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QPS requirements | Entry No. | Subjective requirements In order to be qualified at the simulator qualification level indicated, the simulator must be able to perform at least the tasks associated with that level of qualification. | Simulator levels | A | B | C | D | Information | Notes |
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1. Preflight Procedures | |||||||||
1.a. | Preflight Inspection (flight deck only) | X | X | X | X | ||||
1.b. | Engine Start | X | X | X | X | ||||
1.c. | Taxiing | R | X | X | |||||
1.d. | Pre-takeoff Checks | X | X | X | X | ||||
2. Takeoff and Departure Phase | |||||||||
2.a. | Normal and Crosswind Takeoff | R | X | X | |||||
2.b. | Instrument Takeoff | X | X | X | X | ||||
2.c. | Engine Failure During Takeoff | A | X | X | X | ||||
2.d. | Rejected Takeoff | X | X | X | X | ||||
2.e. | Departure Procedure | X | X | X | X | ||||
3. Inflight Maneuvers | |||||||||
3.a. | Steep Turns | X | X | X | X | ||||
3.b. High Angle of Attack Maneuvers | |||||||||
3.b.1 | Approaches to Stall | X | X | X | X | ||||
3.b.2 | Full Stall | X | X | Stall maneuvers at angles of attack above the activation of the stall warning system. | |||||
Required only for FSTDs qualified to conduct full stall training tasks as indicated on the Statement of Qualification. | |||||||||
3.c. | Engine Failure—Multiengine Airplane | X | X | X | X | ||||
3.d. | Engine Failure—Single-Engine Airplane | X | X | X | X | ||||
3.e. | Specific Flight Characteristics incorporated into the user's FAA approved flight training program | A | A | A | A | ||||
3.f. | Recovery From Unusual Attitudes | X | X | X | X | Within the normal flight envelope supported by applicable simulation validation data. | |||
3.g. | Upset Prevention and Recovery Training (UPRT) | X | X | Upset recovery or unusual attitude training maneuvers within the FSTD's validation envelope that are intended to exceed pitch attitudes greater than 25 degrees nose up; pitch attitudes greater than 10 degrees nose down, and bank angles greater than 45 degrees. | |||||
4. Instrument Procedures | |||||||||
4.a. | Standard Terminal Arrival/Flight Management System Arrivals Procedures | X | X | X | X | ||||
4.b. | Holding | X | X | X | X | ||||
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Vol. 2 / 2021-01-0150 | |||||||||
4.c. | Precision Instrument | ||||||||
4.c.1. | All Engines Operating | X | X | X | X | e.g., Autopilot, Manual (Flt. Dir. Assisted), Manual (Raw Data). | |||
4.c.2. | One Engine Inoperative | X | X | X | X | e.g., Manual (Flt. Dir. Assisted), Manual (Raw Data). | |||
4.d. | Non-Precision Instrument Approach | X | X | X | X | e.g., NDB, VOR, VOR/DME, VOR/TAC, RNAV, LOC, LOC/BC, ADF, and SDF. | |||
4.e. | Circling Approach | X | X | X | X | Specific authorization required. | |||
4.f. | Missed Approach | ||||||||
4.f.1. | Normal | X | X | X | X | ||||
4.f.2. | One Engine Inoperative | X | X | X | X | ||||
5. Landings and Approaches to Landings | |||||||||
5.a. | Normal and Crosswind Approaches and Landings | R | X | X | |||||
5.b. | Landing From a Precision/Non-Precision Approach | R | X | X | |||||
5.c. | Approach and Landing with (Simulated) Engine Failure—Multiengine Airplane | R | X | X | |||||
5.d. | Landing From Circling Approach | R | X | X | |||||
5.e. | Rejected Landing | X | X | X | X | ||||
5.f. | Landing From a No Flap or a Nonstandard Flap Configuration Approach | R | X | X | |||||
6. Normal and Abnormal Procedures | |||||||||
6.a. | Engine (including shutdown and restart) | X | X | X | X | ||||
6.b. | Fuel System | X | X | X | X | ||||
6.c. | Electrical System | X | X | X | X | ||||
6.d. | Hydraulic System | X | X | X | X | ||||
6.e. | Environmental and Pressurization Systems | X | X | X | X | ||||
6.f. | Fire Detection and Extinguisher Systems | X | X | X | X | ||||
6.g. | Navigation and Avionics Systems | X | X | X | X | ||||
6.h. | Automatic Flight Control System, Electronic Flight Instrument System, and Related Subsystems | X | X | X | X | ||||
6.i. | Flight Control Systems | X | X | X | X | ||||
6.j. | Anti-ice and Deice Systems | X | X | X | X | ||||
6.k. | Aircraft and Personal Emergency Equipment | X | X | X | X | ||||
7. Emergency Procedures | |||||||||
7.a. | Emergency Descent (Max. Rate) | X | X | X | X | ||||
