the FTD from the list of qualified FTDs on a mutually established date not later than the date on which the first missed continuing qualification evaluation would have been scheduled;

(4) Before the FTD is restored to qualified status, it must be evaluated by the NSPM. The evaluation content and the time required to accomplish the evaluation is based on the number of continuing qualification evaluations and sponsor-conducted quarterly inspections missed during the period of inactivity.

(5) The sponsor must notify the NSPM of any changes to the original scheduled time out of service; b. FTDs qualified prior to May 30, 2008, and replacement FTD systems, are not required to meet the general FTD requirements, the objective test requirements, and the subjective test requirements of

Attachments 1, 2, and 3 of this appendix as long as the FTD continues to meet the test requirements contained in the MQTG developed under the original qualification basis. c. [Reserved] d. FTDs qualified prior to May 30, 2008, may be updated. If an evaluation is deemed appropriate or necessary by the NSPM after such an update, the evaluation will not require an evaluation to standards beyond those against which the FTD was originally qualified.

End QPS Requirements

Begin Information e. Other certificate holders or persons desiring to use an FTD may contract with FTD sponsors to use FTDs previously qualified at a particular level for an airplane type and approved for use within an

FAA-approved flight training program. Such FTDs are not required to undergo an additional qualification process, except as described in

Sec. 60.16. f. Each FTD user must obtain approval from the appropriate TPAA to use any FTD in an FAA-approved flight training program. g. The intent of the requirement listed in Sec. 60.17(b), for each FTD to have an SOQ within 6 years, is to have the availability of that statement (including the configuration list and the limitations to authorizations) to provide a complete picture of the

FTD inventory regulated by the FAA. The issuance of the statement will not require any additional evaluation or require any adjustment to the evaluation basis for the FTD. h. Downgrading of an FTD is a permanent change in qualification level and will necessitate the issuance of a revised SOQ to reflect the revised qualification level, as appropriate. If a temporary restriction is placed on an FTD because of a missing, malfunctioning, or inoperative component or on-going repairs, the restriction is not a permanent change in qualification level.

Instead, the restriction is temporary and is removed when the reason for the restriction has been resolved. i. The NSPM will determine the evaluation criteria for an FTD that has been removed from active status for a prolonged period. The criteria will be based on the number of continuing qualification evaluations and quarterly inspections missed during the period of inactivity. For example, if the FTD were out of service for a 1 year period, it would be necessary to complete the entire QTG, since all of the quarterly evaluations would have been missed. The NSPM will also consider how the FTD was stored, whether parts were removed from the FTD and whether the FTD was disassembled. j. The FTD will normally be requalified using the FAA-approved

MQTG and the criteria that was in effect prior to its removal from qualification. However, inactive periods of 2 years or more will require re-qualification under the standards in effect and current at the time of requalification.

End Information

14. Inspection, Continuing Qualification, Evaluation, and Maintenance

Requirements (Sec. 60.19).

Begin QPS Requirement a. The sponsor must conduct a minimum of four evenly spaced inspections throughout the year. The objective test sequence and content of each inspection in this sequence must be developed by the sponsor and must be acceptable to the NSPM. b. The description of the functional preflight check must be contained in the sponsor's QMS. c. Record ``functional preflight'' in the FTD discrepancy log book or other acceptable location, including any item found to be missing, malfunctioning, or inoperative. d. During the continuing qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FTD.

End QPS Requirements

Begin Information e. The sponsor's test sequence and the content of each quarterly inspection required

Page 26592

in Sec. 60.19(a)(1) should include a balance and a mix from the objective test requirement areas listed as follows:

(1) Performance.

(2) Handling qualities.

(3) Motion system (where appropriate).

(4) Visual system (where appropriate).

(5) Sound system (where appropriate).

(6) Other FTD systems. f. If the NSP evaluator plans to accomplish specific tests during a normal continuing qualification evaluation that requires the use of special equipment or technicians, the sponsor will be notified as far in advance of the evaluation as practical; but not less than 72 hours. Examples of such tests include latencies, control sweeps, or motion or visual system tests. g. The continuing qualification evaluations described in Sec. 60.19(b) will normally require 4 hours of FTD time. However, flexibility is necessary to address abnormal situations or situations involving aircraft with additional levels of complexity

(e.g., computer controlled aircraft). The sponsor should anticipate that some tests may require additional time. The continuing qualification evaluations will consist of the following:

(1) Review of the results of the quarterly inspections conducted by the sponsor since the last scheduled continuing qualification evaluation.

(2) A selection of approximately 8 to 15 objective tests from the MQTG that provide an adequate opportunity to evaluate the performance of the FTD. The tests chosen will be performed either automatically or manually and should be able to be conducted within approximately one-third (1/3) of the allotted FTD time.

(3) A subjective evaluation of the FTD to perform a representative sampling of the tasks set out in attachment 3 of this appendix. This portion of the evaluation should take approximately two-thirds (2/3) of the allotted FTD time.

(4) An examination of the functions of the FTD may include the motion system, visual system, sound system as applicable, instructor operating station, and the normal functions and simulated malfunctions of the airplane systems. This examination is normally accomplished simultaneously with the subjective evaluation requirements. h. The requirement established in Sec. 60.19(b)(4) regarding the frequency of NSPM-conducted continuing qualification evaluations for each FTD is typically 12 months. However, the establishment and satisfactory implementation of an approved QMS for a sponsor will provide a basis for adjusting the frequency of evaluations to exceed 12-month intervals. 15. Logging FTD Discrepancies (Sec. 60.20)

No additional regulatory or informational material applies to

Sec. 60.20. Logging FTD Discrepancies. 16. Interim Qualification of FTDs for New Airplane Types or Models

(Sec. 60.21)

No additional regulatory or informational material applies to

Sec. 60.21, Interim Qualification of FTDs for New Airplane Types or

Models.

End Information

17. Modifications to FTDs (Sec. 60.23)

Begin QPS Requirements a. The notification described in Sec. 60.23(c)(2) must include a complete description of the planned modification, with a description of the operational and engineering effect the proposed modification will have on the operation of the FTD and the results that are expected with the modification incorporated. b. Prior to using the modified FTD:

(1) All the applicable objective tests completed with the modification incorporated, including any necessary updates to the

MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to the NSPM; and

(2) The sponsor must provide the NSPM with a statement signed by the MR that the factors listed in Sec. 60.15(b) are addressed by the appropriate personnel as described in that section.

End QPS Requirements

Begin Information c. FSTD Directives are considered modification of an FTD. See

Attachment 4 of this appendix for a sample index of effective FSTD

Directives.

End Information

18. Operation with Missing, Malfunctioning, or Inoperative Components

(Sec. 60.25)

Begin Information a. The sponsor's responsibility with respect to Sec. 60.25(a) is satisfied when the sponsor fairly and accurately advises the user of the current status of an FTD, including any missing, malfunctioning, or inoperative (MMI) component(s). b. It is the responsibility of the instructor, check airman, or representative of the administrator conducting training, testing, or checking to exercise reasonable and prudent judgment to determine if any MMI component is necessary for the satisfactory completion of a specific maneuver, procedure, or task. c. If the 29th or 30th day of the 30-day period described in 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend the deadline until the next business day. d. In accordance with the authorization described in Sec. 60.25(b), the sponsor may develop a discrepancy prioritizing system to accomplish repairs based on the level of impact on the capability of the FTD. Repairs having a larger impact on the FTD's ability to provide the required training, evaluation, or flight experience will have a higher priority for repair or replacement.

End Information

19. Automatic Loss of Qualification and Procedures for Restoration of

Qualification (Sec. 60.27)

Begin Information

If the sponsor provides a plan for how the FTD will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FTD is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing that required for requalification.

End Information

20. Other Losses of Qualification and Procedures for Restoration of

Qualification (Sec. 60.29)

Begin Information

If the sponsor provides a plan for how the FTD will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FTD is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing that required for requalification.

End Information

21. Recordkeeping and Reporting (Sec. 60.31)

Begin QPS Requirements a. FTD modifications can include hardware or software changes.

For FTD modifications involving software programming changes, the record required by Sec. 60.31(a)(2) must consist of the name of the aircraft system software, aerodynamic model, or engine model change, the date of the change, a summary of the change, and the reason for the change. b. If a coded form for record keeping is used, it must provide for the preservation and retrieval of information with appropriate security or controls to prevent the inappropriate alteration of such records after the fact.

End QPS Requirements

22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements (Sec. 60.33)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud,

Falsification, or Incorrect Statements.

End Information

Page 26593

23. [Reserved] 24. Levels of FTD.

Begin Information a. The following is a general description of each level of FTD.

Detailed standards and tests for the various levels of FTDs are fully defined in Attachments 1 through 3 of this appendix.

(1) Level 4. A device that may have an open airplane-specific flight deck area, or an enclosed airplane-specific flight deck and at least one operating system. Air/ground logic is required (no aerodynamic programming required). All displays may be flat/LCD panel representations or actual representations of displays in the aircraft. All controls, switches, and knobs may be touch sensitive activation (not capable of manual manipulation of the flight controls) or may physically replicate the aircraft in control operation.

(2) Level 5. A device that may have an open airplane-specific flight deck area, or an enclosed airplane-specific flight deck; generic aerodynamic programming; at least one operating system; and control loading that is representative of the simulated airplane only at an approach speed and configuration. All displays may be flat/LCD panel representations or actual representations of displays in the aircraft. Primary and secondary flight controls (e.g., rudder, aileron, elevator, flaps, spoilers/speed brakes, engine controls, landing gear, nosewheel steering, trim, brakes) must be physical controls. All other controls, switches, and knobs may be touch sensitive activation.

(3) Level 6. A device that has an enclosed airplane-specific flight deck; airplane-specific aerodynamic programming; all applicable airplane systems operating; control loading that is representative of the simulated airplane throughout its ground and flight envelope; and significant sound representation. All displays may be flat/LCD panel representations or actual representations of displays in the aircraft, but all controls, switches, and knobs must physically replicate the aircraft in control operation.

End Information

25. FTD Qualification on the Basis of a Bilateral Aviation Safety

Agreement (BASA) (Sec. 60.37)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.37, FTD Qualification on the Basis of a Bilateral Aviation

Safety Agreement (BASA).

End Information

Attachment 1 to Appendix B to Part 60--General FTD REQUIREMENTS

Begin QPS Requirements 1. Requirements a. Certain requirements included in this appendix must be supported with an SOC as defined in Appendix F, which may include objective and subjective tests. The requirements for SOCs are indicated in the ``General FTD Requirements'' column in Table B1A of this appendix. b. Table B1A describes the requirements for the indicated level of FTD. Many devices include operational systems or functions that exceed the requirements outlined in this section. In any event, all systems will be tested and evaluated in accordance with this appendix to ensure proper operation.

End QPS Requirements

Begin Information 2. Discussion a. This attachment describes the general requirements for qualifying Level 4 through Level 6 FTDs. The sponsor should also consult the objectives tests in Attachment 2 of this appendix and the examination of functions and subjective tests listed in

Attachment 3 of this appendix to determine the complete requirements for a specific level FTD. b. The material contained in this attachment is divided into the following categories:

(1) General Flight deck Configuration.

(2) Programming.

(3) Equipment Operation.

(4) Equipment and facilities for instructor/evaluator functions.

(5) Motion System.

(6) Visual System.

(7) Sound System. c. Table B1A provides the standards for the General FTD

Requirements. d. Table B1B provides the tasks that the sponsor will examine to determine whether the FTD satisfactorily meets the requirements for flight crew training, testing, and experience, and provides the tasks for which the simulator may be qualified. e. Table B1C provides the functions that an instructor/check airman must be able to control in the simulator. f. It is not required that all of the tasks that appear on the

List of Qualified Tasks (part of the SOQ) be accomplished during the initial or continuing qualification evaluation.

End Information

Table B1A.--Minimum FTD Requirements

QPS Requirements

Information

FTD level

Entry No.

General FTD

---------------

Notes requirements

4 5 6

1. General Flight Deck Configuration

1.a........ The FTD must have a

X For FTD purposes, the flight deck that is

flight deck consists a replica of the

of all that space airplane simulated

forward of a cross with controls,

section of the equipment,

fuselage at the most observable flight

extreme aft setting deck indicators,

of the pilots' seats circuit breakers,

including and bulkheads

additional, required properly located,

flight crewmember functionally

duty stations and accurate and

those required replicating the

bulkheads aft of the airplane. The

pilot seats. For direction of

clarification, movement of controls

bulkheads containing and switches must be

only items such as identical to that in

landing gear pin the airplane. Pilot

storage seat(s) must afford

compartments, fire the capability for

axes and the occupant to be

extinguishers, spare able to achieve the

light bulbs, design ``eye

aircraft documents position.''

pouches are not

Equipment for the

considered essential operation of the

and may be omitted. flight deck windows must be included, but the actual windows need not be operable. Fire axes, extinguishers, and spare light bulbs must be available in the flight simulator, but may be relocated to a suitable location as near as practical to the original position. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette.

Page 26594

1.b........ The FTD must have

X

X equipment (e.g., instruments, panels, systems, circuit breakers, and controls) simulated sufficiently for the authorized training/ checking events to be accomplished. The installed equipment must be located in a spatially correct location and may be in a flight deck or an open flight deck area. Additional equipment required for the authorized training/checking events must be available in the

FTD, but may be located in a suitable location as near as practical to the spatially correct position.

Actuation of equipment must replicate the appropriate function in the airplane.

Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette.

2. Programming

2.a........ The FTD must provide

X

X the proper effect of aerodynamic changes for the combinations of drag and thrust normally encountered in flight. This must include the effect of change in airplane attitude, thrust, drag, altitude, temperature, and configuration.

Level 6 additionally requires the effects of changes in gross weight and center of gravity.

Level 5 requires only generic aerodynamic programming.

An SOC is required...

2.b........ The FTD must have the X

X

X computer (analog or digital) capability

(i.e., capacity, accuracy, resolution, and dynamic response) needed to meet the qualification level sought.

An SOC is required...

2.c........ Relative responses of

X

X The intent is to the flight deck

verify that the FTD instruments must be

provides instrument measured by latency

cues that are, tests, or transport

within the stated delay tests, and may

time delays, like not exceed 300

the airplane milliseconds. The

responses. For instruments must

airplane response, respond to abrupt

acceleration in the input at the pilot's

appropriate, position within the

corresponding allotted time, but

rotational axis is not before the time

preferred. when the airplane

Additional responds under the

information same conditions.

regarding Latency and Transport Delay testing may be found in Appendix A,

Attachment 2, paragraph 15.

Latency: The

FTD instrument and, if applicable, the motion system and the visual system response must not be prior to that time when the airplane responds and may respond up to 300 milliseconds after that time under the same conditions.

Transport

Delay: As an alternative to the

Latency requirement, a transport delay objective test may be used to demonstrate that the

FTD system does not exceed the specified limit. The sponsor must measure all the delay encountered by a step signal migrating from the pilot's control through all the simulation software modules in the correct order, using a handshaking protocol, finally through the normal output interfaces to the instrument display and, if applicable, the motion system, and the visual system.

3. Equipment Operation

3.a........ All relevant

X

X instrument indications involved in the simulation of the airplane must automatically respond to control movement or external disturbances to the simulated airplane; e.g., turbulence or winds.

3.b........ Navigation equipment

X

X must be installed and operate within the tolerances applicable for the airplane.

Level 6 must also include communication equipment (inter- phone and air/ ground) like that in the airplane and, if appropriate to the operation being conducted, an oxygen mask microphone system.

Page 26595

Level 5 need have only that navigation equipment necessary to fly an instrument approach.

3.c........ Installed systems

X

X

X must simulate the applicable airplane system operation, both on the ground and in flight.

Installed systems must be operative to the extent that applicable normal, abnormal, and emergency operating procedures included in the sponsor's training programs can be accomplished.

Level 6 must simulate all applicable airplane flight, navigation, and systems operation.

Level 5 must have at least functional flight and navigational controls, displays, and instrumentation.

Level 4 must have at least one airplane system installed and functional.

3.d........ The lighting

X

X

X Back-lighted panels environment for

and instruments may panels and

be installed but are instruments must be

not required. sufficient for the operation being conducted.

3.e........ The FTD must provide

X control forces and control travel that correspond to the airplane being simulated. Control forces must react in the same manner as in the airplane under the same flight conditions.

3.f........ The FTD must provide

X control forces and control travel of sufficient precision to manually fly an instrument approach.

4. Instructor or Evaluator Facilities

4.a........ In addition to the

X

X

X These seats need not flight crewmember

be a replica of an stations, suitable

aircraft seat and seating arrangements

may be as simple as for an instructor/

an office chair check airman and FAA

placed in an

Inspector must be

appropriate available. These

position. seats must provide adequate view of crewmember's panel(s).

4.b........ The FTD must have

X

X

X instructor controls that permit activation of normal, abnormal, and emergency conditions as appropriate. Once activated, proper system operation must result from system management by the crew and not require input from the instructor controls.

5. Motion System (not required)

5.a........ The FTD may have a

X

X The motion system motion system, if

standards set out in desired, although it

part 60, Appendix A is not required. If

for at least Level A a motion system is

simulators is installed and

acceptable. additional training, testing, or checking credits are being sought on the basis of having a motion system, the motion system operation may not be distracting and must be coupled closely to provide integrated sensory cues. The motion system must also respond to abrupt input at the pilot's position within the allotted time, but not before the time when the airplane responds under the same conditions.

5.b........ If a motion system is

X The motion system installed, it must

standards set out in be measured by

part 60, Appendix A latency tests or

for at least Level A transport delay

simulators is tests and may not

acceptable. exceed 300 milliseconds.

Instrument response may not occur prior to motion onset.

6. Visual System

6.a........ The FTD may have a

X

X

X visual system, if desired, although it is not required. If a visual system is installed, it must meet the following criteria:

6.a.1...... The visual system

... X

X must respond to abrupt input at the pilot's position.

An SOC is required...

Page 26596

6.a.2...... The visual system

X

X

X must be at least a single channel, non- collimated display.

An SOC is required...

6.a.3...... The visual system

X

X

X must provide at least a field-of- view of 18[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 scene

X

X

X content may not be distracting.

An SOC is required...

6.a.6...... The minimum distance

X

X

X from the pilot's eye position to the surface of a direct view display may not be less than the distance to any front panel instrument.

An SOC is required...

6.a.7...... The visual system

X

X

X must provide for a minimum resolution of 5 arc-minutes for both computed and displayed pixel size.

An SOC is required...

6.b........ If a visual system is

X Directly projected, installed and

non-collimated additional training,

visual displays may testing, or checking

prove to be credits are being

unacceptable for sought on the basis

dual pilot of having a visual

applications. system, a visual system meeting the standards set out for at least a Level

A FFS (see Appendix

A of this part) will be required. A

``direct-view,'' non- collimated visual system (with the other requirements for a Level A visual system met) may be considered satisfactory for those installations where the visual system design ``eye point'' is appropriately adjusted for each pilot's position such that the parallax error is at or less than 10[deg] simultaneously for each pilot.

An SOC is required...

7. Sound System

7.a........ The FTD must simulate

X significant flight deck sounds resulting from pilot actions that correspond to those heard in the airplane.

Table B1B.--Table of Tasks vs. FTD Level

QPS requirements

Information

Subjective

FTD level

Requirements--In --------------- order to be qualified at the FTD qualification level indicated, the FTD

Entry No.

must be able to

Notes perform at least the 4 5 6 tasks associated with that level of qualification. See

Notes 1 and 2 at the end of the Table

1. Preflight Procedures.

1.a........ Preflight Inspection

A

A

X

(flight deck only).

1.b........ Engine Start......... A

A

X

1.c........ Pre-takeoff Checks... A

A

X

2. Takeoff and Departure Phase.

2.a........ Rejected Takeoff

... ... A

(requires visual system).

2.b........ Departure Procedure.. ... X

X

3. In-flight Maneuvers.

Page 26597

3.a........ a. Steep Turns....... ... X

X

3.b........ b. Approaches to

... A

X

Stalls.

3.c........ c. Engine Failure

... A

X

(procedures only)--

Multiengine Airplane.

3.d........ d. Engine Failure

... A

X

(procedures only)--

Single-Engine

Airplane.

3.e........ e. Specific Flight

A

A

A

Characteristics incorporated into the user's FAA approved flight training program.

4. Instrument Procedures.

4.a........ Standard Terminal

... A

X

Arrival/Flight

Management System

Arrival.

4.b........ Holding.............. ... A

X

4.c........ Precision Instrument, ... A

X e.g., Autopilot, all engines

Manual (Flt. Dir. operating.

Assisted), Manual

(Raw Data).

4.d........ Non-precision

... A

X e.g., NDB, VOR, VOR/

Instrument, all

DME, VOR/TAC, RNAV, engines operating.

LOC, LOC/BC, ADF, and SDF.

4.e........ Circling Approach

... ... A

(requires visual system).

4.f........ Missed Approach...... ... A

X

5. Normal and Abnormal Procedures.

5.a........ Engine (including

A

A

X shutdown and restart--procedures only).

5.b........ Fuel System.......... A

A

X

5.c........ Electrical System.... A

A

X

5.d........ Hydraulic System..... A

A

X

5.e........ Environmental and

A

A

X

Pressurization

Systems.

5.f........ Fire Detection and

A

A

X

Extinguisher Systems.

5.g........ Navigation and

A

A

X

Avionics Systems.

5.h........ Automatic Flight

A

A

X

Control System,

Electronic Flight

Instrument System, and Related

Subsystems.

5.i........ Flight Control

A

A

X

Systems.

5.j........ Anti-ice and Deice

A

A

X

Systems.

5.k........ Aircraft and Personal A

A

X

Emergency Equipment.

6. Emergency Procedures.

6.a........ Emergency Descent

... A

X

(maximum rate).

6.b........ Inflight Fire and

... A

X

Smoke Removal.

6.c........ Rapid Decompression.. ... A

X

6.d........ Emergency Evacuation. A

A

X

7. Postflight Procedures.

7.a........ After-Landing

A

A

X

Procedures.

Page 26598

7.b........ Parking and Securing. A

A X

Note 1: An ``A'' in the table indicates that the system, task, or procedure, although not required to be present, may be examined if the appropriate airplane system is simulated in the FTD and is working properly.

Note 2: Items not installed or not functional on the FTD and not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

Table B1C.--Table of FTD System Tasks QPS requirements

QPS Requirements

Information

Subjective

FTD level

Requirements In --------------- order to be qualified at the FTD qualification level

Entry No.

indicated, the FTD

Notes must be able to

4 5 6 perform at least the tasks associated with that level of qualification.

1. Instructor Operating Station (IOS).

1.a........ Power switch(es)..... X

X

X

1.b........ Airplane conditions.. A

X

X e.g., GW, CG, Fuel loading, Systems,

Ground Crew.

1.c........ Airports/Runways..... X

X

X e.g., Selection and

Presets; Surface and

Lighting controls if equipped with a visual system.

1.d........ Environmental

X

X

X e.g., Temp, Wind. controls.

1.e........ Airplane system

A

X

X malfunctions

(Insertion/deletion).

1.f........ Locks, Freezes, and

X

X

X

Repositioning.

1.g........ Sound Controls. (On/

X

X

X off/adjustment).

1.h........ Motion/Control

A

A

A

Loading System, as appropriate. On/off/ emergency stop.

2. Observer Seats/Stations.

2.a........ Position/Adjustment/

X

X X

Positive restraint system.

Note 1: An ``A'' in the table indicates that the system, task, or procedure, although not required to be present, may be examined if the appropriate system is in the FTD and is working properly.

Attachment 2 to Appendix B to Part 60--Flight Training Device (FTD)

Objective Tests

Begin Information 1. Discussion a. For the purposes of this attachment, the flight conditions specified in the Flight Conditions Column of Table B2A, are defined as follows:

(1) Ground--on ground, independent of airplane configuration;

(2) Take-off--gear down with flaps/slats in any certified takeoff position;

(3) First segment climb--gear down with flaps/slats in any certified takeoff position (normally not above 50 ft AGL);

(4) Second segment climb--gear up with flaps/slats in any certified takeoff position (normally between 50 ft and 400 ft AGL);

(5) Clean--flaps/slats retracted and gear up;

(6) Cruise--clean configuration at cruise altitude and airspeed;

(7) Approach--gear up or down with flaps/slats at any normal approach position as recommended by the airplane manufacturer; and

(8) Landing--gear down with flaps/slats in any certified landing position. b. The format for numbering the objective tests in Appendix A,

Attachment 2, Table A2A, and the objective tests in Appendix B,

Attachment 2, Table B2A, is identical. However, each test required for FFSs is not necessarily required for FTDs. Also, each test required for FTDs is not necessarily required for FFSs. Therefore, when a test number (or series of numbers) is not required, the term

``Reserved'' is used in the table at that location. Following this numbering format provides a degree of commonality between the two tables and substantially reduces the potential for confusion when referring to objective test numbers for either FFSs or FTDs. c. The reader is encouraged to review the Airplane Flight

Simulator Evaluation Handbook, Volumes I and II, published by the

Royal Aeronautical Society, London, UK, and FAA AC 25-7, as amended,

Flight Test Guide for Certification of Transport Category Airplanes, and AC 23-8, as amended, Flight Test Guide for Certification of Part 23 Airplanes, for references and examples regarding flight testing requirements and techniques. d. If relevant winds are present in the objective data, the wind vector should be clearly noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for the test. e. A Level 4 FTD does not require objective tests and therefore,

Level 4 is not addressed in the following table.

End Information

Begin QPS Requirements 2. Test Requirements a. The ground and flight tests required for qualification are listed in Table B2A Objective Tests. Computer generated FTD test

Page 26599

results must be provided for each test except where an alternate test is specifically authorized by the NSPM. If a flight condition or operating condition is required for the test but does not apply to the airplane being simulated or to the qualification level sought, it may be disregarded (e.g., an engine out missed approach for a single-engine airplane; a maneuver using reverse thrust for an airplane without reverse thrust capability). Each test result is compared against the validation data described in Sec. 60.13, and in Appendix B. The results must be produced on an appropriate recording device acceptable to the NSPM and must include FTD number, date, time, conditions, tolerances, and appropriate dependent variables portrayed in comparison to the validation data. Time histories are required unless otherwise indicated in Table B2A. All results must be labeled using the tolerances and units given. b. Table B2A in this attachment sets out the test results required, including the parameters, tolerances, and flight conditions for FTD validation. Tolerances are provided for the listed tests because mathematical modeling and acquisition and development of reference data are often inexact. All tolerances listed in the following tables are applied to FTD performance. When two tolerance values are given for a parameter, the less restrictive may be used unless otherwise indicated. In those cases where a tolerance is expressed only as a percentage, the tolerance percentage applies to the maximum value of that parameter within its normal operating range as measured from the neutral or zero position unless otherwise indicated. c. Certain tests included in this attachment must be supported with a SOC. In Table B2A, requirements for SOCs are indicated in the

``Test Details'' column. d. When operational or engineering judgment is used in making assessments for flight test data applications for FTD validity, such judgment may not be limited to a single parameter. For example, data that exhibit rapid variations of the measured parameters may require interpolations or a ``best fit'' data section. All relevant parameters related to a given maneuver or flight condition must be provided to allow overall interpretation. When it is difficult or impossible to match FTD to airplane data throughout a time history, differences must be justified by providing a comparison of other related variables for the condition being assessed. e. It is not acceptable to program the FTD so that the mathematical modeling is correct only at the validation test points.

Unless noted otherwise, tests must represent airplane performance and handling qualities at operating weights and centers of gravity

(CG) typical of normal operation. If a test is supported by aircraft data at one extreme weight or CG, another test supported by aircraft data at mid-conditions or as close as possible to the other extreme is necessary. Certain tests that are relevant only at one extreme CG or weight condition need not be repeated at the other extreme. The results of the tests for Level 6 are expected to be indicative of the device's performance and handling qualities throughout all of the following:

(1) The airplane weight and CG envelope;

(2) The operational envelope; and

(3) Varying atmospheric ambient and environmental conditions-- including the extremes authorized for the respective airplane or set of airplanes. f. When comparing the parameters listed to those of the airplane, sufficient data must also be provided to verify the correct flight condition and airplane configuration changes. For example, to show that control force is within the parameters for a static stability test, data to show the correct airspeed, power, thrust or torque, airplane configuration, altitude, and other appropriate datum identification parameters must also be given. If comparing short period dynamics, normal acceleration may be used to establish a match to the airplane, but airspeed, altitude, control input, airplane configuration, and other appropriate data must also be given. If comparing landing gear change dynamics, pitch, airspeed, and altitude may be used to establish a match to the airplane, but landing gear position must also be provided. All airspeed values must be properly annotated (e.g., indicated versus calibrated). In addition, the same variables must be used for comparison (e.g., compare inches to inches rather than inches to centimeters). g. The QTG provided by the sponsor must clearly describe how the

FTD will be set up and operated for each test. Each FTD subsystem may be tested independently, but overall integrated testing of the

FTD must be accomplished to assure that the total FTD system meets the prescribed standards. A manual test procedure with explicit and detailed steps for completing each test must also be provided. h. For previously qualified FTDs, the tests and tolerances of this attachment may be used in subsequent continuing qualification evaluations for any given test if the sponsor has submitted a proposed MQTG revision to the NSPM and has received NSPM approval. i. FTDs are evaluated and qualified with an engine model simulating the airplane data supplier's flight test engine. For qualification of alternative engine models (either variations of the flight test engines or other manufacturer's engines) additional tests with the alternative engine models may be required. This attachment contains guidelines for alternative engines. j. Testing Computer Controlled Aircraft (CCA) simulators, or other highly augmented airplane simulators, flight test data is required for the Normal (N) and/or Non-normal (NN) control states, as indicated in this attachment. Where test results are independent of control state, Normal or Non-normal control data may be used. All tests in Table B2A require test results in the Normal control state unless specifically noted otherwise in the Test Details section following the CCA designation. The NSPM will determine what tests are appropriate for airplane simulation data. When making this determination, the NSPM may require other levels of control state degradation for specific airplane tests. Where Non-normal control states are required, test data must be provided for one or more Non- normal control states, and must include the least augmented state.

Where applicable, flight test data must record Normal and Non-normal states for:

(1) Pilot controller deflections or electronically generated inputs, including location of input; and

(2) Flight control surface positions unless test results are not affected by, or are independent of, surface positions. k. Tests of handling qualities must include validation of augmentation devices. FTDs for highly augmented airplanes will be validated both in the unaugmented configuration (or failure state with the maximum permitted degradation in handling qualities) and the augmented configuration. Where various levels of handling qualities result from failure states, validation of the effect of the failure is necessary. Requirements for testing will be mutually agreed to between the sponsor and the NSPM on a case-by-case basis. l. Some tests will not be required for airplanes using airplane hardware in the FTD flight deck (e.g., ``side stick controller'').

These exceptions are noted in Section 2 ``Handling Qualities'' in

Table B2A of this attachment. However, in these cases, the sponsor must provide a statement that the airplane hardware meets the appropriate manufacturer's specifications and the sponsor must have supporting information to that fact available for NSPM review. m. For objective test purposes, see Appendix F of this part for the definitions of ``Near maximum,'' ``Light,'' and ``Medium'' gross weight.

End QPS Requirements

Begin Information n. In those cases where the objective test results authorize a

``snapshot test'' or a ``series of snapshot test results'' in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot. o. Refer to AC 120-27, ``Aircraft Weight and Balance''; and FAA-

H-8083-1, ``Aircraft Weight and Balance Handbook'' for more information.

End Information

Page 26600

Table B2A.--Flight Training Device (FTD) Objective Tests

QPS requirements

Test

FTD

Information

Flight

level -----------------

Tolerances

conditions

Test details ----------

Entry No.

Title

5 6

Notes

1. Performance

1.a......... (Reserved)

1.b......... Takeoff

1.b.1....... Ground

5%

Takeoff......... Record

X This test is

Acceleration

time or 1 sec.

time for a

if RTO training minimum of 80%

credit is of the segment

sought. from brake release to VR.

Preliminary aircraft certification data may be used.

1.b.2.

(Reserved) through 1.b.6..

1.b.7....... Rejected Takeoff 5%

Dry Runway...... Record time for

X This test is time or 1.5 sec.

the segment

if RTO training from initiation

credit is of the Rejected

sought.

Takeoff to full stop.

1.b.8....... (Reserved)

1.c......... Climb

1.c.1....... Normal Climb all 3 kt Clean........... Flight test data X

X engines

airspeed, 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......... Engines

1.f.1....... Acceleration.... Level 6: 10% Tt,

Landing.

power (N1, N2,

of this part or 0.25 sec.

Manifold

of Ti and Tt.

Level 5: 1 sec.

idle to maximum takeoff power for a rapid

(slam) throttle movement.

1.f.2....... Deceleration.... Level 6: 10% Tt,

power (N1, N2,

of this part or 0.25 sec.

Manifold

of Ti and Tt.

Level 5: 1 sec.

maximum takeoff power to idle for a rapid

(slam) throttle movement.

2. Handling Qualities

Page 26601

For FTDs requiring Static tests at the controls (i.e., column, wheel,

Testing of rudder pedal), special test fixtures will not be required during

position versus initial or upgrade evaluations if the sponsor's QTG/MQTG shows both

force is not test fixture results and the results of an alternative approach, such

applicable if as computer plots produced concurrently, that show satisfactory

forces are agreement. Repeat of the alternative method during the initial or

generated upgrade evaluation would then satisfy this test requirement.

solely by use of airplane hardware in the

FTD.

2.a......... Static Control Tests

2.a.1.a..... Pitch Controller 2 lb Ground.......... Record results

X

Position vs.

(0.9 daN)

for an

Force and

breakout, 10% or

control sweep

Position

5

to the stops.

Calibration.

lb (2.2 daN) force, 2[deg] elevator.

2.a.1.b..... Pitch Controller 2 lb As determined by Record results

X

Applicable only

Position vs.

(0.9 daN)

sponsor.

during initial

on continuing

Force.

breakout, 10% or

evaluation for

evaluations. 5

an

The intent is lb (2.2 daN)

uninterrupted

to design the force.

control sweep

control feel to the stops.

for Level 5 to

The recorded

be able to tolerances

manually fly an apply to

instrument subsequent

approach; and comparisons on

not to compare continuing

results to qualification

flight test or evaluations.

other such data.

2.a.2.a..... Roll Controller 2 lb Ground.......... Record results

X

Position vs.

(0.9 daN)

for an

Force and

breakout, 10% or

control sweep

Position

3

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

X

Applicable only

Position vs.

(0.9 daN)

sponsor.

during initial

on continuing

Force.

breakout, 10% or

evaluation for

evaluations. 3

an

The intent is lb (1.3 daN)

uninterrupted

to design the force.

control sweep

control feel to the stops.

for Level 5 to

The recorded

be able to tolerances

manually fly an apply to

instrument subsequent

approach; and comparisons on

not to compare continuing

results to qualification

flight test or evaluations.

other such data.

2.a.3.a..... Rudder Pedal

5 lb Ground.......... Record results

X

Position vs.

(2.2 daN)

for an

Force and

breakout, 10% or

control sweep

Position

5

to the stops.

Calibration.

lb (2.2 daN) force, 2[deg] rudder angle.

Page 26602

2.a.3.b..... Rudder Pedal

5 lb As determined by Record results

X

Applicable only

Position vs.

(2.2 daN)

sponsor.

during initial

on continuing

Force.

breakout, 10% or

evaluation for

evaluations. 5

an

The intent is lb (2.2 daN)

uninterrupted

to design the force.

control sweep

control feel to the stops.

for Level 5 to

The recorded

be able to tolerances

manually fly an apply to

instrument subsequent

approach; and comparisons on

not to compare continuing

results to qualification

flight test or evaluations.

other such data.

2.a.4....... Nosewheel

2 lb Ground.......... Record results

X

Steering

(0.9 daN)

of an

Controller

breakout, 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.

2.a.6....... Pitch Trim

0.5[deg]

the test is to

Surface

of computed

compare the FTD

Position

trim 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 points

X 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 Tests

Power 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. pitch conrol

Power change force.

dynamics test as described in test 2.c.1 of

Table A2A of this part will be accepted.

CCA: Test in

Normal and Non- normal control states.

Page 26603

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. pitch conrol

approach to

Flap/Slat force.

landing.

change dynamics test as described in test 2.c.2 of

Table A2A of this part will be accepted.

CCA: Test in

Normal and Non- normal control states.

2.c.3....... (Reserved)

2.c.4....... Gear Change

5 lb Takeoff

May be a series

X

X

Force.

(2.2 daN) or,

(retraction)

of snapshot 20% and Approach

test results. pitch conrol

(extension).

Gear change force.

dynamics test as described in test 2.c.4 of

Table A2A of this part will be accepted.

CCA: Test in

Normal and Non- normal control states.

2.c.5....... Longitudinal

0.5[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.

CCA: Test in

Normal and Non- normal control states.

2.c.6....... Longitudinal

5 lb Cruise,

Continuous time

X

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

. CCA: Test in

Normal and Non- normal control states.

Page 26604

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. CCA:

Test in Normal and Non-normal control states.

2.c.8....... Stall Warning

3

Second Segment

The stall

X

X

(actuation of

kts. airspeed,

Climb, and

maneuver 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.

CCA: Test in

Normal and Non- normal control states.

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. CCA:

Test in Non- normal control state.

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. CCA:

Test in Non- normal control state.

2.c.10...... Short Period

1.5[deg]

normal control pitch angle or

state. 2[deg]/ sec pitch rate, 0.10g acceleration..

2.d......... Lateral Directional Tests

Power setting is that required for level flight unless otherwise specified.

2.d.1....... (Reserved)

2.d.2....... Roll Response

10% 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.).

Page 26605

2.d.3....... Roll Response to 10% Approach or

Record from

X

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.). CCA:

Test in Non- normal control state.

2.d.4.a..... Spiral Stability Correct trend

Cruise.......... Record results

X Airplane data and 3[deg] or

directions. As

multiple tests 10%

an alternate

in same bank angle in

test,

direction may 30 seconds.

demonstrate the

be used. lateral control required to maintain a steady turn with a bank angle of 30[deg]. CCA:

Test in Non- normal control state.

2.d.4.b..... Spiral Stability Correct trend... Cruise.......... CCA: Test in Non- X

Airplane data normal control

averaged from state.

multiple tests in same direction may be used.

2.d.5....... (Reserved)

2.d.6.a..... Rudder Response. 2[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.). CCA:

Test in Normal and Non-normal control states.

2.d.6.b..... Rudder Response. Roll rate 2[deg]/

Landing.

response to a

accomplished as sec, bank angle

given rudder

a yaw response 3[deg].

CCA: Test in

case the

Normal and Non-

procedures and normal control

requirements of states.

test 2.d.6.a. will apply.

2.d.7....... Dutch Roll (Yaw 0.5 Cruise, and

Record results

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. CCA:

Test in Non- normal control state.

2.d.8....... Steady State

For given rudder Approach or

Use at least two X

X

Sideslip.

position 2[deg]

positions, one bank angle,

of which must 1[deg]

allowable sideslip angle,

rudder. 10%

Propeller or 2[deg]

airplanes must aileron, 10% or

direction. May 5[deg]

snapshot test spoiler or

results. equivalent

Sideslip angle roll,

is matched only controller

for position or

repeatability force.

and only on continuing qualification evaluations.

Page 26606

2.e.

(Reserved) through 2.h.

3. (Reserved)

4. (Reserved)

5. (Reserved)

6. FTD System Response Time

6.a......... Latency.

300 ms (or less) Take-off,

One test is

X

X after airplane cruise, and

required in response.

approach or

each axis landing.

(pitch, roll and yaw) for each of the three conditions

(take-off, cruise, and approach or landing).

Transport Delay

300 ms (or less) N/A............. A separate test

X

X If Transport after

is required in

Delay is the controller

each axis

chosen method movement.

(pitch, roll,

to demonstrate and yaw).

relative responses, the sponsor and the

NSPM will use the latency values to ensure proper simulator response when reviewing those existing tests where latency can be identified

(e.g., short period, roll response, rudder response).

Begin Information 3. For additional information on the following topics, please refer to

Appendix A, Attachment 2, and the indicated paragraph within that attachment

Control Dynamics, paragraph 4.

Motion System, paragraph 6.

Sound System, paragraph 7.

Engineering Simulator Validation Data, paragraph 9.

Validation Test Tolerances, paragraph 11.

Validation Data Road Map, paragraph 12.

Acceptance Guidelines for Alternative Engines Data, paragraph 13.

Acceptance Guidelines for Alternative Avionics, paragraph 14.

Transport Delay Testing, paragraph 15.

Continuing Qualification Evaluation Validation Data

Presentation, paragraph 16.

End Information

4. Alternative Objective Data for FTD Level 5

Begin QPS Requirements a. This paragraph (including the following tables) is relevant only to FTD Level 5. It is provided because this level is required to simulate the performance and handling characteristics of a set of airplanes with similar characteristics, such as normal airspeed/ altitude operating envelope and the same number and type of propulsion systems (engines). b. Tables B2B through B2E reflect FTD performance standards that are acceptable to the FAA. A sponsor must demonstrate that a device performs within these parameters, as applicable. If a device does not meet the established performance parameters for some or for all of the applicable tests listed in Tables B2B through B2E, the sponsor may use NSP accepted flight test data for comparison purposes for those tests. c. Sponsors using the data from Tables B2B through B2E must comply with the following:

(1) Submit a complete QTG, including results from all of the objective tests appropriate for the level of qualification sought as set out in Table B2A. The QTG must highlight those results that demonstrate the performance of the FTD is within the allowable performance ranges indicated in Tables B2B through B2E, as appropriate.

(2) The QTG test results must include all relevant information concerning the conditions under which the test was conducted; e.g., gross weight, center of gravity, airspeed, power setting, altitude

(climbing, descending, or level), temperature, configuration, and any other parameter that impacts the conduct of the test.

(3) The test results become the validation data against which the initial and all subsequent continuing qualification evaluations are compared. These subsequent evaluations will use the tolerances listed in Table B2A.

Page 26607

(4) Subjective testing of the device must be performed to determine that the device performs and handles like an airplane within the appropriate set of airplanes.

End QPS Requirements

Begin Information d. The reader is encouraged to consult the Airplane Flight

Simulator Evaluation Handbook, Volumes I and II, published by the

Royal Aeronautical Society, London, UK, and AC 25-7, Flight Test

Guide for Certification of Transport Category Airplanes, and AC 23- 8A, Flight Test Guide for Certification of Part 23 Airplanes, as amended, for references and examples regarding flight testing requirements and techniques.

End Information

Table B2B.--Alternative Data Source for FTD Level 5 Small, Single Engine

(Reciprocating) Airplane

QPS requirement The performance parameters in this table must be used to program the FTD if flight test data is not used to program the FTD.

Applicable test

Authorized performance

Entry No.

Title and procedure

range

1............... Performance.

1.c............. Climb

1.c.1........... Normal climb with nominal Climb rate = 500-1200 fpm gross weight, at best

(2.5-6 m/sec). rate-of-climb airspeed.

1.f............. Engines.

1.f.1........... Acceleration; idle to

2-4 Seconds. takeoff power.

1.f.2........... Deceleration; takeoff

2-4 Seconds. power to idle.

2............... Handling Qualities

2.c............. Longitudinal Tests

2.c.1........... Power change force

(a) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight at 80% of

force (Pull). normal cruise airspeed with necessary power.

Reduce power to flight idle. Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed.

OR

(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight at 80% of

force (Push). normal cruise airspeed with necessary power. Add power to maximum setting.

Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed..

2.c.2........... Flap/slat change force

(a) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight with flaps

force (Pull). fully retracted at a constant airspeed within the flaps-extended airspeed range. Do not adjust trim or power.

Extend the flaps to 50% of full flap travel.

After stabilized, record stick force necessary to maintain original airspeed.

OR

(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight with flaps

force (Push). extended to 50% of full flap travel, at a constant airspeed within the flaps-extended airspeed range. Do not adjust trim or power.

Retract the flaps to zero. After stabilized, record stick force necessary to maintain original airspeed.

2.c.4........... Gear change force

(a) Trim for straight and 2-12 lbs (0.88-5.3 daN) of level flight with landing force (Pull). gear retracted at a constant airspeed within the landing gear-extended airspeed range. Do not adjust trim or power.

Extend the landing gear.

After stabilized, record stick force necessary to maintain original airspeed.

OR

Page 26608

(b) Trim for straight and 2-12 lbs (0.88-5.3 daN) of level flight with landing force (Push). gear extended, at a constant airspeed within the landing gear-extended airspeed range. Do not adjust trim or power.

Retract the landing gear.

After stabilized, record stick force necessary to maintain original airspeed.

2.c.5........... Longitudinal trim......... Must be able to trim longitudinal stick force to ``zero'' in each of the following configurations: cruise; approach; and landing.

2.c.7........... Longitudinal static

Must exhibit positive stability.

static stability.

2.c.8........... Stall warning (actuation of stall warning device) with nominal gross weight; wings level; and a deceleration rate of not more than three (3) knots per second.

(a) Landing configuration. 40-60 knots; 5[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.

2.d.2........... Roll response (rate). Roll Must have a roll rate of rate must be measured

40[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. Cruise

Initial bank angle (5[deg]) after 20 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. Use 25

2[deg]-6[deg]/second yaw percent of maximum rudder rate. deflection. (Applicable to approach or landing configuration.).

2.d.7........... Dutch roll, yaw damper

A period of 2-5 seconds; off. (Applicable to

and \1/2\-2 cycles. cruise and approach configurations.).

2.d.8........... Steady state sideslip. Use 2[deg]-10[deg] of bank; 50 percent rudder

4[deg]-10[deg] of deflection. (Applicable

sideslip; and 2[deg]- to approach and landing

10[deg] of aileron. configurations.).

6............... FTD System Response Time

6.a............. Latency. Flight deck

300 milliseconds or less. instrument systems response to an abrupt pilot controller input.

One test is required in each axis (pitch, roll, yaw).

Table B2C.--Alternative Data Source for FTD Level 5 Small, Multi-Engine

(Reciprocating) Airplane

QPS requirement The performance parameters in this table must be used to program the FTD if flight test data is not used to program the FTD.

Applicable test

Authorized performance

Entry No.

Title and procedure

range

1. Performance

1.c............. Climb

1.c.1........... Normal climb with nominal Climb airspeed = 95-115 gross weight, at best

knots. rate-of-climb airspeed.

Climb rate = 500-1500 fpm

(2.5-7.5 m/sec)

Page 26609

1.f............. Engines

1.f.1........... Acceleration; idle to

2-5 Seconds. takeoff power.

1.f.2........... Deceleration; takeoff

2-5 Seconds. power to idle.

2. Handling Qualities

2.c............. Longitudinal Tests........

2.c.1........... Power change force........

(a) Trim for straight and 10-25 lbs (2.2-6.6 daN) of level flight at 80% of

force (Pull). normal cruise airspeed with necessary power.

Reduce power to flight idle. Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed.

OR

(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight at 80% of

force (Push). normal cruise airspeed with necessary power. Add power to maximum setting.

Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed.

2.c.2........... Flap/slat change force....

(a) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight with flaps

force (Pull). fully retracted at a constant airspeed within the flaps-extended airspeed range. Do not adjust trim or power.

Extend the flaps to 50% of full flap travel.

After stabilized, record stick force necessary to maintain original airspeed.

OR

(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight with flaps

force (Push). extended to 50% of full flap travel, at a constant airspeed within the flaps-extended airspeed range. Do not adjust trim or power.

Retract the flaps to zero. After stabilized, record stick force necessary to maintain original airspeed.

2.c.4........... Gear change force.........

(a) Trim for straight and 2-12 lbs (0.88-5.3 daN) of level flight with landing force (Pull). gear retracted at a constant airspeed within the landing gear-extended airspeed range. Do not adjust trim or power.

Extend the landing gear.

After stabilized, record stick force necessary to maintain original airspeed.

OR

(b) Trim for straight and 2-12 lbs (0.88-5.3 daN) of level flight with landing force (Push). gear extended, at a constant airspeed within the landing gear-extended airspeed range. Do not adjust trim or power.

Retract the landing gear.

After stabilized, record stick force necessary to maintain original airspeed.

2.c.4........... Longitudinal trim......... Must be able to trim longitudinal stick force to ``zero'' in each of the following configurations: cruise; approach; and landing.

2.c.7........... Longitudinal static

Must exhibit positive stability.

static stability.

2.c.8........... Stall warning (actuation of stall warning device) with nominal gross weight; wings level; and a deceleration rate of not more than three (3) knots per second.

(a) Landing configuration. 60-90 knots; 5[deg] of bank.

Page 26610

(b) Clean configuration... Landing configuration speed + 10-20%.

2.c.9.b......... Phugoid dynamics.......... Must have a phugoid with a period of 30-60 seconds.

May not reach \1/2\ or double amplitude in less than 2 cycles.

2.d............. Lateral Directional Tests

2.d.2........... Roll response............. Must have a roll rate of

Roll rate must be measured 4\1/2\-25\1/2\/second. through at least 30[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........... 3[deg]-6[deg]/second yaw rate.

Use 25 percent of maximum rudder deflection.

(Applicable to approach landing configuration.)

2.d.7........... Dutch roll, yaw damper

A period of 2-5 seconds; off. (Applicable to

and \1/2\-2 cycles. cruise and approach configurations.).

2.d.8........... Steady state sideslip..... 2[deg]-10[deg] of bank; 4- 10 degrees of sideslip; and 2[deg]-10[deg] of aileron.

Use 50 percent rudder deflection. (Applicable to approach and landing configurations.)

6. FTD System Response Time

6.a............. Flight deck instrument

300 milliseconds or less. systems response to an abrupt pilot controller input. One test is required in each axis

(pitch, roll, yaw).

Table B2D.--Alternative Data Source for FTD Level 5 Small, Single Engine

(Turbo-Propeller) Airplane

QPS requirement The performance parameters in this table must be used to program the FTD if flight test data is not used to program the FTD.

Applicable Test

Authorized performance

Entry No.

Title and procedure

range

1. Performance

1.c............. Climb.

1.c.1........... Normal climb with nominal Climb airspeed = 95-115 gross weight, at best

knots. rate-of-climb airspeed.

Climb rate = 800-1800 fpm

(4-9 m/sec).

1.f............. Engines

1.f.1........... Acceleration; idle to

4-8 Seconds. takeoff power.

1.f.2........... Deceleration; takeoff

3-7 Seconds. power to idle.

2. Handling Qualities

2.c............. Longitudinal Tests

2.c.1........... Power change force

(a) Trim for straight and 8 lbs (3.5 daN) of Push level flight at 80% of

force--8 lbs (3.5 daN) of normal cruise airspeed

Pull force. with necessary power.

Reduce power to flight idle. Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed.

Page 26611

OR

(b) Trim for straight and 12-22 lbs (5.3-9.7 daN) of level flight at 80% of

force (Push). normal cruise airspeed with necessary power. Add power to maximum setting.

Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed.

2.c.2........... Flap/slat change force

(a) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight with flaps

force (Pull). fully retracted at a constant airspeed within the flaps-extended airspeed range. Do not adjust trim or power.

Extend the flaps to 50% of full flap travel.

After stabilized, record stick force necessary to maintain original airspeed.

OR

(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight with flaps

force (Push). extended to 50% of full flap travel, at a constant airspeed within the flaps-extended airspeed range. Do not adjust trim or power.

Retract the flaps to zero. After stabilized, record stick force necessary to maintain original airspeed..

2.c.4........... Gear change force.

(a) Trim for straight and 2-12 lbs (0.88-5.3 daN) of level flight with landing force (Pull). gear retracted at a constant airspeed within the landing gear-extended airspeed range. Do not adjust trim or power.

Extend the landing gear.

After stabilized, record stick force necessary to maintain original airspeed..

OR

(b) Trim for straight and 2-12 lbs (0.88-5.3 daN) of level flight with landing force (Push). gear extended, at a constant airspeed within the landing gear-extended airspeed range. Do not adjust trim or power.

Retract the landing gear.

After stabilized, record stick force necessary to maintain original airspeed.

2.b.5........... Longitudinal trim......... Must be able to trim longitudinal stick force to ``zero'' in each of the following configurations: cruise; approach; and landing.

2.c.7........... Longitudinal static

Must exhibit positive stability.

static stability.

2.c.8........... Stall warning (actuation of stall warning device) with nominal gross weight; wings level; and a deceleration rate of not more than three (3) knots per second.

(a) Landing configuration. 60-90 knots; 5[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 Tests

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.

Page 26612

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 off A period of 2-5 seconds;

(Applicable to cruise and and \1/2\-3 cycles. approach configurations.).

2.d.8........... Steady state sideslip..... 2[deg]-10[deg] of bank;

Use 50 percent rudder

4[deg]-10[deg] of deflection..

sideslip; and 2[deg]-

(Applicable to approach

10[deg] of aileron. and landing configurations.).

6. FTD System Response Time

6.a............. Flight deck instrument

300 milliseconds or less. systems response to an abrupt pilot controller input. One test is required in each axis

(pitch, roll, yaw).

Table B2E.--Alternative Data Source for FTD Level 5 Multi-Engine (Turbo-

Propeller) Airplane

QPS REQUIREMENT The performance parameters in this table must be used to program the FTD if flight test data is not used to program the FTD.

Applicable test

Authorized performance

Entry No.

Title and procedure

range

1. Performance

1.c............. Climb.....................

1.b.1........... Normal climb with nominal Climb airspeed = 120-140 gross weight, at best

knots. rate-of-climb airspeed.

Climb rate = 1000-3000 fpm

(5-15 m/sec).

1.f............. Engines

1.f.1........... Acceleration; idle to

2-6 Seconds. takeoff power.

1.f.2........... Deceleration; takeoff

1-5 Seconds. power to idle.

2. Handling Qualities

2.c............. Longitudinal Tests

2.c.1........... Power change force

(a) Trim for straight and 8 lbs (3.5 daN) of Push level flight at 80% of

force to 8 lbs (3.5 daN) normal cruise airspeed

of Pull force. with necessary power.

Reduce power to flight idle. Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed.

OR

(b) Trim for straight and 12-22 lbs (5.3-9.7 daN) of level flight at 80% of

force (Push). normal cruise airspeed with necessary power. Add power to maximum setting.

Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed.

2.c.2........... Flap/slat change force

(a) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight with flaps

force (Pull). fully retracted at a constant airspeed within the flaps-extended airspeed range. Do not adjust trim or power.

