Header:
CODE OF FEDERAL REGULATIONS
TITLE 14 -- AERONAUTICS AND SPACE
CHAPTER I -- FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION
SUBCHAPTER D -- AIRMEN
PART 60 -- FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING QUALIFICATION AN
Date:
02/28/2013
Document:
THERE ARE MULTIPLE VERSIONS OF THIS DOCUMENT.
Appendix D to Part 60 -- Qualification Performance Standards for Helicopter Flight Training Devices [Part 1 of 2]
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 (§§ 60.1, 60.2).
3. Definitions (§ 60.3).
4. Qualification Performance Standards (§ 60.4).
5. Quality Management System (§ 60.5).
6. Sponsor Qualification Requirements (§ 60.7).
7. Additional Responsibilities of the Sponsor (§ 60.9).
8. FTD Use (§ 60.11).
9. FTD Objective Data Requirements (§ 60.13).
10. Special Equipment and Personnel Requirements for Qualification of the FTD (§ 60.14).
11. Initial (and Upgrade) Qualification Requirements (§ 60.15).
12. Additional Qualifications for Currently Qualified FTDs (§ 60.16).
13. Previously Qualified FTDs (§ 60.17).
14. Inspection, Continuing Qualification Evaluation, and Maintenance Requirements (§ 60.19).
15. Logging FTD Discrepancies (§ 60.20).
16. Interim Qualification of FTDs for New Helicopter Types or Models (§ 60.21).
17. Modifications to FTDs (§ 60.23).
18. Operations with Missing, Malfunctioning, or Inoperative Components (§ 60.25).
19. Automatic Loss of Qualification and Procedures for Restoration of Qualification (§ 60.27).
20. Other Losses of Qualification and Procedures for Restoration of Qualification (§ 60.29).
21. Recordkeeping and Reporting (§ 60.31).
22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements (§ 60.33).
23. [Reserved]
24. Levels of FTD.
25. FTD Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA) (§ 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.
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1. Introduction
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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]aviatio n sp/. On this Web Site you will find an NSP personnel list with telephone and e-mail contact information for each NSP staff member, a list of qualified flight simulation devices, ACs, a description of the qualification process, NSP policy, and an NSP "In-Works" section. Also linked from this site are additional information sources, handbook bulletins, frequently asked questions, a listing and text of the Federal Aviation Regulations, Flight Standards Inspector's handbooks, and other FAA links.
c. The NSPM encourages the use of electronic media for all communication, including any record, report, request, test, or statement required by this appendix. The electronic media used must have adequate security provisions and be acceptable to the NSPM. The NSPM recommends inquiries on system compatibility, and minimum system requirements are also included on the NSP Web site.
d. Related Reading References.
(1) 14 CFR part 60.
(2) 14 CFR part 61.
(3) 14 CFR part 63.
(4) 14 CFR part 119.
(5) 14 CFR part 121.
(6) 14 CFR part 125.
(7) 14 CFR part 135.
(8) 14 CFR part 141.
(9) 14 CFR part 142.
(10) AC 120-28, as amended, Criteria for Approval of Category III Landing Weather Minima.
(11) AC 120-29, as amended, Criteria for Approving Category I and Category II Landing Minima for part 121 operators.
(12) AC 120-35, as amended, Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.
(13) AC 120-41, as amended, Criteria for Operational Approval of Airborne Wind Shear Alerting and Flight Guidance Systems.
(14) AC 120-57, as amended, Surface Movement Guidance and Control System (SMGCS).
(15) AC 120-63, as amended, Helicopter Simulator Qualification.
(16) AC 150/5300-13, as amended, Airport Design.
(17) AC 150/5340-1, as amended, Standards for Airport Markings.
(18) AC 150/5340-4, as amended, Installation Details for Runway Centerline Touchdown Zone Lighting Systems.
(19) AC 150/5390-2, as amended, Heliport Design.
(20) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.
(21) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting System.
(22) AC 150/5345-28, as amended, Precision Approach Path Indicator (PAPI) Systems.
(23) International Air Transport Association document, "Flight Simulator Design and Performance Data Requirements," as amended.
(24) AC 29-2, as amended, Flight Test Guide for Certification of Transport Category Rotorcraft.
(25) AC 27-1, as amended, Flight Test Guide for Certification of Normal Category Rotorcraft.
(26) International Civil Aviation Organization (ICAO) Manual of Criteria for the Qualification of Flight Simulators, as amended.
(27) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society, London, UK.
(28) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and Instrument Ratings).
(29) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs.
(30) Aeronautical Radio, Inc. (ARINC) document number 436, Guidelines For Electronic Qualification Test Guide (as amended).
(31) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for Design and Integration of Aircraft Avionics Equipment in Simulators (as amended).
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2. Applicability (§ 60.1 and 60.2)
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No additional regulatory or informational material applies to § 60.1, Applicability, or to § 60.2, Applicability of sponsor rules to person who are not sponsors and who are engaged in certain unauthorized activities.
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3. Definitions (§ 60.3)
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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.
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4. Qualification Performance Standards (§ 60.4)
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No additional regulatory or informational material applies to § 60.4, Qualification Performance Standards.
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5. Quality Management System (§ 60.5)
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Additional regulatory material and informational material regarding Quality Management Systems for FTDs may be found in Appendix E of this part.
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6. Sponsor Qualification Requirements (§ 60.7)
Begin Information
a. The intent of the language in § 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 § 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 § 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 § 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 § 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 § 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 § 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 § 60.7(d)(2)).
End Information
7. Additional Responsibilities of the Sponsor (§ 60.9)
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The phrase "as soon as practicable" in § 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 (§ 60.11).
Begin Information
No additional regulatory or informational material applies to § 60.11, FTD Use.
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9. FTD Objective Data Requirements (§ 60.13)
Begin QPS Requirements
a. Flight test data used to validate FTD performance and handling qualities must have been gathered in accordance with a flight test program containing the following:
(1) A flight test plan consisting of:
(a) The maneuvers and procedures required for aircraft certification and simulation programming and validation.
(b) For each maneuver or procedure--
(i) The procedures and control input the flight test pilot and/or engineer used.
(ii) The atmospheric and environmental conditions.
(iii) The initial flight conditions.
(iv) The helicopter configuration, including weight and center of gravity.
(v) The data to be gathered.
(vi) All other information necessary to recreate the flight test conditions in the FTD.
(2) Appropriately qualified flight test personnel.
(3) Appropriate and sufficient data acquisition equipment or system(s), including appropriate data reduction and analysis methods and techniques, acceptable to the FAA's Aircraft Certification Service.
b. The data, regardless of source, must be presented:
(1) In a format that supports the FTD validation process;
(2) In a manner that is clearly readable and annotated correctly and completely;
(3) With resolution sufficient to determine compliance with the tolerances set forth in Attachment 2, Table D2A Appendix D;
(4) With any necessary guidance information provided; and
(5) Without alteration, adjustments, or bias. Data may be corrected to address known data calibration errors provided that an explanation of the methods used to correct the errors appears in the QTG. The corrected data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation
c. After completion of any additional flight test, a flight test report must be submitted in support of the validation data. The report must contain sufficient data and rationale to support qualification of the FTD at the level requested.
d. As required by § 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.
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10. Special Equipment and Personnel Requirements for Qualification of the FTD (§ 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 (§ 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 § 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 § 60.15(b) in such time as to be received no later than 5 business days prior to the scheduled evaluation and may be forwarded to the NSPM via traditional or electronic means.
(3) Except for a Level 4 FTD, a QTG, acceptable to the NSPM, that includes all of the following:
(a) Objective data obtained from aircraft testing or another approved source.
(b) Correlating objective test results obtained from the performance of the FTD as prescribed in the appropriate QPS.
(c) The result of FTD subjective tests prescribed in the appropriate QPS.
(d) A description of the equipment necessary to perform the evaluation for initial qualification and the continuing qualification evaluations.
c. The QTG described in paragraph a(3) of this section must provide the documented proof of compliance with the FTD objective tests in Attachment 2, Table D2A of this appendix.
d. The QTG is prepared and submitted by the sponsor, or the sponsor's agent on behalf of the sponsor, to the NSPM for review and approval, and must include, for each objective test:
(1) Parameters, tolerances, and flight conditions.
(2) Pertinent and complete instructions for conducting automatic and manual tests.
(3) A means of comparing the FTD test results to the objective data.
(4) Any other information as necessary to assist in the evaluation of the test results.
(5) Other information appropriate to the qualification level of the FTD.
e. The QTG described in paragraphs (a)(3) and (b) of this section, must include the following:
(1) A QTG cover page with sponsor and FAA approval signature blocks (see Attachment 4, Figure D4C, of this appendix, for a sample QTG cover page).