7.b. | Inflight Fire and Smoke Removal | X | X | X | X | ||||
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Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-0151 | |||||||||
7.c. | Rapid Decompression | X | X | X | X | ||||
7.d. | Emergency Evacuation | X | X | X | X | ||||
8. Postflight Procedures | |||||||||
8.a. | After-Landing Procedures | X | X | X | X | ||||
8.b. | Parking and Securing | X | X | X | X | ||||
“A”—indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in the FSTD and is working properly. | |||||||||
“R”—indicates that the simulator may be qualified for this task for continuing qualification training. | |||||||||
“X”—indicates that the simulator must be able to perform this task for this level of qualification. |
QPS requirements | Entry No. | Subjective requirements In order to be qualified at the simulator qualification level indicated, the simulator must be able to perform at least the tasks associated with that level of qualification. | Simulator levels | A | B | C | D | Information | Notes |
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1. Instructor Operating Station (IOS), as appropriate | |||||||||
1.a. | Power switch(es) | X | X | X | X | ||||
1.b. | Airplane conditions | X | X | X | X | e.g., GW, CG, Fuel loading and Systems. | |||
1.c. | Airports/Runways | X | X | X | X | e.g., Selection, Surface, Presets, Lighting controls. | |||
1.d. | Environmental controls | X | X | X | X | e.g., Clouds, Visibility, RVR, Temp, Wind, Ice, Snow, Rain, and Windshear. | |||
1.e. | Airplane system malfunctions (Insertion/deletion) | X | X | X | X | ||||
1.f. | Locks, Freezes, and Repositioning | X | X | X | X | ||||
2. Sound Controls | |||||||||
2.a. | On/off/adjustment | X | X | X | X | ||||
3. Motion/Control Loading System | |||||||||
3.a. | On/off/emergency stop | X | X | X | X | ||||
4. Observer Seats/Stations | |||||||||
4.a. | Position/Adjustment/Positive restraint system | X | X | X | X |
Paragraph No. | Title |
---|---|
1. | Introduction. |
2. | Test Requirements. |
Table A2A, Objective Tests. | |
3. | General. |
4. | Control Dynamics. |
5. | Ground Effect. |
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-0152 | |
6. | Motion System. |
7. | Sound System. |
8. | Additional Information About Flight Simulator Qualification for New or Derivative Airplanes. |
9. | Engineering Simulator—Validation Data. |
10. | [Reserved] |
11. | Validation Test Tolerances. |
12. | Validation Data Roadmap. |
13. | Acceptance Guidelines for Alternative Engines Data. |
14. | Acceptance Guidelines for Alternative Avionics (Flight-Related Computers and Controllers). |
15. | Transport Delay Testing. |
16. | Continuing Qualification Evaluations—Validation Test Data Presentation. |
17. | Alternative Data Sources, Procedures, and Instrumentation: Level A and Level B Simulators Only. |
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. |
T(P 0 ) | ±10% of P 0 |
Band center frequency | Initial results (dBSPL) | Continuing qualification results (dBSPL) | Absolute difference |
---|---|---|---|
50 | 75.0 | 73.8 | 1.2 |
63 | 75.9 | 75.6 | 0.3 |
80 | 77.1 | 76.5 | 0.6 |
100 | 78.0 | 78.3 | 0.3 |
125 | 81.9 | 81.3 | 0.6 |
160 | 79.8 | 80.1 | 0.3 |
200 | 83.1 | 84.9 | 1.8 |
250 | 78.6 | 78.9 | 0.3 |
315 | 79.5 | 78.3 | 1.2 |
400 | 80.1 | 79.5 | 0.6 |
500 | 80.7 | 79.8 | 0.9 |
630 | 81.9 | 80.4 | 1.5 |
800 | 73.2 | 74.1 | 0.9 |
1000 | 79.2 | 80.1 | 0.9 |
1250 | 80.7 | 82.8 | 2.1 |
1600 | 81.6 | 78.6 | 3.0 |
2000 | 76.2 | 74.4 | 1.8 |
2500 | 79.5 | 80.7 | 1.2 |
3150 | 80.1 | 77.1 | 3.0 |
4000 | 78.9 | 78.6 | 0.3 |
5000 | 80.1 | 77.1 | 3.0 |
6300 | 80.7 | 80.4 | 0.3 |
8000 | 84.3 | 85.5 | 1.2 |
10000 | 81.3 | 79.8 | 1.5 |
12500 | 80.7 | 80.1 | 0.6 |
16000 | 71.1 | 71.1 | 0.0 |
Average | 1.1 |
Entry No. | Test description | Alternative engine type | Alternative thrust rating 2 | |
---|---|---|---|---|
1.b.1., 1.b.4. | Normal take-off/ground acceleration time and distance | X | X | |
1.b.2. | V mcg , if performed for airplane certification | X | X | |
1.b.5. 1.b.8. | Engine-out take-off Dynamic engine failure after take-off. | Either test may be performed | X | |
1.b.7. | Rejected take-off if performed for airplane certification | X | ||
1.d.1. | Cruise performance | X | ||