Extend the flaps to 50% of full flap travel.

After stabilized, record stick force necessary to maintain original airspeed.

Page 26613

OR

(b) Trim for straight and 5-15 lbs (2.2-6.6 daN) of level flight with flaps

force (Push). extended to 50% of full flap travel, at a constant airspeed within the flaps-extended airspeed range. Do not adjust trim or power.

Retract the flaps to zero. After stabilized, record stick force necessary to maintain original airspeed.

2.c.4........... Gear change force

(a) Trim for straight and 2-12 lbs (0.88-5.3 daN) of level flight with landing force (Pull). gear retracted at a constant airspeed within the landing gear-extended airspeed range. Do not adjust trim or power.

Extend the landing gear.

After stabilized, record stick force necessary to maintain original airspeed.

OR

(b) Trim for straight and 2-12 lbs (0.88-5.3 daN) of level flight with landing force (Push). gear extended, at a constant airspeed within the landing gear-extended airspeed range. Do not adjust trim or power.

Retract the landing gear.

After stabilized, record stick force necessary to maintain original airspeed.

2.b.5........... Longitudinal trim......... Must be able to trim longitudinal stick force to ``zero'' in each of the following configurations: cruise; approach; and landing.

2.c.7........... Longitudinal static

Must exhibit positive stability.

static stability.

2.c.8........... Stall warning (actuation of stall warning device) with nominal gross weight; wings level; and a deceleration rate of not more than three (3) knots per second.

(a) Landing configuration. 80-100 knots; 5[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 Tests

2.d.2........... Roll response............. Must have a roll rate of 4-

Roll rate must be measured 25 degrees/second. through at least 30[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 off A period of 2-5 seconds;

(Applicable to cruise and and \1/2\-2 cycles. approach configurations.).

2.d.8........... Steady state sideslip..... 2[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 Time

6.a............. Flight deck instrument

300 milliseconds or less. systems response to an abrupt pilot controller input. One test is required in each axis

(pitch, roll, yaw).

Page 26614

End QPS Requirements

Begin QPS Requirements 5. Alternative Data Sources, Procedures, and Instrumentation: Level 6

FTD Only a. Sponsors are not required to use the alternative data sources, procedures, and instrumentation. However, a sponsor may choose to use one or more of the alternative sources, procedures, and instrumentation described in Table B2F.

End QPS Requirements

Begin Information b. It has become standard practice for experienced FTD manufacturers to use such techniques as a means of establishing data bases for new FTD configurations while awaiting the availability of actual flight test data; and then comparing this new data with the newly available flight test data. The results of such comparisons have, as reported by some recognized and experienced simulation experts, become increasingly consistent and indicate that these techniques, applied with appropriate experience, are becoming dependably accurate for the development of aerodynamic models for use in Level 6 FTDs. c. In reviewing this history, the NSPM has concluded that, with proper care, those who are experienced in the development of aerodynamic models for FTD application can successfully use these modeling techniques to acceptably alter the method by which flight test data may be acquired and, when applied to Level 6 FTDs, does not compromise the quality of that simulation. d. The information in the table that follows (Table of

Alternative Data Sources, Procedures, and Information: Level 6 FTD

Only) is presented to describe an acceptable alternative to data sources for Level 6 FTD modeling and validation, and an acceptable alternative to the procedures and instrumentation found in the flight test methods traditionally accepted for gathering modeling and validation data.

(1) Alternative data sources that may be used for part or all of a data requirement are the Airplane Maintenance Manual, the Airplane

Flight Manual (AFM), Airplane Design Data, the Type Inspection

Report (TIR), Certification Data or acceptable supplemental flight test data.

(2) The NSPM recommends that use of the alternative instrumentation noted in Table B2F be coordinated with the NSPM prior to employment in a flight test or data gathering effort. e. The NSPM position regarding the use of these alternative data sources, procedures, and instrumentation is based on three primary preconditions and presumptions regarding the objective data and FTD aerodynamic program modeling.

(1) Data gathered through the alternative means does not require angle of attack (AOA) measurements or control surface position measurements for any flight test. AOA can be sufficiently derived if the flight test program insures the collection of acceptable level, unaccelerated, trimmed flight data. Angle of attack may be validated by conducting the three basic ``fly-by'' trim tests. The FTD time history tests should begin in level, unaccelerated, and trimmed flight, and the results should be compared with the flight test pitch angle.

(2) A simulation controls system model should be rigorously defined and fully mature. It should also include accurate gearing and cable stretch characteristics (where applicable) that are determined from actual aircraft measurements. Such a model does not require control surface position measurements in the flight test objective data for Level 6 FTD applications. f. Table B2F is not applicable to Computer Controlled Aircraft

FTDs. g. Utilization of these alternate data sources, procedures, and instrumentation does not relieve the sponsor from compliance with the balance of the information contained in this document relative to Level 6 FTDs. h. The term ``inertial measurement system'' allows the use of a functional global positioning system (GPS).

End Information

Table B2F.--Alternative Data Sources, Procedures, and Instrumentation Level 6 FTD

QPS REQUIREMENTS The standards in this table are required if the data gathering

Information methods described in paragraph 9 of Appendix B are not used.

---------------------------

Objective test reference number and

Alternative data sources, procedures, and

Notes title

instrumentation

1.b.1................................... Data may be acquired through a

This test is required only

Performance............................. synchronized video recording of a stop

if RTO is sought.

Takeoff................................. watch and the calibrated airplane

Ground acceleration time................ airspeed indicator. Hand-record the flight conditions and airplane configuration.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 1.b.7................................... Data may be acquired through a

This test is required only

Performance............................. synchronized video recording of a stop

if RTO is sought.

Takeoff................................. watch and the calibrated airplane

Rejected takeoff........................ airspeed indicator. Hand-record the flight conditions and airplane configuration.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 1.c.1................................... Data may be acquired with a synchronized

Performance............................. video of calibrated airplane instruments

Climb................................... and engine power throughout the climb

Normal climb all engines operating...... range.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 1.f.1................................... Data may be acquired with a synchronized

Performance............................. video recording of engine instruments and

Engines................................. throttle position.

Acceleration............................

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 1.f.2................................... Data may be acquired with a synchronized

Performance............................. video recording of engine instruments and

Engines................................. throttle position.

Deceleration............................

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤

Page 26615

2.a.1.a................................. Surface position data may be acquired from For airplanes with

Handling qualities...................... flight data recorder (FDR) sensor or, if reversible control

Static control tests.................... no FDR sensor, at selected, significant

systems, surface position

Pitch controller position vs. force and column positions (encompassing

data acquisition should surface position calibration..

significant column position data points), be accomplished with acceptable to the NSPM, using a control

winds less than 5 kts. surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same column position data points.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.a.2.a................................. Surface position data may be acquired from For airplanes with

Handling qualities...................... flight data recorder (FDR) sensor or, if reversible control

Static control tests.................... no FDR sensor, at selected, significant

systems, surface position

Wheel position vs. force and surface

wheel positions (encompassing significant data acquisition should position calibration..

wheel position data points), acceptable

be accomplished with to the NSPM, using a control surface

winds less than 5 kts. protractor on the ground. Force data may be acquired by using a hand held force gauge at the same wheel position data points.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.a.3.a................................. Surface position data may be acquired from For airplanes with

Handling qualities...................... flight data recorder (FDR) sensor or, if reversible control

Static control tests.................... no FDR sensor, at selected, significant

systems, surface position

Rudder pedal position vs. force and

rudder pedal positions (encompassing

data acquisition should surface position calibration..

significant rudder pedal position data

be accomplished with points), acceptable to the NSPM, using a winds less than 5 kts. control surface protractor on the ground.

Force data may be acquired by using a hand held force gauge at the same rudder pedal position data points.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.a.4................................... Breakout data may be acquired with a hand

Handling qualities...................... held force gauge. The remainder of the

Static control tests.................... force to the stops may be calculated if

Nosewheel steering force................ the force gauge and a protractor are used to measure force after breakout for at least 25% of the total displacement capability.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.a.5................................... Data may be acquired through the use of

Handling qualities...................... force pads on the rudder pedals and a

Static control tests.................... pedal position measurement device,

Rudder pedal steering calibration....... together with design data for nosewheel position.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.a.6................................... Data may be acquired through calculations.

Handling qualities......................

Static control tests....................

Pitch trim indicator vs. surface position calibration..

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.a.8................................... Data may be acquired through the use of a

Handling qualities...................... temporary throttle quadrant scale to

Static control tests.................... document throttle position. Use a

Alignment of power lever angle vs.

synchronized video to record steady state selected engine parameter (e.g., EPR,

instrument readings or hand-record steady

N1, Torque, Manifold pressure)..

state engine performance readings.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.a.9................................... Use of design or predicted data is

Handling qualities...................... acceptable. Data may be acquired by

Static control tests.................... measuring deflection at ``zero'' and at

Brake pedal position vs. force.......... ``maximum.''

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.c.1................................... Data may be acquired by using an inertial Power change dynamics test

Handling qualities...................... measurement system and a synchronized

is acceptable using the

Longitudinal control tests.............. video of the calibrated airplane

same data acquisition

Power change force...................... instruments, throttle position, and the

methodology. force/position measurements of flight deck controls.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤

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2.c.2................................... Data may be acquired by using an inertial Flap/slat change dynamics

Handling qualities...................... measurement system and a synchronized

test is acceptable using

Longitudinal control tests.............. video of calibrated airplane instruments, the same data acquisition

Flap/slat change force.................. flap/slat position, and the force/

methodology. position measurements of flight deck controls.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.c.4................................... Data may be acquired by using an inertial Gear change dynamics test

Handling qualities...................... measurement system and a synchronized

is acceptable using the

Longitudinal control tests.............. video of the calibrated airplane

same data acquisition

Gear change force....................... instruments, gear position, and the force/ methodology. position measurements of flight deck controls.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.c.5................................... Data may be acquired through use of an

Handling qualities...................... inertial measurement system and a

Longitudinal control tests.............. synchronized video of flight deck

Longitudinal trim....................... controls position (previously calibrated to show related surface position) and engine instrument readings.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.c.6................................... Data may be acquired through the use of an

Handling qualities...................... inertial measurement system and a

Longitudinal control tests.............. synchronized video of the calibrated

Longitudinal maneuvering stability

airplane instruments; a temporary, high

(stick force/g)..

resolution bank angle scale affixed to the attitude indicator; and a wheel and column force measurement indication.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.c.7................................... Data may be acquired through the use of a

Handling qualities...................... synchronized video of the airplane flight

Longitudinal control tests.............. instruments and a hand held force gauge.

Longitudinal static stability...........

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.c.8................................... Data may be acquired through a

Airspeeds may be cross

Handling qualities...................... synchronized video recording of a stop

checked with those in the

Longitudinal control tests.............. watch and the calibrated airplane

TIR and AFM.

Stall Warning (activation of stall

airspeed indicator. Hand-record the warning device)..

flight conditions and airplane configuration.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.c.9.a................................. Data may be acquired by using an inertial

Handling qualities...................... measurement system and a synchronized

Longitudinal control tests.............. video of the calibrated airplane

Phugoid dynamics........................ instruments and the force/position measurements of flight deck controls.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.c.10.................................. Data may be acquired by using an inertial

Handling qualities...................... measurement system and a synchronized

Longitudinal control tests.............. video of the calibrated airplane

Short period dynamics................... instruments and the force/position measurements of flight deck controls.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.c.11.................................. May use design data, production flight

Handling qualities...................... test schedule, or maintenance

Longitudinal control tests.............. specification, together with an SOC.

Gear and flap/slat operating times......

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.d.2................................... Data may be acquired by using an inertial

Handling qualities...................... measurement system and a synchronized

Lateral directional tests............... video of the calibrated airplane

Roll response (rate).................... instruments and the force/position measurements of flight deck lateral controls.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.d.3................................... Data may be acquired by using an inertial

Handling qualities...................... measurement system and a synchronized

Lateral directional tests............... video of the calibrated airplane

(a) Roll overshoot...................... instruments and the force/position

OR...................................... measurements of flight deck lateral

(b) Roll response to flight deck roll

controls. controller step input..

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.d.4................................... Data may be acquired by using an inertial

Handling qualities...................... measurement system and a synchronized

Lateral directional tests............... video of the calibrated airplane

Spiral stability........................ instruments; the force/position measurements of flight deck controls; and a stop watch.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤

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2.d.6.a................................. Data may be acquired by using an inertial

Handling qualities...................... measurement system and a synchronized

Lateral directional tests............... video of the calibrated airplane

Rudder response......................... instruments; the force/position measurements of rudder pedals.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.d.7................................... Data may be acquired by using an inertial

Handling qualities...................... measurement system and a synchronized

Lateral directional tests............... video of the calibrated airplane

Dutch roll, (yaw damper OFF)............ instruments and the force/position measurements of flight deck controls.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤ 2.d.8................................... Data may be acquired by using an inertial

Handling qualities...................... measurement system and a synchronized

Lateral directional tests............... video of the calibrated airplane

Steady state sideslip................... instruments and the force/position measurements of flight deck controls.

Attachment 3 to Appendix B to Part 60--Flight Training Device (FTD)

Subjective Evaluation

Begin Information 1. Discussion a. The subjective tests provide a basis for evaluating the capability of the FTD to perform over a typical utilization period.

The items listed in the Table of Functions and Subjective Tests are used to determine whether the FTD competently simulates each required maneuver, procedure, or task; and verifying correct operation of the FTD controls, instruments, and systems. The tasks do not limit or exceed the authorizations for use of a given level of FTD as described on the SOQ or as approved by the TPAA. All items in the following paragraphs are subject to examination. b. All simulated airplane systems functions will be assessed for normal and, where appropriate, alternate operations. Simulated airplane systems are listed separately under ``Any Flight Phase'' to ensure appropriate attention to systems checks. Operational navigation systems (including inertial navigation systems, global positioning systems, or other long-range systems) and the associated electronic display systems will be evaluated if installed. The NSP pilot will include in his report to the TPAA, the effect of the system operation and any system limitation. c. At the request of the TPAA, the NSP Pilot may assess the FTD for a special aspect of a sponsor's training program during the functions and subjective portion of an evaluation. Such an assessment may include a portion of a specific operation (e.g., a

Line Oriented Flight Training (LOFT) scenario) or special emphasis items in the sponsor's training program. Unless directly related to a requirement for the qualification level, the results of such an evaluation would not affect the qualification of the FTD.

End Information

Table B3A.--Table of Functions and Subjective Tests Level 6 FTD

QPS requirements

Entry No.

Operations tasks

Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ

Configuration List as defined in Appendix B, Attachment 2 of this part.

1. Preflight

Accomplish a functions check of all installed switches, indicators, systems, and equipment at all crewmembers' and instructors' stations, and determine that the flight deck (or flight deck area) design and functions replicate the appropriate airplane.

2. Surface Operations (pre-takeoff)

2.a................. Engine start:

2.a.1............... Normal start.

2.a.2............... Alternative procedures start.

2.a.3............... Abnormal procedures start/shut down.

2.b................. Pushback/Powerback (powerback requires visual system).

3. Takeoff (requires appropriate visual system as set out in Table B1A, item 6; Appendix B, Attachment 1.)

3.a................. Instrument takeoff:

3.a.1............... Engine checks (e.g., engine parameter relationships, propeller/mixture controls).

3.a.2............... Acceleration characteristics.

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3.a.3............... Nosewheel/rudder steering.

3.a.4............... Landing gear, wing flap, leading edge device operation.

3.b................. Rejected takeoff:

3.b.1............... Deceleration characteristics.

3.b.2............... Brakes/engine reverser/ground spoiler operation.

3.b.3............... Nosewheel/rudder steering.

4. In-Flight Operations

4.a................. Normal climb.

4.b................. Cruise:

4.b.1............... Demonstration of performance characteristics

(speed vs. power).

4.b.2............... Normal turns.

4.b.3............... Demonstration of high altitude handling.

4.b.4............... Demonstration of high airspeed handling/overspeed warning.

4.b.5............... Demonstration of Mach effects on control and trim.

4.b.6............... Steep turns.

4.b.7............... In-Flight engine shutdown (procedures only).

4.b.8............... In-Flight engine restart (procedures only).

4.b.9............... Specific flight characteristics.

4.b.10.............. Response to loss of flight control power.

4.b.11.............. Response to other flight control system failure modes.

4.b.12.............. Operations during icing conditions.

4.b.13.............. Effects of airframe/engine icing.

4.c................. Other flight phase:

4.c.1............... Approach to stalls in the following configurations:

4.c.1.a............. Cruise.

4.c.1.b............. Takeoff or approach.

4.c.1.c............. Landing.

4.c.2............... High angle of attack maneuvers in the following configurations:

4.c.2.a............. Cruise.

4.c.2.b............. Takeoff or approach.

4.c.2.c............. Landing.

4.c.3............... Slow flight.

4.c.4............... Holding.

5. Approaches

5.a.

Non-precision Instrument Approaches:

Page 26619

5.a.1............... With use of autopilot and autothrottle, as applicable.

5.a.2............... Without use of autopilot and autothrottle, as applicable.

5.a.3............... With 10 knot tail wind.

5.a.4............... With 10 knot crosswind.

5.b................. Precision Instrument Approaches:

5.b.1............... With use of autopilot, autothrottle, and autoland, as applicable.

5.b.2............... Without use of autopilot, autothrottle, and autoland, as applicable.

5.b.3............... With 10 knot tail wind.

5.b.4............... With 10 knot crosswind.

6. Missed Approach

6.a................. Manually controlled.

6.b................. Automatically controlled (if applicable).

7. Any Flight Phase, as appropriate

7.a................. Normal system operation (installed systems).

7.b................. Abnormal/Emergency system operation (installed systems).

7.c................. Flap operation.

7.d................. Landing gear operation.

7.e................. Engine Shutdown and Parking.

7.e.1............... Systems operation.

7.e.2............... Parking brake operation.

8. Instructor Operating Station (IOS), as appropriate. Functions in this section are subject to evaluation only if appropriate for the airplane and/or installed on the specific FTD involved

8.a................. Power Switch(es).

8.b................. Airplane conditions.

8.b.1............... Gross weight, center of gravity, and fuel loading and allocation.

8.b.2............... Airplane systems status.

8.b.3............... Ground crew functions (e.g., external power, push back).

8.c................. Airports.

8.c.1............... Selection.

8.c.2............... Runway selection.

8.c.3............... Preset positions (e.g., ramp, over FAF).

8.d................. Environmental controls.

8.d.1............... Temperature.

8.d.2............... Climate conditions (e.g., ice, rain).

8.d.3............... Wind speed and direction.

8.e................. Airplane system malfunctions.

Page 26620

8.e.1............... Insertion/deletion.

8.e.2............... Problem clear.

8.f................. Locks, Freezes, and Repositioning.

8.f.1............... Problem (all) freeze/release.

8.f.2............... Position (geographic) freeze/release.

8.f.3............... Repositioning (locations, freezes, and releases).

8.f.4............... Ground speed control.

8.f.5............... Remote IOS, if installed.

9. Sound Controls. On/off/adjustment

10. Control Loading System (as applicable) On/off/emergency stop.

11. Observer Stations.

11.a................ Position.

11.b................ Adjustments.

End QPS Requirements

Table B3B.--Table of Functions and Subjective Tests Level 5 FTD

QPS requirements

Operations tasks Tasks in this table are subject to evaluation if appropriate for the airplane

Entry No.

system or systems simulated as indicated in the

SOQ Configuration List as defined in Appendix B,

Attachment 2 of this part.

1. Preflight

Accomplish a functions check of all installed switches, indicators, systems, and equipment at all crewmembers' and instructors' stations, and determine that the flight deck (or flight deck area) design and functions replicate the appropriate airplane.

2. Surface Operations (pre-takeoff)

2.a................. Engine start (if installed):

2.a.1............... Normal start.

2.a.2............... Alternative procedures start.

2.a.3............... Abnormal/Emergency procedures start/shut down.

3. In-Flight Operations

3.a................. Normal climb.

3.b................. Cruise:

3.b.1............... Performance characteristics (speed vs. power).

3.b.2............... Normal turns.

3.c................. Normal descent.

4. Approaches

4.a................. Coupled instrument approach maneuvers (as applicable for the systems installed).

5. Any Flight Phase

5.a................. Normal system operation (Installed systems).

Page 26621

5.b................. Abnormal/Emergency system operation (Installed systems).

5.c................. Flap operation.

5.d................. Landing gear operation

5.e................. Engine Shutdown and Parking (if installed).

5.e.1............... Systems operation.

5.e.2............... Parking brake operation.

6. Instructor Operating Station (IOS)

6.a................. Power Switch(es).

6.b................. Preset positions--ground, air.

6.c................. Airplane system malfunctions (Installed systems).

6.c.1............... Insertion/deletion.

6.c.2............... Problem clear.

Table B3C.--Table of Functions and Subjective Tests Level 4 FTD

QPS requirements

Operations tasks Tasks in this table are subject to evaluation if appropriate for the airplane

Entry No.

system or systems simulated as indicated in the

SOQ Configuration List as defined in Appendix B,

Attachment 2 of this part.

1................... Level 4 FTDs are required to have at least one operational system. The NSPM will accomplish a functions check of all installed systems, switches, indicators, and equipment at all crewmembers' and instructors' stations, and determine that the flight deck (or flight deck area) design and functions replicate the appropriate airplane.

Attachment 4 to Appendix B to Part 60--Sample Documents

Begin Information

Table of Contents

Title of Sample

Figure B4A Sample Letter, Request for Initial, Upgrade, or

Reinstatement Evaluation

Figure B4B Attachment: FTD Information Form

Figure B4C Sample Letter of Compliance

Figure B4D Sample Qualification Test Guide Cover Page

Figure B4E Sample Statement of Qualification--Certificate

Figure B4F Sample Statement of Qualification--Configuration List

Figure B4G Sample Statement of Qualification--List of Qualified

Tasks

Figure B4H Sample Continuing Qualification Evaluation Requirements

Page

Figure B4I Sample MQTG Index of Effective FTD Directives

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Flight Simulation Training Device Initial and Continuing

Qualification and Use

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BILLING CODE 491013CAppendix C to Part 60--Qualification Performance

Standards for Helicopter Full Flight Simulators

Begin Information

This appendix establishes the standards for Helicopter FFS evaluation and qualification. The NSPM is responsible for the development, application, and implementation of the standards contained within this appendix. The procedures and criteria specified in this appendix will be used by the NSPM, or a person assigned by the NSPM, when conducting helicopter FFS evaluations.

Table of Contents 1. Introduction. 2. Applicability (Sec. 60.1) and (Sec. 60.2). 3. Definitions (Sec. 60.3). 4. Qualification Performance Standards (Sec. 60.4). 5. Quality Management System (Sec. 60.5). 6. Sponsor Qualification Requirements (Sec. 60.7). 7. Additional Responsibilities of the Sponsor (Sec. 60.9). 8. FFS Use (Sec. 60.11). 9. FFS Objective Data Requirements (Sec. 60.13). 10. Special Equipment and Personnel Requirements for Qualification of the FFS (Sec. 60.14). 11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15). 12. Additional Qualifications for a Currently Qualified FFS (Sec. 60.16). 13. Previously Qualified FFSs (Sec. 60.17). 14. Inspection, Continuing Qualification Evaluation, and Maintenance

Requirements (Sec. 60.19). 15. Logging FFS Discrepancies (Sec. 60.20). 16. Interim Qualification of FFSs for New Helicopter Types or Models

(Sec. 60.21). 17. Modifications to FFSs (Sec. 60.23). 18. Operations with Missing, Malfunctioning, or Inoperative

Components (Sec. 60.25). 19. Automatic Loss of Qualification and Procedures for Restoration of Qualification (Sec. 60.27). 20. Other Losses of Qualification and Procedures for Restoration of

Qualification (Sec. 60.29). 21. Record Keeping and Reporting (Sec. 60.31). 22. Applications, Logbooks, Reports, and Records: Fraud,

Falsification, or Incorrect Statements (Sec. 60.33). 23. [Reserved]. 24. [Reserved] 25. FFS Qualification on the Basis of a Bilateral Aviation Safety

Agreement (BASA) (Sec. 60.37).

Attachment 1 to Appendix C to Part 60--General Simulator

Requirements.

Attachment 2 to Appendix C to Part 60--FFS Objective Tests.

Attachment 3 to Appendix C to Part 60--Simulator Subjective

Evaluation.

Attachment 4 to Appendix C to Part 60--Sample Documents.

Attachment 5 to Appendix C to Part 60--FSTD Directives Applicable to

Helicopter FFSs

End Information

1. Introduction

Begin Information a. This appendix contains background information as well as regulatory and informative material as described later in this section. To assist the reader in determining what areas are required and what areas are permissive, the text in this appendix is divided into two sections: ``QPS Requirements'' and ``Information.'' The QPS

Requirements sections contain details regarding compliance with the part 60 rule language. These details are regulatory, but are found only in this appendix. The Information sections contain material that is advisory in nature, and designed to give the user general information about the regulation. b. Questions regarding the contents of this publication should be sent to the U.S. Department of Transportation, Federal Aviation

Administration, Flight Standards Service, National Simulator Program

Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,

Georgia, 30354. Telephone contact numbers for the NSP are: phone, 404-832-4700; fax, 404-761-8906. The general e-mail address for the

NSP office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web site address is: http://www.faa.gov/safety/programs--initiatives/ aircraft--aviation/nsp/. On this Web Site you will find an NSP personnel list with telephone and e-mail contact information for each NSP staff member, a list of qualified flight simulation devices, ACs, a description of the qualification process, NSP policy, and an NSP ``In-Works'' section. Also linked from this site are additional information sources,

Page 26635

handbook bulletins, frequently asked questions, a listing and text of the Federal Aviation Regulations, Flight Standards Inspector's handbooks, and other FAA links. c. The NSPM encourages the use of electronic media for all communication, including any record, report, request, test, or statement required by this appendix. The electronic media used must have adequate security provisions and be acceptable to the NSPM. The

NSPM recommends inquiries on system compatibility, and minimum system requirements are also included on the NSP Web site. d. Related Reading References.

(1) 14 CFR part 60.

(2) 14 CFR part 61.

(3) 14 CFR part 63.

(4) 14 CFR part 119.

(5) 14 CFR part 121.

(6) 14 CFR part 125.

(7) 14 CFR part 135.

(8) 14 CFR part 141.

(9) 14 CFR part 142.

(10) AC 120-35, as amended, Line Operational Simulations: Line-

Oriented Flight Training, Special Purpose Operational Training, Line

Operational Evaluation.

(11) AC 120-57, as amended, Surface Movement Guidance and

Control System (SMGCS).

(12) AC 120-63, as amended, Helicopter Simulator Qualification.

(13) AC 150/5300-13, as amended, Airport Design.

(14) AC 150/5340-1, as amended, Standards for Airport Markings.

(15) AC 150/5340-4, as amended, Installation Details for Runway

Centerline Touchdown Zone Lighting Systems.

(16) AC 150/5340-19, as amended, Taxiway Centerline Lighting

System.

(17) AC 150/5340-24, as amended, Runway and Taxiway Edge

Lighting System.

(18) AC 150/5345-28, as amended, Precision Approach Path

Indicator (PAPI) Systems

(19) AC 150/5390-2, as amended, Heliport Design

(20) International Air Transport Association document, ``Flight

Simulator Design and Performance Data Requirements,'' as amended.

(21) AC 29-2, as amended, Flight Test Guide for Certification of

Transport Category Rotorcraft.

(22) AC 27-1, as amended, Flight Test Guide for Certification of

Normal Category Rotorcraft.

(23) International Civil Aviation Organization (ICAO) Manual of

Criteria for the Qualification of Flight Simulators, as amended.

(24) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society,

London, UK.

(25) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline Transport Pilot Certificate, Type Ratings, Commercial

Pilot, and Instrument Ratings).

(26) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the Internet at http:// www.faa.gov/atpubs.

(27) Aeronautical Radio, Inc. (ARINC) document number 436, titled Guidelines For Electronic Qualification Test Guide (as amended).

(28) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for

Design and Integration of Aircraft Avionics Equipment in Simulators

(as amended).

End Information

2. Applicability (Sec. Sec. 60.1 and 60.2)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of sponsor rules to person who are not sponsors and who are engaged in certain unauthorized activities.

End Information

3. Definitions (Sec. 60.3)

Begin Information

See Appendix F of this part for a list of definitions and abbreviations from part 1 and part 60, including the appropriate appendices of part 60.

End Information

4. Qualification Performance Standards (Sec. 60.4)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.4, Qualification Performance Standards.

End Information

5. Quality Management System (Sec. 60.5)

Begin Information

See Appendix E of this part for additional regulatory and informational material regarding Quality Management Systems.

End Information

6. Sponsor Qualification Requirements (Sec. 60.7)

Begin Information a. The intent of the language in Sec. 60.7(b) is to have a specific FFS, identified by the sponsor, used at least once in an

FAA-approved flight training program for the helicopter simulated during the 12-month period described. The identification of the specific FFS may change from one 12-month period to the next 12- month period as long as that sponsor sponsors and uses at least one

FFS at least once during the prescribed period. There is no minimum number of hours or minimum FFS periods required. b. The following examples describe acceptable operational practices:

(1) Example One.

(a) A sponsor is sponsoring a single, specific FFS for its own use, in its own facility or elsewhere--this single FFS forms the basis for the sponsorship. The sponsor uses that FFS at least once in each 12-month period in that sponsor's FAA-approved flight training program for the helicopter simulated. This 12-month period is established according to the following schedule:

(i) If the FFS was qualified prior to May 30, 2008, the 12-month period begins on the date of the first continuing qualification evaluation conducted in accordance with Sec. 60.19 after May 30, 2008, and continues for each subsequent 12-month period;

(ii) A device qualified on or after May 30, 2008, will be required to undergo an initial or upgrade evaluation in accordance with Sec. 60.15. Once the initial or upgrade evaluation is complete, the first continuing qualification evaluation will be conducted within 6 months. The 12 month continuing qualification evaluation cycle begins on that date and continues for each subsequent 12-month period.

(b) There is no minimum number of hours of FFS use required.

(c) The identification of the specific FFS may change from one 12-month period to the next 12-month period as long as that sponsor sponsors and uses at least one FFS at least once during the prescribed period.

(2) Example Two.

(a) A sponsor sponsors an additional number of FFSs, in its facility or elsewhere. Each additionally sponsored FFS must be--

(i) Used by the sponsor in the sponsor's FAA-approved flight training program for the helicopter simulated (as described in Sec. 60.7(d)(1)); or

(ii) Used by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the helicopter simulated (as described in Sec. 60.7(d)(1)). This 12- month period is established in the same manner as in example one; or

(iii) Provided a statement each year from a qualified pilot,

(after having flown the helicopter, not the subject FFS or another

FFS, during the preceding 12-month period) stating that the subject

FFS's performance and handling qualities represent the helicopter

(as described in Sec. 60.7(d)(2)). This statement is provided at least once in each 12-month period established in the same manner as in example one.

(b) There is no minimum number of hours of FFS use required.

(3) Example Three.

(a) A sponsor in New York (in this example, a Part 142 certificate holder) establishes ``satellite'' training centers in

Chicago and Moscow.

(b) The satellite function means that the Chicago and Moscow centers must operate under the New York center's certificate (in accordance with all of the New York center's practices, procedures, and policies; e.g., instructor and/or technician training/checking requirements, record keeping, QMS program).

(c) All of the FFSs in the Chicago and Moscow centers could be dry-leased (i.e., the certificate holder does not have and use

Page 26636

FAA-approved flight training programs for the FFSs in the Chicago and Moscow centers) because--

(i) Each FFS in the Chicago center and each FFS in the Moscow center is used at least once each 12-month period by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the helicopter (as described in Sec. 60.7(d)(1)); OR

(ii) A statement is obtained from a qualified pilot (having flown the helicopter, not the subject FFS or another FFS during the preceding 12-month period) stating that the performance and handling qualities of each FFS in the Chicago and Moscow centers represents the helicopter (as described in Sec. 60.7(d)(2)).

End Information

7. Additional Responsibilities of the Sponsor (Sec. 60.9).

Begin Information

The phrase ``as soon as practicable'' in Sec. 60.9(a) means without unnecessarily disrupting or delaying beyond a reasonable time the training, evaluation, or experience being conducted in the

FFS.

End Information

8. FFS Use (Sec. 60.11)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.11, FFS Use.

End Information

9. FFS Objective Data Requirements (Sec. 60.13)

Begin QPS Requirements a. Flight test data used to validate FFS performance and handling qualities must have been gathered in accordance with a flight test program containing the following:

(1) A flight test plan consisting of:

(a) The maneuvers and procedures required for aircraft certification and simulation programming and validation

(b) For each maneuver or procedure--

(i) The procedures and control input the flight test pilot and/ or engineer used.

(ii) The atmospheric and environmental conditions.

(iii) The initial flight conditions.

(iv) The helicopter configuration, including weight and center of gravity.

(v) The data to be gathered.

(vi) All other information necessary to recreate the flight test conditions in the FFS.

(2) Appropriately qualified flight test personnel.

(3) An understanding of the accuracy of the data to be gathered using appropriate alternative data sources, procedures, and instrumentation that is traceable to a recognized standard as described in Attachment 2, Table C2D of this appendix.

(4) Appropriate and sufficient data acquisition equipment or system(s), including appropriate data reduction and analysis methods and techniques, acceptable to the FAA's Aircraft Certification

Service. b. The data, regardless of source, must be presented:

(1) In a format that supports the FFS validation process;

(2) In a manner that is clearly readable and annotated correctly and completely;

(3) With resolution sufficient to determine compliance with the tolerances set forth in Attachment 2, Table C2A of this appendix.

(4) With any necessary instructions or other details provided, such as Stability Augmentation System (SAS) or throttle position; and

(5) Without alteration, adjustments, or bias. Data may be corrected to address known data calibration errors provided that an explanation of the methods used to correct the errors appears in the

QTG. The corrected data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation. c. After completion of any additional flight test, a flight test report must be submitted in support of the validation data. The report must contain sufficient data and rationale to support qualification of the FFS at the level requested. d. As required by Sec. 60.13(f), the sponsor must notify the

NSPM when it becomes aware that an addition to, an amendment to, or a revision of data that may relate to FFS performance or handling characteristics is available. The data referred to in this paragraph is data used to validate the performance, handling qualities, or other characteristics of the aircraft, including data related to any relevant changes occurring after the type certificate was issued.

The sponsor must--

(1) Within 10 calendar days, notify the NSPM of the existence of this data; and

(2) Within 45 calendar days, notify the NSPM of--

(a) The schedule to incorporate this data into the FFS; or

(b) The reason for not incorporating this data into the FFS. e. In those cases where the objective test results authorize a

``snapshot test'' or a ``series of snapshot test results'' in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.

End QPS Requirements

Begin Information f. The FFS sponsor is encouraged to maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and, if appropriate, with the person who supplied the aircraft data package for the FFS in order to facilitate the notification required by Sec. 60.13(f). g. It is the intent of the NSPM that for new aircraft entering service, at a point well in advance of preparation of the QTG, the sponsor should submit to the NSPM for approval, a descriptive document (see Table C2D, Sample Validation Data Roadmap for

Helicopters) containing the plan for acquiring the validation data, including data sources. This document should clearly identify sources of data for all required tests, a description of the validity of these data for a specific engine type and thrust rating configuration, and the revision levels of all avionics affecting the performance or flying qualities of the aircraft. Additionally, this document should provide other information, such as the rationale or explanation for cases where data or data parameters are missing, instances where engineering simulation data are used or where flight test methods require further explanations. It should also provide a brief narrative describing the cause and effect of any deviation from data requirements. The aircraft manufacturer may provide this document. h. There is no requirement for any flight test data supplier to submit a flight test plan or program prior to gathering flight test data. However, the NSPM notes that inexperienced data gatherers often provide data that is irrelevant, improperly marked, or lacking adequate justification for selection. Other problems include inadequate information regarding initial conditions or test maneuvers. The NSPM has been forced to refuse these data submissions as validation data for an FFS evaluation. It is for this reason that the NSPM recommends that any data supplier not previously experienced in this area review the data necessary for programming and for validating the performance of the FFS, and discuss the flight test plan anticipated for acquiring such data with the NSPM well in advance of commencing the flight tests. i. The NSPM will consider, on a case-by-case basis, whether to approve supplemental validation data derived from flight data recording systems such as a Quick Access Recorder or Flight Data

Recorder.

End Information 10. Special Equipment and Personnel Requirements for Qualification of the FFS (Sec. 60.14)

Begin Information a. In the event that the NSPM determines that special equipment or specifically qualified persons will be required to conduct an evaluation, the NSPM will make every attempt to notify the sponsor at least one (1) week, but in no case less than 72 hours, in advance of the evaluation. Examples of special equipment include spot photometers, flight control measurement devices, and sound analyzers. Examples of specially qualified personnel include individuals specifically qualified to install or use any special equipment when its use is required. b. Examples of a special evaluation include an evaluation conducted after an FFS is moved, at the request of the TPAA, or as a result of comments received from users of the FFS that raise questions about the continued qualification or use of the FFS.

End Information

Page 26637

11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15)

Begin QPS Requirements a. In order to be qualified at a particular qualification level, the FFS must:

(1) Meet the general requirements listed in Attachment 1 of this appendix;

(2) Meet the objective testing requirements listed in Attachment 2 of this appendix; and

(3) Satisfactorily accomplish the subjective tests listed in

Attachment 3 of this appendix. b. The request described in Sec. 60.15(a) must include all of the following:

(1) A statement that the FFS meets all of the applicable provisions of this part and all applicable provisions of the QPS.

(2) A confirmation that the sponsor will forward to the NSPM the statement described in Sec. 60.15(b) in such time as to be received no later than 5 business days prior to the scheduled evaluation and may be forwarded to the NSPM via traditional or electronic means.

(3) A QTG, acceptable to the NSPM, that includes all of the following:

(a) Objective data obtained from aircraft testing or another approved source.

(b) Correlating objective test results obtained from the performance of the FFS as prescribed in the appropriate QPS.

(c) The result of FFS subjective tests prescribed in the appropriate QPS.

(d) A description of the equipment necessary to perform the evaluation for initial qualification and the continuing qualification evaluations. c. The QTG described in paragraph (a)(3) of this section, must provide the documented proof of compliance with the simulator objective tests in Attachment 2, Table C2A of this appendix. d. The QTG is prepared and submitted by the sponsor, or the sponsor's agent on behalf of the sponsor, to the NSPM for review and approval, and must include, for each objective test:

(1) Parameters, tolerances, and flight conditions.

(2) Pertinent and complete instructions for the conduct of automatic and manual tests.

(3) A means of comparing the FFS test results to the objective data.

(4) Any other information as necessary, to assist in the evaluation of the test results.

(5) Other information appropriate to the qualification level of the FFS. e. The QTG described in paragraphs (a)(3) and (b) of this section, must include the following:

(1) A QTG cover page with sponsor and FAA approval signature blocks (see Attachment 4, Figure C4C, of this appendix, for a sample

QTG cover page).

(2) A continuing qualification evaluation schedule requirements page. This page will be used by the NSPM to establish and record the frequency with which continuing qualification evaluations must be conducted and any subsequent changes that may be determined by the

NSPM in accordance with Sec. 60.19. See Attachment 4 of this appendix, Figure C4G, for a sample Continuing Qualification

Evaluation Requirements page.

(3) An FFS information page that provides the information listed in this paragraph (see Attachment 4, Figure C4B, of this appendix for a sample FFS information page). For convertible FFSs, the sponsor must submit a separate page for each configuration of the

FFS.

(a) The sponsor's FFS identification number or code.

(b) The helicopter model and series being simulated.

(c) The aerodynamic data revision number or reference.

(d) The source of the basic aerodynamic model and the aerodynamic coefficient data used to modify the basic model.

(e) The engine model(s) and its data revision number or reference.

(f) The flight control data revision number or reference.

(g) The flight management system identification and revision level.

(h) The FFS model and manufacturer.

(i) The date of FFS manufacture.

(j) The FFS computer identification.

(k) The visual system model and manufacturer, including display type.

(l) The motion system type and manufacturer, including degrees of freedom.

(4) A Table of Contents.

(5) A log of revisions and a list of effective pages.

(6) List of all relevant data references.

(7) A glossary of terms and symbols used (including sign conventions and units).

(8) Statements of compliance and capability (SOCs) with certain requirements.

(9) Recording procedures or equipment required to accomplish the objective tests.

(10) The following information for each objective test designated in Attachment 2 of this appendix, Table C2A, as applicable to the qualification level sought:

(a) Name of the test.

(b) Objective of the test.

(c) Initial conditions.

(d) Manual test procedures.

(e) Automatic test procedures (if applicable).

(f) Method for evaluating FFS objective test results.

(g) List of all relevant parameters driven or constrained during the automatically conducted test(s).

(h) List of all relevant parameters driven or constrained during the manually conducted test(s).

(i) Tolerances for relevant parameters.

(j) Source of Validation Data (document and page number).

(k) Copy of the Validation Data (if located in a separate binder, a cross reference for the identification and page number for pertinent data location must be provided).

(l) Simulator Objective Test Results as obtained by the sponsor.

Each test result must reflect the date completed and must be clearly labeled as a product of the device being tested. f. A convertible FFS is addressed as a separate FFS for each model and series helicopter to which it will be converted and for the FAA qualification level sought. If a sponsor seeks qualification for two or more models of a helicopter type using a convertible FFS, the sponsor must submit a QTG for each helicopter model, or a QTG for the first helicopter model and a supplement to that QTG for each additional helicopter model. The NSPM will conduct evaluations for each helicopter model. g. Form and manner of presentation of objective test results in the QTG:

(1) The sponsor's FFS test results must be recorded in a manner acceptable to the NSPM, that allows easy comparison of the FFS test results to the validation data (e.g., use of a multi-channel recorder, line printer, cross plotting, overlays, transparencies).

(2) FFS results must be labeled using terminology common to helicopter parameters as opposed to computer software identifications.

(3) Validation data documents included in a QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution.

(4) Scaling on graphical presentations must provide the resolution necessary to evaluate the parameters shown in Attachment 2, Table C2A of this appendix.

(5) Tests involving time histories, data sheets (or transparencies thereof) and FFS test results must be clearly marked with appropriate reference points to ensure an accurate comparison between the FFS and the helicopter with respect to time. Time histories recorded via a line printer are to be clearly identified for cross plotting on the helicopter data. Over-plots must not obscure the reference data. h. The sponsor may elect to complete the QTG objective and subjective tests at the manufacturer's facility or at the sponsor's training facility. If the tests are conducted at the manufacturer's facility, the sponsor must repeat at least one-third of the tests at the sponsor's training facility in order to substantiate FFS performance. The QTG must be clearly annotated to indicate when and where each test was accomplished. Tests conducted at the manufacturer's facility and at the sponsor's training facility must be conducted after the FFS is assembled with systems and sub-systems functional and operating in an interactive manner. The test results must be submitted to the NSPM. i. The sponsor must maintain a copy of the MQTG at the FFS location. j. All FFSs for which the initial qualification is conducted after May 30, 2014, must have an electronic MQTG (eMQTG) including all objective data obtained from helicopter testing, or another approved source (reformatted or digitized), together with correlating objective test results obtained from the performance of the FFS (reformatted or digitized) as prescribed in this appendix.

The eMQTG must also contain the general FFS performance or demonstration results (reformatted or digitized) prescribed in this appendix, and a description of the equipment necessary to perform the initial qualification evaluation and the continuing qualification evaluations. The eMQTG must include the original validation data used to validate FFS performance and handling qualities in either the original digitized format from the data supplier or an electronic scan of the original time-history plots that were provided by the data supplier. A copy of the eMQTG must be provided to the NSPM.

Page 26638

k. All other FFSs not covered in subparagraph ``j'' must have an electronic copy of the MQTG by May 30, 2014. An electronic copy of the MQTG must be provided to the NSPM. This may be provided by an electronic scan presented in a Portable Document File (PDF), or similar format acceptable to the NSPM. l. During the initial (or upgrade) qualification evaluation conducted by the NSPM, the sponsor must also provide a person who is a user of the device (e.g., a qualified pilot or instructor pilot with flight time experience in that aircraft) and knowledgeable about the operation of the aircraft and the operation of the FFS.

End QPS Requirements

Begin Information m. Only those FFSs that are sponsored by a certificate holder as defined in Appendix F of this part will be evaluated by the NSPM.

However, other FFS evaluations may be conducted on a case-by-case basis as the Administrator deems appropriate, but only in accordance with applicable agreements. n. The NSPM will conduct an evaluation for each configuration, and each FFS must be evaluated as completely as possible. To ensure a thorough and uniform evaluation, each FFS is subjected to the general simulator requirements in Attachment 1 of this appendix, the objective tests listed in Attachment 2 of this appendix, and the subjective tests listed in Attachment 3 of this appendix. The evaluations described herein will include, but not necessarily be limited to the following:

(1) Helicopter responses, including longitudinal and lateral- directional control responses (see Attachment 2 of this appendix).

(2) Performance in authorized portions of the simulated helicopter's operating envelope, to include tasks evaluated by the

NSPM in the areas of surface operations, takeoff, climb, cruise, descent, approach, and landing as well as abnormal and emergency operations (see Attachment 2 of this appendix).

(3) Control checks (see Attachment 1 and Attachment 2 of this appendix).

(4) Flight deck configuration (see Attachment 1 of this appendix).

(5) Pilot, flight engineer, and instructor station functions checks (see Attachment 1 and Attachment 3 of this appendix).

(6) Helicopter systems and sub-systems (as appropriate) as compared to the helicopter simulated (see Attachment 1 and

Attachment 3 of this appendix).

(7) FFS systems and sub-systems, including force cueing

(motion), visual, and aural (sound) systems, as appropriate (see

Attachment 1 and Attachment 2 of this appendix).

(8) Certain additional requirements, depending upon the qualification level sought, including equipment or circumstances that may become hazardous to the occupants. The sponsor may be subject to Occupational Safety and Health Administration requirements. o. The NSPM administers the objective and subjective tests, which includes an examination of functions. The tests include a qualitative assessment of the FFS by an NSP pilot. The NSP evaluation team leader may assign other qualified personnel to assist in accomplishing the functions examination and/or the objective and subjective tests performed during an evaluation when required.

(1) Objective tests provide a basis for measuring and evaluating

FFS performance and determining compliance with the requirements of this part.

(2) Subjective tests provide a basis for:

(a) Evaluating the capability of the FFS to perform over a typical utilization period;

(b) Determining that the FFS satisfactorily simulates each required task;

(c) Verifying correct operation of the FFS controls, instruments, and systems; and

(d) Demonstrating compliance with the requirements of this part. p. The tolerances for the test parameters listed in Attachment 2 of this appendix reflect the range of tolerances acceptable to the

NSPM for FFS validation and are not to be confused with design tolerances specified for FFS manufacture. In making decisions regarding tests and test results, the NSPM relies on the use of operational and engineering judgment in the application of data

(including consideration of the way in which the flight test was flown and way the data was gathered and applied), data presentations, and the applicable tolerances for each test. q. In addition to the scheduled continuing qualification evaluation, each FFS is subject to evaluations conducted by the NSPM at any time without prior notification to the sponsor. Such evaluations would be accomplished in a normal manner (i.e., requiring exclusive use of the FFS for the conduct of objective and subjective tests and an examination of functions) if the FFS is not being used for flight crewmember training, testing, or checking.

However, if the FFS were being used, the evaluation would be conducted in a non-exclusive manner. This non-exclusive evaluation will be conducted by the FFS evaluator accompanying the check airman, instructor, Aircrew Program Designee (APD), or FAA inspector aboard the FFS along with the student(s) and observing the operation of the FFS during the training, testing, or checking activities. r. Problems with objective test results are handled as follows:

(1) If a problem with an objective test result is detected by the NSP evaluation team during an evaluation, the test may be repeated or the QTG may be amended.

(2) If it is determined that the results of an objective test do not support the level requested but do support a lower level, the

NSPM may qualify the FFS at that lower level. For example, if a

Level D evaluation is requested and the FFS fails to meet sound test tolerances, it could be qualified at Level C. s. After an FFS is successfully evaluated, the NSPM issues a certificate of qualification (COQ) to the sponsor. The NSPM recommends the FFS to the TPAA, who will approve the FFS for use in a flight training program. The COQ will be issued at the satisfactory conclusion of the initial or continuing qualification evaluation and will list the tasks for which the FFS is qualified, referencing the tasks described in Table C1B in Attachment 1 of this appendix. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FFS in an FAA-approved flight training program. t. Under normal circumstances, the NSPM establishes a date for the initial or upgrade evaluation within ten (10) working days after determining that a complete QTG is acceptable. Unusual circumstances may warrant establishing an evaluation date before this determination is made. A sponsor may schedule an evaluation date as early as 6 months in advance. However, there may be a delay of 45 days or more in rescheduling and completing the evaluation if the sponsor is unable to meet the scheduled date. See Attachment 4, of this appendix, Figure C4A, Sample Request for Initial, Upgrade, or

Reinstatement Evaluation. u. The numbering system used for objective test results in the

QTG should closely follow the numbering system set out in Attachment 2, FFS Objective Tests, Table C2A of this appendix. v. Contact the NSPM or visit the NSPM Web site for additional information regarding the preferred qualifications of pilots used to meet the requirements of Sec. 60.15(d). w. Examples of the exclusions for which the FFS might not have been subjectively tested by the sponsor or the NSPM and for which qualification might not be sought or granted, as described in Sec. 60.15(g)(6), include takeoffs and landing from slopes and pinnacles.

End Information

12. Additional Qualifications for a Currently Qualified FFS (Sec. 60.16)

No additional regulatory or informational material applies to

Sec. 60.16, Additional Qualifications for a Currently Qualified

FFS. 13. Previously Qualified FFSs (Sec. 60.17)

Begin QPS Requirements a. In instances where a sponsor plans to remove an FFS from active status for a period of less than two years, the following procedures apply:

(1) The NSPM must be notified in writing and the notification must include an estimate of the period that the FFS will be inactive.

(2) Continuing Qualification evaluations will not be scheduled during the inactive period.

(3) The NSPM will remove the FFS from the list of qualified

FSTDs on a mutually established date not later than the date on which the first missed continuing qualification evaluation would have been scheduled.

(4) Before the FFS is restored to qualified status, it must be evaluated by the NSPM. The evaluation content and the time required to accomplish the evaluation is based on the number of continuing qualification evaluations and sponsor-conducted quarterly inspections missed during the period of inactivity.

Page 26639

(5) The sponsor must notify the NSPM of any changes to the original scheduled time out of service. b. Simulators qualified prior to May 30, 2008, are not required to meet the general simulation requirements, the objective test requirements, and the subjective test requirements of attachments 1, 2, and 3, of this appendix as long as the simulator continues to meet the test requirements contained in the MQTG developed under the original qualification basis. c. After May 30, 2009, each visual scene or airport model beyond the minimum required for the FFS qualification level that is installed in and available for use in a qualified FFS must meet the requirements described in Attachment 3 of this appendix. d. Simulators qualified prior to May 30, 2008, may be updated.

If an evaluation is deemed appropriate or necessary by the NSPM after such an update, the evaluation will not require an evaluation to standards beyond those against which the simulator was originally qualified.

End QPS Requirements

Begin Information e. Other certificate holders or persons desiring to use an FFS may contract with FFS sponsors to use FFSs previously qualified at a particular level for a helicopter type and approved for use within an FAA-approved flight training program. Such FFSs are not required to undergo an additional qualification process, except as described in Sec. 60.16. f. Each FFS user must obtain approval from the appropriate TPAA to use any FFS in an FAA-approved flight training program. g. The intent of the requirement listed in Sec. 60.17(b), for each FFS to have an SOQ within 6 years, is to have the availability of that statement (including the configuration list and the limitations to authorizations) to provide a complete picture of the

FFS inventory regulated by the FAA. The issuance of the statement will not require any additional evaluation or require any adjustment to the evaluation basis for the FFS. h. Downgrading of an FFS is a permanent change in qualification level and will necessitate the issuance of a revised SOQ to reflect the revised qualification level, as appropriate. If a temporary restriction is placed on an FFS because of a missing, malfunctioning, or inoperative component or on-going repairs, the restriction is not a permanent change in qualification level.

Instead, the restriction is temporary and is removed when the reason for the restriction has been resolved. i. The NSPM will determine the evaluation criteria for an FFS that has been removed from active status. The criteria will be based on the number of continuing qualification evaluations and quarterly inspections missed during the period of inactivity. For example, if the FFS were out of service for a 1 year period, it would be necessary to complete the entire QTG, since all of the quarterly evaluations would have been missed. The NSPM will also consider how the FFS was stored, whether parts were removed from the FFS and whether the FFS was disassembled. j. The FFS will normally be requalified using the FAA-approved

MQTG and the criteria that was in effect prior to its removal from qualification. However, inactive periods of 2 years or more will require requalification under the standards in effect and current at the time of requalification.

End Information

14. Inspection, Continuing Qualification Evaluation, and Maintenance

Requirements (Sec. 60.19)

Begin QPS Requirements a. The sponsor must conduct a minimum of four evenly spaced inspections throughout the year. The objective test sequence and content of each inspection must be developed by the sponsor and must be acceptable to the NSPM. b. The description of the functional preflight check must be contained in the sponsor's QMS. c. Record ``functional preflight'' in the FFS discrepancy log book or other acceptable location, including any item found to be missing, malfunctioning, or inoperative. d. During the continuing qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FFS. e. The NSPM will conduct continuing qualification evaluations every 12 months unless:

(1) The NSPM becomes aware of discrepancies or performance problems with the device that warrants more frequent evaluations; or

(2) The sponsor implements a QMS that justifies less frequent evaluations. However, in no case shall the frequency of a continuing qualification evaluation exceed 36 months.

End QPS Requirements

Begin Information f. The sponsor's test sequence and the content of each quarterly inspection required in Sec. 60.19(a)(1) should include a balance and a mix from the objective test requirement areas listed as follows:

(1) Performance.

(2) Handling qualities.

(3) Motion system (where appropriate).

(4) Visual system (where appropriate).

(5) Sound system (where appropriate).