(2) A continuing qualification evaluation requirements page. This page will be used by the NSPM to establish and record the frequency with which continuing qualification evaluations must be conducted and any subsequent changes that may be determined by the NSPM in accordance with § 60.19. See Attachment 4, Figure D4G, of this appendix for a sample Continuing Qualification Evaluation Requirements page.
(3) An FTD information page that provides the information listed in this paragraph, if applicable (see Attachment 4, Figure D4B, of this appendix, for a sample FTD information page). For convertible FTDs, the sponsor must submit a separate page for each configuration of the FTD.
(a) The sponsor's FTD identification number or code.
(b) The helicopter model and series being simulated.
(c) The aerodynamic data revision number or reference.
(d) The source of the basic aerodynamic model and the aerodynamic coefficient data used to modify the basic model.
(e) The engine model(s) and its data revision number or reference.
(f) The flight control data revision number or reference.
(g) The flight management system identification and revision level.
(h) The FTD model and manufacturer.
(i) The date of FTD manufacture.
(j) The FTD computer identification.
(k) The visual system model and manufacturer, including display type.
(l) The motion system type and manufacturer, including degrees of freedom.
(4) A Table of Contents.
(5) A log of revisions and a list of effective pages.
(6) List of all relevant data references.
(7) A glossary of terms and symbols used (including sign conventions and units).
(8) Statements of Compliance and Capability (SOC) with certain requirements.
(9) Recording procedures or equipment required to accomplish the objective tests.
(10) The following information for each objective test designated in Attachment 2 of this appendix, as applicable to the qualification level sought:
(a) Name of the test.
(b) Objective of the test.
(c) Initial conditions.
(d) Manual test procedures.
(e) Automatic test procedures (if applicable).
(f) Method for evaluating FTD objective test results.
(g) List of all relevant parameters driven or constrained during the automatic test(s).
(h) List of all relevant parameters driven or constrained during the manual test(s).
(i) Tolerances for relevant parameters.
(j) Source of Validation Data (document and page number).
(k) Copy of the Validation Data (if located in a separate binder, a cross reference for the identification and page number for pertinent data location must be provided).
(l) FTD Objective Test Results as obtained by the sponsor. Each test result must reflect the date completed and must be clearly labeled as a product of the device being tested.
f. A convertible FTD is addressed as a separate FTD for each model and series helicopter to which it will be converted and for the FAA qualification level sought. The NSPM will conduct an evaluation for each configuration. If a sponsor seeks qualification for two or more models of a helicopter type using a convertible FTD, the sponsor must provide a QTG for each helicopter model, or a QTG for the first helicopter model and a supplement to that QTG for each additional helicopter model. The NSPM will conduct evaluations for each helicopter model.
g. The form and manner of presentation of objective test results in the QTG must include the following:
(1) The sponsor's FTD test results must be recorded in a manner acceptable to the NSPM, that allows easy comparison of the FTD test results to the validation data (e.g., use of a multi-channel recorder, line printer, cross plotting, overlays, transparencies).
(2) FTD results must be labeled using terminology common to helicopter parameters as opposed to computer software identifications.
(3) Validation data documents included in a QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution.
(4) Scaling on graphical presentations must provide the resolution necessary to evaluate the parameters shown in Attachment 2, Table D2A of this appendix.
(5) Tests involving time histories, data sheets (or transparencies thereof) and FTD test results must be clearly marked with appropriate reference points to ensure an accurate comparison between FTD and helicopter with respect to time. Time histories recorded via a line printer are to be clearly identified for cross-plotting on the helicopter data. Over-plots may not obscure the reference data.
h. The sponsor may elect to complete the QTG objective and subjective tests at the manufacturer's facility or at the sponsor's training facility. If the tests are conducted at the manufacturer's facility, the sponsor must repeat at least one-third of the tests at the sponsor's training facility in order to substantiate FTD performance. The QTG must be clearly annotated to indicate when and where each test was accomplished. Tests conducted at the manufacturer's facility and at the sponsor's training facility must be conducted after the FTD is assembled with systems and sub-systems functional and operating in an interactive manner. The test results must be submitted to the NSPM.
i. The sponsor must maintain a copy of the MQTG at the FTD location.
j. All FTDs for which the initial qualification is conducted after May 30, 2014, must have an electronic MQTG (eMQTG) including all objective data obtained from helicopter testing, or another approved source (reformatted or digitized), together with correlating objective test results obtained from the performance of the FTD (reformatted or digitized) as prescribed in this appendix. The eMQTG must also contain the general FTD performance or demonstration results (reformatted or digitized) prescribed in this appendix, and a description of the equipment necessary to perform the initial qualification evaluation and the continuing qualification evaluations. The eMQTG must include the original validation data used to validate FTD performance and handling qualities in either the original digitized format from the data supplier or an electronic scan of the original time-history plots that were provided by the data supplier. A copy of the eMQTG must be provided to the NSPM.
k. All other FTDs (not covered in subparagraph "j") must have an electronic copy of the MQTG by and after May 30, 2014. An electronic copy of the MQTG must be provided to the NSPM. This may be provided by an electronic scan presented in a Portable Document File (PDF), or similar format acceptable to the NSPM.
l. During the initial (or upgrade) qualification evaluation conducted by the NSPM, the sponsor must also provide a person knowledgeable about the operation of the aircraft and the operation of the FTD.
End QPS Requirements
Begin Information
m. Only those FTDs that are sponsored by a certificate holder as defined in Appendix F of this part will be evaluated by the NSPM. However, other FTD evaluations may be conducted on a case-by-case basis as the Administrator deems appropriate, but only in accordance with applicable agreements.
n. The NSPM will conduct an evaluation for each configuration, and each FTD must be evaluated as completely as possible. To ensure a thorough and uniform evaluation, each FTD is subjected to the general FTD requirements in Attachment 1 of this appendix, the objective tests listed in Attachment 2 of this appendix, and the subjective tests listed in Attachment 3 of this appendix. The evaluations described herein will include, but not necessarily be limited to the following:
(1) Helicopter responses, including longitudinal and lateral-directional control responses (see Attachment 2 of this appendix).
(2) Performance in authorized portions of the simulated helicopter's operating envelope, to include tasks evaluated by the NSPM in the areas of surface operations, takeoff, climb, cruise, descent, approach and landing, as well as abnormal and emergency operations (see Attachment 2 of this appendix).
(3) Control checks (see Attachment 1 and Attachment 2 of this appendix).
(4) Flight deck configuration (see Attachment 1 of this appendix).
(5) Pilot, flight engineer, and instructor station functions checks (see Attachment 1 and Attachment 3 of this appendix).
(6) Helicopter systems and sub-systems (as appropriate) as compared to the helicopter simulated (see attachment 1 and attachment 3 of this appendix).
(7) FTD systems and sub-systems, including force cueing (motion), visual, and aural (sound) systems, as appropriate (see Attachment 1 and Attachment 2 of this appendix).
(8) Certain additional requirements, depending upon the qualification level sought, including equipment or circumstances that may become hazardous to the occupants. The sponsor may be subject to Occupational Safety and Health Administration requirements.
o. The NSPM administers the objective and subjective tests, which include an examination of functions. The tests include a qualitative assessment of the FTD by an NSP pilot. The NSP evaluation team leader may assign other qualified personnel to assist in accomplishing the functions examination and/or the objective and subjective tests performed during an evaluation when required.
(1) Objective tests provide a basis for measuring and evaluating FTD performance and determining compliance with the requirements of this part.
(2) Subjective tests provide a basis for:
(a) Evaluating the capability of the FTD to perform over a typical utilization period;
(b) Determining that the FTD satisfactorily simulates each required task;
(c) Verifying correct operation of the FTD controls, instruments, and systems; and
(d) Demonstrating compliance with the requirements of this part.
p. The tolerances for the test parameters listed in Attachment 2 of this appendix reflect the range of tolerances acceptable to the NSPM for FTD validation and are not to be confused with design tolerances specified for FTD manufacture. In making decisions regarding tests and test results, the NSPM relies on the use of operational and engineering judgment in the application of data (including consideration of the way in which the flight test was flown and way the data was gathered and applied), data presentations, and the applicable tolerances for each test.
q. In addition to the scheduled continuing qualification evaluation, each FTD is subject to evaluations conducted by the NSPM at any time without prior notification to the sponsor. Such evaluations would be accomplished in a normal manner (i.e., requiring exclusive use of the FTD for the conduct of objective and subjective tests and an examination of functions) if the FTD is not being used for flight crewmember training, testing, or checking. However, if the FTD were being used, the evaluation would be conducted in a non-exclusive manner. This non-exclusive evaluation will be conducted by the FTD evaluator accompanying the check airman, instructor, Aircrew Program Designee (APD), or FAA inspector aboard the FTD along with the student(s) and observing the operation of the FTD during the training, testing, or checking activities.
r. Problems with objective test results are handled as follows:
(1) If a problem with an objective test result is detected by the NSP evaluation team during an evaluation, the test may be repeated or the QTG may be amended.