1.f.1., 1.f.2. | Engine acceleration and deceleration | X | X | |
2.a.7. | Throttle calibration 1 | X | X | |
2.c.1. | Power change dynamics (acceleration) | X | X | |
2.d.1. | V mca if performed for airplane certification | X | X | |
2.d.5. | Engine inoperative trim | X | X | |
2.e.1. | Normal landing | X | ||
1 Must be provided for all changes in engine type or thrust rating; see paragraph 13.c.(3). | ||||
2 See paragraphs 13.c.(1) through 13.c.(3), for a definition of applicable thrust ratings. |
QPS REQUIREMENTS The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A are not used. | Table of objective tests | Test entry number and title | Sim level | A | B | Alternative data sources, procedures, and instrumentation | Information | Notes |
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1.a.1. Performance. Taxi. Minimum Radius turn | X | X | TIR, AFM, or Design data may be used | |||||
1.a.2. Performance. Taxi Rate of Turn vs. Nosewheel Steering Angle | X | Data may be acquired by using a constant tiller position, measured with a protractor or full rudder pedal application for steady state turn, and synchronized video of heading indicator. If less than full rudder pedal is used, pedal position must be recorded | A single procedure may not be adequate for all airplane steering systems, therefore appropriate measurement procedures must be devised and proposed for NSPM concurrence. | |||||
1.b.1. Performance. Takeoff. Ground Acceleration Time and Distance | X | X | Preliminary certification data may be used. Data may be acquired by using a stop watch, calibrated airspeed, and runway markers during a takeoff with power set before brake release. Power settings may be hand recorded. If an inertial measurement system is installed, speed and distance may be derived from acceleration measurements | |||||
1.b.2. Performance. Takeoff. Minimum Control Speed—ground (V mcg ) using aerodynamic controls only (per applicable airworthiness standard) or low speed, engine inoperative ground control characteristics | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls | Rapid throttle reductions at speeds near V mcg may be used while recording appropriate parameters. The nosewheel must be free to caster, or equivalently freed of sideforce generation. | ||||
1.b.3. Performance. Takeoff. Minimum Unstick Speed (V mu ) or equivalent test to demonstrate early rotation takeoff characteristics | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and the force/position measurements of flight deck controls | |||||
1.b.4. Performance. Takeoff. Normal Takeoff | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls. AOA can be calculated from pitch attitude and flight path | |||||
1.b.5. Performance. Takeoff. Critical Engine Failure during Takeoff | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls | Record airplane dynamic response to engine failure and control inputs required to correct flight path. | ||||
1.b.6. Performance. Takeoff. Crosswind Takeoff | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls | The “1:7 law” to 100 feet (30 meters) is an acceptable wind profile. | ||||
1.b.7. Performance. Takeoff. Rejected Takeoff | X | X | Data may be acquired with a synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and distance (e.g., runway markers). A stop watch is required. | |||||
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Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-01124 | ||||||||
1.c. 1. Performance. Climb. Normal Climb all engines operating. | X | X | Data may be acquired with a synchronized video of calibrated airplane instruments and engine power throughout the climb range | |||||
1.c.2. Performance. Climb. One engine Inoperative Climb | X | X | Data may be acquired with a synchronized video of calibrated airplane instruments and engine power throughout the climb range | |||||
1.c.4. Performance. Climb. One Engine Inoperative Approach Climb (if operations in icing conditions are authorized) | X | X | Data may be acquired with a synchronized video of calibrated airplane instruments and engine power throughout the climb range | |||||
1.d.1. Cruise/Descent. Level flight acceleration. | X | X | Data may be acquired with a synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time | |||||