(6) Other FFS systems. g. If the NSP evaluator plans to accomplish specific tests during a normal continuing qualification evaluation that requires the use of special equipment or technicians, the sponsor will be notified as far in advance of the evaluation as practical; but not less than 72 hours. Examples of such tests include latencies, control dynamics, sounds and vibrations, motion, and/or some visual system tests. h. The continuing qualification evaluations, described in Sec. 60.19(b), will normally require 4 hours of FFS time. However, flexibility is necessary to address abnormal situations or situations involving aircraft with additional levels of complexity

(e.g., computer controlled aircraft). The sponsor should anticipate that some tests may require additional time. The continuing qualification evaluations will consist of the following:

(1) Review of the results of the quarterly inspections conducted by the sponsor since the last scheduled continuing qualification evaluation.

(2) A selection of approximately 8 to 15 objective tests from the MQTG that provide an adequate opportunity to evaluate the performance of the FFS. The tests chosen will be performed either automatically or manually and should be able to be conducted within approximately one-third (1/3) of the allotted FFS time.

(3) A subjective evaluation of the FFS to perform a representative sampling of the tasks set out in attachment 3 of this appendix. This portion of the evaluation should take approximately two-thirds (2/3) of the allotted FFS time.

(4) An examination of the functions of the FFS may include the motion system, visual system, sound system, instructor operating station, and the normal functions and simulated malfunctions of the simulated helicopter systems. This examination is normally accomplished simultaneously with the subjective evaluation requirements.

End Information

15. Logging FFS Discrepancies (Sec. 60.20)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.20. Logging FFS Discrepancies.

End Information

16. Interim Qualification of FFSs for New Helicopter Types or Models

(Sec. 60.21)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.21, Interim Qualification of FFSs for New Helicopter Types or Models.

End Information

17. Modifications to FFSs (Sec. 60.23)

Begin QPS Requirements a. The notification described in Sec. 60.23(c)(2) must include a complete description of the planned modification, with a description of the operational and engineering effect the proposed modification will have on the operation of the FFS and the results that are expected with the modification incorporated. b. Prior to using the modified FFS:

(1) All the applicable objective tests completed with the modification

Page 26640

incorporated, including any necessary updates to the MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to the NSPM; and

(2) The sponsor must provide the NSPM with a statement signed by the MR that the factors listed in Sec. 60.15(b) are addressed by the appropriate personnel as described in that section.

End QPS Requirements

Begin Information

(3) FSTD Directives are considered modifications of an FFS. See

Attachment 4 of this appendix for a sample index of effective FSTD

Directives. See Attachment 6 of this appendix for a list of all effective FSTD Directives applicable to Helicopter FFSs.

End Information

18. Operation with Missing, Malfunctioning, or Inoperative Components

(Sec. 60.25)

Begin Information a. The sponsor's responsibility with respect to Sec. 60.25(a) is satisfied when the sponsor fairly and accurately advises the user of the current status of an FFS, including any missing, malfunctioning, or inoperative (MMI) component(s). b. It is the responsibility of the instructor, check airman, or representative of the administrator conducting training, testing, or checking to exercise reasonable and prudent judgment to determine if any MMI component is necessary for the satisfactory completion of a specific maneuver, procedure, or task. c. If the 29th or 30th day of the 30-day period described in

Sec. 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend the deadline until the next business day. d. In accordance with the authorization described in Sec. 60.25(b), the sponsor may develop a discrepancy prioritizing system to accomplish repairs based on the level of impact on the capability of the FFS. Repairs having a larger impact on FFS capability to provide the required training, evaluation, or flight experience will have a higher priority for repair or replacement.

End Information

19. Automatic Loss of Qualification and Procedures for Restoration of

Qualification (Sec. 60.27)

Begin Information

If the sponsor provides a plan for how the FFS will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FFS is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing required for requalification.

End Information

20. Other Losses of Qualification and Procedures for Restoration of

Qualification (Sec. 60.29)

Begin Information

If the sponsor provides a plan for how the FFS will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FFS is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing required for requalification.

End Information

21. Record Keeping and Reporting (Sec. 60.31)

Begin QPS Requirements a. FFS modifications can include hardware or software changes.

For FFS modifications involving software programming changes, the record required by Sec. 60.31(a)(2) must consist of the name of the aircraft system software, aerodynamic model, or engine model change, the date of the change, a summary of the change, and the reason for the change. b. If a coded form for record keeping is used, it must provide for the preservation and retrieval of information with appropriate security or controls to prevent the inappropriate alteration of such records after the fact.

End QPS Requirements

22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements (Sec. 60.33)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud,

Falsification, or Incorrect Statements. 23. [Reserved] 24. [Reserved] 25. FFS Qualification on the Basis of a Bilateral Aviation Safety

Agreement (BASA) (Sec. 60.37)

No additional regulatory or informational material applies to

Sec. 60.37, FFS Qualification on the Basis of a Bilateral Aviation

Safety Agreement (BASA).

End Information

Attachment 1 to Appendix C to Part 60--GENERAL SIMULATOR REQUIREMENTS

Begin QPS Requirements 1. Requirements a. Certain requirements included in this appendix must be supported with an SOC as defined in Appendix F of this part, which may include objective and subjective tests. The requirements for

SOCs are indicated in the ``General Simulator Requirements'' column in Table C1A of this appendix. b. Table C1A describes the requirements for the indicated level of FFS. Many devices include operational systems or functions that exceed the requirements outlined in this section. However, all systems will be tested and evaluated in accordance with this appendix to ensure proper operation.

End QPS Requirements

Begin Information 2. Discussion a. This attachment describes the general simulator requirements for qualifying a helicopter FFS. The sponsor should also consult the objective tests in Attachment 2 of this appendix and the examination of functions and subjective tests listed in Attachment 3 of this appendix to determine the complete requirements for a specific level simulator. b. The material contained in this attachment is divided into the following categories:

(1) General flight deck configuration.

(2) Simulator programming.

(3) Equipment operation.

(4) Equipment and facilities for instructor/evaluator functions.

(5) Motion system.

(6) Visual system.

(7) Sound system. c. Table C1A provides the standards for the General Simulator

Requirements. d. Table C1B provides the tasks that the sponsor will examine to determine whether the FFS satisfactorily meets the requirements for flight crew training, testing, and experience, and provides the tasks for which the simulator may be qualified. e. Table C1C provides the functions that an instructor/check airman must be able to control in the simulator. f. It is not required that all of the tasks that appear on the

List of Qualified Tasks (part of the SOQ) be accomplished during the initial or continuing qualification evaluation. g. Table C1A addresses only Levels B, C, and D helicopter simulators because there are no Level A Helicopter simulators.

End Information

Page 26641

Table C1A.--Minimum Simulator Requirements

QPS requirements

Simulator levels

Information

Entry No.

General simulator requirements

B

C

D

Notes

1............ General Flight Deck Configuration

1.a.......... The simulator

X

X

X For simulator must have a

purposes, the flight deck that

flight deck is a replica of

consists of all the helicopter

that space being simulated.

forward of a

The simulator

cross section of must have

the fuselage at controls,

the most extreme equipment,

aft setting of observable

the pilots' flight deck

seats including indicators,

additional, circuit

required flight breakers, and

crewmember duty bulkheads

stations and properly

those required located,

bulkheads aft of functionally

the pilot seats. accurate and

For replicating the

clarification, helicopter. The

bulkheads direction of

containing only movement of

items such as controls and

landing gear pin switches must be

storage identical to

compartments, that in the

fire axes and helicopter.

extinguishers,

Pilot seats must

spare light afford the

bulbs, and capability for

aircraft the occupant to

documents be able to

pouches are not achieve the

considered design ``eye

essential and position''

may be omitted. established for the helicopter being simulated.

Equipment for the operation of the flight deck windows must be included, but the actual windows need not be operable.

Fire axes, extinguishers, and spare light bulbs must be available in the

FFS but may be relocated to a suitable location as near as practical to the original position. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette.

1.b.......... Those circuit

X

X

X ................. breakers that affect procedures or result in observable flight deck indications must be properly located and functionally accurate.

2............ Programming

2.a.......... A flight dynamics

X

X

X ................. model that accounts for various combinations of air speed and power normally encountered in flight must correspond to actual flight conditions, including the effect of change in helicopter attitude, aerodynamic and propulsive forces and moments, altitude, temperature, mass, center of gravity location, and configuration.

An SOC is required.

2.b.......... The simulator

X

X

X ................. must have the computer capacity, accuracy, resolution, and dynamic response needed to meet the qualification level sought.

An SOC is required.

2.c.......... Ground handling

(where appropriate) and aerodynamic programming must include the following:.

2.c.1........ Ground effect....

X

X

X Applicable areas

Level B does not

include flare require hover

and touch down programming.

from a running

An SOC is

landing as well required.

as for in-ground- effect (IGE) hover. A reasonable simulation of ground effect includes modeling of lift, drag, pitching moment, trim, and power while in ground effect.

2.c.2........ Ground reaction..

X

X

X Reaction of the

Level B does not

helicopter upon require hover

contact with the programming.

landing surface

An SOC is

during landing required.

(e.g., strut deflection, tire or skid friction, side forces) may differ with changes in gross weight, airspeed, rate of descent on touchdown, and slide slip.

2.d.......... The simulator

X

X This may include must provide for

an automated manual and

system, which automatic

could be used testing of

for conducting simulator

at least a hardware and

portion of the software

QTG tests. programming to

Automatic determine

``flagging'' of compliance with

out-of-tolerance simulator

situations is objective tests

encouraged. as prescribed in

Attachment 2 of this appendix.

An SOC is required.

Page 26642

2.e.......... The relative

The intent is to responses of the

verify that the motion system,

simulator visual system,

provides and flight deck

instrument, instruments must

motion, and be measured by

visual cues that latency tests or

are like the transport delay

helicopter tests. Motion

responses within onset must occur

the stated time before the end

delays. It is of the scan of

preferable that video

motion onset field.

occur before the

Instrument

start of the response may not

visual scene occur prior to

change (the motion onset.

start of the

Test results

scan of the must be within

first video the following

field containing limits:

different information).

For helicopter response, acceleration in the appropriate corresponding rotational axis is preferred.

2.e.1........ Response must be

X within 150 milliseconds of the helicopter response. 2.e.2........ Response must be

X

X within 100 milliseconds of the helicopter response.

2.f.......... The simulator

X

X The simulator must simulate

should represent brake and tire

the motion (in failure dynamics

the appropriate

(including

axes) and the antiskid

directional failure, if

control appropriate).

characteristics

An SOC is

of the required..

helicopter when experiencing simulated brake or tire failures.

2.g.......... The aerodynamic

X

X See Attachment 2 modeling in the

of this appendix simulator must

for further include:.

information on

(1) Ground

ground effect. effect,.

(2) Effects of airframe and rotor icing (if applicable),.

(3) Aerodynamic interference effects between the rotor wake and fuselage,.

(4) Influence of the rotor on control and stabilization systems,.

(5)

Representations of settling with power, and.

(6) Retreating blade stall..

An SOC is required..

2.h.......... The simulator

X

X

X must provide for realistic mass properties, including gross weight, center of gravity, and moments of inertia as a function of payload and fuel loading.

An SOC is required..

3............ Equipment Operation

3.a.......... All relevant

X

X

X instrument indications involved in the simulation of the helicopter must automatically respond to control movement or external disturbances to the simulated helicopter; e.g., turbulence or windshear.

Numerical values must be presented in the appropriate units.

3.b.......... Communications,

X

X

X See Attachment 3 navigation,

of this appendix caution, and

for further warning

information equipment must

regarding long- be installed and

range navigation operate within

equipment. the tolerances applicable for the helicopter being simulated.

3.c.......... Simulated

X

X

X helicopter systems must operate as the helicopter systems operate under normal, abnormal, and emergency operating conditions on the ground and in flight.

3.d.......... The simulator

X

X

X must provide pilot controls with control forces and control travel that correspond to the simulated helicopter. The simulator must also react in the same manner as the helicopter under the same flight conditions.

Page 26643

3.e.......... Simulator control

X

X feel dynamics must replicate the helicopter simulated. This must be determined by comparing a recording of the control feel dynamics of the simulator to helicopter measurements.

For initial and upgrade evaluations, the control dynamic characteristics must be measured and recorded directly from the flight deck controls, and must be accomplished in takeoff, cruise, and landing conditions and configurations.

4............ Instructor/Evaluator Facilities

4.a.......... In addition to

X

X

X The NSPM will the flight

consider crewmember

alternatives to stations, the

this standard simulator must

for additional have at least

seats based on two suitable

unique flight seats for the

deck instructor/check

configurations. airman and FAA inspector. These seats must provide adequate vision to the pilot's panel and forward windows. All seats other than flight crew seats need not represent those found in the helicopter but must be adequately secured to the floor and equipped with similar positive restraint devices.

4.b.......... The simulator

X

X

X must have controls that enable the instructor/ evaluator to control all required system variables and insert all abnormal or emergency conditions into the simulated helicopter systems as described in the sponsor's FAA- approved training program, or as described in the relevant operating manual as appropriate.

4.c.......... The simulator

X

X

X must have instructor controls for all environmental effects expected to be available at the IOS; e.g., clouds, visibility, icing, precipitation, temperature, storm cells, and wind speed and direction.

4.d.......... The simulator

X

X For example, must provide the

another aircraft instructor or

crossing the evaluator the

active runway ability to

and converging present ground

airborne and air hazards.

traffic.

4.e.......... The simulator

X

X This is a must provide the

selectable instructor or

condition that evaluator the

is not required ability to

for all present the

operations on or effect of re-

near the circulating

surface. dust, water vapor, or snow conditions that develop as a result of rotor downwash.

5............ Motion System

5.a.......... The simulator

X

X

X For example, must have motion

touchdown cues

(force) cues

should be a perceptible to

function of the the pilot that

rate of descent are

(RoD) of the representative

simulated of the motion in

helicopter. a helicopter.

5.b.......... The simulator

X must have a motion (force cueing) system with a minimum of three degrees of freedom (at least pitch, roll, and heave).

An SOC is required..

5.c.......... The simulator

X

X must have a motion (force cueing) system that produces cues at least equivalent to those of a six- degrees-of- freedom, synergistic platform motion system (i.e., pitch, roll, yaw, heave, sway, and surge).

An SOC is required..

5.d.......... The simulator

X

X

X must provide for the recording of the motion system response time.

An SOC is required..

5.e.......... The simulator must provide motion effects programming to include the following:.

(1) Runway

X

X

X rumble, oleo deflections, effects of ground speed, uneven runway, characteristics.

(2) Buffets due to transverse flow effects.

(3) Buffet during extension and retraction of landing gear.

Page 26644

(4) Buffet due to retreating blade stall.

(5) Buffet due to vortex ring

(settling with power).

(6)

Representative cues resulting from touchdown.

(7) High speed rotor vibrations.

(8) Tire failure

X

X dynamics.

(9) Engine malfunction and engine damage

(10) Airframe ground strike

(11) Motion

X For air vibrations that

turbulence, result from

general purpose atmospheric

disturbance disturbances.

models are acceptable if, when used, they produce test results that approximate demonstrable flight test data.

5.f.......... The simulator

X The simulator must provide

should be characteristic

programmed and motion

instrumented in vibrations that

such a manner result from

that the operation of the

characteristic helicopter (for

buffet modes can example,

be measured and retreating blade

compared to stall, extended

helicopter data. landing gear, settling with power) in so far as vibration marks an event or helicopter state, which can be sensed in the flight deck.

6............ Visual System...

Additional horizontal field- of-view capability may be added at the sponsor's discretion provided the minimum field-of- view is retained.

6.a.......... The simulator

X

X

X must have a visual system providing an out- of-the-flight deck view.

6.b.......... The simulator

X must provide a continuous field- of-view of at least 75[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

X

Optimization 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.

details to allow

An SOC must

for ground to explain the

map navigation geometry of the

over a sector installation.

length equal to

Capability for a

30 minutes at an field-of-view in

average cruise excess of the

speed. minimum is not

(3) For offshore required for

airborne radar qualification at

approaches

Level C.

(ARA),

However, where

harmonized specific tasks

visual/radar require extended

representations fields of view

of beyond the

installations. 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 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..

Page 26645

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]

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 D.

approaches

However, where

(ARA), specific tasks

harmonized require extended

visual/radar fields of view

representations beyond the

of 176[deg] by

installations. 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..

6.e.......... The visual system

X

X

X Nonrealistic cues must be free

might include from optical

image discontinuities

``swimming'' and and artifacts

image ``roll- that create non-

off,'' that may realistic cues.

lead a pilot to make incorrect assessments of speed, acceleration and/ or situational awareness.

6.f.......... The simulator

X

X

X must have operational landing lights for night scenes.Where used, dusk (or twilight) scenes require operational landing lights..

6.g.......... The simulator

X

X

X must have instructor controls for the following:

(1) Visibility in statute miles

(kilometers) and runway visual range (RVR) in ft. (meters)..

(2) Airport or landing area selection.

(3) Airport or landing area lighting.

6.h.......... Each airport

X

X

X scene displayed must include the following:

(1) Airport runways and taxiways.

(2) Runway definition.

(a) Runway surface and markings.

(b) Lighting for the runway in use, including runway threshold, edge, centerline, touchdown zone,

VASI (or PAPI), and approach lighting of appropriate colors, as appropriate.

(c) Taxiway lights.

6.i.......... The simulator

X

X

X must provide visual system compatibility with dynamic response programming.

6.j.......... The simulator

X

X

X This will show must show that

the modeling the segment of

accuracy of the the ground

scene with visible from the

respect to a simulator flight

predetermined deck is the same

position from as from the

the end of the helicopter

runway ``in flight deck

use.''

(within established tolerances) when at the correct airspeed and altitude above the touchdown zone.

6.k.......... The simulator

X must provide visual cues necessary to assess rate of change of height, height

AGL, and translational displacement and rates during takeoffs and landings.

Page 26646

6.l.......... The simulator

X

X must provide visual cues necessary to assess rate of change of height, height

AGL, as well as translational displacement and rates during takeoff, low altitude/low airspeed maneuvering, hover, and landing.

6.m.......... The simulator

X

X

X Visual attitude must provide for

vs. simulator accurate

attitude is a portrayal of the

comparison of visual

pitch and roll environment

of the horizon relating to the

as displayed in simulator

the visual scene attitude.

compared to the display on the attitude indicator.

6.n.......... The simulator

X

X must provide for quick confirmation of visual system color, RVR, focus, and intensity.

An SOC is required..

6.o.......... The simulator

X

X must be capable of producing at least 10 levels of occulting.

6.p.......... Night Visual

X

X

X

Scenes. The simulator must provide night visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing.

Night scenes, as a minimum, must provide presentations of sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting, and airport signage, to conduct a visual approach, a landing, and airport movement

(taxi). Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by helicopter landing lights.

6.q.......... Dusk (Twilight)

X

X

Visual Scenes.

The simulator must provide dusk (or twilight) visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing.

Dusk (or twilight) scenes, as a minimum, must provide full color presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and airport signage, to conduct a visual approach, landing and airport movement

(taxi). Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by representative aircraft lighting (e.g., landing lights).

If provided, directional horizon lighting must have correct orientation and be consistent with surface shading effects.

Total scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 15,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects.

An SOC is required..

Page 26647

6.r.......... Daylight Visual

X

X

Scenes. The simulator must have daylight visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing.

No ambient lighting may

``washout'' the displayed visual scene. Total scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 6,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects.

The visual display must be free of apparent and distracting quantization and other distracting visual effects while the simulator is in motion.

An SOC is required..

6.s.......... The simulator

X

X For example: must provide

short runways, operational

landing visual scenes

approaches over that portray

water, uphill or physical

downhill relationships

runways, rising known to cause

terrain on the landing

approach path, illusions to

unique pilots.

topographic features.

6.t.......... The simulator

X

X must provide special weather representations of light, medium, and heavy precipitation near a thunderstorm on takeoff and during approach and landing.

Representations need only be presented at and below an altitude of 2,000 ft. (610 m) above the airport surface and within 10 miles (16 km) of the airport.

6.u.......... The simulator

X

X The NSPM will must present

consider visual scenes of

suitable wet and snow-

alternative covered runways,

effects. including runway lighting reflections for wet conditions, and partially obscured lights for snow conditions.

6.v.......... The simulator

X

X must present realistic color and directionality of all airport lighting.

7............ Sound System

7.a.......... The simulator

X

X

X must provide flight deck sounds that result from pilot actions that correspond to those that occur in the helicopter.

7.b.......... Volume control,

X

X

X if installed, must have an indication of the sound level setting.

7.c.......... The simulator

X

X must accurately simulate the sound of precipitation, windshield wipers, and other significant helicopter noises perceptible to the pilot during normal and abnormal operations, and include the sound of a crash

(when the simulator is landed in an unusual attitude or in excess of the structural gear limitations); normal engine sounds; and the sounds of gear extension and retraction.

An SOC is required..

7.d.......... The simulator

X must provide realistic amplitude and frequency of flight deck noises and sounds.

Simulator performance must be recorded, compared to amplitude and frequency of the same sounds recorded in the helicopter, and made a part of the QTG.

Page 26648

Table C1B.--Table of Tasks vs. Simulator Level

QPS requirements

Information

Subjective requirements

Simulator

The simulator must be

levels able to perform the ---------------

Entry No.

tasks associated with

Notes that level of

B

C

D qualification.

1. Preflight Procedures

1.a.......... Preflight Inspection

X

X

X

(Flight deck Only) switches, indicators, systems, and equipment.

1.b.......... APU/Engine start and run-up.

1.b.1........ Normal start procedures X

X

X

1.b.2....... Alternate start

X

X

X procedures.

1.b.3........ Abnormal starts and

X

X

X shutdowns (hot start, hung start).

1.c.......... Taxiing--Ground........ X

X

X

1.d.......... Taxiing--Hover......... X

X

X

1.e.......... Pre-takeoff Checks..... X

X

X

2. Takeoff and Departure Phase

2.a.......... Normal takeoff.........

2.a.1........ From ground............ X

X

X

2.a.2........ From hover.............

X

X

2.a.3........ Running................ X

X

X

2.b.......... Instrument............. X

X

X

2.c.......... Powerplant Failure

X

X

X

During Takeoff.

2.d.......... Rejected Takeoff....... X

X

X

2.e.......... Instrument Departure... X

X

X

3. Climb

3.a.......... Normal................. X

X

X

3.b.......... Obstacle clearance..... X

X

X

3.c.......... Vertical............... X

X

X

3.d.......... One engine inoperative. X

X

X

4. In-flight Maneuvers

4.a.......... Turns (timed, normal,

X

X

X steep).

4.b.......... Powerplant Failure--

X

X

X

Multiengine

Helicopters.

4.c.......... Powerplant Failure--

X

X

X

Single-Engine

Helicopters.

4.d.......... Recovery From Unusual

X

X

X

Attitudes.

4.e.......... Settling with Power.... X

X

X

4.f.......... Specific Flight

A

A

A

Characteristics incorporated into the user's FAA approved flight training program.

5. Instrument Procedures

5.a.......... Instrument Arrival..... X

X

X

5.b.......... Holding................ X

X

X

5.c.......... Precision Instrument

Approach.

Page 26649

5.c.1........ Normal--All engines

X

X

X operating.

5.c.2........ Manually controlled--

X

X

X

One or more engines inoperative.

5.d.......... Non-precision

X

X

X

Instrument Approach.

5.e.......... Missed Approach........

5.e.1........ All engines operating.. X

X

X

5.e.2........ One or more engines

X

X

X inoperative.

5.e.3........ Stability augmentation

X

X

X system failure.

6. Landings and Approaches to Landings

6.a.......... Visual Approaches

X

X

X

(normal, steep, shallow).

6.b.......... Landings...............

6.b.1........ Normal/crosswind.......

6.b.1.a...... Running................ X

X

X

6.b.1.b...... From Hover.............

X

X

6.b.2........ One or more engines

X

X

X inoperative.

6.b.3........ Rejected Landing....... X

X

X

7. Normal and Abnormal Procedures

7.a.......... Powerplant............. X

X

X

7.b.......... Fuel System............ X

X

X

7.c.......... Electrical System...... X

X

X

7.d.......... Hydraulic System....... X

X

X

7.e.......... Environmental System(s) X

X

X

7.f.......... Fire Detection and

X

X

X

Extinguisher Systems.

7.g.......... Navigation and Aviation X

X

X

Systems.

7.h.......... Automatic Flight

X

X

X

Control System,

Electronic Flight

Instrument System, and

Related Subsystems.

7.i.......... Flight Control Systems. X

X

X

7.j.......... Anti-ice and Deice

X

X

X

Systems.

7.k.......... Aircraft and Personal

X

X

X

Emergency Equipment.

7.l.......... Special Missions tasks

A

A

X

(e.g., Night Vision goggles, Forward

Looking Infrared

System, External Loads and as listed on the

SOQ).

8. Emergency procedures (as applicable)

8.a.......... Emergency Descent...... X

X

X

8.b.......... Inflight Fire and Smoke X

X

X

Removal.

8.c.......... Emergency Evacuation... X

X

X

8.d.......... Ditching............... X

X

X

8.e.......... Autorotative Landing... X

X

X

Page 26650

8.f.......... Retreating blade stall

X

X

X recovery.

8.g.......... Mast bumping........... X

X

X

8.h.......... Loss of tail rotor

X

X

X effectiveness.

8.i.......... Vortex recovery........ X

X

X

9. Postflight Procedures

9.a.......... After-Landing

X

X

X

Procedures.

9.b.......... Parking and Securing...

9.b.1........ Rotor brake operation.. X

X

X

9.b.2........ Abnormal/emergency

X

X

X procedures.

Note: An ``A'' in the table indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in the FFS and is working properly

Table C1C.--Table of Tasks vs. Simulator Level

QPS requirements

Information

Subjective requirements

Simulator

The simulator must be

levels able to perform the ---------------

Entry No.

tasks associated with

Notes that level of

B

C

D qualification.

1............ Instructor Operating Station (IOS), as appropriate

1.a.......... Power switch(es)....... X

X

X

1.b.......... Helicopter conditions.. X

X

X e.g., GW, CG,

Fuel loading,

Systems, Ground

Crew.

1.c.......... Airports/Heliports/

X

X

X e.g., Selection,

Helicopter Landing

Surface,

Areas.

Presets,

Lighting controls

1.d.......... Environmental controls. X

X

X e.g., Clouds,

Visibility, RVR,

Temp, Wind, Ice,

Snow, Rain, and

Windshear.

1.e.......... Helicopter system

X

X

X malfunctions

(Insertion/deletion).

1.f.......... Locks, Freezes, and

X

X

X

Repositioning.

2............ Sound Controls.

2.a.......... On/off/adjustment...... X

X

X .................

3............ Motion/Control Loading System

3.a.......... On/off/emergency stop.. X

X

X

4............ Observer Seats/Stations

4.a.......... Position/Adjustment/

X

X

X

Positive restraint system.

Attachment 2 to Appendix C to Part 60--FFS Objective Tests

Begin Information

Page 26651

Table of Contents

Paragraph No.

Title

1...................... Introduction.

2...................... Test Requirements.

Table C2A, Objective Tests.

3...................... General.

4...................... Control Dynamics.

5...................... [Reserved].

6...................... Motion System.

7...................... Sound System.

8...................... Additional Information About Flight Simulator

Qualification for New or Derivative

Helicopters.

9...................... Engineering Simulator--Validation Data.

10..................... [Reserved].

11..................... Validation Test Tolerances.

12..................... Validation Data Roadmap.

13..................... Acceptance Guidelines for Alternative Engines

Data.

14..................... Acceptance Guidelines for Alternative Avionics

(Flight-Related Computers and Controllers).

15..................... Transport Delay Testing.

16..................... Continuing Qualification Evaluations--

Validation Test Data Presentation.

17..................... Alternative Data Sources, Procedures, and

Instrumentation: Level A and Level B

Simulators Only.

1. Introduction a. If relevant winds are present in the objective data, the wind vector (magnitude and direction) should be clearly noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for the test. b. The NSPM will not evaluate any simulator unless the required

SOC indicates that the motion system is designed and manufactured to safely operate within the simulator's maximum excursion, acceleration, and velocity capabilities (see Motion System in the following table). c. Table C2A addresses helicopter simulators at Levels B, C, and

D because there are no Level A Helicopter simulators.

End Information

Begin QPS Requirements 2. Test Requirements a. The ground and flight tests required for qualification are listed in Table of C2A, FFS Objective Tests. Computer-generated simulator test results must be provided for each test except where an alternative test is specifically authorized by the NSPM. If a flight condition or operating condition is required for the test but does not apply to the helicopter being simulated or to the qualification level sought, it may be disregarded (e.g., an engine out missed approach for a single-engine helicopter, or a hover test for a Level B simulator). Each test result is compared against the validation data described in Sec. 60.13 and in this appendix.

Although use of a driver program designed to automatically accomplish the tests is encouraged for all simulators and required for Level C and Level D simulators, each test must be able to be accomplished manually while recording all appropriate parameters.

The results must be produced on an appropriate recording device acceptable to the NSPM and must include simulator number, date, time, conditions, tolerances, and appropriate dependent variables portrayed in comparison to the validation data. Time histories are required unless otherwise indicated in Table C2A. All results must be labeled using the tolerances and units given. b. Table C2A sets out the test results required, including the parameters, tolerances, and flight conditions for simulator validation. Tolerances are provided for the listed tests because mathematical modeling and acquisition/development of reference data are often inexact. All tolerances listed in the following tables are applied to simulator performance. When two tolerance values are given for a parameter, the less restrictive value may be used unless otherwise indicated. In those cases where a tolerance is expressed only as a percentage, the tolerance percentage applies to the maximum value of that parameter within its normal operating range as measured from the neutral or zero position unless otherwise indicated. c. Certain tests included in this attachment must be supported with an SOC. In Table C2A, requirements for SOCs are indicated in the ``Test Details'' column. d. When operational or engineering judgment is used in making assessments for flight test data applications for simulator validity, such judgment may not be limited to a single parameter.

For example, data that exhibit rapid variations of the measured parameters may require interpolations or a ``best fit'' data selection. All relevant parameters related to a given maneuver or flight condition must be provided to allow overall interpretation.

When it is difficult or impossible to match simulator to helicopter data throughout a time history, differences must be justified by providing a comparison of other related variables for the condition being assessed. e. The FFS may not be programmed so that the mathematical modeling is correct only at the validation test points. Unless noted otherwise, simulator tests must represent helicopter performance and handling qualities at operating weights and centers of gravity (CG) typical of normal operation. If a test is supported by helicopter data at one extreme weight or CG, another test supported

Page 26652

by helicopter data at mid-conditions or as close as possible to the other extreme must be included. Certain tests that are relevant only at one extreme CG or weight condition need not be repeated at the other extreme. Tests of handling qualities must include validation of augmentation devices. f. When comparing the parameters listed to those of the helicopter, sufficient data must also be provided to verify the correct flight condition and helicopter configuration changes. For example, to show that control force is within 0.5 pound

(0.22 daN) in a static stability test, data to show the correct airspeed, power, thrust or torque, helicopter configuration, altitude, and other appropriate datum identification parameters must also be given. If comparing short period dynamics, normal acceleration may be used to establish a match to the helicopter, but airspeed, altitude, control input, helicopter configuration, and other appropriate data must also be given. All airspeed values must be properly annotated (e.g., indicated versus calibrated). In addition, the same variables must be used for comparison (e.g., compare inches to inches rather than inches to centimeters). g. The QTG provided by the sponsor must clearly describe how the simulator will be set up and operated for each test. Each simulator subsystem may be tested independently, but overall integrated testing of the simulator must be accomplished to assure that the total simulator system meets the prescribed standards. A manual test procedure with explicit and detailed steps for completing each test must also be provided. h. For previously qualified simulators, the tests and tolerances of this attachment may be used in subsequent continuing qualification evaluations for any given test if the sponsor has submitted a proposed MQTG revision to the NSPM and has received NSPM approval. i. Motion System Tests:

(a) The minimum excursions, accelerations, and velocities for pitch, roll, and yaw must be measurable about a single, common reference point and must be achieved by driving one degree of freedom at a time.

(b) The minimum excursions, accelerations, and velocities for heave, sway, and surge may be measured about different, identifiable reference points and must be achieved by driving one degree of freedom at a time. j. Tests of handling qualities must include validation of augmentation devices. FFSs for highly augmented helicopters will be validated both in the unaugmented configuration (or failure state with the maximum permitted degradation in handling qualities) and the augmented configuration. Where various levels of handling qualities result from failure states, validation of the effect of the failure is necessary. For those performance and static handling qualities tests where the primary concern is control position in the unaugmented configuration, unaugmented data are not required if the design of the system precludes any affect on control position. In those instances where the unaugmented helicopter response is divergent and non-repeatable, it may not be feasible to meet the specified tolerances. Alternative requirements for testing will be mutually agreed upon by the sponsor and the NSPM on a case-by-case basis. k. Some tests will not be required for helicopters using helicopter hardware in the simulator flight deck (e.g., ``helicopter modular controller''). These exceptions are noted in Table C2A of this attachment. However, in these cases, the sponsor must provide a statement that the helicopter hardware meets the appropriate manufacturer's specifications and the sponsor must have supporting information to that fact available for NSPM review. l. In cases where light-class helicopters are being simulated, prior coordination with the NSPM on acceptable weight ranges is required. The terms ``light'', ``medium'', and ``near maximum'', as defined in Appendix F of this part, may not be appropriate for the simulation of light-class helicopters.

End QPS Requirements

Begin Information m. In those cases where the objective test results authorize a

``snapshot test'' or a ``series of snapshot test results'' in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot''. The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot. n. For references on basic operating weight, see AC 120-27,

Aircraft Weight and Balance; and FAA-H-8083-1, Aircraft Weight and

Balance Handbook.

End Information

Table C2A.--Full Flight Simulator (FFS) Objective Tests

QPS requirements

Information

Test

Simulator

Flight

level

Tolerance(s)

condition

Test details ---------------

Notes

Entry No.

Title

B

C

D

1. Performance

1.a........ Engine Assessment

1.a.1...... Start Operations

1.a.1.a.... Engine start and Light Off Time-- Ground with the Record each

X

X

X acceleration

10% or

Used and Not

from the 1

Used, if

initiation of sec., Torque-- applicable.

the start 5%,

steady state

Rotor Speed--

idle and from 3%, Fuel

idle to

Flow--10%, Gas

Generator

Speed--5%,

Power Turbine

Speed--5%, Gas

Turbine Temp.-- 30[deg]C.

1.a.1.b.... Steady State

Torque--3%,

steady state

Operating RPM

Rotor Speed--

idle and conditions.

1.5%,

conditions.

Fuel Flow--

May be a 5%, Gas

snapshot

Generator

tests.

Speed--2%,

Power Turbine

Speed--2%,

Turbine Gas

Temp.--20[deg]C.

1.a.2...... Power Turbine

10% Ground......... Record engine

X

X

X

Speed Trim.

of total

response to change of

trim system power turbine

actuation in speed, or

both 0.5% change of rotor speed.

Page 26653

1.a.3...... Engine and Rotor Torque--5%,

descent.

using a step

Rotor Speed--

input to the 1.5%.

collective.

May be conducted concurrently with climb and descent performance tests.

1.b........ Surface Operations

1.b.1...... Minimum Radius 3

Ground......... If brakes are

X

X

X

Turn.

ft. (0.9m) or

used, brake 20% of

pedal position helicopter

and brake turn radius.

system pressure must be matched to the helicopter flight test value.

1.b.2...... Rate of Turn vs. 10% Ground Takeoff. If brakes are

X

X

X

Pedal

or 2[deg]/

pedal position

Brake

sec. Turn

and brake

Application, or Rate.

system

Nosewheel

pressure must

Angle, as

be matched to applicable.

the helicopter flight test value.

1.b.3...... Taxi............ Pitch Angle--

Ground......... Record results

X

X

X 1.5[deg]

position and

, Torque--

pitch attitude 3%,

taxi for a

Longitudinal

specific

Control

ground speed,

Position--5%,

direction, and

Lateral

density

Control

altitude.

Position--5%,

Directional

Control

Position--5%,

Collective

Control

Position--5%.

1.b.4...... Brake

10% Ground.........

X

X

X

Effectiveness. of time and distance.

1.c........ Takeoff

When the speed range for the following tests is less than 40 knots, the applicable airspeed tolerance may be applied to either airspeed or ground speed, as appropriate.

1.c.1...... All Engines..... Airspeed--3 kt,

and Initial

of takeoff

Altitude--20 ft

Climb.

appropriate to

(6.1m),

helicopter

Torque--3%,

simulated

Rotor Speed--

(running 1.5%,

Level B,

Vertical

takeoff from a

Velocity--100

Level C and fpm (0.50m/

D). For Level sec) or 10%,

B, the

Pitch

criteria apply

Attitude--1.5[deg]

airspeeds

, Bank

above

Attitude--2[deg],

lift. Results

Heading--2[deg],

recorded from

Longitudinal

the initiation

Control

of the takeoff

Position--10%,

200 ft (61m)

Lateral

AGL.

Control

Position--10%,

Directional

Control

Position--10%,

Collective

Control

Position--10%.

1.c.2...... One Engine

Airspeed--3 kt,

and Initial

flight path as

kinds of continued

Altitude--20 ft

Climb.

helicopter

procedures can

(6.1m),

model

be performed,

Torque--3%,

Results must

type of

Rotor Speed--

be recorded

takeoff 1.5%,

initiation of

be recorded to

Vertical

the takeoff to

ensure the

Velocity--100

ft (61m) AGL.

profile fpm (0.50m/

comparison sec) or 10%,

test is used.

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%.

Page 26654

1.c.3...... One Engine

Airspeed--3 kt,

from the take rejected take

Altitude--20 ft

touch down.

(6.1m),

Test

Torque--3%,

near limiting

Rotor Speed--

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

Performance..... Torque--3%,

Effect (IGE); for light and

Pitch

and Out of

heavy gross

Attitude--1.5[deg]

snapshot

, Bank

tests.

Attitude--1.5[deg]

, Longitudinal

Control

Position--5%,

Lateral

Control

Position--5%,

Directional

Control

Position--5%,

Collective

Control

Position--5%.

1.e........ Vertical Climb

Performance..... Vertical

From OGE Hover. Record results

X

X

Velocity--100

heavy gross fpm (0.50 m/

weights. May sec) or 10%,

snapshot

Directional

tests.

Control

Position--5%,

Collective

Control

Position--5%.

1.f........ Level Flight

Performance and Torque--3%,

(Augmentation for two gross

validates

Control

Pitch

On and Off).

weight and CG

performance at

Positions.

Attitude--1.5[deg]

trim speeds

endurance

, Sideslip

throughout the

airspeed.

Angle--2[deg],

envelope. May

Longitudinal

be a series of

Control

snapshot

Position--5%,

Lateral

Control

Position--5%,

Directional

Control

Position--5%,

Collective

Control

Position--5%.

1.g........ Climb

Performance and Vertical

All engines

Record results

X

X

X ...............

Trimmed Flight

Velocity--100

engine

weight and CG

Positions.

fpm (6.1m/sec) inoperative;

combinations. or 10%,

System(s) On

presented must

Pitch

and Off.

be for normal

Attitude--1.5[deg]

May be a

, Sideslip

series of

Angle--2[deg],

tests.

Longitudinal

Control

Position--5%,

Lateral

Control

Position--5%,

Directional

Control

Position--5%,

Collective

Control

Position--5%.

1.h........ Descent

Page 26655

1.h.1...... Descent

Torque--3%,

1,000 fpm (5 m/ recorded for

Trimmed Flight

Pitch

sec) rate of

two gross

Control

Attitude--1.5[deg] approach

May be a

, Sideslip

speed.

series of

Angle--2[deg],

System(s) On

tests.

Longitudinal

and Off.

Control

Position--5%,

Lateral

Control

Position--5%,

Directional

Control

Position--5%,

Collective

Control

Position--5%.

1.h.2...... Autorotation

Pitch Attitude-- Steady

Record results

X

X

X

Performance and 1.5[deg] Augmentation

weight

Control

, Sideslip

System(s) On

conditions.

Positions.

Angle--2[deg],

recorded for

Longitudinal

normal

Control

operating RPM.

Position--5%,

tolerance

Lateral

applies only

Control

if collective

Position--5%,

position is

Directional

full down.)

Control

Data must be

Position--5%,

speeds from 50

Collective

kts, 5 kts,

Position--5%,

least maximum

Vertical

glide distance

Velocity--100

maximum fpm or 10%,

allowable

Rotor Speed--

autorotation 1.5%.

whichever is slower. May be a series of snapshot tests.

1.i........ Autorotation

Entry........... Rotor Speed--

Cruise or Climb Record results

X

X 3%,

throttle

Pitch

reduction to

Attitude--2[deg],

condition is

Roll Attitude--

selected, 3[deg],

must be made

Yaw Attitude--

for the 5[deg],

airspeed. If

Airspeed--5

condition is kts., Vertical

selected,

Velocity--200

must be made fpm (1.00 m/

for the sec) or 10%.

maximum rate of climb airspeed at or near maximum continuous power.

1.j........ Landing

When the speed range for tests 1.j.1., 1.j.2., or 1.j.3. is less than 40 knots, the applicable airspeed tolerance may be applied to either airspeed or ground speed, as appropriate.

1.j.1...... All Engines..... Airspeed--3 kts.,

of the

Altitude--20 ft.

landing

(6.1m),

profile as

Torque--3%,

the helicopter

Rotor Speed--

model 1.5%,

(running

Pitch

landing for

Attitude--1.5[deg]

hover for

, Bank

Level C and

Attitude--1.5[deg]

criteria apply

, Heading--

only to those 2[deg],

airspeeds

Longitudinal

above

Control

effective

Position--10%,

lift.

Lateral

Control

Position--10%,

Directional

Control

Position--10%,

Collective

Control

Position--10%.

Page 26656

1.j.2...... One Engine

Airspeed--3 kts.,

for both

Altitude--20 ft.

Category B

(6.1m),

approaches and

Torque--3%,

appropriate to

Rotor Speed--

helicopter 1.5%,

simulated. For

Pitch

Level B, the

Attitude--1.5[deg]

segments at

, Bank

airspeeds

Attitude--1.5[deg]

translational

, Heading--

lift. 2[deg],

Longitudinal

Control

Position--10%,

Lateral

Control

Position--10%,

Directional

Control

Position--10%,

Collective

Control

Position--10%.

1.j.3...... Balked Landing.. Airspeed--3 kts,

results for

Altitude--20 ft.

initiated from

(6.1m),

a stabilized

Torque--3%,

the landing

Rotor Speed--

decision point 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...... Autorotational

Torque--3%,

results of an

approaches for

Rotor Speed--

autorotational

acquiring this 3%,

and landing

acceptable,

Vertical

from a

depending on

Velocity--100

autorotational

as well as the fpm (0.50m/

descent, to

personnel and sec) or 10%,

touch down. If

the data

Pitch

flight test

recording,

Attitude--2[deg],

required

facilities to

Bank Attitude--

parameters for

be used, are: 2[deg],

power-off

simulated

Heading--5[deg],

available from

flare and

Longitudinal

the aircraft

reduction of

Control

manufacturer

rate of

Position--10%,

and other

at altitude;

Lateral

qualified

or (2) a power-

Control

flight test

on termination

Position--10%,

not available

autorotational

Directional

to acquire

approach and

Control

this data, the

flare.

Position--10%,

coordinate

Collective

with the NSPM

Control

to determine

Position--10%.

appropriate to accept alternative testing means.

2. Handling Qualities...........................................................................................

2.a........ Control System Mechanical Characteristics

For simulators requiring Static or Dynamic tests at the controls

Contact the

(i.e., cyclic, collective, and pedal), special test fixtures will

NSPM for not be required during initial or upgrade evaluations if the

clarification sponsor's QTG/MQTG shows both test fixture results and the results

of any issue of an alternative approach, such as computer plots produced

regarding concurrently showing satisfactory agreement. Repeat of the

helicopters alternative method during the initial or upgrade evaluation

with satisfies this test requirement. For initial and upgrade

reversible evaluations, the control dynamic characteristics must be measured

controls or at and recorded directly from the flight deck controls, and must

where the be accomplished in hover, climb, cruise, and autorotation.

required validation data is not attainable.

Page 26657

2.a.1...... Cyclic.......... Breakout--0.25

conditions

for an

Data for this lbs. (0.112

with the

uninterrupted

test does not daN) or 25%;

hydraulic

control sweep

require the

Force--1.0 lb. applicable)

(This test

engaged/

(0.224 daN) or pressurized;

does not apply

turning. The 10%.

supplemental

if aircraft

phrase ``if hydraulic

hardware

applicable'' pressurization modular

regarding system may be controllers

stability used. Trim On are used.)

augmentation and Off.

systems means

Friction Off

if an

Augmentation

augmentation

(if

system is applicable) On

available and and Off.

if this system may be operational on the ground under static conditions as described here.

2.a.2...... Collective/

Breakout--0.5 lb. conditions

for an

Data for this

(0.224 daN) or with the

uninterrupted

test does not 25%; Force--

hydraulic

control sweep

require the 1.0 lb. applicable)

engaged/

(0.224 daN) or pressurized;

turning. The 10%.

supplemental

phrase ``if hydraulic

applicable'' pressurization

regarding system may be

stability used. Trim On

augmentation and Off.

system means

Friction Off.

if a stability

Augmentation

augmentation

(if

system is applicable) On

available and and Off.

if this system may be operational on the ground under static conditions as described here.

2.a.3...... Brake Pedal

5

Ground; Static

X

X

X

Force vs.

lbs. (2.224

conditions.

Position.

daN) or 10%.

2.a.4...... Trim System Rate Rate--10%.

conditions.

applies to the systems).

Trim On,

recorded value

Friction Off. of the trim rate.

2.a.5...... Control Dynamics 10% Hover/Cruise,

Results must be

X

X Typically,

(all axes).

of time for

Trim On,

recorded for a

control first zero

Friction Off. normal control

displacement crossing and

displacement

of 25% to 50% 10

in both

is necessary

(N+1)% of

directions in

for proper period

each axis.

excitation. thereafter,

Control 10% of

irreversible amplitude of

control first

systems may be overshoot, 20%

evaluated in a of amplitude

ground/static of 2nd and

condition. subsequent

Additional overshoots

information on greater than

control 5% of initial

dynamics is displacement,

found later in 1

this overshoot.

attachment.

``N'' is the sequential period of a full cycle of oscillation.

2.a.6...... Control System 0.10

conditions;

compare

Data for this inches (2.5 mm). hydraulic

all controls.

require the system (if

rotor to be applicable)

engaged/ pressurized;

turning. supplemental hydraulic pressurization system may be used.

2.b........ Low Airspeed Handling Qualities

2.b.1...... Trimmed Flight

Torque--3%,

Flight IGE--

for several

Positions.

Pitch

Sideward,

airspeed

Attitude--1.5[deg] flight.

translational

, Bank

Augmentation

airspeed

Attitude--2[deg],

forward

Longitudinal

airspeed. May

Control

be a series of

Position--5%.

tests.

Lateral

Control

Position--5%,

Directional

Control

Position--5%,

Collective

Control

Position--5%.

Page 26658

2.b.2...... Critical Azimuth Torque--3%,

Hover.

for three

Pitch

Augmentation

relative wind

Attitude--1.5[deg]

most critical

, Bank

case) in the

Attitude--2[deg],

be a series of

Longitudinal

snapshot

Control

tests.

Position--5%,

Lateral

Control

Position--5%,

Directional

Control

Position--5%,

Collective

Control

Position--5%.

2.b.3...... Control Response

2.b.3.a.... Longitudinal.... Pitch Rate--

Hover

Record results

X

X This is a 10% or

On and Off.

control input.

test conducted 2[deg]/

response must

ground effect, sec., Pitch

show correct

without

Attitude

trend for

entering

Change--10% or

cases.

flight, to 1.5[deg].

provide better visual reference.

2.b.3.b.... Lateral......... Roll Rate--

Hover

Record results

X

X This is a 10% or

On and Off.

control input.

test conducted 3[deg]/

response must

ground effect, sec., Roll

show correct

without

Attitude

trend for

entering

Change--10% or

cases.

flight, to 3[deg].

visual reference.

2.b.3.c.... Directional..... Yaw Rate--10% or

Augmentation

for a step

``short time'' 2[deg]/

The Off-axis

in a hover, in sec., Heading

response must

ground effect,

Change--10% or

trend for

entering 2[deg].

cases.

flight, to provide better visual reference.

2.b.3.d.... Vertical........ Normal

Hover

Record results

X

X

Acceleration-- Augmentation

for a step 0.1 g.

The Off-axis response must show correct trend for unaugmented cases.

2.c........ Longitudinal Handling Qualities

2.c.1...... Control Response Pitch Rate--

Cruise

Results must be X

X

X 10% or

On and Off.

two cruise 2[deg]/

include sec., Pitch

minimum power

Attitude

required

Change--10% or

data for a 1.5[deg]

input. The Off-

.

axis response must show correct trend for unaugmented cases.

2.c.2...... Static Stability Longitudinal

Cruise or

Record results

X

X

X

Control

Climb.

for a minimum

Position:

Autorotation. of two speeds 10% of

On and Off.

of the trim change from

speed. May be trim or 0.25 in.

snapshot

(6.3 mm) or

tests.

Longitudinal

Control Force

: 0.5 lb.

(0.223 daN) or 10%.

2.c.3...... Dynamic Stability

Page 26659

2.c.3.a.... Long-Term

10% Cruise

For periodic

X

X

X The response

Response.

of calculated

Augmentation

responses,

may be period, 10% of

for three full

throughout the time to \1/2\

cycles (6

stated time or double

overshoots

for certain amplitude, or

after input

helicopters. 0.02 of

that

cases, the damping

sufficient to

test should ratio.For non-

determine time

show at least periodic

to \1/2\ or

that a responses, the

double

divergence is time history

amplitude,

identifiable. must be

whichever is

For example: matched within

less.

Displacing the 3[deg]

terminated

given time pitch; and

prior to 20

normally 5

sec. if the

excites this kts airspeed

test pilot

test or until over a 20 sec

determines

a given pitch period

that the

attitude is following

results are

achieved and release of the

becoming

then return controls.

uncontrollably

the cyclic to divergent..

the original position. For non-periodic responses, results should show the same convergent or divergent character as the flight test data.

2.c.3.b.... Short-Term

1.5[deg] Climb.

for at least

doublet

Pitch or 2[deg]/

On and Off.

the natural sec. Pitch

frequency of

Rate. 0.1 g

normally

Normal

excites this

Acceleration.

test. However, while input doublets are preferred over pulse inputs for

Augmentation-

Off tests, for

Augmentation-

On tests, when the short-term response exhibits 1st- order or deadbeat characteristic s, longitudinal pulse inputs may produce a more coherent response.

2.c.4...... Maneuvering

Longitudinal

Cruise or

Record results

X

X

X

Stability.

Control

Climb.

for at least

Position--10% of On and Off.

at 30[deg]- change from

45[deg] roll trim or 0.25 in.

force may be

(6.3 mm) or

shown as a

Longitudinal

cross plot for

Control

irreversible

Forces--0.5 lb.

be a series of

(0.223 daN) or

snapshot 10%.

2.d........ Lateral and Directional Handling Qualities

2.d.1...... Control Response

2.d.1.a.... Lateral......... Roll Rate--

Cruise

Record results

X

X

X 10% or

On and Off.

two airspeeds, 3[deg]/

speed at or sec., Roll

near the

Attitude

minimum power

Change--10% or

airspeed. 3[deg].

for a step control input.

The Off-axis response must show correct trend for unaugmented cases.

Page 26660

2.d.1.b.... Directional..... Yaw Rate--10% or

Augmentation

at least two 2[deg]/

including the sec., Yaw

speed at or

Attitude

near the

Change--10% or

required 2[deg].

Record results for a step control input.

The Off-axis response must show correct trend for unaugmented cases..

2.d.2...... Directional

Lateral Control Cruise; or

Record results

X

X

X This is a

Static

Position--10% of Descent

two sideslip

sideslip test change from

instead of

angles on

at a fixed trim or 0.25 in. desired),

the trim

position.

(6.3 mm) or

Augmentation

point. The

Lateral

On and Off.

force may be

Control Force--

shown as a 0.5 lb.

irreversible

(0.223 daN) or

systems. May 10%, Roll

be a series of

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 Stability

2.d.3.a.... Lateral-

0.5 Cruise or

Record results

X

X

X

Directional

sec. or 10% of

Augmentation

two airspeeds. period, 10% of

be initiated time to \1/2\

with a cyclic or double

or a pedal amplitude or

doublet input. 0.02 of

for six full damping ratio,

cycles (12 20% or

after input 1

completed) or sec of time

that difference

sufficient to between peaks

determine time of bank and

to \1/2\ or sideslip. For

double non-periodic

amplitude, responses, the

whichever is time history

less. The test must be

may be matched within

terminated 10

prior to 20 knots

sec if the

Airspeed;

test pilot 5[deg]/s

that the

Roll Rate or

results are 5[deg]

uncontrollably

Roll Attitude;

divergent. 4[deg]/s

Yaw Rate or 4[deg]

Yaw Angle over a 20 sec period roll angle following release of the controls.

2.d.3.b.... Spiral

2[deg]

Climb.

results of a or 10% roll On and Off.

pedal only or angle.

cyclic only turns for 20 sec. Results must be recorded from turns in both directions.

Terminate check at zero roll angle or when the test pilot determines that the attitude is becoming uncontrollably divergent.

2.d.3.c.... Adverse/Proverse Correct Trend, Cruise or

Record the time X

X

X

Yaw.

2[deg]

Augmentation

initial entry transient

On and Off.

into cyclic sideslip

only turns, angle.

using only a moderate rate for cyclic input. Results must be recorded for turns in both directions.

3. Motion System................................................................................................

Page 26661

3.a........ Frequency response

Based on

N/A............ Required as

X

X

X

Simulator

part of the

Capability.

MQTG. The test must demonstrate frequency response of the motion system as specified by the applicant for flight simulator qualification.

3.b........ Leg Balance

Leg Balance..... Based on

N/A............ Required as

X

X

X

Simulator

part of the

Capability.

MQTG. The test must demonstrate motion system leg balance as specified by the applicant for flight simulator qualification.

3.c........ Turn Around

Turn Around..... Based on

N/A............ Required as

X

X

X

Simulator

part of the

Capability.

MQTG. The test must demonstrate a smooth turn- around (shift to opposite direction of movement) of the motion system as specified by the applicant for flight simulator qualification.