(2) If it is determined that the results of an objective test do not support the qualification level requested but do support a lower level, the NSPM may qualify the FTD at a lower level.
s. After an FTD is successfully evaluated, the NSPM issues an SOQ to the sponsor. The NSPM recommends the FTD to the TPAA, who will approve the FTD for use in a flight training program. The SOQ will be issued at the satisfactory conclusion of the initial or continuing qualification evaluation and will list the tasks for which the FTD is qualified, referencing the tasks described in Table D1B in Attachment 1 of this appendix. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FTD in an FAA-approved flight training program.
t. Under normal circumstances, the NSPM establishes a date for the initial or upgrade evaluation within ten (10) working days after determining that a complete QTG is acceptable. Unusual circumstances may warrant establishing an evaluation date before this determination is made. A sponsor may schedule an evaluation date as early as 6 months in advance. However, there may be a delay of 45 days or more in rescheduling and completing the evaluation if the sponsor is unable to meet the scheduled date. See Attachment 4, of this appendix, Figure D4A, Sample Request for Initial, Upgrade, or Reinstatement Evaluation.
u. The numbering system used for objective test results in the QTG should closely follow the numbering system set out in Attachment 2, FTD Objective Tests, Table D2A of this appendix.
v. Contact the NSPM or visit the NSPM Web site for additional information regarding the preferred qualifications of pilots used to meet the requirements of § 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 § 60.15(g)(6), include approaches to and departures from slopes and pinnacles.
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12. Additional Qualifications for Currently Qualified FTDs (§ 60.16)
Begin Information
No additional regulatory or informational material applies to § 60.16, Additional Qualifications for a Currently Qualified FTD.
End Information
13. Previously Qualified FTDs (§ 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 § 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 § 60.17(b), for each FTD to have an SOQ within 6 years, is to have the availability of that statement (including the configuration list and the limitations to authorizations) to provide a complete picture of the FTD inventory regulated by the FAA. The issuance of the statement will not require any additional evaluation or require any adjustment to the evaluation basis for the FTD.
h. Downgrading of an FTD is a permanent change in qualification level and will necessitate the issuance of a revised SOQ to reflect the revised qualification level, as appropriate. If a temporary restriction is placed on an FTD because of a missing, malfunctioning, or inoperative component or on-going repairs, the restriction is not a permanent change in qualification level. Instead, the restriction is temporary and is removed when the reason for the restriction has been resolved.
i. It is not the intent of the NSPM to discourage the improvement of existing simulation (e.g., the "updating" of a control loading system, or the replacement of the IOS with a more capable unit) by requiring the "updated" device to meet the qualification standards current at the time of the update. Depending on the extent of the update, the NSPM may require that the updated device be evaluated and may require that an evaluation include all or a portion of the elements of an initial evaluation. However, the standards against which the device would be evaluated are those that are found in the MQTG for that device.
j. The NSPM will determine the evaluation criteria for an FTD that has been removed from active status for a prolonged period. The criteria will be based on the number of continuing qualification evaluations and quarterly inspections missed during the period of inactivity. For example, if the FTD were out of service for a 1 year period, it would be necessary to complete the entire QTG, since all of the quarterly evaluations would have been missed. The NSPM will also consider how the FTD was stored, whether parts were removed from the FTD and whether the FTD was disassembled.
k. The FTD will normally be requalified using the FAA-approved MQTG and the criteria that was in effect prior to its removal from qualification. However, inactive periods of 2 years or more will require re-qualification under the standards in effect and current at the time of requalification.
End Information
14. Inspection, Continuing Qualification, Evaluation, and Maintenance Requirements (§ 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 § 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 § 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 § 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 (§ 60.20)
Begin Information
No additional regulatory or informational material applies to § 60.20. Logging FTD Discrepancies.
End Information
16. Interim Qualification of FTDs for New Helicopter Types or Models (§ 60.21)
Begin Information
No additional regulatory or informational material applies to § 60.21, Interim Qualification of FTDs for New Helicopter Types or Models.
End Information
17. Modifications to FTDs (§ 60.23)
Begin QPS Requirements
a. The notification described in § 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 § 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 (§ 60.25)
Begin Information
a. The sponsor's responsibility with respect to § 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 § 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 (§ 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 (§ 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 (§ 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 § 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 (§ 60.33)
Begin Information
No additional regulatory or informational material applies to § 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 [degrees] horizontally and 36 [degrees] 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) (§ 60.37)
Begin Information
No additional regulatory or informational material applies to § 60.37, FTD Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA).
End Information
Attachment 1 to Appendix D to Part 60--GENERAL FTD REQUIREMENTS
Begin QPS Requirements
1. Requirements
a. Certain requirements included in this appendix must be supported with an SOC as defined in Appendix F, which may include objective and subjective tests. The requirements for SOCs are indicated in the "General FTD Requirements" column in Table D1A of this appendix.
b. Table D1A describes the requirements for the indicated level of FTD. Many devices include operational systems or functions that exceed the requirements outlined in this section. In any event, all systems will be tested and evaluated in accordance with this appendix to ensure proper operation.
End QPS Requirements
Begin Information
2. Discussion
a. This attachment describes the general requirements for qualifying Level 4 through Level 7 FTDs. The sponsor should also consult the objectives tests in Attachment 2 of this appendix and the examination of functions and subjective tests listed in Attachment 3 of this appendix to determine the complete requirements for a specific level FTD.
b. The material contained in this attachment is divided into the following categories:
(1) General Flight Deck Configuration.
(2) Programming.
(3) Equipment Operation.
(4) Equipment and Facilities for Instructor/Evaluator Functions.
(5) Motion System.
(6) Visual System.
(7) Sound System.
c. Table D1A provides the standards for the General FTD Requirements.
d. Table D1B provides the tasks that the sponsor will examine to determine whether the FTD satisfactorily meets the requirements for flight crew training, testing, and experience.
e. Table D1C provides the functions that an instructor/check airman must be able to control in the simulator.
f. It is not required that all of the tasks that appear on the List of Qualified Tasks (part of the SOQ) be accomplished during the initial or continuing qualification evaluation.
End Information
Table D1A.--Minimum FTD Requirements QPS requirements
QPS requirements Information
FTD level
Entry General FTD requirements 4 5 6 7 Notes
No.
*7*1. General Flight Deck Configuration.
1.a. The FTD must have a flight X X For FTD purposes, the
deck that is a replica of flight deck consists of all
the helicopter, or set of that space forward of a
helicopters simulated with cross section of the flight
controls, equipment, deck at the most extreme
observable flight deck aft setting of the pilots'
indicators, circuit seats including additional,
breakers, and bulkheads required crewmember duty
properly located, stations and those required
functionally accurate and bulkheads aft of the pilot
replicating the helicopter seats. Bulkheads containing
or set of helicopters. The only items such as landing
direction of movement of gear pin storage
controls and switches must compartments, fire axes and
be identical to that in the extinguishers, spare light
helicopter or set of bulbs, and aircraft
helicopters. Crewmember documents pouches are not
seats must afford the considered essential and
capability for the occupant may be omitted. If omitted,
to be able to achieve the these items, or the
design "eye position." silhouettes of these items,
Equipment for the operation may be placed on the wall
of the flight deck windows of the simulator, or in any
must be included, but the other location as near as
actual windows need not be practical to the original
operable. Those circuit position of these items.
breakers that affect
procedures or result 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 X X X
proper effect of
aerodynamic changes for the
combinations of drag and
thrust normally encountered
in flight. This must
include the effect of
change in helicopter
attitude, thrust, drag,
altitude, temperature, and
configuration. Levels 6 and
7 additionally require the
effects of changes in gross
weight and center of
gravity.Level 5 requires
only generic aerodynamic
programming.
An SOC is required
2.b. The FTD must have the X 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 the X X X The intent is to verify
flight deck instruments that the FTD provides
must be measured by latency instrument cues that are,
tests or transport delay within the stated time
tests, and may not exceed delays, like the helicopter
150 milliseconds. The responses. For helicopter
instruments must respond to response, acceleration in
abrupt input at the pilot's the appropriate,
position within the corresponding rotational
allotted time, but not axis is preferred.
before the time 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 A X X X
be installed and operate
within the tolerances
applicable for the
helicopter or set of
helicopters. Levels 6 and 7
must also include
communication equipment
(inter-phone and
air/ground) like that in
the helicopter. Level 5
only needs that navigation
equipment necessary to fly
an instrument approach
3.c. Installed systems must A X X X
simulate the applicable
helicopter system operation
both on the ground and in
flight. At least one
helicopter system must be
represented. Systems must
be operative to the extent
that applicable normal,
abnormal, and emergency
operating procedures
included in the sponsor's
training programs can be
accomplished. Levels 6 and
7 must simulate all
applicable helicopter
flight, navigation, and
systems operation. Level 5
must have functional flight
and navigational controls,
displays, and
instrumentation
3.d. The lighting environment X X X X Back-lighted panels and
for panels and instruments instruments may be
must be sufficient for the installed but are not
operation being conducted required.