1.d.2. Cruise/Descent. Level flight deceleration. | X | X | Data may be acquired with a synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time | |||||
1.d.4. Cruise/Descent. Idle descent | X | X | Data may be acquired with a synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time | |||||
1.d.5. Cruise/Descent. Emergency Descent | X | X | Data may be acquired with a synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time | |||||
1.e.1. Performance. Stopping. Deceleration time and distance, using manual application of wheel brakes and no reverse thrust on a dry runway | X | X | Data may be acquired during landing tests using a stop watch, runway markers, and a synchronized video of calibrated airplane instruments, thrust lever position and the pertinent parameters of engine power | |||||
1.e.2. Performance. Ground. Deceleration Time and Distance, using reverse thrust and no wheel brakes | X | X | Data may be acquired during landing tests using a stop watch, runway markers, and a synchronized video of calibrated airplane instruments, thrust lever position and pertinent parameters of engine power | |||||
1.f.1. Performance. Engines. Acceleration | X | X | Data may be acquired with a synchronized video recording of engine instruments and throttle position | |||||
1.f.2. Performance. Engines. Deceleration | X | X | Data may be acquired with a synchronized video recording of engine instruments and throttle position | |||||
2.a.1.a. Handling Qualities. Static Control Checks. Pitch Controller Position vs. Force and Surface Position Calibration | X | X | Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant column positions (encompassing significant column position data points), acceptable to the NSPM, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same column position data points | For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. | ||||
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-01125 | ||||||||
2.a.2.a. Handling Qualities. Static Control Checks. Roll Controller Position vs. Force and Surface Position Calibration | X | X | Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant wheel positions (encompassing significant wheel position data points), acceptable to the NSPM, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same wheel position data points | For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. | ||||
2.a.3.a. Handling Qualities. Static Control Checks. Rudder Pedal Position vs. Force and Surface Position Calibration | X | X | Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant rudder pedal positions (encompassing significant rudder pedal position data points), acceptable to the NSPM, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same rudder pedal position data points | For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. | ||||
2.a.4. Handling Qualities. Static Control Checks. Nosewheel Steering Controller Force and Position | X | X | Breakout data may be acquired with a hand held force gauge. The remainder of the force to the stops may be calculated if the force gauge and a protractor are used to measure force after breakout for at least 25% of the total displacement capability | |||||
2.a.5. Handling Qualities. Static Control Checks. Rudder Pedal Steering Calibration | X | X | Data may be acquired through the use of force pads on the rudder pedals and a pedal position measurement device, together with design data for nosewheel position | |||||
2.a.6. Handling Qualities. Static Control Checks. Pitch Trim Indicator vs. Surface Position Calibration | X | X | Data may be acquired through calculations | |||||
2.a.7. Handling qualities. Static control tests. Pitch trim rate | X | X | Data may be acquired by using a synchronized video of pitch trim indication and elapsed time through range of trim indication | |||||
2.a.8. Handling Qualities. Static Control tests. Alignment of Flight deck Throttle Lever Angle vs. Selected engine parameter | X | X | Data may be acquired through the use of a temporary throttle quadrant scale to document throttle position. Use a synchronized video to record steady state instrument readings or hand-record steady state engine performance readings | |||||