3.d........ Motion system repeatability

With the same

Accomplished in Required as

X

X

X See Paragraph input signal, both the

part of the

6.c. in this the test

``ground''

the MQTG. The

attachment for results must

mode and in

test is

additional be repeatable the ``flight'' accomplished

information. to within

mode of the

by injecting a

Note: if there 0.05g

operation.

to generate

difference in actual

movement of

the model for platform

the platform.

``ground'' and linear

The input must

``flight'' acceleration

be such that

operation of in each axis.

the rotational

the motion accelerations,

system, this rotational

should be rates, and

described in linear

an SOC and accelerations

will not are inserted

require tests before the

in both modes. transfer from helicopter center of gravity to the pilot reference point with a minimum amplitude of 5[deg]/sec/ sec, 10[deg]/ sec and 0.3g, respectively.

3.e........ Motion cueing performance signature

Required as

See paragraph part of MQTG.

6.d., of this

These tests

attachment, must be run

Motion cueing with the

performance motion buffet

signature. mode disabled.

3.e.1...... Takeoff (all

As specified by Ground......... Pitch attitude

X

X

X Associated to engines).

the sponsor

due to initial

test number for flight

climb must

1.c.1. simulator

dominate over qualification.

cab tilt due to longitudinal acceleration.

3.e.2...... Hover

As specified by Ground.........

X

X Associated to performance

the sponsor

test number

(IGE and OGE). for flight

1.d. simulator qualification.

3.e.3...... Autorotation

As specified by Flight.........

X

X Associated to

(entry).

the sponsor

test number for flight

1.i. simulator qualification.

Page 26662

3.e.4...... Landing (all

As specified by Flight.........

X

X

X Associated to engines).

the sponsor

test number for flight

1.j.1. simulator qualification.

3.e.5...... Autorotation

As specified by Flight.........

X

X Associated to

(landing).

the sponsor

test number for flight

1.j.4. simulator qualification.

3.e.6...... Control Response

3.e.6.a.... Longitudinal.... As specified by Flight.........

X

X

X Associated to the sponsor

test number for flight

2.c.1. simulator qualification.

3.e.6.b.... Lateral......... As specified by Ground.........

X

X

X Associated to the sponsor

test number for flight

2.d.1.a. simulator qualification.

3.e.6.c.... Directional..... As specified by

X

X

X Associated to the sponsor

test number for flight

2.d.1.c. simulator qualification.

3.f........ Characteristic Motion (Vibration) Cues--For all of the following

... ... ... Characteristic tests, the simulator test results must exhibit the overall

motion cues appearance and trends of the helicopter data, with at least three

may be

(3) of the predominant frequency ``spikes'' being present within

separate from 2 Hz.

the ``main'' motion system.

3.f.1...... Vibrations--to

+3db to -6db or (a) On ground

Characteristic

X Correct trend include 1/Rev

10% of

(b) In flight.. include those

comparison of vibrations

nominal

that result

vibration

(where ``n'' is vibration

from operation

amplitudes the number of

level in

of the

between main rotor

flight cruise

helicopter

different blades).

and correct

(for example,

maneuvers; trend (see

high airspeed,

e.g., if the 1/ comment).

retreating

rev vibration blade stall,

amplitude in extended

the helicopter landing gear,

is higher vortex ring or

during steady settling with

state turns power) in so

than in level far as

flight this vibration

increasing marks an event

trend should or helicopter

be state, which

demonstrated can be sensed

in the in the flight

simulator. deck.

Additional

See Table C1A,

examples of table entries

vibrations may 5.e. and 5.f.

.

include:

(a) Low & High speed transition to and from hover;

(b) Level flight;

(c) Climb and descent

(including vertical climb;

(d) Auto- rotation;

(e) Steady

Turns.

3.f.2...... Buffet--Test

+3db to -6db or On ground and

Characteristic

X The recorded against

10% of

include those

for results for

nominal

that result

characteristic characteristic vibration

from operation

buffets should buffet motion

level in

of the

allow the that can be

flight cruise

helicopter

checking of sensed in the

and correct

(for example,

relative flight deck.

trend (see

high airspeed,

amplitude for comment).

retreating

different blade stall,

frequencies. extended

For atmospheric landing gear,

disturbance, vortex ring or

general settling with

purpose models power) in so

are acceptable far as a

which buffet marks

approximate an event or

demonstrable helicopter

flight test state, which

data. can be sensed in the flight deck.

See Table C1A, table entries 5.e. and 5.f.

.

4. Visual System................................................................................................

4.a........ Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a., Visual

System Response Time Test. This test is also sufficient for motion system response timing and flight deck instrument response timing.)

4.a.1...... Latency

Page 26663

150 ms (or

Takeoff, climb, One test is

X less) after

and descent.

required in helicopter

each axis response.

(pitch, roll and yaw) for each of the three conditions

(take-off, cruise, and approach or landing).

100 ms (or

Climb, cruise, One test is

X

X less) after

descent, and

required in helicopter

hover.

each axis response.

(pitch, roll and yaw) for each of the three conditions

(take-off, cruise, and approach or landing).

4.a.2...... Transport Delay

If Transport

Delay is the chosen method to demonstrate relative responses, the sponsor and the NSPM will use the latency values to ensure proper simulator response when reviewing those existing tests where latency can be identified

(e.g., short period, roll response, rudder response).

150 ms (or

N/A............ A separate test X less) after

is required in controller

each axis movement.

(pitch, roll, and yaw).

100 ms (or

N/A............ A separate test

X

X less) after

is required in controller

each axis movement.

(pitch, roll, and yaw)..

4.b........ Field-of-view

4.b.1...... Continuous field- The simulator

N/A............ An SOC is

X

Horizontal of-view.

must provide a

required and

field-of-view continuous

must explain

is centered on field-of-view

the geometry

the zero of at least

of the

degree azimuth 75[deg]

installation.

line relative horizontally

Additional

to the and 30[deg]

horizontal

aircraft vertically per

field-of-view

fuselage. pilot seat or

capability may

Field-of-view the number of

be added at

may be degrees

the sponsor's

measured using necessary to

discretion

a visual test meet the

provided the

pattern visual ground

minimum field-

filling the segment

of-view is

entire visual requirement,

retained..

scene (all whichever is

channels) with greater. Both

a matrix of pilot seat

black and visual systems

white 5[deg] must be

squares. 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.

Page 26664

4.b.2...... Continuous field- The simulator

N/A............ An SOC is

X

Horizontal of-view.

must provide a

required and

field-of-view continuous

must explain

is centered on field-of-view

the geometry

the zero of at least

of the

degree azimuth 146[deg]

installation.

line relative horizontally

Horizontal

to the and 36[deg]

field-of-view

aircraft vertically or

of at least

fuselage. the number of

146[deg]

Field-of-view degrees

(including not

may be necessary to

less than

measured using meet the

73[deg]

a visual test visual ground

measured

pattern segment

either side of

filling the requirement,

the center of

entire visual whichever is

the design eye

scene (all greater. The

point).

channels) with minimum

Additional

a matrix of horizontal

horizontal

black and field-of-view

field-of-view

white 5[deg] coverage must

capability may

squares. be plus and

be added at minus one-half

the sponsor's

(\1/2\) of the

discretion minimum

provided the continuous

minimum field- field-of-view

of-view is requirement,

retained.. centered on

Vertical field- the zero

of-view of at degree azimuth

least 36[deg] line relative

measured from to the

the pilot's aircraft

and co-pilot's fuselage. Any

eye point.. geometric error between the Image

Generator eye point and the pilot eye point must be 8[deg] or less.

4.b.3...... Continuous field- Continuous

N/A............ An SOC is

X The horizontal of-view.

field-of-view

required and

field-of-view of at least

must explain

is 176[deg]

the geometry

traditionally horizontal and

of the

described as a 56[deg]

installation.

180[deg] field- vertical field-

Horizontal

of-view. of-view for

field-of-view

However, the each pilot

is centered on

field-of-view simultaneously

the zero

is technically

. Any

degree azimuth

no less than geometric

line relative

176[deg]. error between

to the

Field-of-view the Image

aircraft

may be

Generator eye

fuselage.

measured using point and the

Horizontal

a visual test pilot eye

field-of-view

pattern point must be

must be at

filling the 8[deg] or

least 176[deg]

entire visual less.

(including not

scene (all less than

channels) with 88[deg] either

a matrix of side of the

black and center of the

white 5[deg] design eye

squares. point).

Additional horizontal field-of-view capability may be added at the sponsor's discretion provided the minimum field- of-view is retained..

Vertical field- of-view must not be less than a total of 56[deg] measured from the pilot's and co-pilot's eye point.

4.c........ Surface contrast Not less than

N/A............ The ratio is

X Measurements ratio.

5:1.

calculated by

may be made dividing the

using a 1[deg] brightness

spot level of the

photometer and center, bright

a raster drawn square

test pattern

(providing at

filling the least 2 foot-

entire visual lamberts or 7

scene (all cd/m\2\) by

channels) with the brightness

a test pattern level of any

of black and adjacent dark

white squares, square.

5 per 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 26665

4.d........ Highlight

Not less than

N/A............ Measure the

X Measurements brightness.

six (6) foot-

brightness of

may be made lamberts (20

the center,

using a 1[deg] cd/m\2\).

white square

spot while

photometer and superimposing

a raster drawn a highlight on

test pattern that white

filling the square. The

entire visual use of

scene (all calligraphic

channels) with capabilities

a test pattern to enhance the

of black and raster

white squares, brightness is

5 per square, acceptable;

with a white however,

square in the measuring

center of each light points

channel. is not acceptable.

4.e........ Surface

Not greater

N/A............ An SOC is

X

X When the eye is resolution.

than two (2)

required and

positioned on arc minutes.

must include

a 3[deg] glide the

slope at the appropriate

slant range calculations

distances and an

indicated with explanation of

white runway those

markings on a calculations.

black runway

Level B

surface, the requires

eye will surface

subtend two resolution not

(2) arc greater than

minutes: (1) A three (3) arc

slant range of minutes.

6,876 ft with stripes 150 ft long and 16 ft wide, spaced 4 ft apart. (2)

For

Configuration

A, a slant range of 5,157 feet with stripes 150 ft long and 12 ft wide, spaced 3 ft apart. (3)

For

Configuration

B, a slant range of 9,884 feet, with stripes 150 ft long and 5.75 ft wide, spaced 5.75 ft apart.

4.f........ Light point size Not greater

N/A............ An SOC is

X

X Light point than five (5)

required and

size may be arc minutes.

must include

measured using the relevant

a test pattern calculations

consisting of and an

a centrally explanation of

located single those

row of light calculations.

points reduced in length until modulation is just discernible in each visual channel. A row of 48 lights will form a 4[deg] angle or less.

4.g........ Light point

A 1[deg] spot contrast 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

N/A............ An SOC is

X 10:1.

required and must include the relevant calculations.

4.g.2......

Not less than

N/A............ An SOC is

X

X 25:1.

required and must include the relevant calculations.

4.h........ Visual ground segment

Page 26666

The visible

Landing

The QTG must

X

X

X Pre-positioning segment in the configuration, contain

for this test simulator must with the

appropriate

is encouraged, be 20% of

trimmed for

and a drawing

achieved via the segment

the

showing the

manual or computed to be appropriate

data used to

autopilot visible from

airspeed,

establish the

control to the the helicopter where the MLG helicopter

desired flight deck.

are at 100 ft location and

position.

This tolerance (30 m) above

the segment of may be applied the plane of

the ground at the far end the touchdown that is of the

zone, on the

visible displayed

electronic

considering segment.

glide slope

design eye

However,

with an RVR

point, the lights and

value set at

helicopter ground objects 1,200 ft (350 attitude, computed to be m).

flight deck visible from

cut-off angle, the helicopter

and a flight deck at

visibility of the near end

1200 ft (350 of the visible

m) RVR. segment must

Simulator be visible in

performance the simulator.

must be measured against the

QTG calculations.

The data submitted must include at least the following:

(1) Static helicopter dimensions as follows:

(i) Horizontal and vertical distance from main landing gear (MLG) to glideslope reception antenna..

(ii) Horizontal and vertical distance from

MLG to pilot's eyepoint..

(iii) Static flight deck cutoff angle..

(2) Approach data as follows:.

(i)

Identification of runway..

(ii) Horizontal distance from runway threshold to glideslope intercept with runway..

(iii)

Glideslope angle..

(iv) Helicopter pitch angle on approach..

(3) Helicopter data for manual testing:.

(i) Gross weight..

(ii) Helicopter configuration..

(iii) Approach airspeed..

If non- homogenous fog is used to obscure visibility, the vertical variation in horizontal visibility must be described and be included in the slant range visibility calculation used in the computations..

5.......... Sound system

The sponsor will not be required to repeat the helicopter tests

(i.e., tests 5.a.1. through 5.a.8. (or 5.b.1. through 5.b.9.) and 5.c., as appropriate) during continuing qualification evaluations if frequency response and background noise test results are within tolerance when compared to the initial qualification evaluation results, and the sponsor shows that no software changes have occurred that will affect the helicopter test results. If the frequency response test method is chosen and fails, the sponsor may elect to fix the frequency response problem and repeat the test or the sponsor may elect to repeat the helicopter tests. If the helicopter tests are repeated during continuing qualification evaluations, the results may be compared against initial qualification evaluation results or helicopter master data. All tests in this section must be presented using an unweighted \1/3\- octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 second average must be taken at the location corresponding to the helicopter data set. The helicopter and flight simulator results must be produced using comparable data analysis techniques.

5.a........ Basic requirements

Page 26667

5.a.1...... Ready for engine 5 Ground......... Normal

X start.

dB per \1/3\

condition octave band.

prior to engine start.

The APU must be on if appropriate.

5.a.2...... All engines at 5 Ground......... Normal

X idle; rotor not dB per \1/3\

condition turning (if

octave band.

prior to lift- applicable) and

off. rotor turning.

5.a.3...... Hover........... 5 Hover..........

X dB per \1/3\ octave band.

5.a.4...... Climb........... 5 En-route climb. Medium altitude

X dB per \1/3\ octave band.

5.a.5...... Cruise.......... 5 Cruise......... Normal cruise

X dB per \1/3\

configuration. octave band.

5.a.6...... Final approach.. 5 Landing........ Constant

X dB per \1/3\

airspeed, gear octave band.

down.

5.b........ Special cases

5

As appropriate.

X These special dB per \1/3\

cases are octave band.

identified as particularly significant during critical phases of flight and ground operations for a specific helicopter type or model.

5.c........ Background noise

3

As appropriate. Results of the

X The simulated dB per \1/3\

background

sound will be octave band.

noise at

evaluated to initial

ensure that qualification

the background must be

noise does not included in

interfere with the MQTG.

training,

Measurements

testing, or must be made

checking. with the simulation running, the sound muted, and a ``dead'' flight deck.

5.d........ Frequency response

5

Applicable only

X Measurements dB on three

to Continuing

are compared

(3)

Qualification

to those taken consecutive

Evaluations.

during initial bands when

If frequency

qualification compared to

response plots

evaluation. initial

are provided evaluation;

for each and 2 dB

initial when comparing

evaluation, the average of

these plots the absolute

may be differences

repeated at between

the continuing initial and

qualification continuing

evaluation qualification

with the evaluation.

following tolerances applied:

(a) The continuing qualification

\1/3\ octave band amplitudes must not exceed 5 dB for three consecutive bands when compared to initial results..

(b) The average of the sum of the absolute differences between initial and continuing qualification results must not exceed 2 dB (refer to table C2C in

Appendix C)..

Page 26668

Begin Information 3. General a. If relevant winds are present in the objective data, the wind vector should be clearly noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for test near the ground. b. The reader is encouraged to review the Airplane Flight

Simulator Evaluation Handbook, Volumes I and II, published by the

Royal Aeronautical Society, London, UK, and FAA AC 25-7, as amended,

Flight Test Guide for Certification of Transport Category Airplanes, and AC 23-8, as amended, Flight Test Guide for Certification of Part 23 Airplanes, for references and examples regarding flight testing requirements and techniques. 4. Control Dynamics a. General. The characteristics of a helicopter flight control system have a major effect on the handling qualities. A significant consideration in pilot acceptability of a helicopter is the ``feel'' provided through the flight controls. Considerable effort is expended on helicopter feel system design so that pilots will be comfortable and will consider the helicopter desirable to fly. In order for an FFS to be representative, it should ``feel'' like the helicopter being simulated. Compliance with this requirement is determined by comparing a recording of the control feel dynamics of the FFS to actual helicopter measurements in the hover and cruise configurations.

(1) Recordings such as free response to an impulse or step function are classically used to estimate the dynamic properties of electromechanical systems. In any case, it is only possible to estimate the dynamic properties as a result of only being able to estimate true inputs and responses. Therefore, it is imperative that the best possible data be collected since close matching of the FFS control loading system to the helicopter system is essential. The required dynamic control tests are described in Table C2A of this attachment.

(2) For initial and upgrade evaluations, the QPS requires that control dynamics characteristics be measured and recorded directly from the flight controls (Handling Qualities--Table C2A). This procedure is usually accomplished by measuring the free response of the controls using a step or impulse input to excite the system. The procedure should be accomplished in the hover and cruise flight conditions and configurations.

(3) For helicopters with irreversible control systems, measurements may be obtained on the ground if proper pitot-static inputs are provided to represent airspeeds typical of those encountered in flight. Likewise, it may be shown that for some helicopters, hover, climb, cruise, and autorotation have like effects. Thus, one may suffice for another. If either or both considerations apply, engineering validation or helicopter manufacturer rationale should be submitted as justification for ground tests or for eliminating a configuration. For FFSs requiring static and dynamic tests at the controls, special test fixtures will not be required during initial and upgrade evaluations if the QTG shows both test fixture results and the results of an alternate approach (e.g., computer plots that were produced concurrently and show satisfactory agreement). Repeat of the alternate method during the initial evaluation satisfies this test requirement. b. Control Dynamics Evaluations. The dynamic properties of control systems are often stated in terms of frequency, damping, and a number of other classical measurements. In order to establish a consistent means of validating test results for FFS control loading, criteria are needed that will clearly define the measurement interpretation and the applied tolerances. Criteria are needed for underdamped, critically damped and overdamped systems. In the case of an underdamped system with very light damping, the system may be quantified in terms of frequency and damping. In critically damped or overdamped systems, the frequency and damping are not readily measured from a response time history. Therefore, the following suggested measurements may be used:

(1) For Levels C and D simulators. Tests to verify that control feel dynamics represent the helicopter should show that the dynamic damping cycles (free response of the controls) match those of the helicopter within specified tolerances. The NSPM recognizes that several different testing methods may be used to verify the control feel dynamic response. The NSPM will consider the merits of testing methods based on reliability and consistency. One acceptable method of evaluating the response and the tolerance to be applied is described below for the underdamped and critically damped cases. A sponsor using this method to comply with the QPS requirements should perform the tests as follows:

(a) Underdamped Response. Two measurements are required for the period, the time to first zero crossing (in case a rate limit is present) and the subsequent frequency of oscillation. It is necessary to measure cycles on an individual basis in case there are non-uniform periods in the response. Each period will be independently compared to the respective period of the helicopter control system and, consequently, will enjoy the full tolerance specified for that period. The damping tolerance will be applied to overshoots on an individual basis. Care should be taken when applying the tolerance to small overshoots since the significance of such overshoots becomes questionable. Only those overshoots larger than 5 percent of the total initial displacement should be considered significant. The residual band, labeled T(Ad) on Figure C2A is 5 percent of the initial displacement amplitude 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 helicopter steady state values and then comparing amplitudes of oscillation peaks, the time of the first zero crossing, and individual periods of oscillation. The FFS should show the same number of significant overshoots to within one when compared against the helicopter data. The procedure for evaluating the response is illustrated in Figure C2A.

(b) Critically damped and Overdamped Response. Due to the nature of critically damped and overdamped responses (no overshoots), the time to reach 90 percent of the steady state (neutral point) value should be the same as the helicopter within 10 percent.

The simulator response must be critically damped also. Figure C2B illustrates the procedure.

(c) Special considerations. Control systems that exhibit characteristics other than classical overdamped or underdamped responses should meet specified tolerances. In addition, special consideration should be given to ensure that significant trends are maintained.

(2) Tolerances.

(a) The following summarizes the tolerances, ``T'' for underdamped systems, and ``n'' is the sequential period of a full cycle of oscillation. See Figure C2A of this attachment for an illustration of the referenced measurements.

T(P0)..................................... 10% of P0

T(P1)..................................... 20% of P1

T(P2)..................................... 30% of P2

T(Pn)..................................... 10(n+1)% of Pn

T(An)..................................... 10% of A1, 20% of Subsequent

Peaks

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 Requirement c. Alternative method for control dynamics evaluation.

(1) An alternative means for validating control dynamics for aircraft with hydraulically powered flight controls and artificial feel systems is by the measurement of control force and rate of movement. For each axis of pitch, roll, and yaw, the control must be forced to its maximum extreme position for the following distinct rates. These tests are conducted under normal flight and ground conditions.

(a) Static test--Slowly move the control so that a full sweep is achieved within 95-105 seconds. A full sweep is defined as movement of the controller from neutral to the stop, usually aft or right stop, then to the opposite stop, then to the neutral position.

(b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.

(c) Fast dynamic test--Achieve a full sweep in within 3-5 seconds.

Note: Dynamic sweeps may be limited to forces not exceeding 100 lbs. (44.5 daN).

(d) Tolerances

Page 26669

(i) Static test--see Table C2A, FFS Objective Tests, Entries 2.a.1., 2.a.2., and 2.a.3.

(ii) Dynamic test--2 lbs (0.9 daN) or 10% on dynamic increment above static test.

End QPS Requirement

Begin Information d. The FAA is open to alternative means that are justified and appropriate to the application. For example, the method described here may not apply to all manufacturers systems and certainly not to aircraft with reversible control systems. Each case is considered on its own merit on an ad hoc basis. If the FAA finds that alternative methods do not result in satisfactory performance, more conventionally accepted methods will have to be used.

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TIFF OMITTED TR09MY08.034

BILLING CODE 49-13-C

End Information

5. [Reserved]

Begin Information 6. Motion System. a. General.

(1) Pilots use continuous information signals to regulate the state of the helicopter. In concert with the instruments and outside-world visual information, whole-body motion feedback is essential in assisting the pilot to control the helicopter dynamics, particularly in the presence of external disturbances. The motion system should meet basic objective performance criteria, and be subjectively tuned at the pilot's seat

Page 26671

position to represent the linear and angular accelerations of the helicopter during a prescribed minimum set of maneuvers and conditions. The response of the motion cueing system should be repeatable.

(2) The Motion System tests in Section 3 of Table C2A are intended to qualify the FFS motion cueing system from a mechanical performance standpoint. Additionally, the list of motion effects provides a representative sample of dynamic conditions that should be present in the flight simulator. An additional list of representative, training-critical maneuvers, selected from Section 1, (Performance tests) and Section 2, (Handling Qualities tests) in

Table C2A, that should be recorded during initial qualification (but without tolerance) to indicate the flight simulator motion cueing performance signature have been identified (reference Section 3.e).

These tests are intended to help improve the overall standard of FFS motion cueing. b. Motion System Checks. The intent of test 3a, Frequency

Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as described in the Table of Objective Tests, is to demonstrate the performance of the motion system hardware, and to check the integrity of the motion set-up with regard to calibration and wear.

These tests are independent of the motion cueing software and should be considered robotic tests. c. Motion System Repeatability. The intent of this test is to ensure that the motion system software and motion system hardware have not degraded or changed over time. This diagnostic test should be completed during continuing qualification checks in lieu of the robotic tests. This will allow an improved ability to determine changes in the software or determine degradation in the hardware.

The following information delineates the methodology that should be used for this test.

(1) Input: The inputs should be such that rotational accelerations, rotational rates, and linear accelerations are inserted before the transfer from helicopter center of gravity to pilot reference point with a minimum amplitude of 5 deg/sec/sec, 10 deg/sec and 0.3 g, respectively, to provide adequate analysis of the output.

(2) Recommended output:

(a) Actual platform linear accelerations; the output will comprise accelerations due to both the linear and rotational motion acceleration;

(b) Motion actuators position. d. Motion Cueing Performance Signature.

(1) Background. The intent of this test is to provide quantitative time history records of motion system response to a selected set of automated QTG maneuvers during initial qualification. It is not intended to be a comparison of the motion platform accelerations against the flight test recorded accelerations (i.e., not to be compared against helicopter cueing).

If there is a modification to the initially qualified motion software or motion hardware (e.g., motion washout filter, simulator payload change greater than 10%) then a new baseline may need to be established.

(2) Test Selection. The conditions identified in Section 3.e. in

Table C2A are those maneuvers where motion cueing is the most discernible. They are general tests applicable to all types of helicopters and should be completed for motion cueing performance signature at any time acceptable to the NSPM prior to or during the initial qualification evaluation, and the results included in the

MQTG.

(3) Priority. Motion system should be designed with the intent of placing greater importance on those maneuvers that directly influence pilot perception and control of the helicopter motions.

For the maneuvers identified in section 3.e. in Table C2A, the flight simulator motion cueing system should have a high tilt co- ordination gain, high rotational gain, and high correlation with respect to the helicopter simulation model.

(4) Data Recording. The minimum list of parameters provided should allow for the determination of the flight simulator's motion cueing performance signature for the initial qualification evaluation. The following parameters are recommended as being acceptable to perform such a function:

(a) Flight model acceleration and rotational rate commands at the pilot reference point;

(b) Motion actuators position;

(c) Actual platform position;

(d) Actual platform acceleration at pilot reference point. e. Motion Vibrations.

(1) Presentation of results. The characteristic motion vibrations may be used to verify that the flight simulator can reproduce the frequency content of the helicopter when flown in specific conditions. The test results should be presented as a Power

Spectral Density (PSD) plot with frequencies on the horizontal axis and amplitude on the vertical axis. The helicopter data and flight simulator data should be presented in the same format with the same scaling. The algorithms used for generating the flight simulator data should be the same as those used for the helicopter data. If they are not the same then the algorithms used for the flight simulator data should be proven to be sufficiently comparable. As a minimum the results along the dominant axes should be presented and a rationale for not presenting the other axes should be provided.

(2) Interpretation of results. The overall trend of the PSD plot should be considered while focusing on the dominant frequencies.

Less emphasis should be placed on the differences at the high frequency and low amplitude portions of the PSD plot. During the analysis, certain structural components of the flight simulator have resonant frequencies that are filtered and may not appear in the PSD plot. If filtering is required, the notch filter bandwidth should be limited to 1 Hz to ensure that the buffet feel is not adversely affected. In addition, a rationale should be provided to explain that the characteristic motion vibration is not being adversely affected by the filtering. The amplitude should match helicopter data as described below. However, if the PSD plot was altered for subjective reasons, a rationale should be provided to justify the change. If the plot is on a logarithmic scale it may be difficult to interpret the amplitude of the buffet in terms of acceleration. For example, a 1x10-3g-rms\2\/Hz would describe a heavy buffet and may be seen in the deep stall regime. Alternatively, a 1x10-6g-rms\2\/Hz buffet is almost imperceptable, but may represent a flap buffet at low speed. The previous two examples differ in magnitude by 1000. On a PSD plot this represents three decades (one decade is a change in order of magnitude of 10, and two decades is a change in order of magnitude of 100).

Note: In the example, ``g-rms\2\'' is the mathematical expression for ``g's root mean squared.'' f. Table C2B, Motion System Recommendations for Level C and

Level D Helicopter Simulators, contains a description of the parameters that should be present in simulator motion systems to provide adequate onset motion cues to helicopter pilots. The information provided covers the six axes of motion (pitch, roll, yaw, vertical, lateral, and longitudinal) and addresses displacement, velocity, and acceleration. Also included is information about the parameters for initial rotational and linear acceleration. The parameters listed in this table apply only to

Level C and Level D simulators, and are presented here as recommended targets for motion system capability. They are not requirements.

Table C2B.--Motion System Recommendations for Level C and Level D

Helicopter Simulators

a..........

Motion System 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

Page 26672

a.3.c...... Acceleration.... 100[deg]/sec\2\ a.4........ Vertical a.4.a...... Displacement.... 34 in. 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

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BILLING CODE 4910-13-C 7. Sound System a. General. The total sound environment in the helicopter is very complex, and changes with atmospheric conditions, helicopter configuration, airspeed, altitude, and power settings. Flight deck sounds are an important component of the flight deck operational environment and provide valuable information to the flight crew.

These aural cues can either assist the crew (as an indication of an abnormal situation), or hinder the crew (as a distraction or nuisance). For effective training, the flight simulator should provide flight deck sounds that are perceptible to the pilot during normal and abnormal operations, and that are comparable to those of the helicopter. The flight simulator operator should carefully evaluate background noises in the location where the device will be installed. To demonstrate compliance with the sound requirements, the objective or validation tests in this attachment were selected to provide a representative sample of normal static conditions typically experienced by a pilot.

Page 26674

b. Alternate propulsion. For FFS with multiple propulsion configurations, any condition listed in Table C2A in this attachment should be presented for evaluation as part of the QTG if identified by the helicopter manufacturer or other data supplier as significantly different due to a change in propulsion system (engine or propeller). c. Data and Data Collection System.

(1) Information provided to the flight simulator manufacturer should comply be presented in the format suggested by the

``International Air Transport Association (IATA) Flight Simulator

Design and Performance Data Requirements,'' as amended. This information should contain calibration and frequency response data.

(2) The system used to perform the tests listed in Table C2A should comply with the following standards:

(a) The specifications for octave, half octave, and third octave band filter sets may be found in American National Standards

Institute (ANSI) S1.11-1986.

(b) Measurement microphones should be type WS2 or better, as described in International Electrotechnical Commission (IEC) 1094-4- 1995.

(3) Headsets. If headsets are used during normal operation of the helicopter they should also be used during the flight simulator evaluation.

(4) Playback equipment. Playback equipment and recordings of the

QTG conditions should be provided during initial evaluations.

(5) Background noise.

(a) Background noise is the noise in the flight simulator that is not associated with the helicopter, but is caused by the flight simulator's cooling and hydraulic systems and extraneous noise from other locations in the building. Background noise can seriously impact the correct simulation of helicopter sounds, and should be kept below the helicopter sounds. In some cases, the sound level of the simulation can be increased to compensate for the background noise. However, this approach is limited by the specified tolerances and by the subjective acceptability of the sound environment to the evaluation pilot.

(b) The acceptability of the background noise levels is dependent upon the normal sound levels in the helicopter being represented. Background noise levels that fall below the lines defined by the following points, may be acceptable:

(i) 70 dB @ 50 Hz;

(ii) 55 dB @ 1000 Hz;

(iii) 30 dB @ 16 kHz.

(Note: These limits are for unweighted 1/3 octave band sound levels. Meeting these limits for background noise does not ensure an acceptable flight simulator. Helicopter sounds that fall below this limit require careful review and may require lower limits on background noise.)

(6) Validation testing. Deficiencies in helicopter recordings should be considered when applying the specified tolerances to ensure that the simulation is representative of the helicopter.

Examples of typical deficiencies are:

(a) Variation of data between tail numbers.

(b) Frequency response of microphones.

(c) Repeatability of the measurements.

Table C2C.--Example of Continuing Qualification Frequency Response Test Tolerance

Continuing

Initial

qualification

Absolute

Band center frequency

results

results

difference

(dBSPL)

(dBSPL)

50..............................................................

75.0

73.8

1.2 63..............................................................

75.9

75.6

0.3 80..............................................................

77.1

76.5

0.6 100.............................................................

78.0

78.3

0.3 125.............................................................

81.9

81.3

0.6 160.............................................................

79.8

80.1

0.3 200.............................................................

83.1

84.9

1.8 250.............................................................

78.6

78.9

0.3 315.............................................................

79.5

78.3

1.2 400.............................................................

80.1

79.5

0.9 500.............................................................

80.7

79.8

0.9 630.............................................................

81.9

80.4

1.5 800.............................................................

73.2

74.1

0.9 1000............................................................

79.2

80.1

0.9 1250............................................................

80.7

82.8

2.1 1600............................................................

81.6

78.6

3.0 2000............................................................

76.2

74.4

1.8 2500............................................................

79.5

80.7

1.2 3150............................................................

80.1

77.1

3.0 4000............................................................

78.9

78.6

0.3 5000............................................................

80.1

77.1

3.0 6300............................................................

80.7

80.4

0.3 8000............................................................

84.3

85.5

1.2 10000...........................................................

81.3

79.8

1.5 12500...........................................................

80.7

80.1

0.6 16000...........................................................

71.1

71.1

0.0

Average

1.1

8. Additional Information About Flight Simulator Qualification for New or Derivative Helicopters a. Typically, a helicopter manufacturer's approved final data for performance, handling qualities, systems or avionics is not available until well after a new or derivative helicopter has entered service. However, flight crew training and certification often begins several months prior to the entry of the first helicopter into service. Consequently, it may be necessary to use preliminary data provided by the helicopter manufacturer for interim qualification of flight simulators. b. In these cases, the NSPM may accept certain partially validated preliminary helicopter and systems data, and early release

(``red label'') avionics data in order to permit the necessary program schedule for training, certification, and service introduction. c. Simulator sponsors seeking qualification based on preliminary data should consult the NSPM to make special arrangements for using preliminary data for flight simulator qualification. The sponsor should also consult the helicopter and flight simulator manufacturers to develop a data plan and flight simulator qualification plan.

Page 26675

d. The procedure to be followed to gain NSPM acceptance of preliminary data will vary from case to case and between helicopter manufacturers. Each helicopter manufacturer's new helicopter development and test program is designed to suit the needs of the particular project and may not contain the same events or sequence of events as another manufacturer's program or even the same manufacturer's program for a different helicopter. Therefore, there cannot be a prescribed invariable procedure for acceptance of preliminary data; instead there should be a statement describing the final sequence of events, data sources, and validation procedures agreed by the simulator sponsor, the helicopter manufacturer, the flight simulator manufacturer, and the NSPM.

Note: A description of helicopter manufacturer-provided data needed for flight simulator modeling and validation is to be found in the ``Royal Aeronautical Society Data Package Requirements for

Design and Performance Evaluation of Rotary Wing Synthetic Training

Devices.'' e. The preliminary data should be the manufacturer's best representation of the helicopter, with assurance that the final data will not deviate significantly from the preliminary estimates. Data derived from these predictive or preliminary techniques should be validated by available sources including, at least, the following:

(1) Manufacturer's engineering report. The report should explain the predictive method used and illustrate past success of the method on similar projects. For example, the manufacturer could show the application of the method to an earlier helicopter model or predict the characteristics of an earlier model and compare the results to final data for that model.

(2) Early flight test results. This data is often derived from helicopter certification tests and should be used to maximum advantage for early flight simulator validation. Certain critical tests that would normally be done early in the helicopter certification program should be included to validate essential pilot training and certification maneuvers. These tests include cases where a pilot is expected to cope with a helicopter failure mode or an engine failure. The early data available will depend on the helicopter manufacturer's flight test program design and may not be the same in each case. The flight test program of the helicopter manufacturer should include provisions for generation of very early flight tests results for flight simulator validation. f. The use of preliminary data is not indefinite. The helicopter manufacturer's final data should be available within 12 months after the helicopter first entry into service or as agreed by the NSPM, the simulator sponsor, and the helicopter manufacturer. When applying for interim qualification using preliminary data, the simulator sponsor and the NSPM should agree on the update program.

This includes specifying that the final data update will be installed in the flight simulator within a period of 12 months following the final data release, unless special conditions exist and a different schedule is acceptable. The flight simulator performance and handling validation would then be based on data derived from flight tests. Initial helicopter systems data should be updated after engineering tests. Final helicopter systems data should also be used for flight simulator programming and validation. g. Flight simulator avionics should stay essentially in step with helicopter avionics (hardware and software) updates. The permitted time lapse between helicopter and flight simulator updates should be minimal. It may depend on the magnitude of the update and whether the QTG and pilot training and certification are affected.

Differences in helicopter and flight simulator avionics versions and the resulting effects on flight simulator qualification should be agreed between the simulator sponsor and the NSPM. Consultation with the flight simulator manufacturer is desirable throughout the qualification process. h. The following describes an example of the design data and sources that might be used in the development of an interim qualification plan.

(1) The plan should consist of the development of a QTG based upon a mix of flight test and engineering simulation data. For data collected from specific helicopter flight tests or other flights the required design model or data changes necessary to support an acceptable Proof of Match (POM) should be generated by the helicopter manufacturer.

(2) For proper validation of the two sets of data, the helicopter manufacturer should compare their simulation model responses against the flight test data, when driven by the same control inputs and subjected to the same atmospheric conditions as recorded in the flight test. The model responses should result from a simulation where the following systems are run in an integrated fashion and are consistent with the design data released to the flight simulator manufacturer:

(a) Propulsion.

(b) Aerodynamics.

(c) Mass properties.

(d) Flight controls.

(e) Stability augmentation.

(f) Brakes/landing gear. i. A qualified test pilot should be used to assess handling qualities and performance evaluations for the qualification of flight simulators of new helicopter types.

End Information

Begin QPS Requirement 9. Engineering Simulator--Validation Data a. When a fully validated simulation (i.e., validated with flight test results) is modified due to changes to the simulated helicopter configuration, the helicopter manufacturer or other acceptable data supplier must coordinate with the NSPM to supply validation data from an ``audited'' engineering simulator/simulation to selectively supplement flight test data. The NSPM must be provided an opportunity to audit the use of the engineering simulation or the engineering simulator during the acquisition of the data that will be used as validation data. Audited data may be used for changes that are incremental in nature. Manufacturers or other data suppliers must be able to demonstrate that the predicted changes in helicopter performance are based on acceptable aeronautical principles with proven success history and valid outcomes. This must include comparisons of predicted and flight test validated data. b. Helicopter manufacturers or other acceptable data suppliers seeking to use an engineering simulator for simulation validation data as an alternative to flight-test derived validation data, must contact the NSPM and provide the following:

(1) A description of the proposed aircraft changes, a description of the proposed simulation model changes, and the use of an integral configuration management process, including an audit of the actual simulation model modifications that includes a step-by- step description leading from the original model(s) to the current model(s).

(2) A schedule for review by the NSPM of the proposed plan and the subsequent validation data to establish acceptability of the proposal.

(3) Validation data from an audited engineering simulator/ simulation to supplement specific segments of the flight test data. c. To be qualified to supply engineering simulator validation data, for aerodynamic, engine, flight control, or ground handling models, a helicopter manufacturer or other acceptable data supplier must:

(1) Be able to verify their ability to:

(a) Develop and implement high fidelity simulation models; and

(b) Predict the handling and performance characteristics of a helicopter with sufficient accuracy to avoid additional flight test activities for those handling and performance characteristics.

(2) Have an engineering simulator that:

(a) Is a physical entity, complete with a flight deck representative of the simulated class of helicopter;

(b) Has controls sufficient for manual flight;

(c) Has models that run in an integrated manner;

(d) Had fully flight-test validated simulation models as the original or baseline simulation models;

(e) Has an out-of-the-flight deck visual system;

(f) Has actual avionics boxes interchangeable with the equivalent software simulations to support validation of released software;

(g) Uses the same models as released to the training community

(which are also used to produce stand-alone proof-of-match and checkout documents);

(h) Is used to support helicopter development and certification; and

(i) Has been found to be a high fidelity representation of the helicopter by the manufacturer's pilots (or other acceptable data supplier), certificate holders, and the NSPM.

(3) Use the engineering simulator to produce a representative set of integrated proof-of-match cases.

(4) Use a configuration control system covering hardware and software for the operating components of the engineering simulator.

Page 26676

(5) Demonstrate that the predicted effects of the change(s) are within the provisions of sub-paragraph ``a'' of this section, and confirm that additional flight test data are not required. d. Additional Requirements for Validation Data

(1) When used to provide validation data, an engineering simulator must meet the simulator standards currently applicable to training simulators except for the data package.

(2) The data package used must be:

(a) Comprised of the engineering predictions derived from the helicopter design, development, or certification process;

(b) Based on acceptable aeronautical principles with proven success history and valid outcomes for aerodynamics, engine operations, avionics operations, flight control applications, or ground handling;

(c) Verified with existing flight-test data; and

(d) Applicable to the configuration of a production helicopter, as opposed to a flight-test helicopter.

(3) Where engineering simulator data are used as part of a QTG, an essential match must exist between the training simulator and the validation data.

(4) Training flight simulator(s) using these baseline and modified simulation models must be qualified to at least internationally recognized standards, such as contained in the ICAO

Document 9625, the ``Manual of Criteria for the Qualification of

Flight Simulators.''

End QPS Requirement

10. [Reserved] 11. Validation Test Tolerances

Begin Information a. Non-Flight-Test Tolerances. If engineering simulator data or other non-flight-test data are used as an allowable form of reference validation data for the objective tests listed in Table

C2A of this attachment, the data provider must supply a well- documented mathematical model and testing procedure that enables a replication of the engineering simulation results within 20% of the corresponding flight test tolerances. b. Background

(1) The tolerances listed in Table C2A of this attachment are designed to measure the quality of the match using flight-test data as a reference.

(2) Good engineering judgment should be applied to all tolerances in any test. A test is failed when the results fall outside of the prescribed tolerance(s).

(3) Engineering simulator data are acceptable because the same simulation models used to produce the reference data are also used to test the flight training simulator (i.e., the two sets of results should be ``essentially'' similar).

(4) The results from the two sources may differ for the following reasons:

(a) Hardware (avionics units and flight controls);

(b) Iteration rates;

(c) Execution order;

(d) Integration methods;

(e) Processor architecture;

(f) Digital drift, including:

(i) Interpolation methods;

(ii) Data handling differences;

(iii) Auto-test trim tolerances.

(5) The tolerance limit between the reference data and the flight simulator results is generally 20% of the corresponding

``flight-test'' tolerances. However, there may be cases where the simulator models used are of higher fidelity, or the manner in which they are cascaded in the integrated testing loop have the effect of a higher fidelity, than those supplied by the data provider. Under these circumstances, it is possible that an error greater than 20% may be generated. An error greater than 20% may be acceptable if the simulator sponsor can provide an adequate explanation.

(6) Guidelines are needed for the application of tolerances to engineering-simulator-generated validation data because:

(a) Flight-test data are often not available due to sound technical reasons;

(b) Alternative technical solutions are being advanced; and

(c) The costs are high. 12. Validation Data Roadmap a. Helicopter manufacturers or other data suppliers should supply a validation data roadmap (VDR) document as part of the data package. A VDR document contains guidance material from the helicopter validation data supplier recommending the best possible sources of data to be used as validation data in the QTG. A VDR is of special value when requesting interim qualification, qualification of simulators for helicopters certificated prior to 1992, and qualification of alternate engine or avionics fits. A sponsor seeking to have a device qualified in accordance with the standards contained in this QPS appendix should submit a VDR to the

NSPM as early as possible in the planning stages. The NSPM is the final authority to approve the data to be used as validation material for the QTG. The NSPM and the Joint Aviation Authorities'

Synthetic Training Devices Advisory Board have committed to maintain a list of agreed VDRs. b. The VDR should identify (in matrix format) sources of data for all required tests. It should also provide guidance regarding the validity of these data for a specific engine type, thrust rating configuration, and the revision levels of all avionics affecting helicopter handling qualities and performance. The VDR should include rationale or explanation in cases where data or parameters are missing, engineering simulation data are to be used, flight test methods require explanation, or where there is any deviation from data requirements. Additionally, the document should refer to other appropriate sources of validation data (e.g., sound and vibration data documents). c. The Sample Validation Data Roadmap (VDR) for helicopters, shown in Table C2D, depicts a generic roadmap matrix identifying sources of validation data for an abbreviated list of tests. This sample document uses fixed wing parameters instead of helicopter values. It is merely a sample and does not provide actual data. A complete matrix should address all test conditions for helicopter application and provide actual data and data sources. d. Two examples of rationale pages are presented in Appendix F of IATA Flight Simulator Design and Performance Data Requirements document. These illustrate the type of helicopter and avionics configuration information and descriptive engineering rationale used to describe data anomalies or provide an acceptable basis for using alternative data for QTG validation requirements.

End Information

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Qualification and Use

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Begin Information

13. [Reserved] 14. Acceptance Guidelines for Alternative Avionics (Flight-Related

Computers and Controllers) a. Background

(1) For a new helicopter type, the majority of flight validation data are collected on the first helicopter configuration with a

``baseline'' flight-related avionics ship-set; (see subparagraph b.(2) of this section). These data are then used to validate all flight simulators representing that helicopter type.

(2) Additional validation data may be needed for flight simulators representing a helicopter with avionics of a different hardware design than the baseline, or a different software revision than that of previously validated configurations.

(3) When a flight simulator with additional or alternate avionics configurations is to be qualified, the QTG should contain tests against validation data for selected cases where avionics differences are expected to be significant. b. Approval Guidelines For Validating Alternate Avionics

(1) The following guidelines apply to flight simulators representing helicopters with a revised avionics configuration, or more than one avionics configuration.

(2) The baseline validation data should be based on flight test data, except where other data are specifically allowed (e.g., engineering flight simulator data).

(3) The helicopter avionics can be segmented into two groups, systems or components whose functional behavior contributes to the aircraft response presented in the QTG results, and systems that do not. The following avionics are examples of contributory systems for which hardware design changes or software revisions may lead to significant differences in the aircraft response relative to the baseline avionics configuration: Flight control computers and controllers for engines, autopilot, braking system, and nosewheel steering system, if applicable. Related avionics such as augmentation systems should also be considered.

(4) The acceptability of validation data used in the QTG for an alternative avionics fit should be determined as follows:

(a) For changes to an avionics system or component that do not affect QTG validation test response, the QTG test can be based on validation data from the previously validated avionics configuration.

(b) For an avionics change to a contributory system, where a specific test is not affected by the change (e.g., the avionics change is a Built In Test Equipment (BITE) update or a modification in a different flight phase), the QTG test can be based on validation data from the previously-validated avionics configuration. The QTG should include authoritative justification

(e.g., from the helicopter manufacturer or system supplier) that this avionics change does not affect the test.

(c) For an avionics change to a contributory system, the QTG may be based on validation data from the previously-validated avionics configuration if no new functionality is added and the impact of the avionics change on the helicopter response is based on acceptable aeronautical principles with proven success history and valid outcomes. This should be supplemented with avionics-specific validation data from the helicopter manufacturer's engineering simulation, generated with the revised avionics configuration. The

QTG should include an explanation of the nature of the change and its effect on the helicopter response.

(d) For an avionics change to a contributory system that significantly affects some tests in the QTG, or where new functionality is added, the QTG should be based on validation data from the previously validated avionics configuration and supplemental avionics-specific flight test data sufficient to validate the alternate avionics revision. Additional flight test validation data may not be needed if the avionics changes were certified without the need for testing with a comprehensive flight instrumentation package. The helicopter manufacturer should coordinate flight simulator data requirements in advance with the

NSPM.

(5) A matrix or ``roadmap'' should be provided with the QTG indicating the appropriate validation data source for each test. The roadmap should include identification of the revision state of those contributory avionics systems that could affect specific test responses. 15. Transport Delay Testing a. This paragraph describes how to determine the introduced transport delay through the flight simulator system so that it does not exceed a specific time delay. The transport delay should be measured from control inputs through the interface, through each of the host computer modules and back through the interface to motion, flight instrument, and visual systems. The transport delay should not exceed the maximum allowable interval. b. Four specific examples of transport delay are:

(1) Simulation of classic non-computer controlled aircraft;

(2) Simulation of Computer Controlled Aircraft using real helicopter black boxes;

(3) Simulation of Computer Controlled Aircraft using software emulation of helicopter boxes;

(4) Simulation using software avionics or rehosted instruments. c. Figure C2C illustrates the total transport delay for a non- computer-controlled helicopter or the classic transport delay test.

Since there are no helicopter-induced delays for this case, the total transport delay is equivalent to the introduced delay. d. Figure C2D illustrates the transport delay testing method using the real helicopter controller system. e. To obtain the induced transport delay for the motion, instrument and visual signal, the delay induced by the helicopter controller should be subtracted from the total transport delay. This difference represents the introduced delay and should not exceed the standards prescribed in Table C1A. f. Introduced transport delay is measured from the flight deck control input to the reaction of the instruments and motion and visual systems (See Figure C2C). g. The control input may also be introduced after the helicopter controller system input and the introduced transport delay may be measured directly from the control input to the reaction of the instruments, and simulator motion and visual systems (See Figure

C2D). h. Figure C2E illustrates the transport delay testing method used on a flight simulator that uses a software emulated helicopter controller system. i. It is not possible to measure the introduced transport delay using the simulated helicopter controller system architecture for the pitch, roll and yaw axes. Therefore, the signal should be measured directly from the pilot controller. The flight simulator manufacturer should measure the total transport delay and subtract the inherent delay of the actual helicopter components because the real helicopter controller system has an inherent delay provided by the helicopter manufacturer. The flight simulator manufacturer should ensure that the introduced delay does not exceed the standards prescribed in Table C1A. j. Special measurements for instrument signals for flight simulators using a real helicopter instrument display system instead of a simulated or re-hosted display. For flight instrument systems, the total transport delay should be measured and the inherent delay of the actual helicopter components subtracted to ensure that the introduced delay does not exceed the standards prescribed in Table

C1A.

(1) Figure C2FA illustrates the transport delay procedure without helicopter display simulation. The introduced delay consists of the delay between the control movement and the instrument change on the data bus.

(2) Figure C2FB illustrates the modified testing method required to measure introduced delay due to software avionics or re-hosted instruments. The total simulated instrument transport delay is measured and the helicopter delay should be subtracted from this total. This difference represents the introduced delay and should not exceed the standards prescribed in Table C1A. The inherent delay of the helicopter between the data bus and the displays is indicated in figure C2FA. The display manufacturer should provide this delay time. k. Recorded signals. The signals recorded to conduct the transport delay calculations should be explained on a schematic block diagram. The flight simulator manufacturer should also provide an explanation of why each signal was selected and how they relate to the above descriptions. l. Interpretation of results. Flight simulator results vary over time from test to test due to ``sampling uncertainty.'' All flight simulators run at a specific rate where all modules are executed sequentially in the host computer. The flight controls input can occur at any time in the iteration, but these data will not be processed before the start of the new iteration. For example, a flight simulator running at 60 Hz may have a difference of as much as 16.67 msec between

Page 26679

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.

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BILLING CODE 4910-13-C 16. Continuing Qualification Evaluations--Validation Test Data

Presentation a. Background

(1) The MQTG is created during the initial evaluation of a flight simulator. This is the master document, as amended, to which flight simulator continuing qualification evaluation test results are compared.

(2) The currently accepted method of presenting continuing qualification evaluation test results is to provide flight simulator results over-plotted with reference data. Test results are carefully reviewed to determine if the test is within the specified tolerances. This can be a time consuming process, particularly when reference data exhibits rapid variations or an apparent anomaly requiring engineering judgment in the application of the tolerances.

In these cases, the solution is to compare the results to the MQTG.

The continuing qualification results are compared to the results in the MQTG for acceptance. The flight simulator operator and the NSPM should look for any change in the flight simulator performance since initial qualification. b. Continuing Qualification Evaluation Test Results Presentation

(1) Flight simulator operators are encouraged to over-plot continuing qualification validation test results with MQTG flight simulator results recorded during the initial evaluation and as amended. Any change in a validation test will be readily apparent.

In addition to plotting continuing qualification validation test and

Page 26681

MQTG results, operators may elect to plot reference data.

(2) There are no suggested tolerances between flight simulator continuing qualification and MQTG validation test results.

Investigation of any discrepancy between the MQTG and continuing qualification flight simulator performance is left to the discretion of the flight simulator operator and the NSPM.

(3) Differences between the two sets of results, other than variations attributable to repeatability issues that cannot be explained should be investigated.

(4) The flight simulator should retain the ability to over-plot both automatic and manual validation test results with reference data.

End Information

Begin QPS Requirements 17. Alternative Data Sources, Procedures, and Instrumentation: Level B

Simulators Only a. Sponsors are not required to use the alternative data sources, procedures, and instrumentation. However, any sponsor choosing to use alternative sources must comply with the requirements in Table C2E.

End QPS Requirements

Begin Information b. It has become standard practice for experienced simulator manufacturers to use such techniques as a means of establishing data bases for new simulator configurations while awaiting the availability of actual flight test data. The data generated from the aerodynamic modeling techniques is then compared to the flight test data when it becomes available. The results of such comparisons have become increasingly consistent, indicating that these techniques, applied with appropriate experience, are dependable and accurate for the development of aerodynamic models for use in Level B simulators. c. Based on this history of successful comparisons, the NSPM has concluded that those who are experienced in the development of aerodynamic models for simulator application can successfully use these modeling techniques to alter the method for acquiring flight test data for Level B simulators. d. The information in Table C2E (Alternative Data Sources,

Procedures, and Information) is presented to describe an acceptable alternative to data sources for simulator modeling and validation and an acceptable alternative to the procedures and instrumentation traditionally used to gather such modeling and validation data.

(1) Alternative data sources that may be used for part or all of a data requirement are the Helicopter Maintenance Manual, the

Rotorcraft Flight Manual (RFM), Helicopter Design Data, the Type

Inspection Report (TIR), Certification Data or acceptable supplemental flight test data.

(2) The sponsor should coordinate with the NSPM prior to using alternative data sources in a flight test or data gathering effort. e. The NSPM position on the use of these alternative data sources, procedures, and instrumentation is based on the use of a rigorously defined and fully mature simulation controls system model that includes accurate gearing and cable stretch characteristics

(where applicable), determined from actual aircraft measurements.

The model does not require control surface position measurements in the flight test objective data in these limited applications. f. Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated helicopter instruments, including the inclinometer; the force/position measurements of flight deck controls; and a clear visual directional reference for a known magnetic bearing (e.g., a runway centerline). Ground track and wind corrected heading may be used for sideslip angle. g. The sponsor is urged to contact the NSPM for clarification of any issue regarding helicopters with reversible control systems.