3.e. The FTD must provide X X
control forces and control
travel that correspond to
the replicated helicopter
or set of helicopters.
Control forces must react
in the same manner as in
the helicopter or set of
helicopters under the same
flight conditions
3.f. The FTD must provide X
control forces and control
travel of sufficient
precision to manually fly
an instrument approach. The
control forces must react
in the same manner as in
the helicopter or set of
helicopters under the same
flight conditions
4. Instructor or Evaluator Facilities.
4.a. In addition to the flight X X X X These seats need not be a
crewmember stations, replica of an aircraft seat
suitable seating and may be as simple as an
arrangements for an office chair placed in an
instructor/check airman and appropriate position.
FAA Inspector must be
available. These seats must
provide adequate view of
crewmember's panel(s)
4.b. The FTD must have X 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
5.a. A motion system may be X X X X
installed 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 X May be accomplished by a
a vibration cueing system "seat shaker" or a bass
for characteristic speaker sufficient to
helicopter vibrations noted provide the necessary
at the pilot station(s) cueing.
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 X X X
. respond to abrupt input at
the pilot's position.
An SOC is required
6.a.2 The visual system must be X X X
. at least a single channel,
non-collimated display.
An SOC is required
6.a.3 The visual system must X X X
. provide at least a field-
of-view of 18 [degrees]
vertical/24 [degrees]
horizontal for the pilot
flying.
An SOC is required
6.a.4 The visual system must X X X
. provide for a maximum
parallax of 10 [degrees]
per pilot.
An SOC is required
6.a.5 The visual scene content X X X
. may not be distracting.
An SOC is required
6.a.6 The minimum distance from X X X
. 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 must X X X
. 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 X X
installed and additional
training, testing, or
checking credits are being
sought on the basis of
having a visual system, a
visual system meeting the
standards set out for at
least a Level A FFS (see
Appendix A of this part)
will be required. A
"direct-view," non-
collimated visual system
(with the other
requirements for a Level A
visual system met) may be
considered satisfactory for
those installations where
the visual system design
"eye point" is
appropriately adjusted for
each pilot's position such
that the parallax error is
at or less than 10
[degrees] simultaneously
for each pilot.
An SOC is required
6.c. The FTD must provide a X Optimization of the
continuous visual field-of- vertical field-of-view may
view of at least 146 be considered with respect
[degrees] horizontally to the specific helicopter
and 36 [degrees] flight deck cut-off angle.
vertically for both pilot When considering the
seats, simultaneously. The installation/use of
minimum horizontal field- augmented fields of view,
of-view coverage must be as described here, it will
plus and minus one-half be the responsibility of
(1/2) of the minimum the sponsor to meet with
continuous field-of-view the NSPM to determine the
requirement, centered on training, testing,
the zero degree azimuth checking, or experience
line relative to the tasks for which the
aircraft fuselage. augmented field-of-view
Additional horizontal capability may be critical
field-of-view capability to that approval.
may be added at the
sponsor's discretion
provided the minimum field-
of-view is retained.
Capability for a field-of-
view in excess of these
minima is not required for
qualification at Level 7.
However, where specific
tasks require extended
fields of view beyond the
146 [degrees] by 36
[degrees] (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 X X
significant 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
QPS requirements
Information
FTD level
Entry Subjective requirements 4 5 6 7 Notes
No. The FTD must be able to perform the
tasks associated with the level of
qualification sought.
*7*1. Preflight Procedures
1.a. Preflight Inspection (Flight Deck A A X X
Only) switches, indicators,
systems, and equipment
1.b. APU/Engine start and run-up
1.b.1. Normal start procedures A A X X
1.b.2. Alternate start procedures A A X X
1.b.3. Abnormal starts and shutdowns (hot A A X X
start, hung start)
1.c. Taxiing--Ground X
1.d. Taxiing--Hover X
1.e. Pre-takeoff Checks A A X X
2. Takeoff and Departure Phase
2.a. Normal takeoff
2.a.1. From ground X
2.a.2. From hover X
2.a.3 Running X
2.b. Instrument X X
2.c. Powerplant Failure During Takeoff X X
2.d. Rejected Takeoff X
2.e. Instrument Departure X X
3. Climb
3.a. Normal X X
3.b. Obstacle clearance X
3.c. Vertical X X
3.d. One engine inoperative X X
4. In-flight Maneuvers
4.a. Turns (timed, normal, steep) X X X
4.b. Powerplant Failure--Multiengine X X
Helicopters
4.c. Powerplant Failure--Single-Engine X X
Helicopters
4.d. Recovery From Unusual Attitudes X
4.e. Settling with Power X
5. Instrument Procedures
5.a. Instrument Arrival X X
5.b. Holding X X
5.c. Precision Instrument Approach
5.c.1. Normal--All engines operating X X X
5.c.2. Manually controlled--One or more X X
engines inoperative
5.d. Non-precision Instrument Approach X X X
5.e. Missed Approach.
5.e.1. All engines operating X X
5.e.2. One or more engines inoperative X X
5.e.3. Stability augmentation system X X
failure
6. Landings and Approaches to Landings
6.a. Visual Approaches (normal, steep, X X X
shallow)
6.b. Landings.
6.b.1. Normal/crosswind.
6.b.1.a Running X
.
6.b.1.b From Hover X
.
6.b.2. One or more engines inoperative X
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 System(s) A A X X
7.f. Fire Detection and Extinguisher A A X X
Systems
7.g. Navigation and Aviation Systems A A X X
7.h. Automatic Flight Control System, A A X X
Electronic Flight Instrument
System, and Related Subsystems
7.i. Flight Control Systems A A X X
7.j. Anti-ice and Deice Systems A A X X
7.k. Aircraft and Personal Emergency A A X X
Equipment
7.l. Special Missions tasks (e.g., Night X
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 Smoke Removal X X
8.c. Emergency Evacuation X X
8.d. Ditching X
8.e. Autorotative Landing X
8.f. Retreating blade stall recovery X
8.g. Mast bumping X
8.h. Loss of tail rotor effectiveness X X
9. Postflight Procedures
9.a. After-Landing Procedures A A X X
9.b. Parking and Securing
9.b.1. Rotor brake operation A A X X
9.b.2. Abnormal/emergency procedures A A X X
Note: An "A" in the table indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in the FTD and is working properly.
Table D1C.--Table of FTD System Tasks QPS requirements
QPS requirements Information
FTD level
Entry No. Subjective requirements 4 5 6 7 Notes
In order to be qualified
at the FTD qualification
level indicated, the FTD
must be able to perform
at least the tasks
associate with that level
of qualification.
*7*1. Instructor Operation 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 Areas Surface, Presets,
Lighting
controls.
1.d. Environmental controls A X X X e.g., Temp and
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. X X X
(On/off/adjustment)
1.h. Motion/Control Loading A X X
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 § 60.13, and in Appendix B of this part. The results must be produced on an appropriate recording device acceptable to the NSPM and must include FTD number, date, time, conditions, tolerances, and appropriate dependent variables portrayed in comparison to the validation data. Time histories are required unless otherwise indicated in Table D2A. All results must be labeled using the tolerances and units given.
b. Table D2A in this attachment sets out the test results required, including the parameters, tolerances, and flight conditions for FTD validation. Tolerances are provided for the listed tests because mathematical modeling and acquisition and development of reference data are often inexact. All tolerances listed in the following tables are applied to FTD performance. When two tolerance values are given for a parameter, the less restrictive may be used unless otherwise indicated. In those cases where a tolerance is expressed only as a percentage, the tolerance percentage applies to the maximum value of that parameter within its normal operating range as measured from the neutral or zero position unless otherwise indicated.
c. Certain tests included in this attachment must be supported with an SOC. In Table D2A, requirements for SOCs are indicated in the "Test Details" column.
d. When operational or engineering judgment is used in making assessments for flight test data applications for FTD validity, such judgment must not be limited to a single parameter. For example, data that exhibit rapid variations of the measured parameters may require interpolations or a "best fit" data section. All relevant parameters related to a given maneuver or flight condition must be provided to allow overall interpretation. When it is difficult or impossible to match FTD to helicopter data throughout a time history, differences must be justified by providing a comparison of other related variables for the condition being assessed.
e. The FTD may not be programmed so that the mathematical modeling is correct only at the validation test points. Unless noted otherwise, tests must represent helicopter performance and handling qualities at operating weights and centers of gravity (CG) typical of normal operation. If a test is supported by aircraft data at one extreme weight or CG, another test supported by aircraft data at mid-conditions or as close as possible to the other extreme is necessary. Certain tests that are relevant only at one extreme CG or weight condition need not be repeated at the other extreme. The results of the tests for Level 6 are expected to be indicative of the device's performance and handling qualities throughout all of the following:
(1) The helicopter weight and CG envelope.