2.a.9. Handling qualities. Static control tests. Brake pedal position vs. force and brake system pressure calibration | X | X | Use of design or predicted data is acceptable. Data may be acquired by measuring deflection at “zero” and “maximum” and calculating deflections between the extremes using the airplane design data curve | |||||
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Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-01126 | ||||||||
2.c.1. Handling qualities. Longitudinal control tests. Power change dynamics | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and throttle position | |||||
2.c.2. Handling qualities. Longitudinal control tests. Flap/slat change dynamics | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and flap/slat position | |||||
2.c.3. Handling qualities. Longitudinal control tests. Spoiler/speedbrake change dynamics | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and spoiler/speedbrake position | |||||
2.c.4. Handling qualities. Longitudinal control tests. Gear change dynamics | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and gear position | |||||
2.c.5. Handling qualities. Longitudinal control tests. Longitudinal trim | X | X | Data may be acquired through use of an inertial measurement system and a synchronized video of flight deck controls position (previously calibrated to show related surface position) and the engine instrument readings | |||||
2.c.6. Handling qualities. Longitudinal control tests. Longitudinal maneuvering stability (stick force/g) | X | X | Data may be acquired through the use of an inertial measurement system and a synchronized video of calibrated airplane instruments; a temporary, high resolution bank angle scale affixed to the attitude indicator; and a wheel and column force measurement indication | |||||
2.c.7. Handling qualities. Longitudinal control tests. Longitudinal static stability | X | X | Data may be acquired through the use of a synchronized video of airplane flight instruments and a hand held force gauge | |||||
2.c.8. Handling qualities. Longitudinal control tests. Stall characteristics | X | X | Data may be acquired through a synchronized video recording of a stop watch and calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration | Airspeeds may be cross checked with those in the TIR and AFM. | ||||
2.c.9. Handling qualities. Longitudinal control tests. Phugoid dynamics | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls | |||||
2.c.10. Handling qualities. Longitudinal control tests. Short period dynamics | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls | ||||||
2.d.1. Handling qualities. Lateral directional tests. Minimum control speed, air (V mca or V mci ), per applicable airworthiness standard or Low speed engine inoperative handling characteristics in the air | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls | |||||
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Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-01127 | ||||||||
2.d.2. Handling qualities. Lateral directional tests. Roll response (rate) | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck lateral controls | May be combined with step input of flight deck roll controller test, 2.d.3. | ||||
2.d.3. Handling qualities. Lateral directional tests. Roll response to flight deck roll controller step input | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck lateral controls | |||||
2.d.4. Handling qualities. Lateral directional tests. Spiral stability | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments; force/position measurements of flight deck controls; and a stop watch | |||||
2.d.5. Handling qualities. Lateral directional tests. Engine inoperative trim | X | X | Data may be hand recorded in-flight using high resolution scales affixed to trim controls that have been calibrated on the ground using protractors on the control/trim surfaces with winds less than 5 kts.OR Data may be acquired during second segment climb (with proper pilot control input for an engine-out condition) by using a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls | Trimming during second segment climb is not a certification task and should not be conducted until a safe altitude is reached. | ||||
2.d.6. Handling qualities. Lateral directional tests. Rudder response | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of rudder pedals | |||||