This table is not applicable to Computer Controlled Aircraft flight simulators. h. Use of these alternate data sources, procedures, and instrumentation does not relieve the sponsor from compliance with the balance of the information contained in this document relative to Level B FFSs. i. The term ``inertial measurement system'' is used in table C2E includes the use of a functional global positioning system (GPS). j. Synchronized video for the use of alternative data sources, procedures, and instrumentation should have:

(1) sufficient resolution to allow magnification of the display to make appropriate measurement and comparisons; and

(2) sufficient size and incremental marking to allow similar measurement and comparison. The detail provided by the video should provide sufficient clarity and accuracy to measure the necessary parameter(s) to at least \1/2\ of the tolerance authorized for the specific test being conducted and allow an integration of the parameter(s) in question to obtain a rate of change.

End Information

Table C2E.--Alternative Data Sources, Procedures, and Instrumentation

The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix C are not used

QPS requirements

Information

Table of objective tests

Alternative data sources,

Level By only

procedures, and

Notes

Test entry number and title

instrumentation

1.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 Rotor

X 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.

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1.b.1. Performance. On Surface Taxi.

X TIR, AFM, or Design data may

Minimum Radius Turn.

be used. 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 steady

measurement procedures state turn, and

must be devised and synchronized video of

proposed 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 must be recorded from the start of collective movement through to normal climb. Indicated torque settings may be hand recorded at the moment of lift-off and in a steady normal climb. 1.c.2. Performance. One Engine

X Data may be acquired by

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 must be recorded from the start of collective movement through to normal OEI climb.

Indicated torque settings may be hand recorded at the moment of lift-off and in a steady normal OEI climb. 1.f. Performance. Level Flight.

X Data may be acquired by

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.

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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. 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.

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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. 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 Information 18. Visual Display Systems. a. Basic principles of a FFS collimated display:

(1) The essential feature of a collimated display is that light rays coming from a given point in a picture are parallel. There are two main implications of the parallel rays:

(a) The viewer's eyes focus at infinity and have zero convergence, providing a cue that the object is distant; and

(b) The angle to any given point in the picture does not change when viewed from a different position so the object behaves geometrically as though it were located at a significant distance from the viewer. These cues are self-consistent, and are appropriate for any object that has been modeled as being at a significant distance from the viewer.

(2) In an ideal situation the rays are perfectly parallel, but most implementations provide only an approximation to the ideal.

Typically, an FFS display provides an image located not closer than about 20-33 ft (6-10 m) from the viewer, with the distance varying over the field-of-view. A schematic representation of a collimated display is provided in Figure C2A.

(3) Collimated displays are well suited to many simulation applications as the area of interest is relatively distant from the observer so the angles to objects should remain independent of viewing position. Consider the view of the runway seen by the flight crew lined up on an approach. In the real world, the runway is distant and the light rays from the runway to the eyes are parallel.

The runway appears to be straight ahead to both crew members. This situation is well simulated by a collimated display and is presented in Figure C2B. Note that the distance to the runway has been shortened for clarity. If drawn to scale, the runway would be farther away and the rays from the two seats would be closer to being parallel.

(4) While the horizontal field-of-view of a collimated display can be extended to approximately 210[deg]-220[deg], the vertical field-

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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 FFS regulatory approval for Helicopter FFSs.

However, recent designs have been introduced with vertical fields of view of up to 60[deg] for helicopter applications. b. Basic principles of a FFS dome (or non-collimated) display:

(1) The situation in a dome display is shown in Figure C2C. As the angles can be correct for only one eye point at a time, the visual system in the figure has been aligned for the right seat eye point position. The runway appears to be straight ahead of the aircraft for this viewer. For the left seat viewer, however, the runway appears to be somewhat to the right of the aircraft. As the aircraft is still moving towards the runway, the perceived velocity vector will be directed towards the runway and this will be interpreted as the aircraft having some yaw offset.

(2) The situation is substantially different for near field objects encountered in helicopter operations close to the ground. In those cases, objects that should be interpreted as being close to the viewer will be misinterpreted as being distant in a collimated display. The errors can actually be reduced in a dome display.

(3) The field-of-view possible with a dome display can be larger than that of a collimated display. Depending on the configuration, a field-of-view of 240[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 modeled objects in the distance. Collimated displays will provide accurate parallax cues for distant objects, but increasingly inaccurate cues for near field objects. The situation is reversed for dome displays.

(2) Stereopsis cues resulting from the different images presented to each eye for objects relatively close to the viewer also provide depth cues. Again, the collimated and dome displays provide more or less accurate cues depending on the modeled distance of the objects being viewed. d. Training implications

(1) In view of the basic principles described above, it is clear that neither display approach provides a completely accurate image for all possible object distances. The sponsor should consider the training role of the FFS when configuring the display system to make the optimum choice. Factors that should be considered include relative importance of training tasks at low altitudes, the role of the two crew members in the flying tasks, and the field-of-view required for specific training tasks.

BILLING CODE 4910-13-P

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Attachment 3 to Appendix C to Part 60--Simulator Subjective Evaluation

Begin QPS Requirements 1. Requirements a. Except for special use airport models, all airport models required by this part must be representations of real-world, operational airports or representations of fictional airports and must meet the requirements set out in Tables C3B or C3C of this attachment, as appropriate. b. If fictional airports are used, the sponsor must ensure that navigational aids and all appropriate maps, charts, and other navigational reference material for the fictional airports (and surrounding areas as necessary) are compatible, complete, and accurate with respect to the visual presentation and airport model of this fictional airport. An SOC must be submitted that addresses navigation aid installation and performance and other criteria

(including obstruction clearance protection) for all instrument approaches to the fictional airports that are available in the simulator. The SOC must reference and account for information in the terminal instrument procedures manual and the construction and availability of the required maps, charts, and other navigational material. This material must be clearly marked ``for training purposes only.'' c. When the simulator is being used by an instructor or evaluator for purposes of training, checking, or testing under this chapter, only airport models classified as Class I, Class II, or

Class III may be used by the instructor or evaluator. Detailed descriptions/definitions of these classifications are found in

Appendix F of this part. d. When a person sponsors an FFS maintained by a person other than a U.S. certificate holder, the sponsor is accountable for that

FFS originally meeting, and continuing to meet, the criteria under which it was originally qualified and the appropriate Part 60 criteria, including the visual scenes and airport models that may be used by instructors or evaluators for purposes of training, checking, or testing under this chapter. e. Neither Class II nor Class III airport visual models are required to appear on the SOQ, and the method used for keeping instructors and evaluators apprised of the airport models that meet

Class II or Class III requirements on any given simulator is at the option of the sponsor, but the method used must be available for review by the TPAA. f. When an airport model represents a real world airport and a permanent change is made to that real world airport (e.g., a new runway, an extended taxiway, a new lighting system, a runway closure) without a written extension grant from the NSPM (described in paragraph 1.g., of this section), an update to that airport model must be made in accordance with the following time limits:

(1) For a new airport runway, a runway extension, a new airport taxiway, a taxiway extension, or a runway/taxiway closure--within 90 days of the opening for use of the new airport runway, runway extension, new airport taxiway, or taxiway extension; or within 90 days of the closure of the runway or taxiway.

(2) For a new or modified approach light system--within 45 days of the activation of the new or modified approach light system.

(3) For other facility or structural changes on the airport

(e.g., new terminal, relocation of Air Traffic Control Tower)-- within 180 days of the opening of the new or changed facility or structure. g. If a sponsor desires an extension to the time limit for an update to a visual scene or airport model or has an objection to what must be updated in the specific airport model requirement, the sponsor must provide a written extension request to the NSPM stating the reason for the update delay and a proposed completion date or provide an explanation for the objection, explaining why the identified airport change will not have an impact on flight training, testing, or checking. A copy of this request or objection must also be sent to the POI/TCPM. The NSPM will send the official response to the sponsor and a copy to the POI/TCPM; however, if there is an objection, after consultation with the appropriate POI/

TCPM regarding the training, testing, or checking impact, the NSPM will send the official response to the sponsor and a copy to the

POI/TCPM.

End QPS Requirements

Begin Information 2. Discussion a. The subjective tests provide a basis for evaluating the capability of the simulator to perform over a typical utilization period; determining that the simulator competently simulates each required maneuver, procedure, or task; and verifying correct operation of the simulator controls, instruments, and systems. The items listed in the following Tables are for simulator evaluation purposes only. They may not be used to limit or exceed the authorizations for use of a given level of simulator as described on the SOQ or as approved by the TPAA. All items in the following paragraphs are subject to an examination. b. The tests in Table C3A, Operations Tasks, in this attachment address pilot functions, including maneuvers and procedures (called flight tasks), and are divided by flight phases. The performance of these tasks by the NSPM includes an operational examination of the visual system and special effects. There are flight tasks included to address some features of advanced technology helicopters and innovative training programs. c. The tests in Table C3A, Operations Tasks, and Table C3G,

Instructor Operating Station, in this attachment address the overall function and control of the simulator including the various simulated environmental conditions; simulated helicopter system operation (normal, abnormal, and emergency); visual system displays; and special effects necessary to meet flight crew training, evaluation, or flight experience requirements. d. All simulated helicopter systems functions will be assessed for normal and, where appropriate, alternate operations. Normal, abnormal, and emergency operations associated with a flight phase will be assessed during the evaluation of flight tasks or events within that flight phase. Simulated helicopter systems are listed separately under ``Any Flight Phase'' to ensure appropriate attention to systems checks. Operational navigation systems

(including inertial navigation systems, global positioning systems, or other long-range systems) and the associated electronic display systems will be evaluated if installed. The NSP pilot will include in his report to the TPAA, the effect of the system operation and any system limitation. e. Simulators demonstrating a satisfactory circling approach will be qualified for the circling approach maneuver and may be approved for such use by the TPAA in the sponsor's FAA-approved flight training program. To be considered satisfactory, the circling approach will be flown at maximum gross weight for landing, with minimum visibility for the helicopter approach category, and must allow proper alignment with a landing runway at least 90[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 airport models on a limited basis when the sponsor provides the TPAA (or other regulatory authority) an appropriate analysis of the skills, knowledge, and abilities (SKAs) necessary for competent performance of the tasks in which this particular media element is used. The analysis should describe the ability of the FFS/visual media to provide an adequate environment in which the required SKAs are satisfactorily performed and learned. The analysis should also include the specific media element, such as the visual scene or airport model. Additional sources of information on the conduct of task and capability analysis may be found on the FAA's Advanced

Qualification Program (AQP) Web site at: http://www.faa.gov/ education--research/training/aqp/. h. The TPAA may accept Class III airport models without individual observation provided the sponsor provides the TPAA with an acceptable description of the process for determining the acceptability of a specific airport model, outlines the conditions under which such an airport model may be used, and adequately describes what restrictions will be applied to each resulting airport or landing area model. Examples of situations

Page 26688

that may warrant Class III model designation by the TPAA include the following:

(a) Training, testing, or checking on very low visibility operations, including SMGCS operations.

(b) Instrument operations training (including instrument takeoff, departure, arrival, approach, and missed approach training, testing, or checking) using--

(i) A specific model that has been geographically ``moved'' to a different location and aligned with an instrument procedure for another airport.

(ii) A model that does not match changes made at the real-world airport (or landing area for helicopters) being modeled.

(iii) A model generated with an ``off-board'' or an ``on-board'' model development tool (by providing proper latitude/longitude reference; correct runway or landing area orientation, length, width, marking, and lighting information; and appropriate adjacent taxiway location) to generate a facsimile of a real world airport or landing area. i. Previously qualified simulators with certain early generation

Computer Generated Image (CGI) visual systems, are limited by the capability of the Image Generator or the display system used. These systems are:

(1) Early CGI visual systems that are exempt from the necessity of including runway numbers as a part of the specific runway marking requirements are:

(a) Link NVS and DNVS.

(b) Novoview 2500 and 6000.

(c) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.

(d) Redifusion SP1, SP1T, and SP2.

(2) Early CGI visual systems are excepted from the necessity of including runway numbers unless the runway is used for LOFT training sessions. These LOFT airport models require runway numbers, but only for the specific runway end (one direction) used in the LOFT session. The systems required to display runway numbers only for

LOFT scenes are:

(a) FlightSafety VITAL IV.

(b) Redifusion SP3 and SP3T.

(c) Link-Miles Image II.

(3) The following list of previously qualified CGI and display systems are incapable of generating blue lights. These systems are not required to have accurate taxi-way edge lighting are:

(a) Redifusion SP1 and SP1T.

(b) FlightSafety Vital IV.

(c) Link-Miles Image II and Image IIT

(d) XKD displays (even though the XKD image generator is capable of generating blue colored lights, the display cannot accommodate that color).

End Information

Table C3A.--Functions and Subjective Tests

QPS requirements

Simulator level

Entry No.

Operations tasks

--------------

B

C

D

Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the

SOQ Configuration List or the level of simulator qualification involved. Items not installed or not functional on the simulator and, therefore, not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

1. Preparation for Flight

1.a................................... Flight deck check: Switches, indicators, systems, and

X

X

X equipment.

2. APU/Engine start and run-up

2.a................................... Normal start procedures.................................. X

X

X

2.b................................... Alternate start procedures............................... X

X

X

2.c................................... Abnormal starts and shutdowns (e.g., hot start, hung

X

X

X start).

2.d................................... Rotor engagement......................................... X

X

X

2.e................................... System checks............................................ X

X

X

3. Taxiing--Ground

3.a................................... Power required to taxi................................... X

X

X

3.b................................... Brake effectiveness...................................... X

X

X

3.c................................... Ground handling.......................................... X

X

X

3.d................................... Water handling (if applicable)...........................

X

X

3.e................................... Abnormal/emergency procedures:

3.e.1................................. Brake system failure..................................... X

X

X

3.e.2................................. Ground resonance.........................................

X

X

3.e.3................................. Dynamic rollover.........................................

X

X

3.e.4................................. Deployment of emergency floats/water landing.............

X

X

3.e.5................................. Others listed on the SOQ................................. A

X

X

4. Taxiing--Hover

4.a................................... Takeoff to a hover....................................... X

X

X

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4.b................................... Instrument response:

4.b.1................................. Engine instruments....................................... X

X

X

4.b.2................................. Flight instruments....................................... X

X

X

4.b.3................................. Hovering turns........................................... X

X

X

4.c................................... Hover power checks:

4.c.1................................. In ground effect (IGE)................................... X

X

X

4.c.2................................. Out of ground effect (OGE)............................... X

X

X

4.d................................... Crosswind/tailwind hover................................. X

X

X

4.e................................... Translating tendency..................................... X

X

X

4.f................................... External load operations:

4.f.1................................. Hookup...................................................

X

X

4.f.2................................. Release..................................................

X

X

4.f.3................................. Winch operations.........................................

X

X

4.g................................... Abnormal/emergency procedures:

4.g.1................................. Engine failure........................................... X

X

X

4.g.2................................. Fuel governing system failure............................ X

X

X

4.g.3................................. Settling with power (OGE)................................ X

X

X

4.g.4................................. Hovering autorotation....................................

X

X

4.g.5................................. Stability augmentation system failure.................... X

X

X

4.g.6................................. Directional control malfunction.......................... X

X

X

4.g.7................................. Loss of tail rotor effectiveness (LTE)...................

X

X

4.g.8................................. Others listed on the SOQ................................. A

X

X

4.h................................... Pre-takeoff checks....................................... X

X

X

5. Takeoff/Translational Flight

5.a................................... Forward (up to effective translational lift).............

X

X

5.b................................... Sideward (up to limiting airspeed).......................

X

X

5.c................................... Rearward (up to limiting airspeed).......................

X

X

6. Takeoff and Departure Phase

6.a................................... Normal................................................... X

X

X

6.a.1................................. From ground.............................................. X

X

X

6.a.2................................. From hover............................................... X

X

X

6.a.2.a............................... Cat A.................................................... X

X

X

6.a.2.b............................... Cat B.................................................... X

X

X

6.a.3................................. Running.................................................. X

X

X

6.a.4................................. Crosswind/tailwind....................................... X

X

X

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6.a.5................................. Maximum performance...................................... X

X

X

6.a.6................................. Instrument............................................... X

X

X

6.a.7................................. Takeoff from a confined area............................. X

X

X

6.a.8................................. Takeoff from a pinnacle/platform......................... X

X

X

6.a.9................................. Takeoff from a slope..................................... X

X

X

6.a.10................................ External load operations.................................

X

X

6.b................................... Abnormal/emergency procedures:........................... X

X

X

6.b.1................................. Takeoff with engine failure after critical decision point X

X

X

(CDP).

6.b.1.a............................... Cat A....................................................

X

X

6.b.1.b............................... Cat B....................................................

X

X

6.c................................... Rejected takeoff.........................................

6.c.1................................. Land..................................................... X

X

X

6.c.2................................. Water (if appropriate)................................... X

X

X

6.d................................... Instrument departure..................................... X

X

X

6.e................................... Others as listed on the SOQ.............................. A

X

X

7. Climb

7.a................................... Normal................................................... X

X

X

7.b................................... Obstacle clearance....................................... X

X

X

7.c................................... Vertical.................................................

X

X

7.d................................... One engine inoperative................................... X

X

X

7.e................................... Others as listed on the SOQ.............................. A

X

X

8. Cruise

8.a................................... Performance.............................................. X

X

X

8.b................................... Flying qualities......................................... X

X

X

8.c................................... Turns.................................................... X

X

X

8.c.1................................. Timed.................................................... X

X

X

8.c.2................................. Normal................................................... X

X

X

8.c.3................................. Steep.................................................... X

X

X

8.d................................... Accelerations and decelerations.......................... X

X

X

8.e................................... High speed vibrations.................................... X

X

X

8.f................................... External Load Operations (see entry 4.f. of this table)..

X

X

8.g................................... Abnormal/emergency procedures............................ X

X

X

8.g.1................................. Engine fire.............................................. X

X

X

8.g.2................................. Engine failure........................................... X

X

X

8.g.3................................. Inflight engine shutdown and restart..................... X

X

X

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8.g.4................................. Fuel governing system failures........................... X

X

X

8.g.5................................. Directional control malfunction.......................... X

X

X

8.g.6................................. Hydraulic failure........................................ X

X

X

8.g.7................................. Stability system failure................................. X

X

X

8.g.8................................. Rotor vibrations......................................... X

X

X

8.g.9................................. Recovery from unusual attitudes.......................... X

X

X

9. Descent

9.a................................... Normal................................................... X

X

X

9.b................................... Maximum rate............................................. X

X

X

9.c................................... Autorotative.............................................

9.c.1................................. Straight-in.............................................. X

X

X

9.c.2................................. With turn................................................ X

X

X

9.d................................... External Load............................................

X

X

10. Approach

10.a.................................. Non-precision............................................ X

X

X

10.a.1................................ All engines operating.................................... X

X

X

10.a.2................................ One or more engines inoperative.......................... X

X

X

10.a.3................................ Approach procedures:

X

X

X

10.a.3.a.............................. NDB...................................................... X

X

X

10.a.3.b.............................. VOR, RNAV, TACAN......................................... X

X

X

10.a.3.c.............................. ASR...................................................... X

X

X

10.a.3.d.............................. Circling................................................. X

X

X

10.a.3.e.............................. Helicopter only.......................................... X

X

X

10.a.4................................ Missed approach.......................................... X

X

X

10.a.4.a.............................. All engines operating.................................... X

X

X

10.a.4.b.............................. One or more engines inoperative.......................... X

X

X

10.b.................................. Precision................................................ X

X

X

10.b.1................................ All engines operating.................................... X

X

X

10.b.2................................ Manually controlled--one or more engines inoperative..... X

X

X

10.b.3................................ Approach procedures:

X

X

X

10.b.3.a.............................. PAR...................................................... X

X

X

10.b.3.b.............................. MLS...................................................... X

X

X

10.b.3.c.............................. ILS...................................................... X

X

X

10.b.3.c.............................. (1) Manual (raw data).................................... X

X

X

10.b.3.c.............................. (2) Flight director only................................. X

X

X

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10.b.3.c.............................. (3) Autopilot * only..................................... X

X

X

10.b.3.c.............................. (4) Cat I................................................ X

X

X

10.b.3.c.............................. (5) Cat II............................................... X

X

X

10.b.4................................ Missed approach:

10.b.4.a.............................. All engines operating.................................... X

X

X

10.b.4.b.............................. One or more engines inoperative.......................... X

X

X

10.b.4.c.............................. Stability system failure................................. X

X

X

10.c.................................. Others as listed on the SOQ.............................. A

X

X

11. Landings and Approaches to Landings

11.a.................................. Visual Approaches:

11.a.1................................ Normal................................................... X

X

X

11.a.2................................ Steep.................................................... X

X

X

11.a.3................................ Shallow.................................................. X

X

X

11.a.4................................ Crosswind................................................ X

X

X

11.a.5................................ Category A profile.......................................

X

X

11.a.6................................ Category B profile.......................................

X

X

11.a.7................................ External Load............................................

X

X

11.b.................................. Abnormal/emergency procedures:

11.b.1................................ Directional control failure.............................. X

X

X

11.b.2................................ Hydraulics failure....................................... X

X

X

11.b.3................................ Fuel governing failure................................... X

X

X

11.b.4................................ Autorotation............................................. X

X

X

11.b.5................................ Stability system failure................................. X

X

X

11.b.6................................ Others listed on the SOQ................................. A

X

X

11c................................... Landings:

11.c.1................................ Normal:

11.c.1.a.............................. Running.................................................. X

X

X

11.c.1.b.............................. From Hover............................................... X

X

X

11.c.2................................ Pinnacle/platform........................................ X

X

X

11.c.3................................ Confined area............................................ X

X

X

11.c.4................................ Slope....................................................

X

X

11.c.5................................ Crosswind................................................ X

X

X

11.c.6................................ Tailwind................................................. X

X

X

11.c.7................................ Rejected Landing......................................... X

X

X

11.c.8................................ Abnormal/emergency procedures:

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11.c.8.a.............................. From autorotation........................................

X

X

11.c.8.b.............................. One or more engines inoperative.......................... X

X

X

11.c.8.c.............................. Directional control failure.............................. X

X

X

11.c.8.d.............................. Hydraulics failure....................................... X

X

X

11.c.8.e.............................. Stability augmentation system failure.................... X

X

X

11.c.9................................ Other (listed on the SOQ)................................ A

X

X

12. Any Flight Phase

12.a.1................................ Air conditioning......................................... X

X

X

12.a.2................................ Anti-icing/deicing....................................... X

X

X

12.a.3................................ Auxiliary power-plant.................................... X

X

X

12.a.4................................ Communications........................................... X

X

X

12.a.5................................ Electrical............................................... X

X

X

12.a.6................................ Fire detection and suppression........................... X

X

X

12.a.7................................ Stabilizer............................................... X

X

X

12.a.8................................ Flight controls.......................................... X

X

X

12.a.9................................ Fuel and oil............................................. X

X

X

12.a.10............................... Hydraulic................................................ X

X

X

12.a.11............................... Landing gear............................................. X

X

X

12.a.12............................... Oxygen................................................... X

X

X

12.a.13............................... Pneumatic................................................ X

X

X

12.a.14............................... Powerplant............................................... X

X

X

12.a.15............................... Flight control computers................................. X

X

X

12.a.16............................... Stability and control augmentation....................... X

X

X

12.b.................................. Flight management and guidance system:

12.b.1................................ Airborne radar........................................... X

X

X

12.b.2................................ Automatic landing aids................................... X

X

X

12.b.3................................ Autopilot................................................ X

X

X

12.b.4................................ Collision avoidance system............................... X

X

X

12.b.5................................ Flight data displays..................................... X

X

X

12.b.6................................ Flight management computers.............................. X

X

X

12.b.7................................ Heads-up displays........................................ X

X

X

12.b.8................................ Navigation systems....................................... X

X

X

12.c.................................. Airborne procedures:

12.c.1................................ Holding.................................................. X

X

X

12.c.2................................ Air hazard avoidance..................................... X

X

X

Page 26694

12.c.3................................ Retreating blade stall recovery.......................... X

X

X

12.c.4................................ Mast bumping............................................. X

X

X

12.c.5................................ Loss of directional control.............................. X

X

X

12.c.6................................ Loss of tail rotor effectiveness.........................

X

X

12.c.7................................ Other (listed on the SOQ)................................ A

X

X

13. Engine Shutdown and Parking

13.a.................................. Engine and systems operation............................. X

X

X

13.b.................................. Parking brake operation.................................. X

X

X

13.c.................................. Rotor brake operation.................................... X

X

X

13.d.................................. Abnormal/emergency procedures............................ X

X X

* ``Autopilot'' means attitude retention mode of operation.

Note: An ``A'' in the table indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in the FFS and is working properly.

Table C3B.--Functions and Subjective Tests

QPS requirements

Simulator

Visual requirements for qualification

level

Entry No.

at the stated level class I airport -------------- or landing area models

B

C

D

This table specifies the minimum airport visual model content and functionality to qualify a simulator at the indicated level. This table applies only to the airport scenes required for simulator qualification; i.e., two helicopter landing area models for Level B simulators; four helicopter landing area models for Level C and Level D simulators.

1................. Functional test content requirements

The following is the minimum airport/landing area model content requirement to satisfy visual capability tests, and provides suitable visual cues to allow completion of all functions and subjective tests described in this attachment for simulators at Level B.

1.a............... A minimum of one (1) representative

X airport and one (1) representative helicopter landing area model. The airport and the helicopter landing area may be contained within the same model. If but if this option is selected, the approach path to the airport runway(s) and the approach path to the helicopter landing area must be different. The model(s) used to meet the following requirements may be demonstrated at either a fictional or a real-world airport or helicopter landing area, but each must be acceptable to the sponsor's

TPAA, selectable from the IOS, and listed on the SOQ.

1.b............... The fidelity of the visual scene must X be sufficient for the aircrew to visually identify the airport and/or helicopter landing area; determine the position of the simulated helicopter within the visual scene; successfully accomplish take-offs, approaches, and landings; and maneuver around the airport on the ground, or hover taxi, as necessary.

1.c............... Runways:

1.c.1............. Visible runway number................ X

1.c.2............. Runway threshold elevations and

X locations must be modeled to provide sufficient correlation with helicopter systems (e.g., altimeter).

1.c.3............. Runway surface and markings.......... X

1.c.4............. Lighting for the runway in use

X including runway edge and centerline.

1.c.5............. Lighting, visual approach aid (VASI

X or PAPI) and approach lighting of appropriate colors.

1.c.6............. Representative taxiway lights........ X

1.d............... Other helicopter landing area:

Page 26695

1.d.1............. Standard heliport designation (``H'') X marking, properly sized and oriented.

1.d.2............. Perimeter markings for the Touchdown

X and Lift-Off Area (TLOF) or the

Final Approach and Takeoff Area

(FATO), as appropriate.

1.d.3............. Perimeter lighting for the TLOF or

X the FATO areas, as appropriate.

1.d.4............. Appropriate markings and lighting to

X allow movement from the runway or helicopter landing area to another part of the landing facility.

2................. Functional test content requirements for Level C and

Level D simulators

The following is the minimum airport/landing area model content requirement to satisfy visual capability tests, and provide suitable visual cues to allow completion of all functions and subjective tests described in this attachment for simulators at Level C and Level D. Not all of the elements described in this section must be found in a single airport/landing area scene. However, all of the elements described in this section must be found throughout a combination of the four (4) airport/ landing area models described in entry 2.a. The representations of the hazards (as described in 2.d.) must be ``hard objects'' that interact as such if contacted by the simulated helicopter.

Additionally, surfaces on which the helicopter lands must be ``hard surfaces.'' The model(s) used to meet the following requirements must be demonstrated at either a fictional or a real-world airport or helicopter landing area, and each must be acceptable to the sponsor's TPAA, selectable from the IOS, and listed on the SOQ.

2.a............... There must be at least the following airport/ helicopter landing areas.

2.a.1............. At least one (1) representative

X

X airport.

2.a.2............. At least three representative non-airport landing areas, as follows:

2.a.2.a........... At least one (1) representative

X

X helicopter landing area situated on a substantially elevated surface with respect to the surrounding structures or terrain (e.g., building top, offshore oil rig).

2.a.2.b........... At least one (1) helicopter landing

X

X area that meets the definition of a

``confined landing area''.

2.a.2.c........... At least one (1) helicopter landing

X

X area on a sloped surface where the slope is at least 2\1/2\[deg].

2.b............... For each of the airport/helicopter

X

X landing areas described in 2.a., the simulator must be able to provide at least the following:

2.b.1............. A night and twilight (dusk)

X

X environment..

2.b.2............. A daylight environment...............

X

2.c............... Non-airport helicopter landing areas must have the following:

2.c.1............. Representative buildings, structures,

X

X and lighting within appropriate distances.

2.c.2............. Representative moving and static

X

X clutter (e.g., other aircraft, power carts, tugs, fuel trucks).

2.c.3............. Representative depiction of terrain

X

X and obstacles as well as significant and identifiable natural and cultural features, within 25 NM of the reference landing area.

2.c.4............. Standard heliport designation (``H'')

X

X marking, properly sized and oriented.

2.c.5............. Perimeter markings for the Touchdown

X

X and Lift-Off Area (TLOF) or the

Final Approach and Takeoff Area

(FATO), as appropriate.

2.c.6............. Perimeter lighting for the TLOF or

X

X the FATO areas, as appropriate.

2.c.7............. Appropriate markings and lighting to

X

X allow movement from the area to another part of the landing facility, if appropriate.

2.c.8............. Representative markings, lighting,

X

X and signage, including a windsock that gives appropriate wind cues.

2.c.9............. Appropriate markings, lighting, and

X

X signage necessary for position identification, and to allow movement from the landing area to another part of the landing facility.

2.c.10............ Representative moving and static

X

X ground traffic (e.g., vehicular and aircraft), including the ability to present surface hazards (e.g., conflicting traffic, vehicular or aircraft, on or approaching the landing area).

2.c.11............ Portrayal of landing surface

X

X contaminants, including lighting reflections when wet and partially obscured lights when snow is present, or suitable alternative effects.

Page 26696

2.d............... All of the following three (3) hazards must be presented in a combination of the three (3) non- airport landing areas (described in entry 2.a.2. of this table) and each of these non-airport landing areas must have at least one of the following hazards:

2.d.1............. Other airborne traffic...............

X

X

2.d.2............. Buildings, trees, or other vertical

X

X obstructions in the immediate landing area.

2.d.3............. Suspended wires in the immediate

X

X landing area.

2.e............... Airport applications. Each airport must have the following:

2.e.1............. At least one runway designated as

X

X

``in-use'', appropriately marked and capable of being lighted fully.

2.e.2............. Runway threshold elevations and

X

X

X locations must be modeled to provide sufficient correlation with helicopter systems (e.g., HGS, GPS, altimeter). Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, may not cause distracting or unrealistic effects, including pilot eye-point height variation.

2.e.3............. Appropriate approach lighting systems

X

X and airfield lighting for a VFR circuit and landing, non-precision approaches and landings, and precision approaches and landings, as appropriate..

2.e.4............. Representative taxiway lights........

X

3................. Airport or landing area model management

The following is the minimum visual scene management requirements

3.a............... Runway and helicopter landing area

X

X

X approach lighting must fade into view in accordance with the environmental conditions set in the simulator.

3.b............... The direction of strobe lights,

X

X

X approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, touchdown zone lights, and TLOF or

FATO lights must be replicated.

4................. Visual feature recognition.

The following are the minimum distances at which runway features must be visible. Distances are measured from runway threshold or a helicopter landing area to a helicopter aligned with the runway or helicopter landing area on an extended 3[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 Aid

X lights (VASI or PAPI) from 3 sm (5 km) of the threshold.

4.d............... For runways: Visual Approach Aid

X

X lights (VASI or PAPI) from 5 sm (8 km) of the threshold.

4.e............... For runways: Runway threshold lights

X

X

X and touchdown zone lights from 2 sm

(3 km).

4.f............... For runways and helicopter landing

X

X

X areas: Markings within range of landing lights for night/twilight scenes and the surface resolution test on daylight scenes, as required.

4.g............... For circling approaches, the runway

X

X

X of intended landing and associated lighting must fade into view in a non-distracting manner.

4.h............... For helicopter landing areas: Landing X

X

X direction lights and raised FATO lights from 1 sm (1.5 km).

4.i............... For helicopter landing areas: Flush

X mounted FATO lights, TOFL lights, and the lighted windsock from 0.5 sm

(750 m).

4.j............... Hover taxiway lighting (yellow/blue/

X yellow cylinders) from TOFL area.

5................. Airport or helicopter landing area model content

Page 26697

The following prescribes the minimum requirements for an airport/helicopter landing area model and identifies other aspects of the environment that must correspond with that model for simulators at

Level B, Level C, and Level D. For circling approaches, all tests apply to the runway used for the initial approach and to the runway of intended landing. If all runways or landing areas in a visual model used to meet the requirements of this attachment are not designated as ``in use,'' then the ``in use'' runways/landing areas must be listed on the SOQ (e.g., KORD, Rwys 9R, 14L, 22R). Models of airports or helicopter landing areas with more than one runway or landing area must have all significant runways or landing areas not ``in-use'' visually depicted for airport runway/landing area recognition purposes. The use of white or off-white light strings that identify the runway or landing area for twilight and night scenes are acceptable for this requirement; and rectangular surface depictions are acceptable for daylight scenes. A visual system's capabilities must be balanced between providing visual models with an accurate representation of the airport and a realistic representation of the surrounding environment. Each runway or helicopter landing area designated as an

``in-use'' runway or area must include the following detail that is developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that such models contain details that are beyond the design capability of the currently qualified visual system. Only one ``primary'' taxi route from parking to the runway end or helicopter takeoff/landing area will be required for each ``in- use'' runway or helicopter takeoff/landing area.

5.a............... The surface and markings for each ``in-use'' runway or helicopter landing area must include the following:

5.a.1............. For airports: Runway threshold

X

X

X markings, runway numbers, touchdown zone markings, fixed distance markings, runway edge markings, and runway centerline stripes.

5.a.2............. For helicopter landing areas:

X

X

X

Markings for standard heliport identification (``H'') and TOFL,

FATO, and safety areas.

5.b............... The lighting for each ``in-use'' runway or helicopter landing area must include the following:

5.b.1............. For airports: Runway approach,

X

X

X threshold, edge, end, centerline (if applicable), touchdown zone (if applicable), leadoff, and visual landing aid lights or light systems for that runway.

5.b.2............. For helicopter landing areas: landing X

X

X direction, raised and flush FATO,

TOFL, windsock lighting.

5.c............... The taxiway surface and markings associated with each ``in-use'' runway or helicopter landing area must include the following:

5.c.1............. For airports: Taxiway edge,

X

X

X centerline (if appropriate), runway hold lines, and ILS critical area(s).

5.c.2............. For helicopter landing areas:

X

X

X taxiways, taxi routes, and aprons.

5.d............... The taxiway lighting associated with each ``in-use'' runway or helicopter landing area must include the following:

5.d.1............. For airports: Runway edge, centerline X

X

X

(if appropriate), runway hold lines,

ILS critical areas.

5.d.2............. For helicopter landing areas:

X

X

X taxiways, taxi routes, and aprons.

5.d.3............. For airports: taxiway lighting of

X correct color.

5.e............... Airport signage associated with each ``in-use'' runway or helicopter landing area must include the following:

5.e.1............. For airports: Signs for runway

X

X

X distance remaining, intersecting runway with taxiway, and intersecting taxiway with taxiway.

5.e.2............. For helicopter landing areas: as

X

X

X appropriate for the model used.

5.f............... Required visual model correlation with other aspects of the airport or helicopter landing environment simulation:

5.f.1............. The airport or helicopter landing

X

X

X area model must be properly aligned with the navigational aids that are associated with operations at the

``in-use'' runway or helicopter landing area.

5.f.2............. The simulation of runway or

X

X helicopter landing area contaminants must be correlated with the displayed runway surface and lighting where applicable.

6................. Correlation with helicopter and associated equipment

The following are the minimum correlation comparisons that must be made for simulators at

Level B, Level C, and Level D

6.a............... Visual system compatibility with

X

X

X aerodynamic programming.

6.b............... Visual cues to assess sink rate and

X

X

X depth perception during landings.

6.c............... Accurate portrayal of environment

X

X

X relating to flight simulator attitudes.

Page 26698

6.d............... The visual scene must correlate with

X

X integrated helicopter systems (e.g., terrain, traffic and weather avoidance systems and Head-up

Guidance System (HGS)).

6.e............... Representative visual effects for

X

X

X each visible, own-ship, helicopter external light(s)--taxi and landing light lobes (including independent operation, if appropriate).

6.f............... The effect of rain removal devices...

X

X

7................. Scene quality

The following are the minimum scene quality tests that must be conducted for simulators at Level B,

Level C, and Level D.

7.a............... Surfaces and textural cues must be

X

X free from apparent and distracting quantization (aliasing).

7.b............... System capable of portraying full

X

X color realistic textural cues.

7.c............... The system light points must be free

X

X

X from distracting jitter, smearing or streaking.

7.d............... Demonstration of occulting through

X

X

X each channel of the system in an operational scene.

7.e............... Demonstration of a minimum of ten

X

X levels of occulting through each channel of the system in an operational scene.

7.f............... System capable of providing focus

X

X effects that simulate rain..

7.g............... System capable of providing focus

X

X effects that simulate light point perspective growth.

7.h............... Runway light controls capable of six

X

X

X discrete light steps (0-5).

8................. Environmental effects.

The following are the minimum environmental effects that must be available in simulators at Level B,

Level C, and Level D.

8.a............... The displayed scene corresponding to

X the appropriate surface contaminants and include appropriate lighting reflections for wet, partially obscured lights for snow, or alternative effects.

8.b............... Special weather representations which include:

8.b.1............. The sound, motion and visual effects

X of light, medium and heavy precipitation near a thunderstorm on take-off, approach, and landings at and below an altitude of 2,000 ft

(600 m) above the surface and within a radius of 10 sm (16 km) from the airport or helicopter landing area.

8.b.2............. One airport or helicopter landing

X area with a snow scene to include terrain snow and snow-covered surfaces.

8.c............... In-cloud effects such as variable

X

X cloud density, speed cues and ambient changes.

8.d............... The effect of multiple cloud layers

X

X representing few, scattered, broken and overcast conditions giving partial or complete obstruction of the ground scene.

8.e............... Visibility and RVR measured in terms

X

X

X of distance. Visibility/RVR checked at 2,000 ft (600 m) above the airport or helicopter landing area and at two heights below 2,000 ft with at least 500 ft of separation between the measurements. The measurements must be taken within a radius of 10 sm (16 km) from the airport or helicopter landing area.

8.f............... Patchy fog giving the effect of

X variable RVR.

8.g............... Effects of fog on airport lighting

X

X such as halos and defocus.

8.h............... Effect of own-ship lighting in

X

X reduced visibility, such as reflected glare, including landing lights, strobes, and beacons.

8.i............... Wind cues to provide the effect of

X blowing snow or sand across a dry runway or taxiway selectable from the instructor station.

8.j............... ``White-out'' or ``Brown-out''

X effects due to rotor downwash beginning at a distance above the ground equal to the rotor diameter.

9................. Instructor control of the following:

The following are the minimum instructor controls that must be available in Level B, Level C, and

Level D simulators, as indicated.

9.a............... Environmental effects, e.g. cloud

X

X

X base, cloud effects, cloud density, visibility in statute miles/ kilometers and RVR in feet/meters.

Page 26699

9.b............... Airport or helicopter landing area

X

X

X selection.

9.c............... Airport or helicopter landing area

X

X

X lighting, including variable intensity.

9.d............... Dynamic effects including ground and

X

X flight traffic.

End QPS Requirement

Begin Information

10................ An example of being able to ``combine two airport models to achieve two ``in-use'' runways: One runway designated as the ``in-use'' runway in the first model of the airport, and the second runway designated as the ``in-use'' runway in the second model of the same airport. For example, the clearance is for the ILS approach to Runway 27,

Circle to Land on Runway 18 right. Two airport visual models might be used: the first with Runway 27 designated as the ``in use'' runway for the approach to runway 27, and the second with Runway 18 Right designated as the ``in use'' runway. When the pilot breaks off the ILS approach to runway 27, the instructor may change to the second airport visual model in which runway 18 Right is designated as the ``in use'' runway, and the pilot would make a visual approach and landing. This process is acceptable to the FAA as long as the temporary interruption due to the visual model change is not distracting to the pilot.

11................ Sponsors are not required to provide every detail of a runway, but the detail that is provided should be correct within reasonable limits.

End Information

Table C3C.--Functions and Subjective Tests

QPS requirements

Visual scene content additional

Simulator airport or landing area models beyond

level

Entry No.

minimum required for qualification --------------

Class II airport or landing area models

B

C

D

This table specifies the minimum airport or helicopter landing area visual model content and functionality necessary to add visual models to a simulator's visual model library (i.e., beyond those necessary for qualification at the stated level) without the necessity of further involvement of the NSPM or TPAA.

1................. Airport or landing area model management

The following is the minimum visual scene management requirements for simulators at Levels B, C, and D.

1.a............... The installation and direction of the following lights must be replicated for the ``in-use'' surface:

1.a.1............. For ``in-use'' runways: Strobe

X

X

X lights, approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, and touchdown zone lights.

1.a.2............. For ``in-use'' helicopter landing

X

X

X areas: ground level TLOF perimeter lights, elevated TLOF perimeter lights (if applicable), Optional

TLOF lights (if applicable), ground

FATO perimeter lights, elevated TLOF lights (if applicable), landing direction lights.

2................. Visual feature recognition

The following are the minimum distances at which runway or landing area features must be visible for simulators at Levels B, C, and D. Distances are measured from runway threshold or a helicopter landing area to an aircraft aligned with the runway or helicopter landing area on a 3[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

X

X

X edge lights from 5 sm (8 km) of the threshold.

2.a.2............. Centerline lights and taxiway

X

X

X definition from 3 sm (5 km).

2.a.3............. Visual Approach Aid lights (VASI or

X

PAPI) from 3 sm (5 km) of the threshold.

2.a.4............. Visual Approach Aid lights (VASI or

X

X

PAPI) from 5 sm (8 km) of the threshold.

2.a.5............. Threshold lights and touchdown zone

X

X

X lights from 2 sm (3 km).

Page 26700

2.a.6............. Markings within range of landing

X

X

X lights for night/twilight (dusk) scenes and as required by the surface resolution test on daylight scenes.

2.a.7............. For circling approaches, the runway

X

X

X of intended landing and associated lighting must fade into view in a non-distracting manner.

2.b............... For Helicopter landing areas:

2.b.1............. Landing direction lights and raised

X

X

X

FATO lights from 1 sm (1.5 km).

2.b.2............. Flush mounted FATO lights, TOFL

X

X lights, and the lighted windsock from 0.5 sm (750 m).

2.b.3............. Hover taxiway lighting (yellow/blue/

X

X yellow cylinders) from TOFL area.

2.b.4............. Markings within range of landing

X

X

X lights for night/twilight (dusk) scenes and as required by the surface resolution test on daylight scenes.

3................. Airport or Helicopter landing area model content

The following prescribes the minimum requirements for what must be provided in an airport visual model and identifies other aspects of the airport environment that must correspond with that model for simulators at Level B, C, and D. The detail must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that airport or helicopter landing area models contain details that are beyond the designed capability of the currently qualified visual system. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. Only one ``primary'' taxi route from parking to the runway end or helicopter takeoff/ landing area will be required for each ``in-use'' runway or helicopter takeoff/landing area.

3.a............... The surface and markings for each ``in-use'' runway or helicopter landing area must include the following:

3.a.1............. For airports: Runway threshold

X

X

X markings, runway numbers, touchdown zone markings, fixed distance markings, runway edge markings, and runway centerline stripes.

3.a.2............. For helicopter landing areas:

X

X

X

Standard heliport marking (``H''),

TOFL, FATO, and safety areas.

3.b............... The lighting for each ``in-use'' runway or helicopter landing area must include the following:

3.b.1............. For airports: Runway approach,

X

X

X threshold, edge, end, centerline (if applicable), touchdown zone (if applicable), leadoff, and visual landing aid lights or light systems for that runway.

3.b.2............. For helicopter landing areas: Landing X

X

X direction, raised and flush FATO,

TOFL, windsock lighting.

3.c............... The taxiway surface and markings associated with each ``in-use'' runway or helicopter landing area must include the following:

3.c.1............. For airports: Taxiway edge,

X

X

X centerline (if appropriate), runway hold lines, and ILS critical area(s).

3.c.2............. For helicopter landing areas:

X

X

X

Taxiways, taxi routes, and aprons.

3.d............... The taxiway lighting associated with each ``in-use'' runway or helicopter landing area must include the following:

3.d.1............. For airports: Runway edge, centerline X

X

X

(if appropriate), runway hold lines,

ILS critical areas.

3.d.2............. For helicopter landing areas:

X

X

X

Taxiways, taxi routes, and aprons.

3.d.3............. For airports: Taxiway lighting of

X correct color.

4................. Required visual model correlation with other aspects of the airport environment simulation

The following are the minimum visual model correlation tests that must be conducted for Level

B, Level C, and Level D simulators, as indicated.

4.a............... The airport model must be properly

X

X

X aligned with the navigational aids that are associated with operations at the ``in-use'' runway.

4.b............... Slopes in runways, taxiways, and ramp X

X

X areas, if depicted in the visual scene, must not cause distracting or unrealistic effects.

5................. Correlation with helicopter and associated equipment

The following are the minimum correlation comparisons that must be made for simulators at

Level B, C, and D.

5.a............... Visual system compatibility with

X

X

X aerodynamic programming.

Page 26701

5.b............... Accurate portrayal of environment

X

X

X relating to flight simulator attitudes.

5.c............... Visual cues to assess sink rate and

X

X

X depth perception during landings.

6................. Scene quality

The following are the minimum scene quality tests that must be conducted for simulators at Level B,

C, and D.

6.a............... Light points free from distracting

X

X

X jitter, smearing or streaking.

6.b............... Surfaces and textural cues free from

X

X apparent and distracting quantization (aliasing).

6.c............... Correct color and realistic textural

X cues.

7................. Instructor controls of the following:

The following are the minimum instructor controls that must be available in Level B, Level C, and

Level D simulators, as indicated.

7.a............... Environmental effects, e.g., cloud

X

X

X base (if used), cloud effects, cloud density, visibility in statute miles/ kilometers and RVR in feet/meters.

7.b............... Airport/Heliport selection........... X

X

X 7.c............... Airport lighting including variable

X

X

X intensity. 7.d............... Dynamic effects including ground and

X

X flight traffic.

End QPS Requirements

Begin Information

8................. Sponsors are not required to provide

X

X

X every detail of a runway or helicopter landing area, but the detail that is provided must be correct within the capabilities of the system.

¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤¤

End Information

Table C3D--Functions and Subjective Tests

QPS requirements

Information

Simulator level

Entry No.

Motion system (and special

---------------------

Notes aerodynamic model) effects

B

C

D

This table specifies motion effects that are required to indicate the threshold at which a flight crewmember must be able to recognize an event or situation. Where applicable, flight simulator pitch, side loading and directional control characteristics must be representative of the helicopter.

1...................... Runway rumble, oleo deflection,

X

X

X If time permits, different ground speed, uneven runway, runway

gross weights can also be and taxiway centerline light

selected as this may also characteristics:

affect the associated

Procedure: After the helicopter has

vibrations depending on been pre-set to the takeoff position

helicopter type. The and then released, taxi at various

associated motion effects speeds with a smooth runway and note

for the above tests should the general characteristics of the

also include an assessment simulated runway rumble effects of

of the effects of rolling oleo deflections. Repeat the

over centerline lights, maneuver with a runway roughness of

surface discontinuities of 50%, then with maximum roughness.

uneven runways, and

Note the associated motion

various taxiway vibrations affected by ground speed

characteristics. and runway roughness

2...................... Friction Drag from Skid-type Landing

X

X ...........................

Gear:

Procedure: Perform a running takeoff or a running landing and note an increase in a fuselage vibration (as opposed to rotor vibration) due to the friction of dragging the skid along the surface. This vibration will lessen as the ground speed decreases

Page 26702

3...................... Rotor Out-of-Track and/or Out-of-

X

X

X Does not require becoming

Balance condition:

airborne. The abnormal

Procedure: Select the malfunction or

vibration for Out-of-Track condition from the IOS. Start the

and Out-of-Balance engine(s) normally and check for an

conditions should be abnormal vibration for an Out-of-

recognized in the

Track condition and check for an

frequency range of the abnormal vibration for an Out-of-

inverse of the period for

Balance condition

each; i.e., 1/P for vertical vibration, and 1/

P for lateral vibration.

4...................... Bumps associated with the landing

X

X

X When the landing gear is gear:

extended or retracted,

Procedure: Perform a normal take-off

motion bumps can be felt paying special attention to the

when the gear locks into bumps that could be perceptible due

position. to maximum oleo extension after lift- off

5...................... Buffet during extension and

X

X

X ........................... retraction of landing gear:

Procedure: Operate the landing gear.

Check that the motion cues of the buffet experienced represent the actual helicopter

6...................... Failure of Dynamic Vibration Absorber

X

X

X ........................... or similar system as appropriate for the helicopter (e.g., droop stop or static stop):

Procedure: May be accomplished any time the rotor is engaged. Select the appropriate failure at the IOS, note an appropriate increase in vibration and check that the vibration intensity and frequency increases with an increase in RPM and an increase in collective application

7...................... Tail Rotor Drive Failure:

X

X

X The tail rotor operates in

Procedure: With the engine(s) running

the medium frequency and the rotor engaged--select the

range, normally estimated malfunction and note the immediate

by multiplying the tail increase of medium frequency

rotor gear box ratio by vibration

the main rotor RPM. The failure can be recognized by an increase in the vibrations in this frequency range.

8...................... Touchdown cues for main and nose

X

X

X ........................... gear:

Procedure: Conduct several normal approaches with various rates of descent. Check that the motion cues for the touchdown bumps for each descent rate are representative of the actual helicopter

9...................... Tire failure dynamics:

X

X The pilot may notice some

Procedure: Simulate a single tire

yawing with a multiple failure and a multiple tire failure

tire failure selected on the same side. This should require the use of the pedal to maintain control of the helicopter.

Dependent on helicopter type, a single tire failure may not be noticed by the pilot and may not cause any special motion effect. Sound or vibration may be associated with the actual tire losing pressure.

10..................... Engine malfunction and engine damage:

X

X

X ...........................

Procedure: The characteristics of an engine malfunction as prescribed in the malfunction definition document for the particular flight simulator must describe the special motion effects felt by the pilot. Note the associated engine instruments varying according to the nature of the malfunction and note the replication of the effects of the airframe vibration

11..................... Tail boom strikes:

X

X

X The motion effect should be

Procedure: Tail-strikes can be

felt as a noticeable nose checked by over-rotation of the

down pitching moment. helicopter at a quick stop or autorotation to the ground

Page 26703

12..................... Vortex Ring State (Settling with

X

X When the aircraft begins to

Power):

shudder, the application

Procedure: Specific procedures may

of additional up differ between helicopters and may

collective increases the be prescribed by the Helicopter

vibration and sink rate.

Manufacturer or other subject matter

One recovery method is to expert. However, the following

decrease collective to information is provided for

enter vertical illustrative purposes * * * To enter

autorotation and/or use the maneuver, reduce power below

cyclic inputs to gain hover power. Hold altitude with aft

horizontal airspeed and cyclic until the airspeed approaches

exit from vortex ring 20 knots. Then allow the sink rate

state. to increase to 300 feet per minute or more as the attitude is adjusted to obtain an airspeed of less than 10 knots

13..................... Retreating Blade Stall:

X

X Correct recovery from

Procedure: Specific procedures may

retreating blade stall differ between helicopters and may

requires the collective to be prescribed by the Helicopter

be lowered first, which

Manufacturer or other subject matter

reduces blade angles and expert. However, the following

the angle of attack. Aft information is provided for

cyclic can then be used to illustrative purposes: To enter the

slow the helicopter. maneuver, increase forward airspeed; the effect will be recognized through the development of a low frequency vibration, pitching up of the nose, and a roll in the direction of the retreating blade.

High weight, low rotor RPM, high density altitude, turbulence or steep, abrupt turns are all conducive to retreating blade stall at high forward airspeeds

14..................... Translational Lift Effects:

X

X

X ...........................

Procedure: From a stabilized in- ground-effect (IGE) Hover begin a forward acceleration. When passing through the effective translational lift range, the noticeable effect will be a possible nose pitch-up in some helicopters, an increase in the rate of climb, and a temporary increase in vibration level (in some cases this vibration may be pronounced). This effect is experienced again upon deceleration through the appropriate speed range.

During deceleration, the pitch and rate of climb will have the reverse effect, but there will be a similar, temporary increase in vibration level

Table C3E.--Functions and Subjective Tests

QPS Requirements

Simulator level

Entry number

Sound system

--------------------

B

C

D

The following checks are performed during a normal flight profile, motion system ON.

1................... Precipitation................

X

X

2................... Rain removal equipment.......

X

X

3................... Helicopter noises used by the

X

X pilot for normal helicopter operation..

4................... Abnormal operations for which

X

X there are associated sound cues, including engine malfunctions, landing gear or tire malfunctions, tail boom.

5................... Sound of a crash when the

X

X flight simulator is landed in excess of limitations.

Page 26704

Table C3F.--Functions and Subjective Tests

QPS Requirements

Simulator level

Entry number

Special effects

B

C

D

This table specifies the minimum special effects necessary for the specified simulator level.

1................... Braking Dynamics:............

X

X

Representations of the dynamics of brake failure

(flight simulator pitch, side-loading, and directional control characteristics representative of the helicopter), including antiskid and decreased brake efficiency due to high brake temperatures (based on helicopter related data), sufficient to enable pilot identification of the problem and implementation of appropriate procedures.

2................... Effects of Airframe and

X

X

Engine Icing: Required only for those helicopters authorized for operations in known icing conditions.

Procedure: With the simulator airborne, in a clean configuration, nominal altitude and cruise airspeed, autopilot on and auto-throttles off, engine and airfoil anti-ice/de-ice systems deactivated; activate icing conditions at a rate that allows monitoring of simulator and systems response.

Icing recognition will include an increase in gross weight, airspeed decay, change in simulator pitch attitude, change in engine performance indications

(other than due to airspeed changes), and change in data from pitot/static system, or rotor out-of-track/balance.

Activate heating, anti-ice, or de-ice systems independently. Recognition will include proper effects of these systems, eventually returning the simulated helicopter to normal flight.

Table C3G.--Functions and Subjective Tests

QPS Requirements

Simulator level

Entry number

Instructor Operating Station --------------------

(IOS)

B

C

D

Functions in this table are subject to evaluation only if appropriate for the helicopter or the system is installed on the specific simulator.