(2) The operational envelope.
(3) Varying atmospheric ambient and environmental conditions--including the extremes authorized for the respective helicopter or set of helicopters.
f. When comparing the parameters listed to those of the helicopter, sufficient data must also be provided to verify the correct flight condition and helicopter configuration changes. For example, to show that control force is within the parameters for a static stability test, data to show the correct airspeed, power, thrust or torque, helicopter configuration, altitude, and other appropriate datum identification parameters must also be given. If comparing short period dynamics, normal acceleration may be used to establish a match to the helicopter, but airspeed, altitude, control input, helicopter configuration, and other appropriate data must also be given. If comparing landing gear change dynamics, pitch, airspeed, and altitude may be used to establish a match to the helicopter, but landing gear position must also be provided. All airspeed values must be properly annotated (e.g., indicated versus calibrated). In addition, the same variables must be used for comparison (e.g., compare inches to inches rather than inches to centimeters).
g. The QTG provided by the sponsor must clearly describe how the FTD will be set up and operated for each test. Each FTD subsystem may be tested independently, but overall integrated testing of the FTD must be accomplished to assure that the total FTD system meets the prescribed standards. A manual test procedure with explicit and detailed steps for completing each test must also be provided.
h. For previously qualified FTDs, the tests and tolerances of this attachment may be used in subsequent continuing qualification evaluations for any given test if the sponsor has submitted a proposed MQTG revision to the NSPM and has received NSPM approval.
i. Tests of handling qualities must include validation of augmentation devices. FTDs for highly augmented helicopters will be validated both in the unaugmented configuration (or failure state with the maximum permitted degradation in handling qualities) and the augmented configuration. Where various levels of handling qualities result from failure states, validation of the effect of the failure is necessary. For those performance and static handling qualities tests where the primary concern is control position in the unaugmented configuration, unaugmented data are not required if the design of the system precludes any affect on control position. In those instances where the unaugmented helicopter response is divergent and non-repeatable, it may not be feasible to meet the specified tolerances. Alternative requirements for testing will be mutually agreed upon by the sponsor and the NSPM on a case-by-case basis.
j. Some tests will not be required for helicopters using helicopter hardware in the FTD flight deck (e.g., "helicopter modular controller"). These exceptions are noted in Section 2 "Handling Qualities" in Table D2A of this attachment. However, in these cases, the sponsor must provide a statement that the helicopter hardware meets the appropriate manufacturer's specifications and the sponsor must have supporting information to that fact available for NSPM review.
k. In cases where light-class helicopters are being simulated, prior coordination with the NSPM on acceptable weight ranges is required. The terms "light," "medium," and "near maximum," may not be appropriate for the simulation of light-class helicopters.
End QPS Requirements
Begin Information
l. In those cases where the objective test results authorize a "snapshot test" or a "series of snapshot test" results in lieu of a time-history result, the sponsor or other data provider must ensure that a steady state condition exists at the instant of time captured by the "snapshot." The steady state condition must exist from 4 seconds prior to, through 1 second following, the instant of time captured by the snap shot.
m. Refer to AC 120-27, Aircraft Weight and Balance; and FAA-H-8083-1, Aircraft Weight and Balance Handbook, for more information.
End Information
Table D2A.--Flight Training Device (FTD) Objective Tests
QPS requirements
Test
Entry No. Title Tolerances Flight Test
conditions details
1. Performance
1.a. Engine
Assessment.
1.a.1. Start
Operations.
1.a.1.a. Engine start Light Off Time--+/-10% Ground with Record each
and accele- or +/-1 sec. Torque-- the Rotor engine
ration +/-5% Rotor Speed--+/- Brake Used start from
(transient) 3% Fuel Flow--+/-10% and Not the
Gas Generator Speed-- Used initiation
+/-5% Power Turbine of the
Speed--+/-5% Gas start
Turbine Temp.--+/-30 sequence to
[degrees] C steady
state idle
and from
steady
state idle
to
operating
RPM
1.a.1.b. Steady State Torque--+/-3% Rotor Ground Record both
Idle and Speed--+/-1.5% Fuel steady
Operating RPM Flow--+/-5% Gas state idle
conditions Generator Speed--+/-2% and
Power Turbine Speed-- operating
+/-2% Turbine Gas RPM
Temp.--+/-20 conditions.
[degrees] C May be a
series of
snapshot
tests
1.a.2. Power Turbine +/-10% of total change Ground Record
Speed Trim of power turbine speed; engine
or +/-0.5% change of response to
rotor speed trim system
actuation
in both
directions
1.a.3. Engine and Torque--+/-5% Rotor Climb Record
Rotor Speed Speed--+/-1.5% Descent results
Governing using a
step input
to the
collective.
May be
conducted
concur-
rently with
climb and
descent
performance
tests
1.b. Reserved.
1.c. Takeoff.
1.c.1. All Engines Airspeed--+/-3 kt, Ground/Take Record
Altitude--+/-20 ft (6.1 off and results of
m) Torque--+/-3%, Rotor Initial takeoff
Speed--+/-1.5%, Segment of flight path
Vertical Velocity--+/- Climb (running
100 fpm (0.50 m/sec) or takeoff and
10%, Pitch Attitude-- takeoff
+/-1.5 [degrees], from a
Bank Attitude--+/-2 hover). The
[degrees], Heading-- criteria
+/-2 [degrees], apply only
Longitudinal Control to those
Position--+/-10%, segments at
Lateral Control airspeeds
Position--+/-10%, above
Directional Control effective
Position--+/-10%, translation
Collective Control al lift.
Position--+/-10% Results
must be
recorded
from the
initiation
of the
takeoff to
at least
200 ft (61
m) AGL
1.c.2. Reserved.
through
1.c.3
1.d. Hover.
Performance Torque--+/-3%, Pitch In Ground Record
Attitude--+/-1.5 Effect results for
[degrees], Bank (IGE); and light and
Attitude--+/-1.5 Out of heavy gross
[degrees], Ground weights.
Longitudinal Control Effect May be a
Position--+/-5%, (OGE) series of
Lateral Control snapshot
Position--+/-5%, tests
Directional Control
Position--+/-5%,
Collective Control
Position--+/-5%
1.e. Vertical
Climb.
Performance Vertical Velocity--+/- From OGE Record
100 fpm (0.50 m/sec) or Hover results for
+/-10%, Directional light and
Control Position--+/- heavy gross
5%, Collective Control weights.
Position--+/-5% May be a
series of
snapshot
tests
1.f. Level Flight.
Performance Torque--+/-3% Pitch Cruise Record
and Trimmed Attitude--+/-1.5 (Augmenta- results for
Flight [degrees] Sideslip tion On two gross
Control Angle--+/-2 [degrees] and Off) weight and
Positions Longitudinal Control CG
Position--+/-5% Lateral combination
Control Position--+/-5% s with
Directional Control varying
Position--+/-5% trim speeds
Collective Control throughout
Position--+/-5% the
airspeed
envelope.
May be a
series of
snapshot
tests
1.g. Climb.
Performance Vertical Velocity--+/- All engines Record
and Trimmed 100 fpm (61 m/sec) or operating results for
Flight +/-10% Pitch Attitude-- One engine two gross
Control +/-1.5 [degrees] inoperative weight and
Positions Sideslip Angle--+/-2 Augmenta- CG
[degrees] tion combinations.
Longitudinal Control System(s) The data
Position--+/-5% Lateral On and Off presented
Control Position--+/-5% must be for
Directional Control normal
Position--+/-5% climb power
Collective Control conditions.
Position--+/-5% May be a
series of
snapshot
tests
1.h. Descent.
1.h.1. Descent Torque--+/-3% Pitch At or near Record
Performance Attitude--+/-1.5 1,000 fpm results for
and Trimmed [degrees] Sideslip (5 m/sec) two gross
Flight Angle--+/-2 [degrees] rate of weight and
Control Longitudinal Control descent CG
Positions Position--+/-5% Lateral (RoD) at combinations.
Control Position--+/-5% normal May be a
Directional Control approach series of
Position--+/-5% speed snapshot
Collective Control Augmenta- tests
Position--+/-5% tion
System(s)
On and Off
1.h.2. Autorotation Pitch Attitude--+/-1.5 Steady Record
Performance [degrees] Sideslip descents. results for
and Trimmed Angle--+/-2 [degrees] Augmenta- two gross
Flight Longitudinal Control tion weight
Control Position--+/-5% Lateral System(s) conditions.
Positions Control Position--+/-5% On and Off Data must
Directional Control be recorded
Position--+/-5% for normal
Collective Control operating
Position--+/-5% RPM. (Rotor
speed
tolerance
applies
only if
collective
control
position is
full down.)
Data must
be recorded
for speeds
from 50
kts, +/-5
kts through
at least
maximum
glide
distance
airspeed.
May be a
series of
snapshot
tests
1.i. Autorotation.
Entry Rotor Speed--+/-3% Cruise; or Record
Pitch Attitude +/-2 Climb results of
[degrees] Roll a rapid
Attitude--+/-3 throttle
[degrees] Yaw reduction
Attitude--+/-5 to idle. If
[degrees] Airspeed-- accomplished
+/-5 kts. Vertical in
Velocity--+/-200 fpm cruise,
(1.00 m/sec) or 10% results
must be for
the maximum
range
airspeed.
If
accomplished
in climb,
results
must be for
the maximum
rate of
climb
airspeed at
or near
maximum
continuous
power
1.j. Landing.
1.j.1. All Engines Airspeed--+/-3 kts, Approach Record
Altitude--+/-20 ft (6.1 results of
m) Torque--+/-3%, Rotor the
Speed--+/-1.5%, Pitch approach
Attitude--+/-1.5 and landing
[degrees], Bank profile
Attitude--+/-1.5 (running
[degrees], Heading-- landing or
+/-2 [degrees], approach to
Longitudinal Control a hover).
Position--+/-10%, The
Lateral Control criteria
Position--+/-10%, apply only
Directional Control to those
Position--+/-10%, segments at
Collective Control airspeeds
Position--+/-10% above
effective
translation-
al lift.
Record the
results
from 200 ft
AGL (61 m)
to the
landing or
to where
the hover
is
established
prior to
landing
1.j.2. Reserved.
through
1.j.3
1.j.4. Autorotation- Torque--+/-3%, Rotor Landing Record the
al Landing Speed--+/-3%, Vertical results of
Velocity--+/-100 fpm an
(0.50 m/sec) or 10%, autorota-
Pitch Attitude--+/-2 tional
[degrees], Bank deceleration
Attitude--+/-2 and
[degrees], Heading-- landing
+/-5 [degrees], from a
Longitudinal Control stabilized
Position--+/-10%, auto-
Lateral Control rotational
Position--+/-10%, descent, to
Directional Control touch down
Position--+/-10%,
Collective Control
Position--+/-10%
2. Handling
Qualities
2.a. Control Contact the NSPM for
System clarification of any
Mechanical issue regarding
Character- helicopters with
istics reversible controls
2.a.1. Cyclic Breakout--+/-0.25 lbs Ground; Record
(0.112 daN) or 25%. Static results for
Force--+/-1.0 lb (0.224 conditions. an
daN) or 10% Trim On and uninterrupt
Off. ed control
Friction sweep to
Off. the stops.
Augment- (This test
ation On does not
and Off apply if
aircraft
hardware
modular
controllers
are used.)
2.a.2. Collective Breakout--+/-0.5 lb Ground; Record
and Pedals (0.224 daN) or 25%. Static results for
Force--+/-1.0 lb (0.224 conditions. an
daN) or 10% Trim On and uninterrupted
Off. control
Friction sweep to
Off. the stops
Augment-
ation On
and Off
2.a.3. Brake Pedal +/-5 lbs (2.224 daN) or Ground;
Force vs. 10% Static
Position conditions
2.a.4. Trim System Rate--+/-10% Ground; The
Rate (all Static tolerance
applicable conditions. applies to
systems) Trim On. the
Friction recorded
Off value of
the trim
rate
2.a.5. Control +/-10% of time for Hover/ Results
Dynamics (all first zero crossing and Cruise must be
axes) +/-10 (N+1)% of period Trim On recorded
thereafter. +/-10% of Friction for a
amplitude of first Off normal
overshoot. +/-20% of control
amplitude of 2nd and displacement
subsequent overshoots in both
greater than 5% of directions
initial displacement. in each
+/-1 overshoot axis, using
25% to 50%
of full
throw
2.a.6. Freeplay +/-0.10 in. (+/-2.5 mm) Ground; Record and
Static compare
conditions results for
all
controls
2.b. Low Airspeed
Handling
Qualities.
2.b.1. Trimmed Torque +/-3% Pitch Trans- Record
Flight Attitude +/-1.5 lational results for
Control [degrees] Bank Flight several
Positions Attitude +/-2 IGE-- airspeed
[degrees] Sideward, increments
Longitudinal Control rearward, to the
Position +/-5% Lateral and forward translation-
Control Position +/-5% flight. al airspeed
Directional Control Augmenta- limits and
Position +/-5% tion On for 45 kts.
Collective Control and Off forward
Position +/-5% airspeed.
May be a
series of
snapshot
tests
2.b.2. Critical Torque +/-3% Pitch Stationary Record
Azimuth Attitude +/-1.5 Hover. results for
[degrees], Bank Augmenta- three
Attitude +/-2 tion On relative
[degrees], and Off wind
Longitudinal Control directions
Position +/-5%, Lateral (including
Control Position +/-5%, the most
Directional Control critical
Position +/-5%, case) in
Collective Control the
Position +/-5% critical
quadrant.
May be a
series of
snapshot
tests
2.b.3. Control
Response.
2.b.3.a. Longitudinal Pitch Rate--+/-10% or Hover. Record
+/-2 [degrees] /sec. Augmenta- results for
Pitch Attitude Change-- tion On a step
+/-10% or 1.5 and Off control
[degrees] input. The
Off-axis
response
must show
correct
trend for
unaugmented
cases. This
test must
be
conducted
in a hover,
in ground
effect,
without
entering
translation-
al flight
2.b.3.b. Lateral Roll Rate--+/-10% or Hover Record
+/-3 [degrees] /sec. Augmenta- results for
Roll Attitude Change-- tion On a step
+/-10% or +/-3 and Off control
[degrees] input. The
Off-axis
response
must show
correct
trend for
unaugmented
cases
2.b.3.c. Directional Yaw Rate--+/-10% or +/- Hover Record
2 [degrees] /sec. Augmenta- results for
Heading Change--+/-10% tion On a step
or +/-2 [degrees] and Off control
input. The
Off-axis
response
must show
correct
trend for
unaugmented
cases. This
test must
be
conducted
in a hover,
in ground
effect,
without
entering
translation-
al flight
2.b.3.d. Vertical Normal Acceleration +/- Hover Record
0.1g Augmenta- results for
tion On a step
and Off control
input. The
Off-axis
response
must show
correct
trend for
unaugmented
cases
2.c. Longitudinal
Handling
Qualities.
2.c.1. Control Pitch Rate--+/-10% or Cruise Results
Response +/-2 [degrees] /sec. Augmenta- must be
Pitch Attitude Change-- tion On recorded
+/-10% or +/-1.5 and Off for two
[degrees] cruise
airspeeds
to include
minimum
power
required
speed.
Record data
for a step
control
input. The
Off-axis
response
must show
correct
trend for
unaugmented
cases
2.c.2. Static Longitudinal Control Cruise or Record
Stability Position: +/-10% of Climb. results for
change from trim or +/- Autoro- a minimum
0.25 in. (6.3 mm) or tation. of two
Longitudinal Control Augmenta- speeds on
Force: +/-0.5 lb. tion On each side
(0.223 daN) or +/-10% and Off of the trim
speed. May
be a series
of snapshot
tests
2.c.3. Dynamic
Stability.
2.c.3.a. Long Term +/-10% of calculated Cruise Record
Response period. +/-10% of time Augmenta- results for
to 1/2 or double tion On three full
amplitude, or +/-0.02 and Off cycles (6
of damping ratio. For overshoots
non-periodic responses, after input
the time history must completed)
be matched within +/-3 or that
[degrees] pitch; and sufficient
+/-5 kts airspeed over to
a 20 sec period determine
following release of time to 1/2
the controls or double
amplitude,
whichever
is less.
For non-
periodic
responses,
the test
may be
terminated
prior to 20
sec if the
test pilot
determines
that the
results are
becoming
uncontrolla
bly
divergent.
Displace
the cyclic
for one
second or
less to
excite the
test. The
result will
be either
convergent
or
divergent
and must be
recorded.
If this
method
fails to
excite the
test,
displace
the cyclic
to the
predetermin
ed maximum
desired
pitch
attitude
and return
to the
original
position.
If this
method is
used,
record the
results
2.c.3.b. Short Term +/-1.5 [degrees] Cruise or Record
response Pitch or +/-2 Climb. results for
[degrees]/ sec. Augmenta- at least
Pitch Rate tion On two
+/-0.1 g Normal and Off airspeeds.