1................... Simulator Power Switch(es)...

X

X

X

2................... Helicopter conditions.

2.a................. Gross weight, center of

X

X

X gravity, fuel loading and allocation.

2.b................. Helicopter systems status....

X

X

X

2.c................. Ground crew functions........

X

X

X

3................... Airports/Heliports.

3.a................. Number and selection.........

X

X

X

3.b................. Runway or landing area

X

X

X selection.

3.c................. Landing surface conditions

X

X

X

(rough, smooth, icy, wet, dry, snow).

3.d................. Preset positions.............

X

X

X

3.e................. Lighting controls............

X

X

X

4................... Environmental controls.

4.a................. Visibility (statute miles/

X

X

X kilometers).

4.b................. Runway visual range (in feet/

X

X

X meters).

4.c................. Temperature..................

X

X

X

4.d................. Climate conditions...........

X

X

X

4.e................. Wind speed and direction.....

X

X

X

5................... Helicopter system

X

X

X malfunctions (Insertion/ deletion)..

6................... Locks, Freezes, and Repositioning.

6.a................. Problem (all) freeze/release.

X

X

X

Page 26705

6.b................. Position (geographic) freeze/

X

X

X release.

6.c................. Repositioning (locations,

X

X

X freezes, and releases).

6.d................. Ground speed control.........

X

X

X

7................... Remote IOS...................

X

X

X

8................... Sound Controls. On/off/

X

X

X adjustment.

9................... Motion/Control Loading System.

9.a................. On/off/emergency stop........

X

X

X

10.................. Observer Seats/Stations.

X

X

X

Position/Adjustment/Positive restraint system.

Attachment 4 to Appendix C to Part 60--SAMPLE DOCUMENTS

Table of Contents

Title of Sample

Figure C4A Sample Letter, Request for Initial, Upgrade, or

Reinstatement Evaluation.

Figure C4B Attachment: FFS Information Form

Figure A4C Sample Letter of Compliance

Figure C4D Sample Qualification Test Guide Cover Page

Figure C4E Sample Statement of Qualification--Certificate

Figure C4F Sample Statement of Qualification--Configuration List

Figure C4G Sample Statement of Qualification--List of Qualified

Tasks

Figure C4H Sample Continuing Qualification Evaluation Requirements

Page

Figure C4I Sample MQTG Index of Effective FFS Directives

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Attachment 5 to Appendix C to Part 60--FSTD DIRECTIVES APPLICABLE TO

HELICOPTER FFSs

Flight Simulation Training Device (FSTD) Directive

FSTD Directive 1. Applicable to all FFSs, regardless of the original qualification basis and qualification date (original or upgrade), having Class II or Class III airport models available.

Agency: Federal Aviation Administration (FAA), DOT

Action: This is a retroactive requirement to have all Class II or Class III airport models meet current requirements.

Summary: Notwithstanding the authorization listed in paragraph 13b in Appendices A and C of this part, this FSTD Directive requires each certificate holder to ensure that by May 30, 2009, except for the airport model(s) used to qualify the simulator at the designated level, each airport model used by the certificate holder's instructors or evaluators for training, checking, or testing under this chapter in an FFS, meets the definition of a Class II or Class

III airport model as defined in 14CFR part 60. The completion of this requirement will not require a report, and the method used for keeping instructors and evaluators apprised of the airport models that meet Class II or Class III requirements on any given simulator is at the option of the certificate holder whose employees are using the FFS, but the method used must be available for review by the

TPAA for that certificate holder.

Dates: FSTD Directive 1 becomes effective on May 30, 2008.

For Further Information Contact: Ed Cook, Senior Advisor to the

Division Manager, Air Transportation Division, AFS-200, 800

Independence Ave, SW, Washington, DC, 20591: telephone: (404) 832- 4701; fax: (404) 761-8906.

Specific Requirements: 1. Part 60 requires that each FSTD be: a. Sponsored by a person holding or applying for an FAA operating certificate under Part 119, Part 141, or Part 142, or holding or applying for an FAA-approved training program under Part 63, Appendix C, for flight engineers, and b. Evaluated and issued an SOQ for a specific FSTD level. 2. FFSs also require the installation of a visual system that is capable of providing an out-of-the-flight-deck view of airport models. However, historically these airport models were not routinely evaluated or required to meet any standardized criteria.

This has led to qualified simulators containing airport models being used to meet FAA-approved training, testing, or checking requirements with potentially incorrect or inappropriate visual references. 3. To prevent this from occurring in the future, by May 30, 2009, except for the airport model(s) used to qualify the simulator at the designated level, each certificate holder must assure that each airport model used for training, testing, or checking under this chapter in a qualified FFS meets the definition of a Class II or Class III airport model as defined in Appendix F of this part. 4. These references describe the requirements for visual scene management and the minimum distances from which runway or landing area features must be visible for all levels of simulator. The visual scene or airport model must provide, for each ``in-use runway'' or ``in-use landing area,'' runway or landing area surface and markings, runway or landing area lighting, taxiway surface and markings, and taxiway lighting. Additional requirements include correlation of the visual scenes or airport models with other aspects of the airport environment, correlation of the aircraft and associated equipment, scene quality assessment features, and the extent to which the instructor is able to exercise control of these scenes or models. 5. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. 6. The details in these scenes or models must be developed using airport pictures, construction drawings and maps, or other similar data, or be developed in accordance with published regulatory material. However, FSTD Directive 1 does not require that airport models contain details that are beyond the initially designed capability of the visual system, as currently qualified. The recognized limitations to visual systems are as follows:

Page 26719

a. Visual systems not required to have runway numbers as a part of the specific runway marking requirements are:

(1) Link NVS and DNVS.

(2) Novoview 2500 and 6000.

(3) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.

(4) Redifusion SP1, SP1T, and SP2. b. Visual systems required to display runway numbers only for

LOFT scenes are:

(1) FlightSafety VITAL IV.

(2) Redifusion SP3 and SP3T.

(3) Link-Miles Image II. c. Visual systems not required to have accurate taxiway edge lighting are:

(1) Redifusion SP1.

(2) FlightSafety Vital IV.

(3) Link-Miles Image II and Image IIT

(4) XKD displays (even though the XKD image generator is capable of generating blue colored lights, the display cannot accommodate that color). 7. A copy of this Directive must be filed in the MQTG in the designated FSTD Directive Section, and its inclusion must be annotated on the Index of Effective FSTD Directives chart. See

Attachment 4, Appendices A through D of this part for a sample MQTG

Index of Effective FSTD Directives chart.

Appendix D to Part 60--Qualification Performance Standards for

Helicopter Flight Training Devices

Begin Information

This appendix establishes the standards for Helicopter Flight

Training Device (FTD) evaluation and qualification at Level 4, Level 5, Level 6, or Level 7. The NSPM is responsible for the development, application, and implementation of the standards contained within this appendix. The procedures and criteria specified in this appendix will be used by the NSPM, or a person or persons assigned by the NSPM when conducting helicopter FTD evaluations.

Table of Contents 1. Introduction. 2. Applicability (Sec. Sec. 60.1, 60.2). 3. Definitions (Sec. 60.3). 4. Qualification Performance Standards (Sec. 60.4). 5. Quality Management System (Sec. 60.5). 6. Sponsor Qualification Requirements (Sec. 60.7). 7. Additional Responsibilities of the Sponsor (Sec. 60.9). 8. FTD Use (Sec. 60.11). 9. FTD Objective Data Requirements (Sec. 60.13). 10. Special Equipment and Personnel Requirements for

Qualification of the FTD (Sec. 60.14). 11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15). 12. Additional Qualifications for Currently Qualified FTDs

(Sec. 60.16). 13. Previously Qualified FTDs (Sec. 60.17). 14. Inspection, Continuing Qualification Evaluation, and

Maintenance Requirements (Sec. 60.19). 15. Logging FTD Discrepancies (Sec. 60.20). 16. Interim Qualification of FTDs for New Helicopter Types or

Models (Sec. 60.21). 17. Modifications to FTDs (Sec. 60.23). 18. Operations with Missing, Malfunctioning, or Inoperative

Components (Sec. 60.25). 19. Automatic Loss of Qualification and Procedures for

Restoration of Qualification (Sec. 60.27). 20. Other Losses of Qualification and Procedures for Restoration of Qualification (Sec. 60.29). 21. Recordkeeping and Reporting (Sec. 60.31). 22. Applications, Logbooks, Reports, and Records: Fraud,

Falsification, or Incorrect Statements (Sec. 60.33). 23. [Reserved] 24. Levels of FTD. 25. FTD Qualification on the Basis of a Bilateral Aviation

Safety Agreement (BASA) (Sec. 60.37).

Attachment 1 to Appendix D to Part 60--General FTD Requirements.

Attachment 2 to Appendix D to Part 60--Flight Training Device

(FTD) Objective Tests.

Attachment 3 to Appendix D to Part 60--Flight Training Device

(FTD) Subjective Evaluation.

Attachment 4 to Appendix D to Part 60--Sample Documents.

End Information

1. Introduction

Begin Information a. This appendix contains background information as well as regulatory and informative material as described later in this section. To assist the reader in determining what areas are required and what areas are permissive, the text in this appendix is divided into two sections: ``QPS Requirements'' and ``Information.'' The QPS

Requirements sections contain details regarding compliance with the part 60 rule language. These details are regulatory, but are found only in this appendix. The Information sections contain material that is advisory in nature, and designed to give the user general information about the regulation. b. Questions regarding the contents of this publication should be sent to the U.S. Department of Transportation, Federal Aviation

Administration, Flight Standards Service, National Simulator Program

Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,

Georgia 30354. Telephone contact numbers for the NSP are: Phone, 404-832-4700; fax, 404-761-8906. The general e-mail address for the

NSP office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web Site address is: http://www.faa.gov/safety/programs--initiatives/ aircraft--aviation/nsp/. On this Web Site you will find an NSP personnel list with telephone and e-mail contact information for each NSP staff member, a list of qualified flight simulation devices, ACs, a description of the qualification process, NSP policy, and an NSP ``In-Works'' section. Also linked from this site are additional information sources, handbook bulletins, frequently asked questions, a listing and text of the Federal Aviation

Regulations, Flight Standards Inspector's handbooks, and other FAA links. c. The NSPM encourages the use of electronic media for all communication, including any record, report, request, test, or statement required by this appendix. The electronic media used must have adequate security provisions and be acceptable to the NSPM. The

NSPM recommends inquiries on system compatibility, and minimum system requirements are also included on the NSP Web site. d. Related Reading References.

(1) 14 CFR part 60.

(2) 14 CFR part 61.

(3) 14 CFR part 63.

(4) 14 CFR part 119.

(5) 14 CFR part 121.

(6) 14 CFR part 125.

(7) 14 CFR part 135.

(8) 14 CFR part 141.

(9) 14 CFR part 142.

(10) AC 120-28, as amended, Criteria for Approval of Category

III Landing Weather Minima.

(11) AC 120-29, as amended, Criteria for Approving Category I and Category II Landing Minima for part 121 operators.

(12) AC 120-35, as amended, Line Operational Simulations: Line-

Oriented Flight Training, Special Purpose Operational Training, Line

Operational Evaluation.

(13) AC 120-41, as amended, Criteria for Operational Approval of

Airborne Wind Shear Alerting and Flight Guidance Systems.

(14) AC 120-57, as amended, Surface Movement Guidance and

Control System (SMGCS).

(15) AC 120-63, as amended, Helicopter Simulator Qualification.

(16) AC 150/5300-13, as amended, Airport Design.

(17) AC 150/5340-1, as amended, Standards for Airport Markings.

(18) AC 150/5340-4, as amended, Installation Details for Runway

Centerline Touchdown Zone Lighting Systems.

(19) AC 150/5390-2, as amended, Heliport Design.

(20) AC 150/5340-19, as amended, Taxiway Centerline Lighting

System.

(21) AC 150/5340-24, as amended, Runway and Taxiway Edge

Lighting System.

(22) AC 150/5345-28, as amended, Precision Approach Path

Indicator (PAPI) Systems.

(23) International Air Transport Association document, ``Flight

Simulator Design and Performance Data Requirements,'' as amended.

(24) AC 29-2, as amended, Flight Test Guide for Certification of

Transport Category Rotorcraft.

(25) AC 27-1, as amended, Flight Test Guide for Certification of

Normal Category Rotorcraft.

(26) International Civil Aviation Organization (ICAO) Manual of

Criteria for the Qualification of Flight Simulators, as amended.

(27) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society,

London, UK.

(28) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline

Page 26720

Transport Pilot Certificate, Type Ratings, Commercial Pilot, and

Instrument Ratings).

(29) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the Internet at http:// www.faa.gov/atpubs.

(30) Aeronautical Radio, Inc. (ARINC) document number 436,

Guidelines For Electronic Qualification Test Guide (as amended).

(31) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for

Design and Integration of Aircraft Avionics Equipment in Simulators

(as amended).

End Information

2. Applicability (Sec. 60.1 and 60.2)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of sponsor rules to person who are not sponsors and who are engaged in certain unauthorized activities.

End Information

3. Definitions (Sec. 60.3)

Begin Information

See Appendix F of this part for a list of definitions and abbreviations from part 1, part 60, and the QPS appendices of part 60.

End Information

4. Qualification Performance Standards (Sec. 60.4)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.4, Qualification Performance Standards.

End Information

5. Quality Management System (Sec. 60.5)

Begin Information

Additional regulatory material and informational material regarding Quality Management Systems for FTDs may be found in

Appendix E of this part.

End Information

6. Sponsor Qualification Requirements (Sec. 60.7)

Begin Information a. The intent of the language in Sec. 60.7(b) is to have a specific FTD, identified by the sponsor, used at least once in an

FAA-approved flight training program for the helicopter simulated during the 12-month period described. The identification of the specific FTD may change from one 12-month period to the next 12- month period as long as that sponsor sponsors and uses at least one

FTD at least once during the prescribed period. There is no minimum number of hours or minimum FTD periods required. b. The following examples describe acceptable operational practices:

(1) Example One.

(a) A sponsor is sponsoring a single, specific FTD for its own use, in its own facility or elsewhere--this single FTD forms the basis for the sponsorship. The sponsor uses that FTD at least once in each 12-month period in that sponsor's FAA-approved flight training program for the helicopter simulated. This 12-month period is established according to the following schedule:

(i) If the FTD was qualified prior to May 30, 2008, the 12-month period begins on the date of the first continuing qualification evaluation conducted in accordance with Sec. 60.19 after May 30, 2008, and continues for each subsequent 12-month period;

(ii) A device qualified on or after May 30, 2008, will be required to undergo an initial or upgrade evaluation in accordance with Sec. 60.15. Once the initial or upgrade evaluation is complete, the first continuing qualification evaluation will be conducted within 6 months. The 12 month continuing qualification evaluation cycle begins on that date and continues for each subsequent 12-month period.

(b) There is no minimum number of hours of FTD use required.

(c) The identification of the specific FTD may change from one 12-month period to the next 12-month period as long as that sponsor sponsors and uses at least one FTD at least once during the prescribed period.

(2) Example Two.

(a) A sponsor sponsors an additional number of FTDs, in its facility or elsewhere. Each additionally sponsored FTD must be--

(i) Used by the sponsor in the sponsor's FAA-approved flight training program for the helicopter simulated (as described in Sec. 60.7(d)(1)); or

(ii) Used by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the helicopter simulated (as described in Sec. 60.7(d)(1)). This 12- month period is established in the same manner as in example one; or

(iii) Provided a statement each year from a qualified pilot,

(after having flown the helicopter not the subject FTD or another

FTD, during the preceding 12-month period) stating that the subject

FTD's performance and handling qualities represent the helicopter

(as described in Sec. 60.7(d)(2)). This statement is provided at least once in each 12-month period established in the same manner as in example one.

(b) There is no minimum number of hours of FTD use required.

(3) Example Three.

(a) A sponsor in New York (in this example, a Part 142 certificate holder) establishes ``satellite'' training centers in

Chicago and Moscow.

(b) The satellite function means that the Chicago and Moscow centers must operate under the New York center's certificate (in accordance with all of the New York center's practices, procedures, and policies; e.g., instructor and/or technician training/checking requirements, record keeping, QMS program).

(c) All of the FTDs in the Chicago and Moscow centers could be dry-leased (i.e., the certificate holder does not have and use FAA- approved flight training programs for the FTDs in the Chicago and

Moscow centers) because--

(i) Each FTD in the Chicago center and each FTD in the Moscow center is used at least once each 12-month period by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the helicopter (as described in Sec. 60.7(d)(1)); or

(ii) A statement is obtained from a qualified pilot (having flown the helicopter, not the subject FTD or another FTD during the preceding 12-month period) stating that the performance and handling qualities of each FTD in the Chicago and Moscow centers represents the helicopter (as described in Sec. 60.7(d)(2)).

End Information

7. Additional Responsibilities of the Sponsor (Sec. 60.9)

Begin Information

The phrase ``as soon as practicable'' in Sec. 60.9(a) means without unnecessarily disrupting or delaying beyond a reasonable time the training, evaluation, or experience being conducted in the

FTD.

End Information

8. FTD Use (Sec. 60.11).

Begin Information

No additional regulatory or informational material applies to

Sec. 60.11, FTD Use.

End Information

9. FTD Objective Data Requirements (Sec. 60.13)

Begin QPS Requirements a. Flight test data used to validate FTD performance and handling qualities must have been gathered in accordance with a flight test program containing the following:

(1) A flight test plan consisting of:

(a) The maneuvers and procedures required for aircraft certification and simulation programming and validation.

(b) For each maneuver or procedure--

(i) The procedures and control input the flight test pilot and/ or engineer used.

(ii) The atmospheric and environmental conditions.

(iii) The initial flight conditions.

(iv) The helicopter configuration, including weight and center of gravity.

(v) The data to be gathered.

(vi) All other information necessary to recreate the flight test conditions in the FTD.

Page 26721

(2) Appropriately qualified flight test personnel.

(3) Appropriate and sufficient data acquisition equipment or system(s), including appropriate data reduction and analysis methods and techniques, acceptable to the FAA's Aircraft Certification

Service. b. The data, regardless of source, must be presented:

(1) In a format that supports the FTD validation process;

(2) In a manner that is clearly readable and annotated correctly and completely;

(3) With resolution sufficient to determine compliance with the tolerances set forth in Attachment 2, Table D2A Appendix D;

(4) With any necessary guidance information provided; and

(5) Without alteration, adjustments, or bias. Data may be corrected to address known data calibration errors provided that an explanation of the methods used to correct the errors appears in the

QTG. The corrected data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation c. After completion of any additional flight test, a flight test report must be submitted in support of the validation data. The report must contain sufficient data and rationale to support qualification of the FTD at the level requested. d. As required by Sec. 60.13(f), the sponsor must notify the

NSPM when it becomes aware that an addition to or a revision of the flight related data or helicopter systems related data is available if this data is used to program and operate a qualified FTD. The data referred to in this sub-section is data used to validate the performance, handling qualities, or other characteristics of the aircraft, including data related to any relevant changes occurring after the type certification is issued. The sponsor must--

(1) Within 10 calendar days, notify the NSPM of the existence of this data; and

(a) Within 45 calendar days, notify the NSPM of--

(b) The schedule to incorporate this data into the FTD; or

(c) The reason for not incorporating this data into the FTD. e. In those cases where the objective test results authorize a

``snapshot test'' or a ``series of snapshot tests'' results in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.

End QPS Requirements

Begin Information f. The FTD sponsor is encouraged to maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and if appropriate, with the person having supplied the aircraft data package for the FTD in order to facilitate the notification described in this paragraph. g. It is the intent of the NSPM that for new aircraft entering service, at a point well in advance of preparation of the QTG, the sponsor should submit to the NSPM for approval, a descriptive document (see Appendix C of this part, Table C2D, Sample Validation

Data Roadmap for Helicopters) containing the plan for acquiring the validation data, including data sources. This document should clearly identify sources of data for all required tests, a description of the validity of these data for a specific engine type and thrust rating configuration, and the revision levels of all avionics affecting the performance or flying qualities of the aircraft. Additionally, this document should provide other information such as the rationale or explanation for cases where data or data parameters are missing, instances where engineering simulation data are used, or where flight test methods require further explanations. It should also provide a brief narrative describing the cause and effect of any deviation from data requirements. The aircraft manufacturer may provide this document. h. There is no requirement for any flight test data supplier to submit a flight test plan or program prior to gathering flight test data. However, the NSPM notes that inexperienced data gatherers often provide data that is irrelevant, improperly marked, or lacking adequate justification for selection. Other problems include inadequate information regarding initial conditions or test maneuvers. The NSPM has been forced to refuse these data submissions as validation data for an FTD evaluation. For this reason the NSPM recommends that any data supplier not previously experienced in this area review the data necessary for programming and for validating the performance of the FTD and discuss the flight test plan anticipated for acquiring such data with the NSPM well in advance of commencing the flight tests. i. The NSPM will consider, on a case-by-case basis, whether to approve supplemental validation data derived from flight data recording systems such as a Quick Access Recorder or Flight Data

Recorder.

End Information

10. Special Equipment and Personnel Requirements for Qualification of the FTD (Sec. 60.14).

Begin Information a. In the event that the NSPM determines that special equipment or specifically qualified persons will be required to conduct an evaluation, the NSPM will make every attempt to notify the sponsor at least one (1) week, but in no case less than 72 hours, in advance of the evaluation. Examples of special equipment include flight control measurement devices, accelerometers, or oscilloscopes.

Examples of specially qualified personnel include individuals specifically qualified to install or use any special equipment when its use is required. b. Examples of a special evaluation include an evaluation conducted after an FTD is moved; at the request of the TPAA; or as a result of comments received from users of the FTD that raise questions about the continued qualification or use of the FTD.

End Information

11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15).

Begin QPS Requirement a. In order to be qualified at a particular qualification level, the FTD must:

(1) Meet the general requirements listed in Attachment 1 of this appendix.

(2) Meet the objective testing requirements listed in Attachment 2 of this appendix (Level 4 FTDs do not require objective tests).

(3) Satisfactorily accomplish the subjective tests listed in

Attachment 3 of this appendix. b. The request described in Sec. 60.15(a) must include all of the following:

(1) A statement that the FTD meets all of the applicable provisions of this part and all applicable provisions of the QPS.

(2) A confirmation that the sponsor will forward to the NSPM the statement described in Sec. 60.15(b) in such time as to be received no later than 5 business days prior to the scheduled evaluation and may be forwarded to the NSPM via traditional or electronic means.

(3) Except for a Level 4 FTD, a QTG, acceptable to the NSPM, that includes all of the following:

(a) Objective data obtained from aircraft testing or another approved source.

(b) Correlating objective test results obtained from the performance of the FTD as prescribed in the appropriate QPS.

(c) The result of FTD subjective tests prescribed in the appropriate QPS.

(d) A description of the equipment necessary to perform the evaluation for initial qualification and the continuing qualification evaluations. c. The QTG described in paragraph a(3) of this section must provide the documented proof of compliance with the FTD objective tests in Attachment 2, Table D2A of this appendix. d. The QTG is prepared and submitted by the sponsor, or the sponsor's agent on behalf of the sponsor, to the NSPM for review and approval, and must include, for each objective test:

(1) Parameters, tolerances, and flight conditions.

(2) Pertinent and complete instructions for conducting automatic and manual tests.

(3) A means of comparing the FTD test results to the objective data.

(4) Any other information as necessary to assist in the evaluation of the test results.

(5) Other information appropriate to the qualification level of the FTD. e. The QTG described in paragraphs (a)(3) and (b) of this section, must include the following:

(1) A QTG cover page with sponsor and FAA approval signature blocks (see Attachment 4, Figure D4C, of this appendix, for a sample

QTG cover page).

(2) A continuing qualification evaluation requirements page.

This page will be used by the NSPM to establish and record the frequency with which continuing

Page 26722

qualification evaluations must be conducted and any subsequent changes that may be determined by the NSPM in accordance with Sec. 60.19. See Attachment 4, Figure D4G, of this appendix for a sample

Continuing Qualification Evaluation Requirements page.

(3) An FTD information page that provides the information listed in this paragraph, if applicable (see Attachment 4, Figure D4B, of this appendix, for a sample FTD information page). For convertible

FTDs, the sponsor must submit a separate page for each configuration of the FTD.

(a) The sponsor's FTD identification number or code.

(b) The helicopter model and series being simulated.

(c) The aerodynamic data revision number or reference.

(d) The source of the basic aerodynamic model and the aerodynamic coefficient data used to modify the basic model.

(e) The engine model(s) and its data revision number or reference.

(f) The flight control data revision number or reference.

(g) The flight management system identification and revision level.

(h) The FTD model and manufacturer.

(i) The date of FTD manufacture.

(j) The FTD computer identification.

(k) The visual system model and manufacturer, including display type.

(l) The motion system type and manufacturer, including degrees of freedom.

(4) A Table of Contents.

(5) A log of revisions and a list of effective pages.

(6) List of all relevant data references.

(7) A glossary of terms and symbols used (including sign conventions and units).

(8) Statements of Compliance and Capability (SOC) with certain requirements.

(9) Recording procedures or equipment required to accomplish the objective tests.

(10) The following information for each objective test designated in Attachment 2 of this appendix, as applicable to the qualification level sought:

(a) Name of the test.

(b) Objective of the test.

(c) Initial conditions.

(d) Manual test procedures.

(e) Automatic test procedures (if applicable).

(f) Method for evaluating FTD objective test results.

(g) List of all relevant parameters driven or constrained during the automatic test(s).

(h) List of all relevant parameters driven or constrained during the manual test(s).

(i) Tolerances for relevant parameters.

(j) Source of Validation Data (document and page number).

(k) Copy of the Validation Data (if located in a separate binder, a cross reference for the identification and page number for pertinent data location must be provided).

(l) FTD Objective Test Results as obtained by the sponsor. Each test result must reflect the date completed and must be clearly labeled as a product of the device being tested. f. A convertible FTD is addressed as a separate FTD for each model and series helicopter to which it will be converted and for the FAA qualification level sought. The NSPM will conduct an evaluation for each configuration. If a sponsor seeks qualification for two or more models of a helicopter type using a convertible FTD, the sponsor must provide a QTG for each helicopter model, or a QTG for the first helicopter model and a supplement to that QTG for each additional helicopter model. The NSPM will conduct evaluations for each helicopter model. g. The form and manner of presentation of objective test results in the QTG must include the following:

(1) The sponsor's FTD test results must be recorded in a manner acceptable to the NSPM, that allows easy comparison of the FTD test results to the validation data (e.g., use of a multi-channel recorder, line printer, cross plotting, overlays, transparencies).

(2) FTD results must be labeled using terminology common to helicopter parameters as opposed to computer software identifications.

(3) Validation data documents included in a QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution.

(4) Scaling on graphical presentations must provide the resolution necessary to evaluate the parameters shown in Attachment 2, Table D2A of this appendix.

(5) Tests involving time histories, data sheets (or transparencies thereof) and FTD test results must be clearly marked with appropriate reference points to ensure an accurate comparison between FTD and helicopter with respect to time. Time histories recorded via a line printer are to be clearly identified for cross- plotting on the helicopter data. Over-plots may not obscure the reference data. h. The sponsor may elect to complete the QTG objective and subjective tests at the manufacturer's facility or at the sponsor's training facility. If the tests are conducted at the manufacturer's facility, the sponsor must repeat at least one-third of the tests at the sponsor's training facility in order to substantiate FTD performance. The QTG must be clearly annotated to indicate when and where each test was accomplished. Tests conducted at the manufacturer's facility and at the sponsor's training facility must be conducted after the FTD is assembled with systems and sub-systems functional and operating in an interactive manner. The test results must be submitted to the NSPM. i. The sponsor must maintain a copy of the MQTG at the FTD location. j. All FTDs for which the initial qualification is conducted after May 30, 2014, must have an electronic MQTG (eMQTG) including all objective data obtained from helicopter testing, or another approved source (reformatted or digitized), together with correlating objective test results obtained from the performance of the FTD (reformatted or digitized) as prescribed in this appendix.

The eMQTG must also contain the general FTD performance or demonstration results (reformatted or digitized) prescribed in this appendix, and a description of the equipment necessary to perform the initial qualification evaluation and the continuing qualification evaluations. The eMQTG must include the original validation data used to validate FTD performance and handling qualities in either the original digitized format from the data supplier or an electronic scan of the original time-history plots that were provided by the data supplier. A copy of the eMQTG must be provided to the NSPM. k. All other FTDs (not covered in subparagraph ``j'') must have an electronic copy of the MQTG by and after May 30, 2014. An electronic copy of the MQTG must be provided to the NSPM. This may be provided by an electronic scan presented in a Portable Document

File (PDF), or similar format acceptable to the NSPM. l. During the initial (or upgrade) qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FTD.

End QPS Requirements

Begin Information m. Only those FTDs that are sponsored by a certificate holder as defined in Appendix F of this part will be evaluated by the NSPM.

However, other FTD evaluations may be conducted on a case-by-case basis as the Administrator deems appropriate, but only in accordance with applicable agreements. n. The NSPM will conduct an evaluation for each configuration, and each FTD must be evaluated as completely as possible. To ensure a thorough and uniform evaluation, each FTD is subjected to the general FTD requirements in Attachment 1 of this appendix, the objective tests listed in Attachment 2 of this appendix, and the subjective tests listed in Attachment 3 of this appendix. The evaluations described herein will include, but not necessarily be limited to the following:

(1) Helicopter responses, including longitudinal and lateral- directional control responses (see Attachment 2 of this appendix).

(2) Performance in authorized portions of the simulated helicopter's operating envelope, to include tasks evaluated by the

NSPM in the areas of surface operations, takeoff, climb, cruise, descent, approach and landing, as well as abnormal and emergency operations (see Attachment 2 of this appendix).

(3) Control checks (see Attachment 1 and Attachment 2 of this appendix).

(4) Flight deck configuration (see Attachment 1 of this appendix).

(5) Pilot, flight engineer, and instructor station functions checks (see Attachment 1 and Attachment 3 of this appendix).

(6) Helicopter systems and sub-systems (as appropriate) as compared to the helicopter simulated (see attachment 1 and attachment 3 of this appendix).

(7) FTD systems and sub-systems, including force cueing

(motion), visual, and aural (sound) systems, as appropriate (see

Attachment 1 and Attachment 2 of this appendix).

(8) Certain additional requirements, depending upon the qualification level sought, including equipment or

Page 26723

circumstances that may become hazardous to the occupants. The sponsor may be subject to Occupational Safety and Health

Administration requirements. o. The NSPM administers the objective and subjective tests, which include an examination of functions. The tests include a qualitative assessment of the FTD by an NSP pilot. The NSP evaluation team leader may assign other qualified personnel to assist in accomplishing the functions examination and/or the objective and subjective tests performed during an evaluation when required.

(1) Objective tests provide a basis for measuring and evaluating

FTD performance and determining compliance with the requirements of this part.

(2) Subjective tests provide a basis for:

(a) Evaluating the capability of the FTD to perform over a typical utilization period;

(b) Determining that the FTD satisfactorily simulates each required task;

(c) Verifying correct operation of the FTD controls, instruments, and systems; and

(d) Demonstrating compliance with the requirements of this part. p. The tolerances for the test parameters listed in Attachment 2 of this appendix reflect the range of tolerances acceptable to the

NSPM for FTD validation and are not to be confused with design tolerances specified for FTD manufacture. In making decisions regarding tests and test results, the NSPM relies on the use of operational and engineering judgment in the application of data

(including consideration of the way in which the flight test was flown and way the data was gathered and applied), data presentations, and the applicable tolerances for each test. q. In addition to the scheduled continuing qualification evaluation, each FTD is subject to evaluations conducted by the NSPM at any time without prior notification to the sponsor. Such evaluations would be accomplished in a normal manner (i.e., requiring exclusive use of the FTD for the conduct of objective and subjective tests and an examination of functions) if the FTD is not being used for flight crewmember training, testing, or checking.

However, if the FTD were being used, the evaluation would be conducted in a non-exclusive manner. This non-exclusive evaluation will be conducted by the FTD evaluator accompanying the check airman, instructor, Aircrew Program Designee (APD), or FAA inspector aboard the FTD along with the student(s) and observing the operation of the FTD during the training, testing, or checking activities. r. Problems with objective test results are handled as follows:

(1) If a problem with an objective test result is detected by the NSP evaluation team during an evaluation, the test may be repeated or the QTG may be amended.

(2) If it is determined that the results of an objective test do not support the qualification level requested but do support a lower level, the NSPM may qualify the FTD at a lower level. s. After an FTD is successfully evaluated, the NSPM issues an

SOQ to the sponsor. The NSPM recommends the FTD to the TPAA, who will approve the FTD for use in a flight training program. The SOQ will be issued at the satisfactory conclusion of the initial or continuing qualification evaluation and will list the tasks for which the FTD is qualified, referencing the tasks described in Table

D1B in Attachment 1 of this appendix. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FTD in an

FAA-approved flight training program. t. Under normal circumstances, the NSPM establishes a date for the initial or upgrade evaluation within ten (10) working days after determining that a complete QTG is acceptable. Unusual circumstances may warrant establishing an evaluation date before this determination is made. A sponsor may schedule an evaluation date as early as 6 months in advance. However, there may be a delay of 45 days or more in rescheduling and completing the evaluation if the sponsor is unable to meet the scheduled date. See Attachment 4, of this appendix, Figure D4A, Sample Request for Initial, Upgrade, or

Reinstatement Evaluation. u. The numbering system used for objective test results in the

QTG should closely follow the numbering system set out in Attachment 2, FTD Objective Tests, Table D2A of this appendix. v. Contact the NSPM or visit the NSPM Web site for additional information regarding the preferred qualifications of pilots used to meet the requirements of Sec. 60.15(d). w. Examples of the exclusions for which the FTD might not have been subjectively tested by the sponsor or the NSPM and for which qualification might not be sought or granted, as described in Sec. 60.15(g)(6), include approaches to and departures from slopes and pinnacles.

End Information

12. Additional Qualifications for Currently Qualified FTDs (Sec. 60.16)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.16, Additional Qualifications for a Currently Qualified

FTD.

End Information

13. Previously Qualified FTDs (Sec. 60.17)

Begin QPS Requirements a. In instances where a sponsor plans to remove an FTD from active status for a period of less than two years, the following procedures apply:

(1) The NSPM must be notified in writing and the notification must include an estimate of the period that the FTD will be inactive.

(2) Continuing Qualification evaluations will not be scheduled during the inactive period.

(3) The NSPM will remove the FTD from the list of qualified FTDs on a mutually established date not later than the date on which the first missed continuing qualification evaluation would have been scheduled.

(4) Before the FTD is restored to qualified status, it must be evaluated by the NSPM. The evaluation content and the time required to accomplish the evaluation is based on the number of continuing qualification evaluations and sponsor-conducted quarterly inspections missed during the period of inactivity.

(5) The sponsor must notify the NSPM of any changes to the original scheduled time out of service. b. FTDs and replacement FTD systems qualified prior to May 30, 2008, are not required to meet the general FTD requirements, the objective test requirements, and the subjective test requirements of

Attachments 1, 2, and 3, respectively, of this appendix as long as the FTD continues to meet the test requirements contained in the

MQTG developed under the original qualification basis. c. After (1 year after date of publication of the final rule in the Federal Register) each visual scene and airport model installed in and available for use in a qualified FTD must meet the requirements described in Attachment 3 of this appendix. d. Simulators qualified prior to May 30, 2008, may be updated.

If an evaluation is deemed appropriate or necessary by the NSPM after such an update, the evaluation will not require an evaluation to standards beyond those against which the simulator was originally qualified.

End QPS Requirements

Begin Information e. Other certificate holders or persons desiring to use an FTD may contract with FTD sponsors to use FTDs previously qualified at a particular level for a helicopter type and approved for use within an FAA-approved flight training program. Such FTDs are not required to undergo an additional qualification process, except as described in Sec. 60.16. f. Each FTD user must obtain approval from the appropriate TPAA to use any FTD in an FAA-approved flight training program. g. The intent of the requirement listed in Sec. 60.17(b), for each FTD to have an SOQ within 6 years, is to have the availability of that statement (including the configuration list and the limitations to authorizations) to provide a complete picture of the

FTD inventory regulated by the FAA. The issuance of the statement will not require any additional evaluation or require any adjustment to the evaluation basis for the FTD. h. Downgrading of an FTD is a permanent change in qualification level and will necessitate the issuance of a revised SOQ to reflect the revised qualification level, as appropriate. If a temporary restriction is placed on an FTD because of a missing, malfunctioning, or inoperative component or on-going repairs, the restriction is not a permanent change in qualification level.

Instead, the restriction is temporary and is removed when the reason for the restriction has been resolved. i. It is not the intent of the NSPM to discourage the improvement of existing simulation (e.g., the ``updating'' of a control loading system, or the replacement of the IOS

Page 26724

with a more capable unit) by requiring the ``updated'' device to meet the qualification standards current at the time of the update.

Depending on the extent of the update, the NSPM may require that the updated device be evaluated and may require that an evaluation include all or a portion of the elements of an initial evaluation.

However, the standards against which the device would be evaluated are those that are found in the MQTG for that device. j. The NSPM will determine the evaluation criteria for an FTD that has been removed from active status for a prolonged period. The criteria will be based on the number of continuing qualification evaluations and quarterly inspections missed during the period of inactivity. For example, if the FTD were out of service for a 1 year period, it would be necessary to complete the entire QTG, since all of the quarterly evaluations would have been missed. The NSPM will also consider how the FTD was stored, whether parts were removed from the FTD and whether the FTD was disassembled. k. The FTD will normally be requalified using the FAA-approved

MQTG and the criteria that was in effect prior to its removal from qualification. However, inactive periods of 2 years or more will require re-qualification under the standards in effect and current at the time of requalification.

End Information

14. Inspection, Continuing Qualification, Evaluation, and Maintenance

Requirements (Sec. 60.19)

Begin QPS Requirement a. The sponsor must conduct a minimum of four evenly spaced inspections throughout the year. The objective test sequence and content of each inspection in this sequence must be developed by the sponsor and must be acceptable to the NSPM. b. The description of the functional preflight check must be contained in the sponsor's QMS. c. Record ``functional preflight'' in the FTD discrepancy log book or other acceptable location, including any item found to be missing, malfunctioning, or inoperative. d. During the continuing qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FTD.

End QPS Requirements

Begin Information e. The sponsor's test sequence and the content of each quarterly inspection required in Sec. 60.19(a)(1) should include a balance and a mix from the objective test requirement areas listed as follows:

(1) Performance.

(2) Handling qualities.

(3) Motion system (where appropriate).

(4) Visual system (where appropriate).

(5) Sound system (where appropriate).

(6) Other FTD systems. f. If the NSP evaluator plans to accomplish specific tests during a normal continuing qualification evaluation that requires the use of special equipment or technicians, the sponsor will be notified as far in advance of the evaluation as practical; but not less than 72 hours. Examples of such tests include latencies and control sweeps. g. The continuing qualification evaluations described in Sec. 60.19(b) will normally require 4 hours of FTD time. However, flexibility is necessary to address abnormal situations or situations involving aircraft with additional levels of complexity

(e.g., computer controlled aircraft). The sponsor should anticipate that some tests may require additional time. The continuing qualification evaluations will consist of the following:

(1) Review of the results of the quarterly inspections conducted by the sponsor since the last scheduled continuing qualification evaluation.

(2) A selection of approximately 8 to 15 objective tests from the MQTG that provide an adequate opportunity to evaluate the performance of the FTD. The tests chosen will be performed either automatically or manually and should be able to be conducted within approximately one-third (1/3) of the allotted FTD time.

(3) A subjective evaluation of the FTD to perform a representative sampling of the tasks set out in attachment 3 of this appendix. This portion of the evaluation should take approximately two-thirds (2/3) of the allotted FTD time.

(4) An examination of the functions of the FTD may include the motion system, visual system, sound system as applicable, instructor operating station, and the normal functions and simulated malfunctions of the simulated helicopter systems. This examination is normally accomplished simultaneously with the subjective evaluation requirements. h. The requirement established in Sec. 60.19(b)(4) regarding the frequency of NSPM-conducted continuing qualification evaluations for each FTD is typically 12 months. However, the establishment and satisfactory implementation of an approved QMS for a sponsor will provide a basis for adjusting the frequency of evaluations to exceed 12-month intervals.

End Information

15. Logging FTD Discrepancies (Sec. 60.20)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.20. Logging FTD Discrepancies.

End Information

16. Interim Qualification of FTDs for New Helicopter Types or Models

(Sec. 60.21)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.21, Interim Qualification of FTDs for New Helicopter Types or Models.

End Information

17. Modifications to FTDs (Sec. 60.23)

Begin QPS Requirements a. The notification described in Sec. 60.23(c)(2) must include a complete description of the planned modification, with a description of the operational and engineering effect the proposed modification will have on the operation of the FTD and the results that are expected with the modification incorporated. b. Prior to using the modified FTD:

(1) All the applicable objective tests completed with the modification incorporated, including any necessary updates to the

MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to the NSPM; and

(2) The sponsor must provide the NSPM with a statement signed by the MR that the factors listed in Sec. 60.15(b) are addressed by the appropriate personnel as described in that section.

End QPS Requirements

Begin Information c. FSTD Directives are considered modification of an FTD. See

Attachment 4 of this appendix, Figure D4H for a sample index of effective FSTD Directives. See Attachment 6 of this appendix for a list of all effective FSTD Directives applicable to Helicopter FTDs.

End Information

18. Operation with Missing, Malfunctioning, or Inoperative Components

(Sec. 60.25)

Begin Information a. The sponsor's responsibility with respect to Sec. 60.25(a) is satisfied when the sponsor fairly and accurately advises the user of the current status of an FTD, including any missing, malfunctioning, or inoperative (MMI) component(s). b. It is the responsibility of the instructor, check airman, or representative of the administrator conducting training, testing, or checking to exercise reasonable and prudent judgment to determine if any MMI component is necessary for the satisfactory completion of a specific maneuver, procedure, or task. c. If the 29th or 30th day of the 30-day period described in

Sec. 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend the deadline until the next business day. d. In accordance with the authorization described in Sec. 60.25(b), the sponsor may develop a discrepancy prioritizing system to accomplish repairs based on the level of impact on the capability of the FTD. Repairs having a larger impact on the FTD's ability to provide the required training, evaluation, or flight experience will have a higher priority for repair or replacement.

Page 26725

End Information

19. Automatic Loss of Qualification and Procedures for Restoration of

Qualification (Sec. 60.27)

Begin Information

If the sponsor provides a plan for how the FTD will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FTD is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing that is required for requalification.

End Information

20. Other Losses of Qualification and Procedures for Restoration of

Qualification (Sec. 60.29)

Begin Information

If the sponsor provides a plan for how the FTD will be maintained during its out-of-service period (e.g., periodic exercise of mechanical, hydraulic, and electrical systems; routine replacement of hydraulic fluid; control of the environmental factors in which the FTD is to be maintained) there is a greater likelihood that the NSPM will be able to determine the amount of testing that is required for requalification.

End Information

21. Record Keeping and Reporting (Sec. 60.31)

Begin QPS Requirements a. FTD modifications can include hardware or software changes.

For FTD modifications involving software programming changes, the record required by Sec. 60.31(a)(2) must consist of the name of the aircraft system software, aerodynamic model, or engine model change, the date of the change, a summary of the change, and the reason for the change. b. If a coded form for record keeping is used, it must provide for the preservation and retrieval of information with appropriate security or controls to prevent the inappropriate alteration of such records after the fact.

End Information

22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements (Sec. 60.33)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud,

Falsification, or Incorrect Statements 23. [Reserved].

End Information

24. Levels of FTD

Begin Information a. The following is a general description of each level of FTD.

Detailed standards and tests for the various levels of FTDs are fully defined in Attachments 1 through 3 of this appendix.

(1) Level 4. A Level 4 device is one that may have an open helicopter-specific flight deck area, or an enclosed helicopter- specific flight deck and at least one operating system. Air/ground logic is required (no aerodynamic programming required). All displays may be flat/LCD panel representations or actual representations of displays in the aircraft. All controls, switches, and knobs may be touch sensitive activation (not capable of manual manipulation of the flight controls) or may physically replicate the aircraft in control operation.

(2) Level 5. A Level 5 device is one that may have an open helicopter-specific flight deck area, or an enclosed helicopter- specific flight deck and a generic aerodynamic program with at least one operating system and control loading representative of the simulated helicopter. The control loading need only represent the helicopter at an approach speed and configuration. All displays may be flat/LCD panel representations or actual representations of displays in the aircraft. Primary and secondary flight controls

(e.g., rudder, aileron, elevator, flaps, spoilers/speed brakes, engine controls, landing gear, nosewheel steering, trim, brakes) must be physical controls. All other controls, switches, and knobs may be touch sensitive activation.

(3) Level 6. A Level 6 device is one that has an enclosed helicopter-specific flight deck and aerodynamic program with all applicable helicopter systems operating and control loading that is representative of the simulated helicopter throughout its ground and flight envelope and significant sound representation. All displays may be flat/LCD panel representations or actual representations of displays in the aircraft, but all controls, switches, and knobs must physically replicate the aircraft in control operation.

(4) Level 7. A Level 7 device is one that has an enclosed helicopter-specific flight deck and aerodynamic program with all applicable helicopter systems operating and control loading that is representative of the simulated helicopter throughout its ground and flight envelope and significant sound representation. All displays may be flat/LCD panel representations or actual representations of displays in the aircraft, but all controls, switches, and knobs must physically replicate the aircraft in control operation. It also has a visual system that provides an out-of-the-flight deck view, providing cross-flight deck viewing (for both pilots simultaneously) of a field-of-view of at least 146[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. FTD Qualification on the Basis of a Bilateral Aviation Safety

Agreement (BASA) (Sec. 60.37)

Begin Information

No additional regulatory or informational material applies to

Sec. 60.37, FTD Qualification on the Basis of a Bilateral Aviation

Safety Agreement (BASA).

End Information

Attachment 1 to Appendix D to Part 60--GENERAL FTD REQUIREMENTS

Begin QPS Requirements 1. Requirements a. Certain requirements included in this appendix must be supported with an SOC as defined in Appendix F, which may include objective and subjective tests. The requirements for SOCs are indicated in the ``General FTD Requirements'' column in Table D1A of this appendix. b. Table D1A describes the requirements for the indicated level of FTD. Many devices include operational systems or functions that exceed the requirements outlined in this section. In any event, all systems will be tested and evaluated in accordance with this appendix to ensure proper operation.

End QPS Requirements

Begin Information 2. Discussion a. This attachment describes the general requirements for qualifying Level 4 through Level 7 FTDs. The sponsor should also consult the objectives tests in Attachment 2 of this appendix and the examination of functions and subjective tests listed in

Attachment 3 of this appendix to determine the complete requirements for a specific level FTD. b. The material contained in this attachment is divided into the following categories:

(1) General Flight Deck Configuration.

(2) Programming.

(3) Equipment Operation.

(4) Equipment and Facilities for Instructor/Evaluator Functions.

(5) Motion System.

(6) Visual System.

(7) Sound System. c. Table D1A provides the standards for the General FTD

Requirements. d. Table D1B provides the tasks that the sponsor will examine to determine whether the FTD satisfactorily meets the requirements for flight crew training, testing, and experience. e. Table D1C provides the functions that an instructor/check airman must be able to control in the simulator.

Page 26726

f. It is not required that all of the tasks that appear on the

List of Qualified Tasks (part of the SOQ) be accomplished during the initial or continuing qualification evaluation.

End Information

Table D1A.--Minimum FTD Requirements

QPS requirements

Information

FTD level

Entry No.

General FTD requirements

--------------------

Notes 4 5 6 7

1. General Flight Deck Configuration.

1.a.................... The FTD must have a flight deck

... ... X

X For FTD purposes, the flight that is a replica of the

deck consists of all that space helicopter, or set of

forward of a cross section of helicopters simulated with

the flight deck at the most controls, equipment, observable

extreme aft setting of the flight deck indicators, circuit

pilots' seats including breakers, and bulkheads properly

additional, required crewmember located, functionally accurate

duty stations and those and replicating the helicopter

required bulkheads aft of the or set of helicopters. The

pilot seats. Bulkheads direction of movement of

containing only items such as controls and switches must be

landing gear pin storage identical to that in the

compartments, fire axes and helicopter or set of

extinguishers, spare light helicopters. Crewmember seats

bulbs, and aircraft documents must afford the capability for

pouches are not considered the occupant to be able to

essential and may be omitted. achieve the design ``eye

If omitted, these items, or the position.'' Equipment for the

silhouettes of these items, may operation of the flight deck

be placed on the wall of the windows must be included, but

simulator, or in any other the actual windows need not be

location as near as practical operable. Those circuit breakers

to the original position of that affect procedures or result

these items. in observable flight deck indications must be properly located and functionally accurate. Fire axes, extinguishers, landing gear pins, and spare light bulbs must be available, and may be represented in silhouette, in the flight simulator. This equipment must be present as near as practical to the original position

1.b.................... The FTD must have equipment

X

X

(i.e., instruments, panels, systems, circuit breakers, and controls) simulated sufficiently for the authorized training/ checking events to be accomplished. The installed equipment, must be located in a spatially correct configuration, and may be in a flight deck or an open flight deck area. Those circuit breakers that affect procedures or result in observable flight deck indications must be properly located and functionally accurate. Additional equipment required for the authorized training and checking events must be available in the FTD but may be located in a suitable location as near as practical to the spatially correct position.

Actuation of this equipment must replicate the appropriate function in the helicopter. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette

2. Programming.

2.a.................... The FTD must provide the proper

... X

X

X effect of aerodynamic changes for the combinations of drag and thrust normally encountered in flight. This must include the effect of change in helicopter attitude, thrust, drag, altitude, temperature, and configuration. Levels 6 and 7 additionally require the effects of changes in gross weight and center of gravity.Level 5 requires only generic aerodynamic programming.

An SOC is required...............

2.b.................... The FTD must have the computer

X

X

X

X

(analog or digital) capability

(i.e., capacity, accuracy, resolution, and dynamic response) needed to meet the qualification level sought.

An SOC is required...............

Continued on page 26727

From the Federal Register Online via GPO Access [wais.access.gpo.gov]

]

pp. 26727-26776

Flight Simulation Training Device Initial and Continuing

Qualification and Use

Continued from page 26726

Page 26727

2.c.................... Relative responses of the flight ... X

X

X The intent is to verify that the deck instruments must be

FTD provides instrument cues measured by latency tests or

that are, within the stated transport delay tests, and may

time delays, like the not exceed 150 milliseconds. The

helicopter responses. For instruments must respond to

helicopter response, abrupt input at the pilot's

acceleration in the position within the allotted

appropriate, corresponding time, but not before the time

rotational axis is preferred. that the helicopter or set of helicopters respond under the same conditions

Latency: The FTD instrument and, if applicable, the motion system and the visual system response must not be prior to that time when the helicopter responds and may respond up to 150 milliseconds after that time under the same conditions.

Transport Delay: As an alternative to the Latency requirement, a transport delay objective test may be used to demonstrate that the FTD system does not exceed the specified limit. The sponsor must measure all the delay encountered by a step signal migrating from the pilot's control through all the simulation software modules in the correct order, using a handshaking protocol, finally through the normal output interfaces to the instrument display and, if applicable, the motion system, and the visual system.

3. Equipment Operation.

3.a.................... All relevant instrument

A

X

X

X indications involved in the simulation of the helicopter must automatically respond to control movement or external disturbances to the simulated helicopter or set of helicopters; e.g., turbulence or winds

3.b.................... Navigation equipment must be

A

X

X

X installed and operate within the tolerances applicable for the helicopter or set of helicopters. Levels 6 and 7 must also include communication equipment (inter-phone and air/ ground) like that in the helicopter. Level 5 only needs that navigation equipment necessary to fly an instrument approach

3.c.................... Installed systems must simulate

A

X

X

X the applicable helicopter system operation both on the ground and in flight. At least one helicopter system must be represented. Systems must be operative to the extent that applicable normal, abnormal, and emergency operating procedures included in the sponsor's training programs can be accomplished. Levels 6 and 7 must simulate all applicable helicopter flight, navigation, and systems operation. Level 5 must have functional flight and navigational controls, displays, and instrumentation

3.d.................... The lighting environment for

X

X

X

X Back-lighted panels and panels and instruments must be

instruments may be installed sufficient for the operation

but are not required. being conducted

3.e.................... The FTD must provide control

... ... X

X forces and control travel that correspond to the replicated helicopter or set of helicopters. Control forces must react in the same manner as in the helicopter or set of helicopters under the same flight conditions

3.f.................... The FTD must provide control

... X forces and control travel of sufficient precision to manually fly an instrument approach. The control forces must react in the same manner as in the helicopter or set of helicopters under the same flight conditions

4. Instructor or Evaluator Facilities.

Page 26728

4.a.................... In addition to the flight

X

X

X

X These seats need not be a crewmember stations, suitable

replica of an aircraft seat and seating arrangements for an

may be as simple as an office instructor/check airman and FAA

chair placed in an appropriate

Inspector must be available.

position.

These seats must provide adequate view of crewmember's panel(s)

4.b.................... The FTD must have instructor

X

X

X

X controls that permit activation of normal, abnormal, and emergency conditions, as appropriate. Once activated, proper system operation must result from system management by the crew and not require input from the instructor controls.

5. Motion System

5.a.................... A motion system may be installed

X

X

X

X in an FTD. If installed, the motion system operation must not be distracting. If a motion system is installed and additional training, testing, or checking credits are being sought, sensory cues must also be integrated. The motion system must respond to abrupt input at the pilot's position within the allotted time, but not before the time when the helicopter responds under the same conditions. The motion system must be measured by latency tests or transport delay tests and may not exceed 150 milliseconds. Instrument response must not occur prior to motion onset

5.b.................... The FTD must have at least a

... ... ... X May be accomplished by a ``seat vibration cueing system for

shaker'' or a bass speaker characteristic helicopter

sufficient to provide the vibrations noted at the pilot

necessary cueing. station(s)

6. Visual System

6.a.................... The FTD may have a visual system, if desired, although it is not required. If a visual system is installed, it must meet the following criteria: 6.a.1.................. The visual system must respond to X

X

X abrupt input at the pilot's position.