Acceleration
2.c.4. Maneuvering Longitudinal Control Cruise or Record
Stability Position--+/-10% of Climb. results for
change from trim or +/- Augmenta- at least
0.25 in. (6.3 mm) or tion On two
Longitudinal Control and Off airspeeds
Forces--+/-0.5 lb. at 30
(0.223 daN) or +/-10% [degrees]
-45
[degrees]
bank angle.
The force
may be
shown as a
cross plot
for
irreversible
systems.
May be a
series of
snapshot
tests
2.d. Lateral and
Directional
Handling
Qualities.
2.d.1. Control
Response.
2.d.1.a. Lateral Roll Rate--+/-10% or Cruise Record
+/-3 [degrees] /sec. Augmenta- results for
Roll Attitude Change-- tion On at least
+/-10% or +/-3 and Offd two
[degrees] airspeeds,
including
the speed
at or near
the minimum
power
required
airspeed.
Record
results for
a step
control
input. The
Off-axis
response
must show
correct
trend for
unaugmented
cases
2.d.1.b. Directional Yaw Rate--+/-10% or +/- Cruise Record data
2 [degrees] /sec. Yaw Augmenta- for at
Attitude Change--+/-10% tion On least two
or +/-2 [degrees] and Off Airspeeds,
including
the speed
at or near
the minimum
power
required
airspeed.
Record
results for
a step
control
input. The
Off-axis
response
must show
correct
trend for
unaugmented
cases
2.d.2. Directional Lateral Control Cruise; or Record
Static Stability Position--+/-10% of Climb (may results for
change from trim or +/- use Descent at least
0.25 in. (6.3 mm) or instead of two
Lateral Control Force-- Climb if sideslip
+/-0.5 lb. (0.223 daN) desired) angles on
or 10%. RollAttitude-- Augmenta- either side
+/-1.5 Directional tion On of the trim
Control Position--+/- and Off point. The
10% of change from trim force may
or +/-0.25 in. (6.3 mm) be shown as
or Directional Control a cross
Force--+/-1 lb. (0.448 plot for
daN) or 10%. irreversible
Longitudinal Control systems.
Position--+/-10% of May be a
change from trim or +/- series of
0.25 in. (6.3 mm). snapshot
Vertical Velocity--+/- tests
100 fpm (0.50m/sec) or
10%
2.d.3. Dynamic Lateral
and Directional
Stability.
2.d.3.a. Lateral- +/-0.5 sec. or +/-10% Cruise or Record
Directional of period. +/-10% of Climb results for
Oscillations time to 1/2 or double Augmenta- at least
amplitude or +/-0.02 of tion On two
damping ratio. +/-20% and Off airspeeds.
or +/-1 sec of time The test
difference between must be
peaks of bank and initiated
sideslip. For non- with a
periodic responses, the cyclic or a
time history must be pedal
matched within +/-10 doublet
knots Airspeed; +/-5 input.
[degrees] /s Roll Record
Rate or +/-5 results for
[degrees] Roll six full
Attitude; +/-4 cycles (12
[degrees] /s Yaw Rate overshoots
or +/-4 [degrees] Yaw after input
Angle over a 20 sec completed)
period roll angle or that
following release of sufficient
the controls to
determine
time to 1/2
or double
amplitude,
whichever
is less.
The test
may be
terminated
prior to 20
sec if the
test pilot
determines
that the
results are
becoming
uncontrolla
bly
divergent
2.d.3.b. Spiral Stability +/-2 [degrees] or +/- Cruise or Record the
10% roll angle Climb. results of
Augmenta- a release
tion On from pedal
and Off only or
cyclic only
turns for
20 sec.
Results
must be
recorded
from turns
in both
directions.
Terminate
check at
zero roll
angle or
when the
test pilot
determines
that the
attitude is
becoming
uncontrolla
bly
divergent
2.d.3.c. Adverse/ Correct Trend, +/-2 Cruise or Record the
Proverse Yaw [degrees] transient Climb. time
sideslip angle Augmenta- history of
tion On initial
and Off entry into
cyclic only
turns,
using only
a moderate
rate for
cyclic
input.
Results
must be
recorded
for turns
in both
directions
3. Reserved
4. Visual System
4.a. Visual System Response Time: (Choose either test
4.a.1. or 4.a.2. to satisfy test 4.a., Visual
System Response Time Test. This test is also
sufficient for flight deck instrument response timing.)
4.a.1. Latency.
150 ms (or less) after Takeoff, One test is
helicopter response climb, and required in
descent each axis
(pitch,
roll and
yaw) for
each of the
three
conditions
(take-off,
cruise, and
approach or
landing)
4.a.2. Transport Delay.
150 ms (or less) after N/A A separate
controller movement test is
required in
each 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
field-of-view field-of-view providing required
146 [degrees] and must
horizontal and 36 explain the
[degrees] vertical geometry of
field-of-view for each the
pilot simultaneously installation
and any geometric error Horizontal
between the Image field-of-
Generator eye point and view must
the pilot eye point is not be less
8 [degrees] or less than a
total of
146
[degrees]
(including
not less
than 73
[degrees]
measured
either side
of the
center of
the design
eye point).
Additional
horizontal
field-of-
view
capability
may be
added at
the
sponsor's
discretion
provided
the minimum
field-of-
view is
retained.
Vertical
field-of-
view: Not
less than a
total of 36
[degrees]
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
ratio is
calculated
by dividing
the
brightness
level of
the center,
bright
square
(providing
at least 2
foot-
lamberts or
7 cd/ m<2>)
by the
brightness
level of
any
adjacent
dark square
4.d. Highlight Not less than three (3) N/A Measure the
brightness foot-lamberts (10 cd/ m brightness
<2>) of the
center
white
square
while
superimposing
a
highlight
on that
white
square. The
use of
calligraphic
capabilities
to
enhance the
raster
brightness
is
acceptable,
but
measuring
light
points is
not
acceptable
4.e. Surface Not greater than two N/A An SOC is
resolution (2) arc minutes required
and must
include the
relevant
calculations
4.f. Light point size Not greater than five N/A An SOC is
(5) arc-minutes required
and must
include the
relevant
calculations
4.g. Light point
contrast ratio
4.g.1. Reserved.
4.g.2. Not less than 25:1 N/A An SOC is
required
and must
include the
relevant
calculations
4.h. Visual ground
segment.
The visible segment in Landing The QTG
the simulator must be configura- must
within 20% of the tion, trim- contain
segment computed to be med for relevant
visible from the appropriate calcula-
helicopter flight deck. airspeed, tions and
The tolerance(s) may be at 100 ft a drawing
applied at either end (30m) above showing the
or at both ends of the the data used
displayed segment. touchdown to
However, lights and zone, on establish
ground objects computed glide slope the
to be visible from the with an RVR helicopter
helicopter flight deck value set location
at the near end of the at 1,200 ft and the
visible segment must be (350m) segment of
visible in the the ground
simulator that is
visible
considering
design
eyepoint,
helicopter
attitude,
flight deck
cut-off
angle, and
a
visibility
of 1200 ft
(350 m)
RVR.
Simulator
performance
must be
measured
against the
QTG
calculations.
The data
submitted
must
include at
least the
following:
(1) Static
helicopter
dimensions
as follows:
(i)
Horizontal
and
vertical
distance
from main
landing
gear (MLG)
to
glideslope
reception
antenna.
(ii)
Horizontal
and
vertical
distance
from MLG to
pilot's
eyepoint.
(iii)
Static
flight deck
cutoff
angle. (2)
Approach
data as
follows:
(i)
Identificat
ion 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
configurati
on. (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
Table D2A.--Flight Training Device (FTD) Objective Tests
QPS requirements Informa-
tion
FTD level
Entry No. Title 5 6 7 Notes
1. Performance
1.a. Engine
Assessment.
1.a.1. Start
Operations.
1.a.1.a. Engine start X X
and
acceleration
(transient)
1.a.1.b. Steady State X X X
Idle and
Operating
RPM
conditions
1.a.2. Power X X
Turbine
Speed Trim
1.a.3. Engine and X X
Rotor Speed
Governing
1.b. Reserved.
1.c. Takeoff.
1.c.1. All Engines X
1.c.2. Reserved.
through
1.c.3
1.d. Hover.
Performance X
1.e. Vertical
Climb.
Performance X
1.f. Level
Flight.
Performance X X X This test
and Trimmed validates
Flight performance
Control at speeds
Positions above
maximum
endurance
airspeed.
1.g. Climb.
Performance X X X
and Trimmed
Flight
Control
Positions
1.h. Descent.
1.h.1. Descent X X X
Performance
and Trimmed
Flight
Control
Positions
1.h.2. Autorotation X X X
Performance
and Trimmed
Flight
Control
Positions
1.i. Autorota-
tion.
Entry X X
1.j. Landing.
1.j.1. All Engines X
1.j.2. Reserved.
through
1.j.3
1.j.4. Autorota- X If flight
tional test data
Landing containing
all required
parameters
for a
complete
power-off
landing is
not
available
from the
aircraft
manufacturer
for this
test, and
other
qualified
flight test
personnel
are not
available to
acquire this
data, the
sponsor must
coordinate
with the
NSPM to
determine if
it would be
appropriate
to accept
alternative
testing
means.
Alternative
approaches
to this data
acquisition
that may be
acceptable
are: (1) A
simulated
autorotation
al flare and
reduction of
rate of
descent
(ROD) at
altitude; or
(2) a power-
on
termination
following an
autorotation
al approach
and flare.
2. Handling
Qualities
2.a. Control
System
Mechanical
Character-
istics
2.a.1. Cyclic X X X
2.a.2. Collective X X X
and Pedals
2.a.3. Brake Pedal X X X
Force vs.
Position
2.a.4. Trim System X X X
Rate (all
applicable
systems)
2.a.5. Control X X Control
Dynamics Dynamics for
(all axes) irreversible
control
systems may
be evaluated
in a
ground/
static
condition.
Refer to
paragraph 3
of this
attachment
for
additional
information.
"N" is the
sequential
period of a
full cycle
of
oscillation.
2.a.6. Freeplay X X X
2.b. Low Airspeed
Handling
Qualities.
2.b.1. Trimmed X
Flight
Control
Positions
2.b.2. Critical X
Azimuth
2.b.3. Control
Response.
2.b.3.a. Longitudinal X This is a
"short time"
test.
2.b.3.b. Lateral X This is a
"short time"
test
conducted in
a hover, in
ground
effect,
without
entering
translationa
l flight, to
provide
better
visual
reference.
2.b.3.c. Directional X This is a
"short time"
test.
2.b.3.d. Vertical X
2.c. Longitudinal
Handling
Qualities.
2.c.1. Control X X X
Response
2.c.2. Static X X X
Stability
2.c.3. Dynamic
Stability.
2.c.3.a. Long Term X X X The response
Response for certain
helicopters
may be
unrepeatable
throughout
the stated
time. In
these cases,
the test
should show
at least
that a
divergence
is
identifi-
able. For
example:
Displacing
the cyclic
for a given
time
normally
excites this
test or
until a
given pitch
attitude is
achieved and
then return
the cyclic
to 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 X X A control
Response doublet
inserted at
the natural
frequency of
the aircraft
normally
excites this
test.
However,
while input
doublets are
preferred
over pulse
inputs for
Augmentation
-Off tests,
for
Augmentation
-On cases,
when the
short term
response
exhibits
1st-order or
deadbeat
characterist
ics,
longitudinal
pulse inputs
may produce
a more
coherent
response.
2.c.4. Maneuvering X X
Stability
2.d. Lateral and
Directional
Handling
Qualities.
2.d.1. Control
Response.
2.d.1.a. Lateral X X X
2.d.1.b. Directional X X X
2.d.2. Directional X X X This is a
Static steady
Stability heading
sideslip
test at a
fixed
collective
position.
2.d.3. Dynamic
Lateral and
Directional
Stability.
2.d.3.a. Lateral- X X X
Directional
Oscillations
2.d.3.b. Spiral X X X
Stability
2.d.3.c. Adverse/Prov X X X
erse Yaw
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.
X
4.a.2. Transport
Delay.
X
4.b. Field-of-
view.
4.b.1. Reserved.
4.b.2. Continuous X Horizontal
visual field-of-
field-of- view is
view centered on
the zero
degree
azimuth line
relative to
the aircraft
fuselage.
4.b.3. Reserved.
4.c. Surface X Measurements
contrast may be made
ratio using a 1
[degrees]
spot
photometer
and a raster
drawn test
pattern
filling the
entire
visual scene
(all
channels)
with a test
pattern of
black and
white
squares, 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.
4.d. Highlight X Measurements
brightness may be made
using a 1
[degrees]
spot
photometer
and a raster
drawn test
pattern
filling the
entire
visual scene
(all
channels)
with a test
pattern of
black and
white
squares, 5
per square,
with a white
square in
the center
of each
channel.
4.e. Surface X When the eye
resolution is
positioned
on a 3
[degrees]
glide slope
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
Configuratio
n A; a slant
range of
5,157 feet
with stripes
150 ft long
and 12 ft
wide, spaced
3 ft apart.
(3) For
Configuratio
n 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 X Light point
size size may be
measured
using a test
pattern
consisting
of a
centrally
located
single row
of light
points
reduced in
length until
modulation
is just
discernible
in each
visual
channel. A
row of 48
lights will
form a 4
[degrees]
angle or
less.
4.g. Light point A 1
contrast [degrees]
ratio spot
photometer
may be used
to measure a
square of at
least 1
[degrees]
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. X
4.h. Visual
ground
segment.
X Pre-position
for this
test is
encouraged,
but may be
achieved via
manual or
autopilot
control to
the desired
position.
5. Reserved
Begin Information
3. Control Dynamics
a. The characteristics of a helicopter flight control system have a major effect on the handling qualities. A significant consideration in pilot acceptability of a helicopter is the "feel" provided through the flight deck controls. Considerable effort is expended on helicopter feel system design in order to deliver a system with which pilots will be comfortable and consider the helicopter desirable to fly. In order for an FTD to be representative, it too must present the pilot with the proper feel; that of the respective helicopter. Compliance with this requirement is determined by comparing a recording of the control feel dynamics of the FFS to actual helicopter measurements in the hover and cruise configurations.
(1) Recordings such as free response to an impulse or step function are classically used to estimate the dynamic properties of electromechanical systems. It is only possible to estimate the dynamic properties as a result of only being able to estimate true inputs and responses. Therefore, it is imperative that the best possible data be collected since close matching of the FTD control loading system to the helicopter systems is essential. Control feel dynamic tests are described in the Table of Objective Tests in this appendix. Where accomplished, the free response is measured after a step or pulse input is used to excite the system.
(2) For initial and upgrade evaluations, it is required that control dynamic characteristics be measured at and recorded directly from the flight deck controls. This procedure is usually accomplished by measuring the free response of the controls using a step or pulse input to excite the system. The procedure must be accomplished in hover, climb, cruise, and autorotation. For helicopters with irreversible control systems, measurements may be obtained on the ground. The procedure should be accomplished in the hover and cruise flight conditions and configurations. Proper pitot-static inputs (if appropriate) must be provided to represent airspeeds typical of those encountered in flight.
(3) It may be shown that for some helicopters, climb, cruise, and autorotation have like effects. Thus, some tests for one may suffice for some tests for another. If either or both considerations apply, engineering validation or helicopter manufacturer rationale must be submitted as justification for ground tests or for eliminating a configuration. For FTDs requiring static and dynamic tests at the controls, special test fixtures will not be required during initial and upgrade evaluations if the sponsor's QTG shows both test fixture results and the results of an alternative approach, such as computer plots which were produced concurrently and show satisfactory agreement. Repeat of the alternative method during the initial evaluation satisfies this test requirement.
b. Control Dynamics Evaluations. The dynamic properties of control systems are often stated in terms of frequency, damping, and a number of other classical measurements which can be found in texts on control systems. In order to establish a consistent means of validating test results for FTD control loading, criteria are needed that will clearly define the interpretation of the measurements and the tolerances to be applied. Criteria are needed for both the underdamped system and the overdamped system, including the critically damped case. In the case of an underdamped system with very light damping, the system may be quantified in terms of frequency and damping. In critically damped or overdamped systems, the frequency and damping is not readily measured from a response time history. Therefore, some other measurement must be used.
(1) Tests to verify that control feel dynamics represent the helicopter must show that the dynamic damping cycles (free response of the control) match that of the helicopter within specified tolerances. The method of evaluating the response and the tolerance to be applied are described below for the underdamped and critically damped cases.
(a) Underdamped Response. Two measurements are required for the period, the time to first zero crossing (in case a rate limit is present) and the subsequent frequency of oscillation. It is necessary to measure cycles on an individual basis in case there are nonuniform periods in the response. Each period will be independently compared to the respective period of the helicopter control system and, consequently, will enjoy the full tolerance specified for that period.
(b) The damping tolerance will be applied to overshoots on an individual basis. Care must be taken when applying the tolerance to small overshoots since the significance of such overshoots becomes questionable. Only those overshoots larger than 5 percent of the total initial displacement will be considered significant. The residual band, labeled T(A[d]) on Figure 1 of this attachment is +/-5 percent of the initial displacement amplitude, A[d], 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(P[0]) +/-10% of P[0]
T(P[1]) +/-20% of P[1]
T(P[2]) +/-30% of P[2]
T(P[n]) +/-10(n+1)% of P[n]
T(A[n]) +/-10% of A[1]
T(A[d]) +/-5% of A[d] = 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(P[0]) +/-10% of P[0]
Display Image
Display Image
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 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
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