An SOC is required...............

6.a.2.................. The visual system must be at

X

X

X least a single channel, non- collimated display.

An SOC is required...............

6.a.3.................. The visual system must provide at X

X

X least a field-of-view of 18[deg] vertical/24[deg] horizontal for the pilot flying.

An SOC is required...............

6.a.4.................. The visual system must provide

X

X

X for a maximum parallax of 10[deg] per pilot.

An SOC is required...............

6.a.5.................. The visual scene content may not

X

X

X be distracting.

An SOC is required...............

6.a.6.................. The minimum distance from the

X

X

X pilot's eye position to the surface of a direct view display may not be less than the distance to any front panel instrument.

An SOC is required...............

6.a.7.................. The visual system must provide

X

X

X for a minimum resolution of 5 arc-minutes for both computed and displayed pixel size.

An SOC is required...............

Page 26729

6.b.................... If a visual system is installed

X

X

X and additional training, testing, or checking credits are being sought on the basis of having a visual system, a visual system meeting the standards set out for at least a Level A FFS

(see Appendix A of this part) will be required. A ``direct- view,'' non-collimated visual system (with the other requirements for a Level A visual system met) may be considered satisfactory for those installations where the visual system design ``eye point'' is appropriately adjusted for each pilot's position such that the parallax error is at or less than 10[deg] simultaneously for each pilot.

An SOC is required...............

6.c.................... The FTD must provide a continuous ... ... ... X Optimization of the vertical visual field-of-view of at least

field-of-view may be considered 146[deg] horizontally and

with respect to the specific 36[deg] vertically for both

helicopter flight deck cut-off pilot seats, simultaneously. The

angle. When considering the minimum horizontal field-of-view

installation/use of augmented coverage must be plus and minus

fields of view, as described one-half (\1/2\) of the minimum

here, it will be the continuous field-of-view

responsibility of the sponsor requirement, centered on the

to meet with the NSPM to zero degree azimuth line

determine the training, relative to the aircraft

testing, checking, or fuselage. Additional horizontal

experience tasks for which the field-of-view capability may be

augmented field-of-view added at the sponsor's

capability may be critical to discretion provided the minimum

that approval. field-of-view is retained.

Capability for a field-of-view in excess of these minima is not required for qualification at

Level 7. However, where specific tasks require extended fields of view beyond the 146[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.

7. Sound System

7.a.................... The FTD must simulate significant ... ... X

X flight deck sounds resulting from pilot actions that correspond to those heard in the helicopter

Note: An ``A'' in the table indicates that the system, task, or procedure may be examined if the appropriate helicopter system or control is simulated in the FTD and is working properly.

Table D1B.--Minimum FTD Requirements

QPS requirements

Information

Subjective

FTD level requirements The --------------------

FTD must be able to perform the

Entry No.

tasks associated

Notes with the level of 4 5 6 7 qualification sought.

1. Preflight Procedures

1.a.......... Preflight

A

A

X

X

Inspection

(Flight Deck

Only) switches, indicators, systems, and equipment.

1.b.......... APU/Engine start and run-up.

1.b.1........ Normal start

A

A

X

X procedures.

1.b.2........ Alternate start

A

A

X

X procedures.

1.b.3........ Abnormal starts

A

A

X

X and shutdowns

(hot start, hung start).

1.c.......... Taxiing--Ground... ... ... ... X

1.d.......... Taxiing--Hover.... ... ... ... X

Page 26730

1.e.......... Pre-takeoff Checks A

A

X

X

2. Takeoff and Departure Phase

2.a.......... Normal takeoff....

2.a.1........ From ground....... ... ... ... X

2.a.2........ From hover........ ... ... ... X

2.a.3........ Running........... ... ... ... X

2.b.......... Instrument........ ... ... X

X

2.c.......... Powerplant Failure ... ... X

X

During Takeoff.

2.d.......... Rejected Takeoff.. ... ... ... X

2.e.......... Instrument

... ... X

X

Departure.

3. Climb

3.a.......... Normal............ ... ... X

X

3.b.......... Obstacle clearance ... ... ... X

3.c.......... Vertical.......... ... ... X

X

3.d.......... One engine

... ... X

X inoperative.

4. In-flight Maneuvers

4.a.......... Turns (timed,

... X

X

X normal, steep).

4.b.......... Powerplant

... ... X

X

Failure--Multieng ine Helicopters.

4.c.......... Powerplant

... ... X

X

Failure--Single-

Engine

Helicopters.

4.d.......... Recovery From

... ... ... X

Unusual Attitudes.

4.e.......... Settling with

... ... ... X

Power.

5. Instrument Procedures

5.a.......... Instrument Arrival ... ... X

X

5.b.......... Holding........... ... ... X

X

5.c.......... Precision

Instrument

Approach

5.c.1........ Normal--All

... X

X

X engines operating.

5.c.2........ Manually

... ... X

X controlled--One or more engines inoperative.

5.d.......... Non-precision

... X

X

X

Instrument

Approach.

5.e.......... Missed Approach.

5.e.1........ All engines

... ... X

X operating.

5.e.2........ One or more

... ... X

X engines inoperative.

5.e.3........ Stability

... ... X

X augmentation system failure.

6. Landings and Approaches to Landings

6.a.......... Visual Approaches ... X

X

X

(normal, steep, shallow).

6.b.......... Landings.

Page 26731

6.b.1........ Normal/crosswind.

6.b.1.a...... Running........... ... ... ... X

6.b.1.b...... From Hover........ ... ... ... X

6.b.2........ One or more

... ... ... X engines inoperative.

6.b.3....... Rejected Landing.. ... ... ... X

7. Normal and Abnormal Procedures

7.a.......... Powerplant........ A

A

X

X

7.b.......... Fuel System....... A

A

X

X

7.c.......... Electrical System. A

A

X

X

7.d.......... Hydraulic System.. A

A

X

X

7.e.......... Environmental

A

A

X

X

System(s).

7.f.......... Fire Detection and A

A

X

X

Extinguisher

Systems.

7.g.......... Navigation and

A

A

X

X

Aviation Systems.

7.h.......... Automatic Flight

A

A

X

X

Control System,

Electronic Flight

Instrument

System, and

Related

Subsystems.

7.i.......... Flight Control

A

A

X

X

Systems.

7.j.......... Anti-ice and Deice A

A

X

X

Systems.

7.k.......... Aircraft and

A

A

X

X

Personal

Emergency

Equipment.

7.l.......... Special Missions

... ... ... X tasks (e.g.,

Night Vision goggles, Forward

Looking Infrared

System, External

Loads and as listed on the

SOQ.).

8. Emergency procedures (as applicable)

8.a.......... Emergency Descent. ... ... X

X

8.b.......... Inflight Fire and ... ... X

X

Smoke Removal.

8.c.......... Emergency

... ... X

X

Evacuation.

8.d.......... Ditching.......... ... ... ... X

8.e.......... Autorotative

... ... ... X

Landing.

8.f.......... Retreating blade

... ... ... X stall recovery.

8.g.......... Mast bumping...... ... ... ... X

8.h.......... Loss of tail rotor ... ... X

X effectiveness.

9. Postflight Procedures

9.a.......... After-Landing

A

A

X

X

Procedures.

9.b.......... Parking and

Securing

9.b.1........ Rotor brake

A

A

X

X operation.

9.b.2........ Abnormal/emergency A

A

X

X procedures.

Note: An ``A'' in the table indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in the FTD and is working properly.

Page 26732

Table D1C.--Table of FTD System Tasks

QPS requirements

Information

Subjective

FTD level requirements In order -------------------- to be qualified at the FTD qualification level indicated, the

Entry No.

FTD must be able to

Notes perform at least the 4 5 6 7 tasks associate with that level of qualification.

1. Instructor Operating Station (IOS)

1.a........ Power switch(es)..... A

X

X

X

1.b........ Helicopter conditions A

A

X

X e.g., GW, CG,

Fuel loading,

Systems,

Ground. Crew.

1.c........ Airports/Heliports/

A

X

X

X e.g., Selection,

Helicopter Landing

Surface,

Areas.

Presets,

Lighting controls.

1.d........ Environmental

A

X

X

X e.g., Temp and controls.

Wind.

1.e........ Helicopter system

A

A

X

X malfunctions

(Insertion/deletion).

1.f........ Locks, Freezes, and

A

X

X

X

Repositioning (as appropriate).

1.g........ Sound Controls. (On/ ... X

X

X off/adjustment).

1.h........ Motion/Control

... A

X

X

Loading System, as appropriate. On/off/ emergency stop.

2. Observer Seats/Stations

2.a........ Position/Adjustment/

A

X

X

X

Positive restraint system.

Note: An ``A'' in the table indicates that the system, task, or procedure may be examined if the appropriate simulator system or control is in the FTD and is working properly.

Attachment 2 to Appendix D to Part 60--Flight Training Device (FTD)

Objective Tests

Begin Information 1. Discussion a. If relevant winds are present in the objective data, the wind vector (magnitude and direction) should be noted as part of the data presentation, expressed in conventional terminology, and related to the runway being used for the test. b. The format for numbering the objective tests in Appendix C of this part, Attachment 2, Table C2A, and the objective tests in

Appendix D of this part, Attachment 2, Table D2A, is identical.

However, each test required for FFSs is not necessarily required for

FTDs, and each test required for FTDs is not necessarily required for FFSs. When a test number (or series of numbers) is not required, the term ``Reserved'' is used in the table at that location.

Following this numbering format provides a degree of commonality between the two tables and substantially reduces the potential for confusion when referring to objective test numbers for either FFSs or FTDs. c. A Level 4 FTD does not require objective tests and is not addressed in the following table.

End Information

Begin QPS Requirements 2. Test Requirements a. The ground and flight tests required for qualification are listed in Table D2A Objective Evaluation Tests. Computer generated

FTD test results must be provided for each test except where an alternate test is specifically authorized by the NSPM. If a flight condition or operating condition is required for the test but does not apply to the helicopter being simulated or to the qualification level sought, it may be disregarded (e.g., engine out climb capability for a single-engine helicopter). Each test result is compared against the validation data described in Sec. 60.13, and in Appendix B of this part. The results must be produced on an appropriate recording device acceptable to the NSPM and must include

FTD number, date, time, conditions, tolerances, and appropriate dependent variables portrayed in comparison to the validation data.

Time histories are required unless otherwise indicated in Table D2A.

All results must be labeled using the tolerances and units given. b. Table D2A in this attachment sets out the test results required, including the parameters, tolerances, and flight conditions for FTD validation. Tolerances are provided for the listed tests because mathematical modeling and acquisition and development of reference data are often inexact. All tolerances listed in the following tables are applied to FTD performance. When two tolerance values are given for a parameter, the less restrictive may be used unless otherwise indicated. In those cases where a tolerance is expressed only as a percentage, the tolerance percentage applies to the maximum value of that parameter within its normal operating range as measured from the neutral or zero position unless otherwise indicated. c. Certain tests included in this attachment must be supported with an SOC. In Table D2A, requirements for SOCs are indicated in the ``Test Details'' column. d. When operational or engineering judgment is used in making assessments for flight test data applications for FTD validity, such judgment must not be limited to a single parameter. For example, data that exhibit rapid variations of the measured parameters may require interpolations or a ``best fit'' data section. All relevant parameters related to a given maneuver or flight condition must be provided to allow overall interpretation. When it is difficult or impossible to match FTD to helicopter data throughout a time history, differences must be justified by providing a comparison of other related variables for the condition being assessed. e. The FTD may not be programmed so that the mathematical modeling is correct only at the validation test points. Unless noted otherwise, tests must represent helicopter performance and handling qualities at operating weights and centers of gravity (CG) typical of normal operation. If a test is supported by aircraft data at one extreme weight or CG, another test supported by aircraft data at mid-conditions or as close as possible to the other extreme is necessary. Certain tests that are relevant only at one extreme CG or weight condition need not be repeated at the other extreme. The results of the tests for Level 6 are expected to be indicative of the device's performance and handling qualities throughout all of the following:

(1) The helicopter weight and CG envelope.

(2) The operational envelope.

(3) Varying atmospheric ambient and environmental conditions-- including the extremes authorized for the respective helicopter or set of helicopters.

Page 26733

f. When comparing the parameters listed to those of the helicopter, sufficient data must also be provided to verify the correct flight condition and helicopter configuration changes. For example, to show that control force is within the parameters for a static stability test, data to show the correct airspeed, power, thrust or torque, helicopter configuration, altitude, and other appropriate datum identification parameters must also be given. If comparing short period dynamics, normal acceleration may be used to establish a match to the helicopter, but airspeed, altitude, control input, helicopter configuration, and other appropriate data must also be given. If comparing landing gear change dynamics, pitch, airspeed, and altitude may be used to establish a match to the helicopter, but landing gear position must also be provided. All airspeed values must be properly annotated (e.g., indicated versus calibrated). In addition, the same variables must be used for comparison (e.g., compare inches to inches rather than inches to centimeters). g. The QTG provided by the sponsor must clearly describe how the

FTD will be set up and operated for each test. Each FTD subsystem may be tested independently, but overall integrated testing of the

FTD must be accomplished to assure that the total FTD system meets the prescribed standards. A manual test procedure with explicit and detailed steps for completing each test must also be provided. h. For previously qualified FTDs, the tests and tolerances of this attachment may be used in subsequent continuing qualification evaluations for any given test if the sponsor has submitted a proposed MQTG revision to the NSPM and has received NSPM approval. i. Tests of handling qualities must include validation of augmentation devices. FTDs for highly augmented helicopters will be validated both in the unaugmented configuration (or failure state with the maximum permitted degradation in handling qualities) and the augmented configuration. Where various levels of handling qualities result from failure states, validation of the effect of the failure is necessary. For those performance and static handling qualities tests where the primary concern is control position in the unaugmented configuration, unaugmented data are not required if the design of the system precludes any affect on control position. In those instances where the unaugmented helicopter response is divergent and non-repeatable, it may not be feasible to meet the specified tolerances. Alternative requirements for testing will be mutually agreed upon by the sponsor and the NSPM on a case-by-case basis. j. Some tests will not be required for helicopters using helicopter hardware in the FTD flight deck (e.g., ``helicopter modular controller''). These exceptions are noted in Section 2

``Handling Qualities'' in Table D2A of this attachment. However, in these cases, the sponsor must provide a statement that the helicopter hardware meets the appropriate manufacturer's specifications and the sponsor must have supporting information to that fact available for NSPM review. k. In cases where light-class helicopters are being simulated, prior coordination with the NSPM on acceptable weight ranges is required. The terms ``light,'' ``medium,'' and ``near maximum,'' may not be appropriate for the simulation of light-class helicopters.

End QPS Requirements

Begin Information l. In those cases where the objective test results authorize a

``snapshot test'' or a ``series of snapshot test'' results in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot. m. Refer to AC 120-27, Aircraft Weight and Balance; and FAA-H- 8083-1, Aircraft Weight and Balance Handbook, for more information.

End Information

Table D2A.--Flight Training Device (FTD) Objective Tests

QPS requirements

Information

Test

FTD level

Tolerances

Flight conditions

Test details

---------------

Notes

Entry No.

Title

5 6 7

1.

Performance

1.a....................... Engine Assessment.

1.a.1..................... Start Operations.

1.a.1.a................... Engine start and

Light Off Time--

Ground with the

Record each engine

... X

X acceleration

10% 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 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

Flow--5% Gas

snapshot tests.

Generator Speed-- 2%

Power Turbine

Speed--2% Turbine

Gas Temp.--20[deg]C.

Page 26734

1.a.2..................... Power Turbine Speed 10% of

Ground.............. Record engine

... X

X

Trim.

total change of

response to trim power turbine

system actuation in speed; or 0.5% change of rotor speed.

1.a.3..................... Engine and Rotor

Torque--5% Rotor

a step input to the

Speed--1.5%.

conducted concurrently with climb and descent performance tests.

1.b....................... Reserved.

1.c....................... Takeoff.

1.c.1..................... All Engines.......... Airspeed--3 kt,

Initial Segment of takeoff flight path

Altitude--20 ft (6.1 m)

and takeoff from a

Torque--3%, Rotor

criteria apply only

Speed--1.5%,

at airspeeds above

Vertical Velocity--

effective 100 fpm

translational lift.

(0.50 m/sec) or

Results must be 10%, Pitch

recorded from the

Attitude--1.5[deg],

takeoff to at least

Bank Attitude--

200 ft (61 m) AGL. 2[deg],

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.

Performance.......... Torque--3%, Pitch

(IGE); and Out of

light and heavy

Attitude--1.5[deg],

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 Climb.

Performance.......... Vertical Velocity-- From OGE Hover...... Record results for

... ... 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 Flight.

Page 26735

Performance and

Torque--3% Pitch

On and Off).

two gross weight

performance at

Control Positions.

Attitude--1.5[deg]

with varying trim

maximum endurance

Sideslip Angle--

speeds throughout

airspeed. 2[deg]

the airspeed

Longitudinal

envelope. May be a

Control Position--

series of snapshot 5%

tests.

Lateral Control

Position--5%

Directional Control

Position--5% Collective

Control Position-- 5%.

1.g....................... Climb.

Performance and

Vertical Velocity-- All engines

Record results for

X

X

X

Trimmed Flight

100 fpm operating.

two gross weight

Control Positions.

(61 m/sec) or 10% Pitch

inoperative.

combinations. The

Attitude--1.5[deg]

System(s) On and

be for normal climb

Sideslip Angle--

Off.

power conditions. 2[deg]

May be a series of

Longitudinal

snapshot tests.

Control Position-- 5%

Lateral Control

Position--5%

Directional Control

Position--5% Collective

Control Position-- 5%.

1.h....................... Descent.

1.h.1..................... Descent Performance

Torque--3% Pitch

(5 m/sec) rate of

two gross weight

Control Positions.

Attitude--1.5[deg]

normal approach

combinations. May

Sideslip Angle--

speed.

be a series of 2[deg] Augmentation

snapshot tests.

Longitudinal

System(s) On and

Control Position--

Off. 5%

Lateral Control

Position--5%

Directional Control

Position--5% Collective

Control Position-- 5%.

1.h.2..................... Autorotation

Pitch 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%

full down.) Data

Directional Control

must be recorded

Position--5% Collective

kts, 5

Control Position--

kts through at 5%.

least maximum glide distance airspeed.

May be a series of snapshot tests.

1.i....................... Autorotation.

Page 26736

Entry................ 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 must

Vertical Velocity--

be for the maximum 200 fpm

rate of climb

(1.00 m/sec) or 10%.

airspeed at or near maximum continuous power.

1.j....................... Landing.

1.j.1..................... All Engines.......... Airspeed--3 kts,

the approach and

Altitude--20 ft (6.1 m)

(running landing or

Torque--3%, Rotor

hover). The

Speed--1.5%, Pitch

to those segments

Attitude--1.5[deg],

effective

Bank Attitude--

translational lift. 1.5[deg],

from 200 ft AGL (61

Heading--2[deg],

or to where the

Longitudinal

hover is

Control Position--

established prior 10%,

to landing.

Lateral Control

Position--10%,

Directional Control

Position--10%,

Collective Control

Position--10%.

1.j.2. through 1.j.3...... Reserved.

Page 26737

1.j.4..................... Autorotational

Torque--3%, Rotor

of an

containing all

Speed--3%, Vertical

deceleration and

for a complete

Velocity--100 fpm (0.50

stabilized

is not available m/sec) or 10%,

autorotational

from the aircraft

Pitch Attitude--

descent, to touch

manufacturer for 2[deg],

down.

this test, and

Bank Attitude--

other qualified 2[deg],

flight test

Heading--5[deg],

available to

Longitudinal

acquire this data,

Control Position--

the sponsor must 10%,

coordinate with the

Lateral Control

NSPM to determine

Position--10%,

appropriate to

Directional Control

accept alternative

Position--10%,

Alternative

Collective Control

approaches to this

Position--10%.

that may be acceptable are: (1)

A simulated autorotational flare and reduction of rate of descent

(ROD) at altitude; or (2) a power-on termination following an autorotational approach and flare.

2.

Handling Qualities

2.a....................... Control System

Contact the NSPM for

Mechanical

clarification of

Characteristics.

any issue regarding helicopters with reversible controls.

2.a.1..................... Cyclic............... Breakout--0.25 lbs

conditions. Trim On an uninterrupted

(0.112 daN) or 25%. and Off. Friction

control sweep to

Force--1.0 lb (0.224 On and Off.

test does not apply daN) or 10%.

if aircraft hardware modular controllers are used.).

2.a.2..................... Collective and Pedals Breakout--0.5 lb (0.224 conditions. Trim On an uninterrupted daN) or 25%. Force-- and Off. Friction

control sweep to 1.0 lb

Off. Augmentation

the stops.

(0.224 daN) or 10%. On and Off.

2.a.3..................... Brake Pedal Force vs. 5 lbs

Ground; Static

.................... X

X

X

Position.

(2.224 daN) or 10%. conditions.

Page 26738

2.a.4..................... Trim System Rate (all Rate--10%.

conditions. Trim

applies to the

On. Friction Off.

recorded value of the trim rate.

2.a.5..................... Control Dynamics (all 10% of

Hover/Cruise Trim On Results must be

... X

X Control Dynamics for axes).

time for first zero Friction Off.

recorded for a

irreversible crossing and 10 (N+1)% of

displacement in

be evaluated in a period thereafter.

both directions in

ground/static 10% of

each axis, using

condition. Refer to amplitude of first

25% to 50% of full

paragraph 3 of this overshoot. 20% of

additional amplitude of 2nd

information. ``N'' and subsequent

is the sequential overshoots greater

period of a full than 5% of initial

cycle of displacement. 1 overshoot.

2.a.6..................... Freeplay............. 0.10 in. Ground; Static

Record and compare

X

X

X

(2.5

conditions.

results for all mm).

controls.

2.b....................... Low Airspeed Handling Qualities.

2.b.1..................... Trimmed Flight

Torque 3% Pitch

IGE--Sideward,

several airspeed

Attitude 1.5[deg] Bank forward flight.

translational

Attitude 2[deg]

Off.

for 45 kts. forward

Longitudinal

airspeed. May be a

Control Position

series of snapshot 5%

tests.

Lateral Control

Position 5%

Directional Control

Position 5% Collective

Control Position 5%.

2.b.2..................... Critical Azimuth..... Torque 3% Pitch

Augmentation On and three relative wind

Attitude 1.5[deg],

(including the most

Bank Attitude 2[deg],

the critical

Longitudinal

quadrant. May be a

Control Position

series of snapshot 5%,

tests.

Lateral Control

Position 5%,

Directional Control

Position 5%,

Collective Control

Position 5%.

2.b.3..................... Control Response.

2.b.3.a................... Longitudinal......... Pitch Rate--10% or 2[deg]/sec.

The Off-axis

Pitch Attitude

response must show

Change--10% or

unaugmented cases. 1.5[deg].

This test must be conducted in a hover, in ground effect, without entering translational flight.

Page 26739

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

Heading Change--

response must show 10% or

correct trend for 2[deg].

unaugmented cases.

This test must be conducted in a hover, in ground effect, without entering translational flight.

2.b.3.d................... Vertical............. Normal Acceleration Hover Augmentation

Record results for a ... ... X 0.1g.

On and Off.

step control input.

The Off-axis response must show correct trend for unaugmented cases.

2.c....................... Longitudinal Handling Qualities.

2.c.1..................... Control Response..... Pitch Rate--10% or 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 Stability.

Page 26740

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 helicopters 10% of

(6 overshoots after

may be unrepeatable time to \1/2\ or

input completed) or

throughout the double amplitude,

that sufficient to

stated time. In or 0.02

determine time to

these cases, the of damping ratio.

\1/2\ or double

test should show at

For non-periodic

amplitude,

least that a responses, the time

whichever is less.

divergence is history must be

For non-periodic

identifiable. For matched within

responses, the test

example: Displacing 3[deg]

may be terminated

the cyclic for a pitch; and 5 kts

the test pilot

excites this test airspeed over a 20

determines that the

or until a given sec period

results are

pitch attitude is following release

becoming

achieved and then of the controls.

uncontrollably

return the cyclic divergent. Displace

to the original the cyclic for one

position. For non- second or less to

periodic responses, excite the test.

results should show

The result will be

the same convergent either convergent

or divergent or divergent and

character as the must be recorded.

flight test data.

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] Cruise or Climb.

Record results for

... X

X A control doublet

Pitch or 2[deg]/sec.

Off.

airspeeds.

natural frequency

Pitch Rate. 0.1 g Normal

normally excites

Acceleration.

this test. However, while input doublets are preferred over pulse inputs for

Augmentation-Off tests, for

Augmentation-On cases, when the short term response exhibits 1st-order or deadbeat characteristics, longitudinal pulse inputs may produce a more coherent response.

2.c.4..................... Maneuvering Stability Longitudinal Control Cruise or Climb.

Record results for

... X

X

Position--10% of change Off.

airspeeds at from trim or 0.25 in. (6.3

bank angle. The mm) or Longitudinal

force may be shown

Control Forces--

as a cross plot for 0.5 lb.

irreversible

(0.223 daN) or

systems. May be a 10%.

series of snapshot tests.

2.d....................... Lateral and Directional Handling Qualities.

Page 26741

2.d.1..................... Control Response.

2.d.1.a................... Lateral.............. Roll Rate--10% or 3[deg]/sec.

airspeeds,

Roll Attitude

including the speed

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 speed

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.

2.d.2..................... Directional Static

Lateral Control

Cruise; or Climb

Record results for

X

X

X This is a steady

Stability.

Position--10% of change instead of Climb if sideslip angles on

test at a fixed from trim or 0.25 in. (6.3 Augmentation On and trim point. The

position. mm) or Lateral

Off.

force may be shown

Control Force--

as a cross plot for 0.5 lb.

irreversible

(0.223 daN) or 10%.

systems. May be a

Roll Attitude--

series of snapshot 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 Stability.

Page 26742

2.d.3.a................... Lateral-Directional 0.5 sec. Cruise or Climb

Record results for

X

X

X

Oscillations.

or 10%

Augmentation On and at least two of period. 10% of time

must be initiated to \1/2\ or double

with a cyclic or a amplitude or 0.02 of

input. Record damping ratio.

results for six 20% or

full cycles (12 1 sec

overshoots after of time difference

input completed) or between peaks of

that sufficient to bank and sideslip.

determine time to

For non-periodic

\1/2\ or double responses, the time

amplitude, history must be

whichever is less. matched within

The test may be 10

terminated prior to knots Airspeed;

20 sec if the test 5[deg]/

pilot determines s Roll Rate or

that the results 5[deg]

are becoming

Roll Attitude;

uncontrollably 4[deg]/

divergent. s Yaw Rate or 4[deg] Yaw

Angle over a 20 sec period roll angle following release of the controls.

2.d.3.b................... Spiral Stability..... 2[deg]

Cruise or Climb.

Record the results

X

X

X or 10%

Augmentation On and of a release from roll angle.

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, 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.

Reserved

4.

Visual System

4.a....................... Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a.,

... ... ....................

Visual System Response Time Test. This test is also sufficient for flight deck instrument response timing.)

4.a.1..................... Latency.

150 ms (or less)

Takeoff, climb, and One test is required ... ... X after helicopter

descent.

in each axis response.

(pitch, roll and yaw) for each of the three conditions (take- off, cruise, and approach or landing).

4.a.2..................... Transport Delay.

Page 26743

150 ms (or less)

N/A................. A separate test is

... ... X after controller

required in each movement.

axis (pitch, roll, and yaw).

4.b....................... Field-of-view.

4.b.1..................... Reserved.

4.b.2..................... Continuous visual

Minimum continuous

N/A................. An SOC is required

... ... X Horizontal field-of- field-of-view.

field-of-view

and must explain

view is centered on providing 146[deg]

the geometry of the

the zero degree horizontal and

installation.

azimuth line 36[deg] vertical

Horizontal field-of-

relative to the field-of-view for

view must not be

aircraft fuselage. each pilot

less than a total simultaneously and

of 146[deg] any geometric error

(including not less between the Image

than 73[deg]

Generator eye point

measured either and the pilot eye

side of the center point is 8[deg] or

of the design eye 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 1[deg] dividing the

spot photometer and brightness level of

a raster drawn test the center, bright

pattern filling the square (providing

entire visual scene at least 2 foot-

(all channels) with lamberts or 7 cd/

a test pattern of m\2\) by the

black and white brightness level of

squares, 5 per any adjacent dark

square, with a square.

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 26744

4.d....................... Highlight brightness. Not less than three N/A................. Measure the

... ... X Measurements may be

(3) foot-lamberts

brightness of the

made using a 1[deg]

(10 cd/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, but

square, with a measuring light

white square in the points is not

center of each acceptable.

channel.

4.e....................... Surface resolution... Not greater than two N/A................. An SOC is required

... ... X When the eye is

(2) arc minutes.

and must include

positioned on a the relevant

3[deg] glide slope calculations.

at the slant range distances indicated with white runway markings on a black runway surface, the eye will subtend two (2) arc minutes: (1) A slant range of 6,876 ft with stripes 150 ft long and 16 ft wide, spaced 4 ft apart.

(2) For

Configuration A; a slant range of 5,157 feet with stripes 150 ft long and 12 ft wide, spaced 3 ft apart.

(3) For

Configuration B; a slant range of 9,884 feet, with stripes 150 ft long and 5.75 ft wide, spaced 5.75 ft apart.

4.f....................... Light point size..... Not greater than

N/A................. An SOC is required

... ... X Light point size may five (5) arc-

and must include

be measured using a minutes.

the relevant

test pattern calculations.

consisting of a centrally located single row of light points reduced in length until modulation is just discernible in each visual channel. A row of 48 lights will form a 4[deg] angle or less.

Page 26745

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 segment.

Page 26746

The visible segment Landing

The QTG must contain ... ... X Pre-position for in the simulator

configuration,

relevant

this test is must be within 20% trimmed for

calculations and a

encouraged, but may of the segment

appropriate

drawing showing the

be achieved via computed to be

airspeed, at 100 ft data used to

manual or autopilot visible from the

(30m) above the

establish the

control to the helicopter flight

touchdown zone, on helicopter location

desired position. deck. The

glide slope with an and the segment of tolerance(s) may be RVR value set at

the ground that is applied at either

1,200 ft (350m).

visible considering end or at both ends

design eyepoint, of the displayed

helicopter segment. However,

attitude, flight lights and ground

deck cut-off angle, objects computed to

and a visibility of be visible from the

1200 ft (350 m) helicopter 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. The simulator.

data submitted must include at least the following: (1)

Static helicopter dimensions as follows: (i)

Horizontal and vertical distance from main landing gear (MLG) to glideslope reception antenna.

(ii) Horizontal and vertical distance from MLG to pilot's eyepoint. (iii)

Static flight deck cutoff angle. (2)

Approach data as follows: (i)

Identification of runway. (ii)

Horizontal distance from runway threshold to glideslope intercept with runway. (iii)

Glideslope angle.

(iv) Helicopter pitch angle on approach. (3)

Helicopter data for manual testing: (i)

Gross weight. (ii)

Helicopter configuration.

(iii) Approach airspeed. If non- homogenous fog is used to obscure visibility, the vertical variation in horizontal visibility must be described and be included in the slant range visibility calculation used in the computations.

5.

Reserved

Page 26747

Begin Information 3. Control Dynamics a. The characteristics of a helicopter flight control system have a major effect on the handling qualities. A significant consideration in pilot acceptability of a helicopter is the ``feel'' provided through the flight deck controls. Considerable effort is expended on helicopter feel system design in order to deliver a system with which pilots will be comfortable and consider the helicopter desirable to fly. In order for an FTD to be representative, it too must present the pilot with the proper feel; that of the respective helicopter. Compliance with this requirement is determined by comparing a recording of the control feel dynamics of the FFS to actual helicopter measurements in the hover and cruise configurations.

(1) Recordings such as free response to an impulse or step function are classically used to estimate the dynamic properties of electromechanical systems. It is only possible to estimate the dynamic properties as a result of only being able to estimate true inputs and responses. Therefore, it is imperative that the best possible data be collected since close matching of the FTD control loading system to the helicopter systems is essential. Control feel dynamic tests are described in the Table of Objective Tests in this appendix. Where accomplished, the free response is measured after a step or pulse input is used to excite the system.

(2) For initial and upgrade evaluations, it is required that control dynamic characteristics be measured at and recorded directly from the flight deck controls. This procedure is usually accomplished by measuring the free response of the controls using a step or pulse input to excite the system. The procedure must be accomplished in hover, climb, cruise, and autorotation. For helicopters with irreversible control systems, measurements may be obtained on the ground. The procedure should be accomplished in the hover and cruise flight conditions and configurations. Proper pitot- static inputs (if appropriate) must be provided to represent airspeeds typical of those encountered in flight.

(3) It may be shown that for some helicopters, climb, cruise, and autorotation have like effects. Thus, some tests for one may suffice for some tests for another. If either or both considerations apply, engineering validation or helicopter manufacturer rationale must be submitted as justification for ground tests or for eliminating a configuration. For FTDs requiring static and dynamic tests at the controls, special test fixtures will not be required during initial and upgrade evaluations if the sponsor's QTG shows both test fixture results and the results of an alternative approach, such as computer plots which were produced concurrently and show satisfactory agreement. Repeat of the alternative method during the initial evaluation satisfies this test requirement. b. Control Dynamics Evaluations. The dynamic properties of control systems are often stated in terms of frequency, damping, and a number of other classical measurements which can be found in texts on control systems. In order to establish a consistent means of validating test results for FTD control loading, criteria are needed that will clearly define the interpretation of the measurements and the tolerances to be applied. Criteria are needed for both the underdamped system and the overdamped system, including the critically damped case. In the case of an underdamped system with very light damping, the system may be quantified in terms of frequency and damping. In critically damped or overdamped systems, the frequency and damping is not readily measured from a response time history. Therefore, some other measurement must be used.

(1) Tests to verify that control feel dynamics represent the helicopter must show that the dynamic damping cycles (free response of the control) match that of the helicopter within specified tolerances. The method of evaluating the response and the tolerance to be applied are described below for the underdamped and critically damped cases.

(a) Underdamped Response. Two measurements are required for the period, the time to first zero crossing (in case a rate limit is present) and the subsequent frequency of oscillation. It is necessary to measure cycles on an individual basis in case there are nonuniform periods in the response. Each period will be independently compared to the respective period of the helicopter control system and, consequently, will enjoy the full tolerance specified for that period.

(b) The damping tolerance will be applied to overshoots on an individual basis. Care must be taken when applying the tolerance to small overshoots since the significance of such overshoots becomes questionable. Only those overshoots larger than 5 percent of the total initial displacement will be considered significant. The residual band, labeled T(Ad) on Figure 1 of this attachment is 5 percent of the initial displacement amplitude, Ad, from the steady state value of the oscillation. Oscillations within the residual band are considered insignificant. When comparing simulator data to helicopter data, the process would begin by overlaying or aligning the simulator and helicopter steady state values and then comparing amplitudes of oscillation peaks, the time of the first zero crossing, and individual periods of oscillation. To be satisfactory, the simulator must show the same number of significant overshoots to within one when compared against the helicopter data. The procedure for evaluating the response is illustrated in Figure 1 of this attachment.

(c) Critically Damped and Overdamped Response. Due to the nature of critically damped responses (no overshoots), the time to reach 90 percent of the steady state (neutral point) value must be the same as the helicopter within 10 percent. The simulator response must be critically damped also. Figure 2 of this attachment illustrates the procedure.

(d) Special considerations. Control systems that exhibit characteristics other than classical overdamped or underdamped responses should meet specified tolerances. In addition, special consideration should be given to ensure that significant trends are maintained.

(2) Tolerances.

(a) The following summarizes the tolerances, ``T'' for underdamped systems, and ``n'' is the sequential period of a full cycle of oscillation. See Figure D2A of this attachment for an illustration of the referenced measurements.

T(P0) 10% of 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 P0

BILLING CODE 4910-13-P

Page 26748

GRAPHIC

TIFF OMITTED TR09MY08.053

BILLING CODE 4910-13-C

Page 26749

c. Alternative method for control dynamics evaluation.

(1) An alternative means for validating control dynamics for aircraft with hydraulically powered flight controls and artificial feel systems is by the measurement of control force and rate of movement. For each axis of pitch, roll, and yaw, the control must be forced to its maximum extreme position for the following distinct rates. These tests are conducted under normal flight and ground conditions.

(a) Static test--Slowly move the control so that a full sweep is achieved within 95-105 seconds. A full sweep is defined as movement of the controller from neutral to the stop, usually aft or right stop, then to the opposite stop, then to the neutral position.

(b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.

(c) Fast dynamic test--Achieve a full sweep within 3-5 seconds.

Note: Dynamic sweeps may be limited to forces not exceeding 100 lbs. (44.5 daN).

(d) Tolerances.

(i) Static test; see Table D2A, Flight Training Device (FTD)

Objective Tests, Entries 2.a.1., 2.a.2., and 2.a.3.

(ii) Dynamic test--2 lbs (0.9 daN) or 10% on dynamic increment above static test.

End QPS Requirement

Begin Information d. The FAA is open to alternative means that are justified and appropriate to the application. For example, the method described here may not apply to all manufacturers' systems and certainly not to aircraft with reversible control systems. Each case is considered on its own merit on an ad hoc basis. If the FAA finds that alternative methods do not result in satisfactory performance, more conventionally accepted methods will have to be used. 4. For Additional Information on the Following Topics, Please Refer to

Appendix C of This Part, Attachment 2, and the Indicated Paragraph

Within That Attachment

Additional Information About Flight Simulator

Qualification for New or Derivative Helicopters, paragraph 8.

Engineering Simulator Validation Data, paragraph 9.

Validation Test Tolerances, paragraph 11.

Validation Data Road Map, paragraph 12.

Acceptance Guidelines for Alternative Avionics, paragraph 13.

Transport Delay Testing, paragraph 15.

Continuing Qualification Evaluation Validation Data

Presentation, paragraph 16.

End Information

Attachment 3 to Appendix D to Part 60--FLIGHT TRAINING DEVICE (FTD)

SUBJECTIVE EVALUATION

Begin QPS Requirements 1. Requirements a. Except for special use airport models, all airport models required by this part must be representations of real-world, operational airports or representations of fictional airports and must meet the requirements set out in Tables D3B or D3C of this attachment, as appropriate. b. If fictional airports are used, the sponsor must ensure that navigational aids and all appropriate maps, charts, and other navigational reference material for the fictional airports (and surrounding areas as necessary) are compatible, complete, and accurate with respect to the visual presentation and the airport model of this fictional airport. An SOC must be submitted that addresses navigation aid installation and performance and other criteria (including obstruction clearance protection) for all instrument approaches to the fictional airports that are available in the simulator. The SOC must reference and account for information in the terminal instrument procedures manual and the construction and availability of the required maps, charts, and other navigational material. This material must be clearly marked ``for training purposes only.'' c. When the simulator is being used by an instructor or evaluator for purposes of training, checking, or testing under this chapter, only airport models classified as Class I, Class II, or

Class III may be used by the instructor or evaluator. Detailed descriptions/definitions of these classifications are found in

Appendix F of this part. d. When a person sponsors an FTD maintained by a person other than a U.S. certificate holder, the sponsor is accountable for that

FTD originally meeting, and continuing to meet, the criteria under which it was originally qualified and the appropriate Part 60 criteria, including the visual scenes and airport models that may be used by instructors or evaluators for purposes of training, checking, or testing under this chapter. e. Neither Class II nor Class III airport visual models are required to appear on the SOQ, and the method used for keeping instructors and evaluators apprised of the airport models that meet

Class II or Class III requirements on any given simulator is at the option of the sponsor, but the method used must be available for review by the TPAA. f. When an airport model represents a real world airport and a permanent change is made to that real world airport (e.g., a new runway, an extended taxiway, a new lighting system, a runway closure) without a written extension grant from the NSPM (described in paragraph 1.g., of this section), an update to that airport model must be made in accordance with the following time limits:

(1) For a new airport runway, a runway extension, a new airport taxiway, a taxiway extension, or a runway/taxiway closure--within 90 days of the opening for use of the new airport runway, runway extension, new airport taxiway, or taxiway extension; or within 90 days of the closure of the runway or taxiway.

(2) For a new or modified approach light system--within 45 days of the activation of the new or modified approach light system.

(3) For other facility or structural changes on the airport

(e.g., new terminal, relocation of Air Traffic Control Tower)-- within 180 days of the opening of the new or changed facility or structure. g. If a sponsor desires an extension to the time limit for an update to a visual scene or airport model or has an objection to what must be updated in the specific airport model requirement, the sponsor must provide a written extension request to the NPSM stating the reason for the update delay and a proposed completion date or provide an explanation for the objection, explaining why the identified airport change will not have an impact on flight training, testing, or checking. A copy of this request or objection must also be sent to the POI/TCPM. The NSPM will send the official response to the sponsor and a copy to the POI/TCPM; however, if there is an objection, after consultation with the appropriate POI/

TCPM regarding the training, testing, or checking impact, the NSPM will send the official response to the sponsor and a copy to the

POI/TCPM. h. Examples of situations that may warrant Class--III model designation by the TPAA include the following:

(a) Training, testing, or checking on very low visibility operations, including SMGCS operations.

(b) Instrument operations training (including instrument takeoff, departure, arrival, approach, and missed approach training, testing, or checking) using--

(i) A specific model that has been geographically ``moved'' to a different location and aligned with an instrument procedure for another airport.

(ii) A model that does not match changes made at the real-world airport (or landing area for helicopters) being modeled.

(iii) A model generated with an ``off-board'' or an ``on-board'' model development tool (by providing proper latitude/longitude reference; correct runway or landing area orientation, length, width, marking, and lighting information; and appropriate adjacent taxiway location) to generate a facsimile of a real world airport or landing area.

These airport models may be accepted by the TPAA without individual observation provided the sponsor provides the TPAA with an acceptable description of the process for determining the acceptability of a specific airport model, outlines the conditions under which such an airport model may be used, and adequately describes what restrictions will be applied to each resulting airport or landing area model.

End QPS Requirements

Begin Information 2. Discussion a. The subjective tests and the examination of functions provide a basis for evaluating the capability of the FTD to perform over a typical utilization period; determining that the FTD satisfactorily meets the appropriate training/testing/checking objectives and

Page 26750

competently simulates each required maneuver, procedure, or task; and verifying correct operation of the FTD controls, instruments, and systems. The items in the list of operations tasks are for FTD evaluation purposes only. They must not be used to limit or exceed the authorizations for use of a given level of FTD as found in the

Practical Test Standards or as approved by the TPAA. All items in the following paragraphs are subject to an examination of function. b. The List of Operations Tasks in Table D3A addressing pilot functions and maneuvers is divided by flight phases. All simulated helicopter systems functions will be assessed for normal and, where appropriate, alternate operations. Normal, abnormal, and emergency operations associated with a flight phase will be assessed during the evaluation of maneuvers or events within that flight phase. c. Systems to be evaluated are listed separately under ``Any

Flight Phase'' to ensure appropriate attention to systems checks.

Operational navigation systems (including inertial navigation systems, global positioning systems, or other long-range systems) and the associated electronic display systems will be evaluated if installed. The NSP pilot will include in his report to the TPAA, the effect of the system operation and any system limitation. d. At the request of the TPAA, the NSP Pilot may assess the FTD for a special aspect of a sponsor's training program during the functions and subjective portion of an evaluation. Such an assessment may include a portion of a specific operation (e.g., a

Line Oriented Flight Training (LOFT) scenario) or special emphasis items in the sponsor's training program. Unless directly related to a requirement for the qualification level, the results of such an evaluation would not necessarily affect the qualification of the

FTD. e. The FAA intends to allow the use of Class III airport models on a limited basis when the sponsor provides the TPAA (or other regulatory authority) an appropriate analysis of the skills, knowledge, and abilities (SKAs) necessary for competent performance of the tasks in which this particular media element is used. The analysis should describe the ability of the FTD/visual media to provide an adequate environment in which the required SKAs are satisfactorily performed and learned. The analysis should also include the specific media element, such as the visual scene or airport model. Additional sources of information on the conduct of task and capability analysis may be found on the FAA's Advanced

Qualification Program (AQP) Web site at: http://www.faa.gov/ education--research/training/aqp.

End Information

Table D3A.--Table of Functions and Subjective Tests Level 7 FTD

QPS requirements

Entry No.

Operations tasks

Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List or a

Level 7 FTD. Items not installed, not functional on the FTD, and not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

1. Preflight Procedures

1.a.................... Preflight Inspection (Flight Deck Only) switches, indicators, systems, and equipment.

1.b.................... APU/Engine start and run-up.

1.b.1.................. Normal start procedures.

1.b.2.................. Alternate start procedures.

1.b.3.................. Abnormal starts and shutdowns (hot start, hung start).

1.b.4.................. Rotor engagement.

1.b.5.................. System checks.

1.c.................... Taxiing--Ground.

1.c.1.................. Power required to taxi.

1.c.2.................. Brake effectiveness.

1.c.3.................. Ground handling.

1.c.4.................. Abnormal/emergency procedures, for example:

1.c.4.a................ Brake system failure.

1.c.4.b................ Ground resonance.

1.c.4.c................ Other (listed on the SOQ).

1.d.................... Taxiing--Hover.

1.d.1.................. Takeoff to a hover.

1.d.2.................. Instrument response.

1.d.2.a................ Engine instruments.

1.d.2.a................ Flight instruments.

1.d.3.................. Hovering turns.

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1.d.4.................. Hover power checks.

1.d.4.a................ In ground effect (IGE).

1.d.4.b................ Out of ground effect (OGE).

1.d.5.................. Crosswind/tailwind hover.

1.d.6.................. Abnormal/emergency procedures:

1.d.6.a................ Engine failure.

1.d.6.b................ Fuel governing system failure.

1.d.6.c................ Settling with power (OGE).

1.d.6.d................ Stability augmentation system failure.

1.d.6.e................ Directional control malfunction (including Loss of Tail Rotor Effectiveness, LTE).

1.d.6.f................ Other (listed on the SOQ).

1.e.................... Pre-takeoff Checks.

2. Takeoff and Departure Phase

2.a.................... Normal and Crosswind Takeoff.

2.a.1.................. From ground.

2.a.2.................. From hover.

2.a.3.................. Running.

2.a.4.................. Crosswind/tailwind.

2.a.5.................. Maximum performance.

2.b.................... Instrument.

2.c.................... Powerplant Failure During Takeoff.

2.c.1.................. Takeoff with engine failure after critical decision point (CDP).

2.d.................... Rejected Takeoff.

2.e.................... Instrument Departure.

2.f.................... Other (listed on the SOQ).

3. Climb

3.a.................... Normal.

3.b.................... Obstacle clearance.

3.c.................... Vertical.

3.d.................... One engine inoperative.

3.e.................... Other (listed on the SOQ).

4. Inflight Maneuvers

4.a.................... Performance.

4.b.................... Flying qualities.

4.c.................... Turns.

4.c.1.................. Timed.

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4.c.2.................. Normal.

4.c.3.................. Steep.

4.d.................... Accelerations and decelerations.

4.e.................... High-speed vibrations.

4.f.................... Abnormal/emergency procedures, for example:

4.f.1.................. Engine fire.

4.f.2.................. Engine failure.

4.f.2.a................ Powerplant Failure--Multiengine Helicopters.

4.f.2.b................ Powerplant Failure--Single-Engine Helicopters.

4.f.3.................. Inflight engine shutdown (and restart, if applicable).

4.f.4.................. Fuel governing system failures (e.g., FADEC malfunction).

4.f.5.................. Directional control malfunction.

4.f.6.................. Hydraulic failure.

4.f.7.................. Stability augmentation system failure.

4.f.8.................. Rotor vibrations.

4.f.9.................. Recovery From Unusual Attitudes.

4.f.10................. Settling with Power.

4.g.................... Other (listed on the SOQ).

5. Instrument Procedures

5.a.................... Instrument Arrival.

5.b.................... Holding.

5.c.................... Precision Instrument Approach.

5.c.1.................. Normal--All engines operating.

5.c.2.................. Manually controlled--One or more engines inoperative.

5.c.3.................. Approach procedures:

5.c.3.a................ PAR.

5.c.3.b................ GPS.

5.c.3.c................ ILS.

5.c.3.c.1.............. Manual (raw data).

5.c.3.c.2.............. Autopilot * only.

5.c.3.c.3.............. Flight director only.

5.c.3.c.4.............. Autopilot * and flight director (if appropriate) coupled.

5.c.3.d................ Other (listed on the SOQ).

5.d.................... Non-precision Instrument Approach.

5.d.1.................. Normal--All engines operating.

5.d.2.................. One or more engines inoperative.

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5.d.3.................. Approach procedures:

5.d.3.a................ NDB.

5.d.3.b................ VOR, RNAV, TACAN, GPS.

5.d.3.c................ ASR.

5.d.3.d................ Circling.

5.d.3.e................ Helicopter only.

5.d.3.f................ Other (listed on the SOQ).

5.e.................... Missed Approach.

5.e.1.................. All engines operating.

5.e.2.................. One or more engines inoperative.

5.e.3.................. Stability augmentation system failure.

5.e.4.................. Other (listed on the SOQ).

6. Landings and Approaches to Landings

6.a.................... Visual Approaches.

6.a.1.................. Normal.

6.a.2.................. Steep.

6.a.3.................. Shallow.

6.a.4.................. Crosswind.

6.b.................... Landings.

6.b.1.................. Normal.

6.b.1.a................ Running.

6.b.1.b................ From Hover.

6.b.2.................. Crosswind.

6.b.3.................. Tailwind.

6.b.4.................. One or more engines inoperative.

6.b.5.................. Rejected Landing.

6.b.6.................. Other (listed on the SOQ).

7. Normal and Abnormal Procedures (any phase of flight)

7.a.................... Helicopter and powerplant systems operation (as applicable).

7.a.1.................. Anti-icing/deicing systems.

7.a.2.................. Auxiliary powerplant.

7.a.3.................. Communications.

7.a.4.................. Electrical system.

7.a.5.................. Environmental system.

7.a.6.................. Fire detection and suppression.

7.a.7.................. Flight control system.

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7.a.8.................. Fuel system.

7.a.9.................. Engine oil system.

7.a.10................. Hydraulic system.

7.a.11................. Landing gear.

7.a.12................. Oxygen.

7.a.13................. Pneumatic.

7.a.14................. Powerplant.

7.a.15................. Flight control computers.

7.a.16................. Fly-by-wire controls.

7.a.17................. Stabilizer.

7.a.18................. Stability augmentation and control augmentation system(s).

7.a.19................. Other (listed on the SOQ).

7.b.................... Flight management and guidance system (as applicable).

7.b.1.................. Airborne radar.

7.b.2.................. Automatic landing aids.

7.b.3.................. Autopilot.*

7.b.4.................. Collision avoidance system.

7.b.5.................. Flight data displays.

7.b.6.................. Flight management computers.

7.b.7.................. Head-up displays.

7.b.8.................. Navigation systems.

7.b.9.................. Other (listed on the SOQ).

8. Emergency Procedures (as applicable)

8.a.................... Autorotative Landing.

8.b.................... Air hazard avoidance.

8.c.................... Ditching.

8.d.................... Emergency evacuation.

8.e.................... Inflight fire and smoke removal.

8.f.................... Retreating blade stall recovery.

8.g.................... Mast bumping.

8.h.................... Loss of tail rotor effectiveness.

8.i.................... Other (listed on the SOQ).

9. Postflight Procedures

9.a.................... After-Landing Procedures.

9.b.................... Parking and Securing.

9.b.1.................. Engine and systems operation.

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9.b.2.................. Parking brake operation.

9.b.3.................. Rotor brake operation.

9.b.4.................. Abnormal/emergency procedures.

10. Instructor Operating Station (IOS), as appropriate

10.a................... Power Switch(es).

10.b................... Helicopter conditions.

10.b.1................. Gross weight, center of gravity, fuel loading and allocation, etc.

10.b.2................. Helicopter systems status.

10.b.3................. Ground crew functions (e.g., ext. power).

10.c................... Airports.

10.c.1................. Selection.

10.c.2................. Runway selection.

10.c.3................. Preset positions (e.g., ramp, over final approach fix).

10.d................... Environmental controls.

10.d.1................. Temperature.

10.d.2................. Climate conditions (e.g., ice, rain).

10.d.3................. Wind speed and direction.

10.e................... Helicopter system malfunctions.

10.e.1................. Insertion/deletion.

10.e.2................. Problem clear.

10.f................... Locks, Freezes, and Repositioning.

10.f.1................. Problem (all) freeze/release.

10.f.2................. Position (geographic) freeze/release.

10.f.3................. Repositioning (locations, freezes, and releases).

10.f.4................. Ground speed control.

10.g................... Sound Controls.

10.g.1................. On/off/adjustment.

10.h................... Control Loading System (as applicable).

10.h.1................. On/off/emergency stop.

10.i................... Observer Stations.

10.i.1................. Position.

10.i.2................. Adjustments.

* ``Autopilot'' means attitude retention mode of operation.

Page 26756

Table D3B.--Table of Functions and Subjective Tests Airport or Landing

Area Content Requirements for Qualification at Level 7 FTD

QPS requirements

Entry No.

Operations tasks

This table specifies the minimum airport visual model content and functionality to qualify an FTD at the indicated level. This table applies only to the airport/helicopter landing area scenes required for

FTD qualification.

1...................... Functional test content requirements for Level 7 FTDs. The following is the minimum airport/ landing area model content requirement to satisfy visual capability tests, and provides suitable visual cues to allow completion of all functions and subjective tests described in this attachment for Level 7 FTDs.

1.a.................... A minimum of one (1) representative airport and one (1) representative helicopter landing area model. The airport and the helicopter landing area may be contained within the same visual model. If this option is selected, the approach path to the airport runway(s) and the approach path to the helicopter landing area must be different. The model(s) used to meet the following requirements may be demonstrated at either a fictional or a real-world airport or helicopter landing area, but each must be acceptable to the sponsor's TPAA, selectable from the IOS, and listed on the SOQ.

1.b.................... Fidelity of the Visual Scene. The fidelity of the visual scene must be sufficient for the aircrew to visually identify the airport and/ or helicopter landing area; determine the position of the simulated helicopter within the visual scene; successfully accomplish take- offs, approaches, and landings; and maneuver around the airport and/or helicopter landing area on the ground, or hover taxi, as necessary.

1.b.1.................. For each of the airport/helicopter landing areas described in 1.a., the FTD visual system must be able to provide at least the following:

1.b.1.a................ A night and twilight (dusk) environment.

1.b.1.b................ A daylight environment.

1.c.................... Runways:

1.c.1.................. Visible runway number.

1.c.2.................. Runway threshold elevations and locations must be modeled to provide sufficient correlation with helicopter systems (e.g., altimeter).

1.c.3.................. Runway surface and markings.

1.c.4.................. Lighting for the runway in use including runway edge and centerline.

1.c.5.................. Lighting, visual approach aid (VASI or PAPI) and approach lighting of appropriate colors.

1.c.6.................. Taxiway lights.

1.d.................... Helicopter landing area.

1.d.1.................. Standard heliport designation (``H'') marking, properly sized and oriented.

1.d.2.................. Perimeter markings for the Touchdown and Lift-

Off Area (TLOF) or the Final Approach and

Takeoff Area (FATO), as appropriate.

1.d.3.................. Perimeter lighting for the TLOF or the FATO areas, as appropriate.

1.d.4.................. Appropriate markings and lighting to allow movement from the runway or helicopter landing area to another part of the landing facility.

2...................... Visual scene management.

The following is the minimum visual scene management requirements for a Level 7 FTD.

2.a.................... Runway and helicopter landing area approach lighting must fade into view appropriately in accordance with the environmental conditions set in the FTD.

2.b.................... The direction of strobe lights, approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, touchdown zone lights, and TLOF or

FATO lights must be replicated.

3...................... Visual feature recognition.

The following are the minimum distances at which runway features must be visible.

Distances are measured from runway threshold or a helicopter landing area to a helicopter aligned with the runway or helicopter landing area on an extended 3[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.

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3.b.................... For runways: Centerline lights and taxiway definition from 3 sm (5 km).

3.c.................... For runways: Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the threshold.

3.d.................... For runways: Runway threshold lights and touchdown zone from 2 sm (3 km).

3.e.................... For runways and helicopter landing areas:

Markings within range of landing lights for night/twilight scenes and the surface resolution test on daylight scenes, as required.

3.f.................... For circling approaches: The runway of intended landing and associated lighting must fade into view in a non-distracting manner.

3.g.................... For helicopter landing areas: Landing direction lights and raised FATO lights from 1 sm (1.5 km).

3.h.................... For helicopter landing areas: Flush mounted

FATO lights, TLOF lights, and the lighted windsock from 0.5 sm (750 m).

4...................... Airport or Helicopter Landing Area Model

Content.

The following prescribes the minimum requirements for an airport/helicopter landing area visual model and identifies other aspects of the environment that must correspond with that model for a Level 7 FTD. For circling approaches, all tests apply to the runway used for the initial approach and to the runway of intended landing. If all runways or landing areas in a visual model used to meet the requirements of this attachment are not designated as ``in use,'' then the ``in use'' runways/landing areas must be listed on the

SOQ (e.g., KORD, Rwys 9R, 14L, 22R). Models of airports or helicopter landing areas with more than one runway or landing area must have all significant runways or landing areas not ``in- use'' visually depicted for airport/runway/ landing area recognition purposes. The use of white or off white light strings that identify the runway or landing area for twilight and night scenes are acceptable for this requirement; and rectangular surface depictions are acceptable for daylight scenes.

A visual system's capabilities must be balanced between providing visual models with an accurate representation of the airport and a realistic representation of the surrounding environment. Each runway or helicopter landing area designated as an ``in-use'' runway or area must include the following detail that is developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that such models contain details that are beyond the design capability of the currently qualified visual system. Only one

``primary'' taxi route from parking to the runway end or helicopter takeoff/landing area will be required for each ``in-use'' runway or helicopter takeoff/landing area.

4.a.................... The surface and markings for each ``in-use'' runway or helicopter landing area must include the following:

4.a.1.................. For airports: Runway threshold markings, runway numbers, touchdown zone markings, fixed distance markings, runway edge markings, and runway centerline stripes.

4.a.2.................. For helicopter landing areas: Markings for standard heliport identification (``H'') and

TLOF, FATO, and safety areas.

4.b.................... The lighting for each ``in-use'' runway or helicopter landing area must include the following:

4.b.1.................. For airports: Runway approach, threshold, edge, end, centerline (if applicable), touchdown zone (if applicable), leadoff, and visual landing aid lights or light systems for that runway.

4.b.2.................. For helicopter landing areas: Landing direction, raised and flush FATO, TLOF, windsock lighting.

4.c.................... The taxiway surface and markings associated with each ``in-use'' runway or helicopter landing area must include the following:

4.c.1.................. For airports: Taxiway edge, centerline (if appropriate), runway hold lines, and ILS critical area(s).

4.c.2.................. For helicopter landing areas: Taxiways, taxi routes, and aprons.

4.d.................... The taxiway lighting associated with each ``in- use'' runway or helicopter landing area must include the following:

4.d.1.................. For airports: Taxiway edge, centerline (if appropriate), runway hold lines, ILS critical areas.

4.d.2.................. For helicopter landing areas: Taxiways, taxi routes, and aprons.

4.d.3.................. For airports: Taxiway lighting of correct color.

4.e.................... Airport signage associated with each ``in-use'' runway or helicopter landing area must include the following:

4.e.1.................. For airports: Signs for runway distance remaining, intersecting runway with taxiway, and intersecting taxiway with taxiway.

4.e.2.................. For helicopter landing areas: As appropriate for the model used.

4.f.................... Required visual model correlation with other aspects of the airport or helicopter landing environment simulation:

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4.f.1.................. The airport or helicopter landing area model must be properly aligned with the navigational aids that are associated with operations at the ``in-use'' runway or helicopter landing area.

4.f.2.................. The simulation of runway or helicopter landing area contaminants must be correlated with the displayed runway surface and lighting, if applicable.

5...................... Correlation with helicopter and associated equipment.

The following are the minimum correlation comparisons that must be made for a Level 7

FTD.

5.a.................... Visual system compatibility with aerodynamic programming.

5.b.................... Visual cues to assess sink rate and depth perception during landings.

5.c.................... Accurate portrayal of environment relating to

FTD attitudes.

5.d.................... The visual scene must correlate with integrated helicopter systems, where installed (e.g., terrain, traffic and weather avoidance systems and Head-up Guidance System (HGS)).

5.e.................... Representative visual effects for each visible, own-ship, helicopter external light(s)--taxi and landing light lobes (including independent operation, if appropriate).

5.f.................... The effect of rain removal devices.

6...................... Scene quality.

The following are the minimum scene quality tests that must be conducted for a Level 7

FTD.

6.a.................... System light points must be free from distracting jitter, smearing and streaking.

6.b.................... Demonstration of occulting through each channel of the system in an operational scene.

6.c.................... Six discrete light step controls (0-5).

7...................... Special weather representations, which include visibility and RVR, measured in terms of distance.

Visibility/RVR checked at 2,000 ft (600 m) above the airport or helicopter landing area and at two heights below 2,000 ft with at least 500 ft of separation between the measurements. The measurements must be taken within a radius of 10 sm (16 km) from the airport or helicopter landing area.

7.a.................... Effects of fog on airport lighting such as halos and defocus.

7.b.................... Effect of own-ship lighting in reduced visibility, such as reflected glare, including landing lights, strobes, and beacons.

8...................... Instructor control of the following:

The following are the minimum instructor controls that must be available in a Level 7

FTD.

8.a.................... Environmental effects: E.g., cloud base, cloud effects, cloud density, visibility in statute miles/kilometers and RVR in feet/meters.

8.b.................... Airport or helicopter landing area selection.

8.c.................... Airport or helicopter landing area lighting, including variable intensity.

8.d.................... Dynamic effects including ground and flight traffic.

End QPS Requirement

Begin Information

9...................... An example of being able to combine two airport models to achieve two ``in-use'' runways: One runway designated as the ``in-use'' runway in the first model of the airport, and the second runway designated as the ``in-use'' runway in the second model of the same airport. For example, the clearance is for the ILS approach to Runway 27, Circle to Land on Runway 18 right. Two airport visual models might be used: The first with Runway 27 designated as the ``in use'' runway for the approach to runway 27, and the second with Runway 18 Right designated as the ``in use'' runway. When the pilot breaks off the ILS approach to runway 27, the instructor may change to the second airport visual model in which runway 18 Right is designated as the ``in use'' runway, and the pilot would make a visual approach and landing. This process is acceptable to the FAA as long as the temporary interruption due to the visual model change is not distracting to the pilot.

10..................... Sponsors are not required to provide every detail of a runway, but the detail that is provided should be correct within reasonable limits.

End Information

Page 26759

Table D3C.--Table of Functions and Subjective Tests Level 7 FTD Visual

Requirements Additional Visual Models Beyond Minimum Required for

Qualification Class II Airport or Helicopter Landing Area Models

QPS requirements

Entry No.

Operations tasks

This table specifies the minimum airport or helicopter landing area visual model content and functionality necessary to add visual models to an FTD's visual model library (i.e., beyond those necessary for qualification at the stated level) without the necessity of further involvement of the NSPM or TPAA.

1...................... Visual scene management.

The following is the minimum visual scene management requirements.

1.a.................... The installation and direction of the following lights must be replicated for the ``in-use'' surface:

1.a.1.................. For ``in-use'' runways: Strobe lights, approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, and touchdown zone lights.

1.a.2.................. For ``in-use'' helicopter landing areas: Ground level TLOF perimeter lights, elevated TLOF perimeter lights (if applicable), Optional

TLOF lights (if applicable), ground FATO perimeter lights, elevated TLOF lights (if applicable), landing direction lights.

2...................... Visual feature recognition.

The following are the minimum distances at which runway or landing area features must be visible. Distances are measured from runway threshold or a helicopter landing area to an aircraft aligned with the runway or helicopter landing area on a 3[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 5 sm (8 km) of the threshold.

2.a.4.................. Threshold lights and touchdown zone lights from 2 sm (3 km).

2.a.5.................. Markings within range of landing lights for night/twilight (dusk) scenes and as required by the surface resolution test on daylight scenes.

2.a.6.................. For circling approaches, the runway of intended landing and associated lighting must fade into view in a non-distracting manner.

2.b.................... For Helicopter landing areas.

2.b.1.................. Landing direction lights and raised FATO lights from 2 sm (3 km).

2.b.2.................. Flush mounted FATO lights, TOFL lights, and the lighted windsock from 1 sm (1500 m).

2.b.3.................. Hover taxiway lighting (yellow/blue/yellow cylinders) from TOFL area.

2.b.4.................. Markings within range of landing lights for night/twilight (dusk) scenes and as required by the surface resolution test on daylight scenes.

3...................... Airport or Helicopter Landing Area Model

Content.

The following prescribes the minimum requirements for what must be provided in an airport visual model and identifies other aspects of the airport environment that must correspond with that model. The detail must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that airport or helicopter landing area models contain details that are beyond the designed capability of the currently qualified visual system. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. Only one ``primary'' taxi route from parking to the runway end or helicopter takeoff/landing area will be required for each

``in-use'' runway or helicopter takeoff/ landing area.

3.a.................... The surface and markings for each ``in-use'' runway or helicopter landing area must include the following:

3.a.1.................. For airports: Runway threshold markings, runway numbers, touchdown zone markings, fixed distance markings, runway edge markings, and runway centerline stripes.

3.a.2.................. For helicopter landing areas: Standard heliport marking (``H''), TOFL, FATO, and safety areas.

3.b.................... The lighting for each ``in-use'' runway or helicopter landing area must include the following:

3.b.1.................. For airports: Runway approach, threshold, edge, end, centerline (if applicable), touchdown zone (if applicable), leadoff, and visual landing aid lights or light systems for that runway.

3.b.2.................. For helicopter landing areas: Landing direction, raised and flush FATO, TOFL, windsock lighting.

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3.c.................... The taxiway surface and markings associated with each ``in-use'' runway or helicopter landing area must include the following:

3.c.1.................. For airports: Taxiway edge, centerline (if appropriate), runway hold lines, and ILS critical area(s).

3.c.2.................. For helicopter landing areas: Taxiways, taxi routes, and aprons.

3.d.................... The taxiway lighting associated with each ``in- use'' runway or helicopter landing area must include the following:

3.d.1.................. For airports: Runway edge, centerline (if appropriate), runway hold lines, ILS critical areas.

3.d.2.................. For helicopter landing areas: Taxiways, taxi routes, and aprons.

4...................... Required visual model correlation with other aspects of the airport environment simulation.

The following are the minimum visual model correlation tests that must be conducted for

Level 7 FTD.

4.a.................... The airport model must be properly aligned with the navigational aids that are associated with operations at the ``in-use'' runway.

4.b.................... Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, must not cause distracting or unrealistic effects.

5...................... Correlation with helicopter and associated equipment.

The following are the minimum correlation comparisons that must be made.

5.a.................... Visual system compatibility with aerodynamic programming.

5.b.................... Accurate portrayal of environment relating to flight simulator attitudes.

5.c.................... Visual cues to assess sink rate and depth perception during landings.

6...................... Scene quality.

The following are the minimum scene quality tests that must be conducted.

6.a.................... Light points free from distracting jitter, smearing or streaking.

6.b.................... Surfaces and textural cues free from apparent and distracting quantization (aliasing).

7...................... Instructor controls of the following.

The following are the minimum instructor controls that must be available.

7.a.................... Environmental effects, e.g., cloud base (if used), cloud effects, cloud density, visibility in statute miles/kilometers and RVR in feet/meters.

7.b.................... Airport/Heliport selection.

7.c.................... Airport/Heliport lighting including variable intensity.

7.d.................... Dynamic effects including ground and flight traffic.

End QPS Requirements

Begin Information

8...................... Sponsors are not required to provide every detail of a runway or helicopter landing area, but the detail that is provided must be correct within the capabilities of the system.

End Information

Table D3D.--Table of Functions And Subjective Tests Level 6 FTD

QPS requirements

Entry No.

Operations tasks

Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List or for a Level 6 FTD. Items not installed or not functional on the FTD and not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

Page 26761

1. Preflight Procedures

1.a.................... Preflight Inspection (Flight Deck Only) switches, indicators, systems, and equipment.

1.b.................... APU/Engine start and run-up.

1.b.1.................. Normal start procedures.

1.b.2.................. Alternate start procedures.

1.b.3.................. Abnormal starts and shutdowns.

1.b.4.................. Rotor engagement.

1.b.5.................. System checks.

2. Takeoff and Departure Phase

2.a.................... Instrument.

2.b.................... Takeoff with engine failure after critical decision point (CDP).

3. Climb

3.a.................... Normal.

3.b.................... One engine inoperative.

4. Inflight Maneuvers

4.a.................... Performance.

4.b.................... Flying qualities.

4.c.................... Turns.

4.c.1.................. Timed.

4.c.2.................. Normal.

4.c.3.................. Steep.

4.d.................... Accelerations and decelerations.

4.e.................... Abnormal/emergency procedures:

4.e.1.................. Engine fire.

4.e.2.................. Engine failure.

4.e.3.................. In-flight engine shutdown (and restart, if applicable).

4.e.4.................. Fuel governing system failures (e.g., FADEC malfunction).

4.e.5.................. Directional control malfunction (restricted to the extent that the maneuver may not terminate in a landing).

4.e.6.................. Hydraulic failure.

4.e.7.................. Stability augmentation system failure.

5. Instrument Procedures

5.a.................... Holding.

5.b.................... Precision Instrument Approach.

5.b.1.................. All engines operating.

5.b.2.................. One or more engines inoperative.

5.b.3.................. Approach procedures:

Page 26762

5.b.4.................. PAR.

5.b.5.................. ILS.

5.b.6.................. Manual (raw data).

5.b.7.................. Flight director only.

5.b.8.................. Autopilot* and flight director (if appropriate) coupled.

5.c.................... Non-precision Instrument Approach.

5.c.................... Normal--All engines operating.

5.c.................... One or more engines inoperative.

5.c.................... Approach procedures:

5.c.1.................. NDB.

5.c.2.................. VOR, RNAV, TACAN, GPS.

5.c.3.................. ASR.

5.c.4.................. Helicopter only.

5.d.................... Missed Approach.

5.d.1.................. All engines operating.

5.d.2.................. One or more engines inoperative.

5.d.3.................. Stability augmentation system failure.

6. Normal and Abnormal Procedures (any phase of flight)

6.a.................... Helicopter and powerplant systems operation (as applicable).

6.a.1.................. Anti-icing/deicing systems.

6.a.2.................. Auxiliary power-plant.

6.a.3.................. Communications.

6.a.4.................. Electrical system.

6.a.5.................. Environmental system.

6.a.6.................. Fire detection and suppression.

6.a.7.................. Flight control system.

6.a.8.................. Fuel system.

6.a.9.................. Engine oil system.

6.a.10................. Hydraulic system.

6.a.11................. Landing gear.

6.a.12................. Oxygen.

6.a.13................. Pneumatic.

6.a.14................. Powerplant.

6.a.15................. Flight control computers.

6.a.16................. Stability augmentation and control augmentation system(s).

6.b.................... Flight management and guidance system (as applicable).

Page 26763

6.b.1.................. Airborne radar.

6.b.2.................. Automatic landing aids.

6.b.3.................. Autopilot.*

6.b.4.................. Collision avoidance system.

6.b.5.................. Flight data displays.

6.b.6.................. Flight management computers.

6.b.7.................. Navigation systems.

7. Postflight Procedures

7.a.................... Parking and Securing.

7.b.................... Engine and systems operation.

7.c.................... Parking brake operation.

7.d.................... Rotor brake operation.

7.e.................... Abnormal/emergency procedures.

8. Instructor Operating Station (IOS), as appropriate

8.a.................... Power Switch(es).

8.b.1.................. Helicopter conditions.

8.b.2.................. Gross weight, center of gravity, fuel loading and allocation, etc.

8.b.3.................. Helicopter systems status.

8.b.4.................. Ground crew functions (e.g., ext. power).

8.c.................... Airports and landing areas.

8.c.1.................. Number and selection.

8.c.2.................. Runway or landing area selection.

8.c.3.................. Preset positions (e.g., ramp, over FAF).

8.c.4.................. Lighting controls.

8.d.................... Environmental controls.

8.d.1.................. Temperature.

8.d.2.................. Climate conditions (e.g., ice, rain).

8.d.3.................. Wind speed and direction.

8.e.................... Helicopter system malfunctions.

8.e.1.................. Insertion/deletion.

8.e.2.................. Problem clear.

8.f.................... Locks, Freezes, and Repositioning.

8.f.1.................. Problem (all) freeze/release.

8.f.2.................. Position (geographic) freeze/release.

8.f.3.................. Repositioning (locations, freezes, and releases).

8.f.4.................. Ground speed control.

Page 26764

8.g.................... Sound Controls. On/off/adjustment.

8.h.................... Control Loading System (as applicable) On/off/ emergency stop.

8.i.................... Observer Stations.

8.i.1.................. Position.

8.i.2.................. Adjustments.

* ``Autopilot'' means attitude retention mode of operation.

Table D3E.--Table of Functions and Subjective Tests Level 5 FTD

QPS requirements

Entry No.

Operations tasks

Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List or for a Level 5 FTD. Items not installed or not functional on the FTD and not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

1. Preflight Procedures

1.a.................... Preflight Inspection (Flight Deck Only) switches, indicators, systems, and equipment.

1.b.................... APU/Engine start and run-up.

1.b.1.................. Normal start procedures.

1.b.2.................. Alternate start procedures.

1.b.3.................. Abnormal starts and shutdowns.

2. Climb

2.a.................... Normal.

3. Inflight Maneuvers

3.a.................... Performance.

3.b.................... Turns, Normal.

4. Instrument Procedures

4.a.................... Coupled instrument approach maneuvers (as applicable for the systems installed).

5. Normal and Abnormal Procedures (any phase of flight)

5.a.................... Normal system operation (installed systems).

5.b.................... Abnormal/Emergency system operation (installed systems).

6. Postflight Procedures

6.a.................... Parking and Securing.

6.b.................... Engine and systems operation.

6.c.................... Parking brake operation.

6.d.................... Rotor brake operation.

6.e.................... Abnormal/emergency procedures.

7. Instructor Operating Station (IOS), as appropriate

7.a.................... Power Switch(es).

7.b.................... Preset positions (ground; air)

Page 26765

7.c.................... Helicopter system malfunctions.

7.c.1.................. Insertion/deletion.

7.c.2.................. Problem clear.

7.d.................... Control Loading System (as applicable) On/off/ emergency stop.

7.e.................... Observer Stations.

7.e.1.................. Position.

7.e.2.................. Adjustments.

Table D3F.--Table of Functions and Subjective Tests Level 4 FTD

QPS requirements

Entry No.

Operations tasks

Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List or for a Level 4 FTD. Items not installed or not functional on the FTD and not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

1. Preflight Procedures

1.a.................... Preflight Inspection (Flight Deck Only) switches, indicators, systems, and equipment.

1.b.................... APU/Engine start and run-up.

1.b.1.................. Normal start procedures.

1.b.2.................. Alternate start procedures.

1.b.3.................. Abnormal starts and shutdowns.

2. Normal and Abnormal Procedures (any phase of flight)

2.a.................... Normal system operation (installed systems).

2.b.................... Abnormal/Emergency system operation (installed systems).

3. Postflight Procedures

3.a.................... Parking and Securing.

3.b.................... Engine and systems operation.

3.c.................... Parking brake operation.

4. Instructor Operating Station (IOS), as appropriate

4.a.................... Power Switch(es).

4.b.................... Preset positions (ground; air)

4.c.................... Helicopter system malfunctions.

4.c.1.................. Insertion/deletion.

4.c.2.................. Problem clear.

Page 26766

Attachment 4 to Appendix D to Part 60--Sample Documents

Table of Contents

Figure D4A Sample Letter, Request for Initial, Upgrade, or

Reinstatement Evaluation

Figure D4B Attachment: FTD Information Form

Figure A4C Sample Letter of Compliance

Figure D4D Sample Qualification Test Guide Cover Page

Figure D4E Sample Statement of Qualification--Certificate

Figure D4F Sample Statement of Qualification--Configuration List

Figure D4G Sample Statement of Qualification--List of Qualified

Tasks

Figure D4H Sample Continuing Qualification Evaluation Requirements

Page

Figure D4I Sample MQTG Index of Effective FTD Directives

BILLING CODE 4910-13-P

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Continued on page 26777

From the Federal Register Online via GPO Access [wais.access.gpo.gov]

]

pp. 26777-26786

Flight Simulation Training Device Initial and Continuing

Qualification and Use

Continued from page 26776

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Appendix E to Part 60--Qualification Performance Standards for Quality

Management Systems for Flight Simulation Training Devices

Begin QPS Requirements a. Not later than May 30, 2010, each current sponsor of an FSTD must submit to the NSPM a proposed Quality Management System (QMS) program as described in this appendix. The NSPM will notify the sponsor of the acceptability of the program, including any required adjustments. Within 6 months of the notification of acceptability, the sponsor must implement the program, conduct internal audits, make required program adjustments as a result of any internal audit, and schedule the NSPM initial audit. b. First-time FSTD sponsors must submit to the NSPM the proposed

QMS program no later than 120 days before the initial FSTD evaluation. The NSPM will notify the sponsor of the acceptability of the program, including any required adjustments. Within 6 months of the notification of acceptability, the sponsor must implement the program, conduct internal audits, make required program adjustments as a result of any internal audit, and schedule the NSPM initial audit. c. The Director of Operations for a Part 119 certificate holder, the Chief Instructor for a Part 141 certificate holder, or the equivalent for a Part 142 or Flight Engineer School sponsor must designate a Management Representative (MR) who has the authority to establish and modify the sponsor's policies, practices, and procedures regarding the QMS program for the recurring qualification and the daily use of each FSTD. d. The minimum content required for an acceptable QMS is found in Table E1. The policies, processes, or procedures described in this table must be maintained in a Quality Manual and will serve as the basis for the following:

(1) The sponsor-conducted initial and recurring periodic assessments;

(2) The NSPM-conducted initial and recurring periodic assessments; and

(3) The continuing surveillance and analysis by the NSPM of the sponsor's performance and effectiveness in providing a satisfactory

FSTD for use on a regular basis. e. The sponsor must conduct assessments of its QMS program in segments. The segments will be established by the NSPM at the initial assessment, and the interval for the segment assessments will be every 6 months. The intervals for the segment assessments may be extended beyond 6 months as the QMS program matures, but will not be extended beyond 12 months. The entire QMS program must be assessed every 24 months. f. The periodic assessments conducted by the NSPM will be conducted at intervals not less than once every 24 months, and include a comprehensive review of the QMS program. These reviews will be conducted more frequently if warranted.

End QPS Requirements

Begin Information g. An example of a segment assessment--At the initial QMS assessment, the NSPM will divide the QMS program into segments

(e.g., 6 separate segments). There must be an assessment of a certain number of segments every 6 months (i.e., segments 1 and 2 at the end of the first 6 month period; segments 3 and 4 at the end of the second 6 month period (or one year); and segments 5 and 6 at the end of the third 6 month period (or 18 months). As the program matures, the interval between assessments may be extended to 12 months (e.g., segments 1, 2, and 3 at the end of the first year; and segments 4, 5, and 6 at the end of the second year). In both cases, the entire QMS program is assessed at least every 24 months. h. The following materials are presented to assist sponsors in preparing for an NSPM evaluation of the QMS program. The sample documents include:

(1) The NSPM desk assessment tool for initial evaluation of the required elements of a QMS program.

(2) The NSPM on-site assessment tool for initial and continuing evaluation of the required elements of a QMS program.

(3) An Element Assessment Table that describes the circumstances that exist to warrant a finding of ``non-compliance,'' or ``non- conformity''; ``partial compliance,'' or

Page 26780

``partial conformity''; and ``acceptable compliance,'' or

``acceptable conformity.''

(4) A sample Continuation Sheet for additional comments that may be added by the sponsor or the NSPM during a QMS evaluation.

(5) A sample Sponsor Checklist to assist the sponsor in verifying the elements that comprise the required QMS program.

(6) A table showing the essential functions, processes, and procedures that relate to the required QMS components and a cross- reference to each represented task. i. Additional Information.

(1) In addition to specifically designated QMS evaluations, the

NSPM will evaluate the sponsor's QMS program as part of regularly scheduled FSTD continuing qualification evaluations and no-notice

FSTD evaluations, focusing in part on the effectiveness and viability of the QMS program and its contribution to the overall capability of the FSTD to meet the requirements of this part.

(2) The sponsor or MR may delegate duties associated with maintaining the qualification of the FSTD (e.g., corrective and preventive maintenance, scheduling and conducting tests or inspections, functional preflight checks) but retain the responsibility and authority for the day-to-day qualification of the

FSTD. One person may serve as the sponsor or MR for more than one

FSTD, but one FSTD may not have more than one sponsor or MR.

(3) A QMS program may be applicable to more than one certificate holder (e.g., part 119 and part 142 or two part 119 certificate holders) and an MR may work for more than one certificate holder

(e.g., part 119 and part 142 or two part 119 certificate holders) as long as the sponsor's QMS program requirements and the MR requirements are met for each certificate holder.

(4) Standard Measurements for Flight Simulator Quality: A quality system based on FSTD performance will improve and maintain training quality. See http://www.faa.gov/safety/programs-- initiatives/aircraft--aviation/nsp/sqms/ for more information on measuring FSTD performance. j. The FAA does not mandate a specific QMS program format, but an acceptable QMS program should contain the following:.

(1) A Quality Policy. This is a formal written Quality Policy

Statement that is a commitment by the sponsor outlining what the

Quality System will achieve.

(2) A MR who has overall authority for monitoring the on-going qualification of assigned FSTDs to ensure that all FSTD qualification issues are resolved as required by this part. The MR should ensure that the QMS program is properly implemented and maintained, and should:

(a) Brief the sponsor's management on the qualification processes;

(b) Serve as the primary contact point for all matters between the sponsor and the NSPM regarding the qualification of the assigned

FSTDs; and

(c) Oversee the day-to-day quality control.

(3) The system and processes outlined in the QMS should enable the sponsor to monitor compliance with all applicable regulations and ensure correct maintenance and performance of the FSTD in accordance with part 60.

(4) A QMS program and a statement acknowledging completion of a periodic review by the MR should include the following:

(a) A maintenance facility that provides suitable FSTD hardware and software tests and maintenance capability.

(b) A recording system in the form of a technical log in which defects, deferred defects, and development projects are listed, assigned and reviewed within a specified time period.

(c) Routine maintenance of the FSTD and performance of the QTG tests with adequate staffing to cover FSTD operating periods.

(d) A planned internal assessment schedule and a periodic review should be used to verify that corrective action was complete and effective. The assessor should have adequate knowledge of FSTDs and should be acceptable to the NSPM.

(5) The MR should receive Quality System training and brief other personnel on the procedures.

End Information

Table E1.--FSTD Quality Management System

Information

Entry No.

QPS requirement

(reference)

E1.1............... A QMS manual that prescribes the Sec. 60.5(a). policies, processes, or procedures outlined in this table.

E1.2............... A policy, process, or procedure Sec. 60.5(b). specifying how the sponsor will identify deficiencies in the

QMS.

E1.3............... A policy, process, or procedure Sec. 60.5(b). specifying how the sponsor will document how the QMS program will be changed to address deficiencies.

E1.4............... A policy, process, or procedure Sec. 60.5(c). specifying how the sponsor will address proposed program changes (for programs that do not meet the minimum requirements as notified by the

NSPM) to the NSPM and receive approval prior to their implementation.

E1.5............... A policy, process, or procedure Sec. specifying how the sponsor will 60.7(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.

E1.7............... A policy, process, or procedure Sec. 60.5(b)(7) specifying how the sponsor will and Sec. obtain an annual written

60.7(d)(2). statement from a qualified pilot (who has flown the subject aircraft or set of aircraft during the preceding 12-month period) that the performance and handling qualities of the subject FSTD represents the subject aircraft or set of aircraft (within the normal operating envelope).

Required only if the subject

FSTD is not used in the sponsor's FAA-approved flight training program for the aircraft or set of aircraft at least once within the preceding 12-month period.

E1.8............... A policy, process, or procedure Sec. specifying how independent

60.9(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.

Page 26781

E1.9............... A policy, process, or procedure Sec. specifying how and where the

60.9(b)(2).

FSTD SOQ will be posted, or accessed by an appropriate terminal or display, in or adjacent to the FSTD.

E1.10.............. A policy, process, or procedure Sec. 60.9(c) 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 the

and (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 sponsor

Appendices A, B, will:

C, and D.

E1.12.a............ Ensure that the data made available to the NSPM (the validation data package) includes the aircraft manufacturer's flight test data

(or other data approved by the

NSPM) and all relevant data developed after the type certificate was issued (e.g., data developed in response to an airworthiness directive) if the data results from a change in performance, handling qualities, functions, or other characteristics of the aircraft that must be considered for flight crewmember training, evaluation, or experience requirements.

E1.12.b............ Notify the NSPM within 10 working days of becoming aware that an addition to or a revision of the flight related data or airplane systems related data is available if this data is used to program or operate a qualified FSTD.

E1.12.c............ Maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and if appropriate, with the person who supplied the aircraft data package for the FFS for the purposes of receiving notification of data package changes.

E1.13.............. A policy, process, or procedure Sec. 60.14. specifying how the sponsor will make available all special equipment and qualified personnel needed to conduct tests during initial, continuing qualification, or special evaluations.

E1.14.............. A policy, process, or procedure Sec. 60.15(a)- 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 simultaneously

60.15(b)(ii); request the TPAA forward a

Sec. 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.

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.

Page 26782

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 for

60.16(a)(1)(i); additional qualification(s) to and Sec. the SOQ.

60.16(a)(1)(ii).

E1.19.............. A policy, process, or procedure Sec. specifying how the sponsor

60.19(a)(1) QPS completes all required

Appendices 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 sponsor

60.19(a)(2) QPS completes and records a

Appendices 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 sponsor

60.19(b)(2). schedules continuing qualification evaluations with the NSPM.

E1.22.............. A policy, process, or procedure Sec. specifying how the sponsor

60.19(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 FSTD

60.19(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 sponsor

60.23(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

E1.29.b............ Twenty-one days since the sponsor notified the NSPM and the TPAA of the proposed modification and one has approved the proposed modification and the other has not responded; or

E1.29.c............ The FSTD successfully completing any evaluation the NSPM may require in accordance with the standards for an evaluation for initial qualification or any part thereof before the modified FSTD is placed in service.

E1.30.............. A policy, process, or procedure Sec. 60.23(d)- specifying how, after an FSTD

(e). modification is approved by the

NSPM, the sponsor will:

E1.30.a............ Post an addendum to the SOQ until as the NSPM issues a permanent, updated SOQ.

E1.30.b............ Update the MQTG with current objective test results and appropriate objective data for each affected objective test or other MQTG section affected by the modification.

Page 26783

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 a

Appendices A, B, component has been missing,

C, or D. malfunctioning, or inoperative

(MMI), including:

E1.31.a............ How the sponsor will post a list of MMI components in or adjacent to the FSTD.

E1.31.b............ How the sponsor will notify the

NSPM if the MMI has not been repaired or replaced within 30 days.*

E1.32.............. A policy, process, or procedure Sec. 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 SOQ.

E1.33.c............ Results of the qualification evaluations (initial and each upgrade) since the issuance of the original SOQ.

E1.33.d............ Results of the objective tests conducted in accordance with this part for a period of 2 years.

E1.33.e............ Results of the previous three continuing qualification evaluations, or the continuing qualification evaluations from the previous 2 years, whichever covers a longer period.

E1.33.f............ Comments obtained in accordance with Sec. 60.9(b);

E1.33.g............ A record of all discrepancies entered in the discrepancy log over the previous 2 years, including the following:

E1.33.g.1.......... A list of the components or equipment that were or are missing, malfunctioning, or inoperative.

E1.33.g.2.......... The action taken to correct the discrepancy.

E1.33.g.3.......... The date the corrective action was taken.

E1.33.g.4.......... The identity of the person determining that the discrepancy has been corrected.

* Note: If the sponsor has an approved discrepancy prioritization system, this item is satisfied by describing how discrepancies are prioritized, what actions are taken, and how the sponsor will notify the NSPM if the MMI has not been repaired or replaced within the specified timeframe.

Appendix F to Part 60--Definitions and Abbreviations for Flight

Simulation Training Devices

Begin Information 1. Some of the definitions presented below are repeated from the definitions found in 14 CFR part 1, as indicated parenthetically

End Information

Begin QPS Requirements 2. Definitions 1st Segment--the portion of the takeoff profile from liftoff to gear retraction. 2nd Segment--the portion of the takeoff profile from after gear retraction to initial flap/slat retraction. 3rd Segment--the portion of the takeoff profile after flap/slat retraction is complete.

Aircraft Data Package--a combination of the various types of data used to design, program, manufacture, modify, and test the

FSTD.

Airspeed--calibrated airspeed unless otherwise specified and expressed in terms of nautical miles per hour (knots).

Airport Model--

Class I. Whether modeling real world or fictional airports (or landing areas for helicopters), these airport models (or landing areas for helicopters) are those that meet the requirements of Table

A3B or C3B, found in attachment 2 of Appendix A or C, as appropriate, are evaluated by the NSPM, and are listed on the SOQ.

Class II. Whether modeling real world or fictional airports (or landing areas for helicopters), these airport models (or landing areas for helicopters) are those models that are in excess of those used for simulator qualification at a specified level. The FSTD sponsor is responsible for determining that these models meet the requirements set out in Table A3C or C3C, found in attachment 2 of

Appendix A or C, as appropriate.

Class III. This is a special class of airport model (or landing area for helicopters), used for specific purposes, and includes models that may be incomplete or inaccurate when viewed without restriction, but when appropriate limits are applied (e.g., ``valid for use only in visibility conditions less than \1/2\ statue mile or

RVR2400 feet,'' ``valid for use only for approaches to Runway 22L and 22R''), those features that may be incomplete or inaccurate may not be able to be recognized as such by the crewmember being trained, tested, or checked. Class III airport models used for training, testing, or checking activities under this Chapter requires the certificate holder to submit to the TPAA an appropriate analysis of the skills, knowledge, and abilities necessary for competent performance of the task(s) in which this particular model is to be used, and requires TPAA acceptance of each Class III model.

Altitude--pressure altitude (meters or feet) unless specified otherwise.

Angle of Attack--the angle between the airplane longitudinal axis and the relative

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wind vector projected onto the airplane plane of symmetry.

Automatic Testing--FSTD testing where all stimuli are under computer control.

Bank--the airplane attitude with respect to or around the longitudinal axis, or roll angle (degrees).

Breakout--the force required at the pilot's primary controls to achieve initial movement of the control position.

Certificate Holder--a person issued a certificate under parts 119, 141, or 142 of this chapter or a person holding an approved course of training for flight engineers in accordance with part 63 of this chapter.

Closed Loop Testing--a test method where the input stimuli are generated by controllers that drive the FSTD to follow a pre-defined target response.

Computer Controlled Aircraft--an aircraft where all pilot inputs to the control surfaces are transferred and augmented by computers.

Confined Area (helicopter operations)--an area where the flight of the helicopter is limited in some direction by terrain or the presence of natural or man-made obstructions (e.g., a clearing in the woods, a city street, or a road bordered by trees or power lines are regarded as confined areas).

Control Sweep--movement of the appropriate pilot controller from neutral to an extreme limit in one direction (Forward, Aft, Right, or Left), a continuous movement back through neutral to the opposite extreme position, and then a return to the neutral position.

Convertible FSTD--an FSTD in which hardware and software can be changed so that the FSTD becomes a replica of a different model, usually of the same type aircraft. The same FSTD platform, flight deck shell, motion system, visual system, computers, and peripheral equipment can be used in more than one simulation.

Critical Engine Parameter--the parameter that is the most accurate measure of propulsive force.

Deadband--the amount of movement of the input for a system for which there is no reaction in the output or state of the system observed.

Distance--the length of space between two points, expressed in terms of nautical miles unless otherwise specified.

Discrepancy--as used in this part, an aspect of the FSTD that is not correct with respect to the aircraft being simulated. This includes missing, malfunctioning, or inoperative components that are required to be present and operate correctly for training, evaluation, and experience functions to be creditable. It also includes errors in the documentation used to support the FSTD (e.g.,

MQTG errors, information missing from the MQTG, or required statements from appropriately qualified personnel).

Downgrade--a permanent change in the qualification level of an

FSTD to a lower level.

Driven--a test method where the input stimulus or variable is positioned by automatic means, usually a computer input.

Electronic Copy of the MQTG--an electronic copy of the MQTG provided by an electronic scan presented in a format, acceptable to the NSPM.

Electronic Master Qualification Test Guide--an electronic version of the MQTG (eMQTG), where all objective data obtained from airplane testing, or another approved source, together with correlating objective test results obtained from the performance of the FSTD and a description of the equipment necessary to perform the evaluation for the initial and the continuing qualification evaluations is stored, archived, or presented in either reformatted or digitized electronic format.

Engine--as used in this part, the appliance or structure that supplies propulsive force for movement of the aircraft: i.e., The turbine engine for turbine powered aircraft; the turbine engine and propeller assembly for turbo-propeller powered aircraft; and the reciprocating engine and propeller assembly for reciprocating engine powered aircraft. For purposes of this part, engine failure is the failure of either the engine or propeller assembly to provide thrust higher than idle power thrust due to a failure of either the engine or the propeller assembly.

Evaluation--with respect to an individual, the checking, testing, or review associated with flight crewmember qualification, training, and certification under parts 61, 63, 121, or 135 of this chapter. With respect to an FSTD, the qualification activities for the device (e.g., the objective and subjective tests, the inspections, or the continuing qualification evaluations) associated with the requirements of this part.

Fictional Airport--a visual model of an airport that is a collection of ``non-real world'' terrain, instrument approach procedures, navigation aids, maps, and visual modeling detail sufficient to enable completion of an Airline Transport Pilot

Certificate or Type Rating.

Flight Experience--recency of flight experience for landing credit purposes.

Flight Simulation Training Device (FSTD)--a full flight simulator (FFS) or a flight training device (FTD). (Part 1)

Flight Test Data--(a subset of objective data) aircraft data collected by the aircraft manufacturer or other acceptable data supplier during an aircraft flight test program.

Flight Training Device (FTD)--a replica of aircraft instruments, equipment, panels, and controls in an open flight deck area or an enclosed aircraft flight deck replica. It includes the equipment and computer programs necessary to represent aircraft (or set of aircraft) operations in ground and flight conditions having the full range of capabilities of the systems installed in the device as described in part 60 of this chapter and the qualification performance standard (QPS) for a specific FTD qualification level.

(Part 1)

Free Response--the response of the FSTD after completion of a control input or disturbance.

Frozen--a test condition where one or more variables are held constant with time.

FSTD Approval--the extent to which an FSTD may be used by a certificate holder as authorized by the FAA.

FSTD Directive--a document issued by the FAA to an FSTD sponsor requiring a modification to the FSTD due to a safety-of-flight issue and amending the qualification basis for the FSTD.

FSTD Latency--the additional time for the FSTD to respond to input that is beyond the response time of the aircraft.

FSTD Performance--the overall performance of the FSTD, including aircraft performance (e.g., thrust/drag relationships, climb, range) and flight and ground handling.

Full Flight Simulator (FFS)--a replica of a specific type, make, model, or series aircraft. It includes the equipment and computer programs necessary to represent aircraft operations in ground and flight conditions, a visual system providing an out-of-the-flight deck view, a system that provides cues at least equivalent to those of a three-degree-of-freedom motion system, and has the full range of capabilities of the systems installed in the device as described in part 60 of this chapter and the QPS for a specific FFS qualification level. (Part 1)

Gate Clutter--the static and moving ground traffic (e.g., other airplanes; tugs; power or baggage carts; fueling, catering, or cargo trucks; pedestrians) presented to pose a potential conflict with the simulated aircraft during ground operations around the point where the simulated airplane is to be parked between flights

Generic Airport Model--a Class III visual model that combines correct navigation aids for a real world airport with a visual model that does not depict that same airport.

Grandfathering--as used in this part, the practice of assigning a qualification basis for an FSTD based on the period of time during which a published set of standards governed the requirements for the initial and continuing qualification of FSTDs. Each FSTD manufactured during this specified period of time is

``grandfathered'' or held to the standards that were in effect during that time period. The grandfathered standards remain applicable to each FSTD manufactured during the stated time period regardless of any subsequent modification to those standards and regardless of the sponsor, as long as the FSTD remains qualified or is maintained in a non-qualified status in accordance with the specific requirements and time periods prescribed in this part.

Gross Weight--For objective test purposes:

Basic Operating Weight (BOW)--the empty weight of the aircraft plus the weight of the following: Normal oil quantity; lavatory servicing fluid; potable water; required crewmembers and their baggage; and emergency equipment.

Light Gross Weight--a weight chosen by the sponsor or data provider that is not more than 120% of the BOW of the aircraft being simulated or the minimum practical operating weight of the test aircraft.

Medium Gross Weight--a weight chosen by the sponsor or data provider that is within 10% of the average of the numerical values of the BOW and the maximum certificated gross weight.

Near Maximum Gross Weight--a weight chosen by the sponsor or data provider that is not less than the BOW of the aircraft being simulated plus 80% of the difference between the maximum certificated gross weight (either takeoff weight or landing

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weight, as appropriate for the test) and the BOW.

Ground Effect--the change in aerodynamic characteristics due to of the change in the airflow past the aircraft caused by the proximity of the earth's surface to the airplane.

Hands Off--a test maneuver conducted without pilot control inputs.

Hands On--a test maneuver conducted with pilot control inputs as required.

Heave--FSTD movement with respect to or along the vertical axis.

Height--the height above ground level (or AGL) expressed in meters or feet.

``In Use'' Runway--as used in this part, the runway that is currently selected, able to be used for takeoffs and landings, and has the surface lighting and markings required by this part. Also known as the ``active'' runway.

Integrated Testing--testing of the FSTD so that all aircraft system models are active and contribute appropriately to the results. With integrated testing, none of the models used are substituted with models or other algorithms intended for testing only.

Irreversible Control System--a control system where movement of the control surface will not backdrive the pilot's control on the flight deck.

Locked--a test condition where one or more variables are held constant with time.

Manual Testing--FSTD testing conducted without computer inputs except for initial setup, and all modules of the simulation are active.

Master Qualification Test Guide (MQTG)--the FAA-approved

Qualification Test Guide with the addition of the FAA-witnessed test results, applicable to each individual FSTD.

Medium--the normal operational weight for a given flight segment.

National Simulator Program Manager (NSPM)--the FAA manager responsible for the overall administration and direction of the

National Simulator Program (NSP), or a person approved by that FAA manager.

Near Limiting Performance--the performance level the operating engine must be required to achieve to have sufficient power to land a helicopter after experiencing a single engine failure during takeoff of a multiengine helicopter. The operating engine must be required to operate within at least 5 percent of the maximum RPM or temperature limits of the gas turbine or power turbine, or operate within at least 5 percent of the maximum drive train torque limits.

Near limiting performance is based on the existing combination of density altitude, temperature, and helicopter gross weight.

Nominal--the normal operating configuration, atmospheric conditions, and flight parameters for the specified flight segment.

Non-Normal Control--a term used in reference to Computer

Controlled Aircraft. It is the state where one or more of the intended control, augmentation, or protection functions are not fully working. Note: Specific terms such as ALTERNATE, DIRECT,

SECONDARY, or BACKUP may be used to define an actual level of degradation.

Normal Control--a term used in reference to Computer Controlled

Aircraft. It is the state where the intended control, augmentation, and protection functions are fully working.

Objective Data--quantitative data, acceptable to the NSPM, used to evaluate the FSTD.

Objective Test--a quantitative measurement and evaluation of

FSTD performance.

Pitch--the airplane attitude with respect to, or around, the lateral axis expressed in degrees.

Power Lever Angle (PLA)--the angle of the pilot's primary engine control lever(s) on the flight deck. This may also be referred to as

THROTTLE or POWER LEVER.

Predicted Data--estimations or extrapolations of existing flight test data or data from other simulation models using engineering analyses, engineering simulations, design data, or wind tunnel data.

Protection Functions--systems functions designed to protect an airplane from exceeding its flight maneuver limitations.

Pulse Input--a step input to a control followed by an immediate return to the initial position.

Qualification Level--the categorization of an FSTD established by the NSPM based on the FSTDs demonstrated technical and operational capabilities as prescribed in this part.

Qualification Performance Standard (QPS)--the collection of procedures and criteria used when conducting objective and subjective tests, to establish FSTD qualification levels. The QPS are published in the appendices to this part, as follows: Appendix

A, for Airplane Simulators; Appendix B, for Airplane Flight Training

Devices; Appendix C, for Helicopter Simulators; Appendix D, for

Helicopter Flight Training Devices; Appendix E, for Quality

Management Systems for Flight Simulation Training Devices; and

Appendix F, for Definitions and Abbreviations for Flight Simulation

Training Devices.

Qualification Test Guide (QTG)--the primary reference document used for evaluating an aircraft FSTD. It contains test results, statements of compliance and capability, the configuration of the aircraft simulated, and other information for the evaluator to assess the FSTD against the applicable regulatory criteria.

Quality Management System (QMS)--a flight simulation quality- systems that can be used for external quality-assurance purposes. It is designed to identify the processes needed, determine the sequence and interaction of the processes, determine criteria and methods required to ensure the effective operation and control of the processes, ensure the availability of information necessary to support the operation and monitoring of the processes, measure, monitor, and analyze the processes, and implement the actions necessary to achieve planned results.

Real-World Airport--as used in this part in reference to airport visual models, a computer generated visual depiction of an existing airport.

Representative--when used as an adjective in this part, typical, demonstrative, or characteristic of, the feature being described.

For example, ``representative sampling of tests'' means a sub-set of the complete set of all tests such that the sample includes one or more of the tests in each of the major categories, the results of which provide the evaluator with an overall understanding of the performance and handling characteristics of the FSTD.

Reversible Control System--a control system in which movement of the control surface will backdrive the pilot's control on the flight deck.

Roll--the airplane attitude with respect to, or around, the longitudinal axis expressed in degrees.

Set of Aircraft--aircraft that share similar handling and operating characteristics, similar operating envelopes, and have the same number and type of engines or powerplants.

Sideslip Angle--the angle between the relative wind vector and the airplane plane of symmetry. (Note: this definition replaces the current definition of ``sideslip.'')

Simulation Quality Management System (SQMS)--the elements of a quality management system for FSTD continuing qualification.

Snapshot--a presentation of one or more variables at a given instant of time.

Special Evaluation--an evaluation of the FSTD for purposes other than initial, upgrade, or continuing qualification. Circumstances that may require a special evaluation include movement of the FSTD to a different location, or an update to FSTD software or hardware that might affect performance or flying qualities.

Sponsor--a certificate holder who seeks or maintains FSTD qualification and is responsible for the prescribed actions as prescribed in this part and the QPS for the appropriate FSTD and qualification level.

Statement of Compliance and Capability (SOC)--a declaration that a specific requirement has been met and explaining how the requirement was met (e.g., gear modeling approach, coefficient of friction sources). The SOC must also describe the capability of the

FSTD to meet the requirement, including references to sources of information for showing compliance, rationale to explain how the referenced material is used, mathematical equations and parameter values used, and conclusions reached.

Step Input--an abrupt control input held at a constant value.

Subjective Test--a qualitative assessment of the performance and operation of the FSTD.

Surge--FSTD movement with respect to or along the longitudinal axis.

Sway--FSTD movement with respect to or along the lateral axis.

Tf--Total time of the flare maneuver.

Ti--Total time from initial throttle movement until a 10% response of a critical engine parameter.

Tt--Total time from initial throttle movement to an increase of 90% of go around power or a decrease of 90% from maximum take-off power.

Time History--a presentation of the change of a variable with respect to time.

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Training Program Approval Authority (TPAA)--a person authorized by the Administrator to approve the aircraft flight training program in which the FSTD will be used.

Training Restriction--a temporary condition where an FSTD with missing, malfunctioning, or inoperative (MMI) components may continue to be used at the qualification level indicated on its SOQ, but restricted from completing the tasks for which the correct function of the MMI component is required.

Transport Delay or ``Throughput''--the total FSTD system processing time required for an input signal from a pilot primary flight control until motion system, visual system, or instrument response. It is the overall time delay incurred from signal input to output response. It does not include the characteristic delay of the airplane simulated.

Update--an improvement to or modernization of the quality or the accuracy of the FSTD without affecting the qualification level of the FSTD.

Upgrade--the improvement or enhancement of an FSTD for the purpose of achieving a higher qualification level.

Validation Data--objective data used to determine if the FSTD performance is within the tolerances prescribed in the QPS.

Validation Test--an objective test where FSTD parameters are compared to the relevant validation data to ensure that the FSTD performance is within the tolerances prescribed in the QPS.

Visual Data Base--a display that may include one or more airport models.

Visual System Response Time--the interval from a control input to the completion of the visual display scan of the first video field containing the resulting different information.

Yaw--the airplane attitude with respect to, or around, the vertical axis expressed in degrees. 3. Abbreviations

AFM Airplane Flight Manual.

AGL Above Ground Level (meters or feet).

AOA Angle of Attack (degrees).

APD Aircrew Program Designee.

CCA Computer Controlled Aircraft. cd/m2 candela/meter2, 3.4263 candela/m2= 1 ft-Lambert.

CFR Code of Federal Regulations. cm(s) centimeter, centimeters. daN decaNewtons, one (1) decaNewton = 2.27 pounds. deg(s) degree, degrees.

DOF Degrees-of-freedom. eMQTG Electronic Master Qualification Test Guide.

EPR Engine Pressure Ratio.

FAA Federal Aviation Administration (U.S.).

FATO Final Approach and Take Off area fpm feet per minute. ft foot/feet, 1 foot = 0.304801 meters. ft-Lambert foot-Lambert, 1 ft-Lambert = 3.4263 candela/ m2. g Acceleration due to Gravity (meters or feet/sec2); 1g = 9.81 m/sec2or 32.2 feet/sec2.

G/S Glideslope.

IATA International Airline Transport Association.

ICAO International Civil Aviation Organization.

IGE In ground effect.

ILS Instrument Landing System.

IOS Instructor Operating Station.

IQTG International Qualification Test Guide. km Kilometers; 1 km = 0.62137 Statute Miles. kPa KiloPascal (Kilo Newton/Meters2). 1 psi = 6.89476 kPa. kts Knots calibrated airspeed unless otherwise specified, 1 knot = 0.5148 m/sec or 1.689 ft/sec. lb(s) pound(s), one (1) pound = 0.44 decaNewton.

LDP Landing decision point.

MQTG Master Qualification Test Guide

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 Aircraft. nm Nautical Mile(s) 1 Nautical Mile = 6,080 feet.

NN NON-NORMAL CONTROL Used in reference to Computer Controlled

Aircraft.

N1 Low Pressure Rotor revolutions per minute, expressed in percent of maximum.

N2 High Pressure Rotor revolutions per minute, expressed in percent of maximum.

N3 High Pressure Rotor revolutions per minute, expressed in percent of maximum.

NSPM National Simulator Program Manager.

NWA Nosewheel Angle (degrees).

OGE Out of ground effect.

PAPI Precision Approach Path Indicator System.

Pf Impact or Feel Pressure, often expressed as ``q.''

PLA Power Lever Angle.

PLF Power for Level Flight. psi pounds per square inch.

QPS Qualification Performance Standard.

QTG Qualification Test Guide.

RAE Royal Aerospace Establishment.

R/C Rate of Climb (meters/sec or feet/min).

R/D Rate of Descent (meters/sec or feet/min).

REIL Runway End Identifier Lights.

RVR Runway Visual Range (meters or feet). s second(s). sec(s) second, seconds. sm Statute Mile(s) 1 Statute Mile = 5,280 feet.

SMGCS Surface Movement Guidance and Control System.

SOC Statement of Compliance and Capability.

SOQ Statement of Qualification.

TIR Type Inspection Report.

TLOF Touchdown and Loft Off area.

T/O Takeoff.

VASI Visual Approach Slope Indicator System.

VGS Visual Ground Segment.

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.

End QPS Requirements

Issued in Washington, DC, on April 17, 2008.

John M. Allen,

Acting Director Flight Standards Service.

FR Doc. 08-1183 Filed 4-30-08; 8:45 am

BILLING CODE 4910-13-P