2.d.7. Handling qualities. Lateral directional tests. Dutch roll, (yaw damper OFF) | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls | |||||
2.d.8. Handling qualities. Lateral directional tests. Steady state sideslip | X | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls Ground track and wind corrected heading may be used for sideslip angle. | |||||
2.e.1. Handling qualities. Landings. Normal landing | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls | ||||||
2.e.3. Handling qualities. Landings. Crosswind landing | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls | ||||||
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-01128 | ||||||||
2.e.4. Handling qualities. Landings. One engine inoperative landing | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and the force/position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of AOA and sideslip | ||||||
2.e.5. Handling qualities. Landings. Autopilot landing (if applicable) | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls.Normal and lateral accelerations may be recorded in lieu of AOA and sideslip | ||||||
2.e.6. Handling qualities. Landings. All engines operating, autopilot, go around | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of AOA and sideslip | ||||||
2.e.7. Handling qualities. Landings. One engine inoperative go around | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of AOA and sideslip | ||||||
2.e.8. Handling qualities. Landings. Directional control (rudder effectiveness with symmetric thrust) | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of AOA and sideslip | ||||||
2.e.9. Handling qualities. Landings. Directional control (rudder effectiveness with asymmetric reverse thrust) | X | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of AOA and sideslip | ||||||
2.f. Handling qualities. Ground effect. Test to demonstrate ground effect | X | Data may be acquired by using calibrated airplane instruments, an inertial measurement system, and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls |
QPS requirements | Entry No. | Additional airport models beyond minimum required for qualification—Class II airport models | Simulator level | A | B | C | D |
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This table specifies the minimum airport model content and functionality necessary to add airport models to a simulator's model library, beyond those necessary for qualification at the stated level, without the necessity of further involvement of the NSPM or TPAA. | |||||||
Begin QPS Requirements | |||||||
1. | Airport model management. The following is the minimum airport model management requirements for simulators at Levels A, B, C, and D. | ||||||
1.a. | The direction of strobe lights, approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, and touchdown zone lights on the “in-use” runway must be replicated | X | X | X | X | ||
2. | Visual feature recognition. The following are the minimum distances at which runway features must be visible for simulators at Levels A, B, C, and D. Distances are measured from runway threshold to an airplane aligned with the runway on an extended 3° glide-slope in simulated meteorological conditions that recreate the minimum distances for visibility. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. | ||||||
2.a. | Runway definition, strobe lights, approach lights, and runway edge white lights from 5 sm (8 km) from the runway threshold | X | X | X | X | ||
2.b. | Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) from the runway threshold | X | X | ||||
2.c. | Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) from the runway threshold | X | X | ||||
2.d. | Runway centerline lights and taxiway definition from 3 sm (5 km) from the runway threshold | X | X | X | X | ||
2.e. | Threshold lights and touchdown zone lights from 2 sm (3 km) from the runway threshold | X | X | X | X | ||
2.f. | Runway markings within range of landing lights for night scenes and as required by the surface resolution requirements on day scenes | X | X | X | X | ||
2.g. | For circling approaches, the runway of intended landing and associated lighting must fade into view in a non-distracting manner | X | X | X | X | ||
3. | Airport model content. The following prescribes the minimum requirements for what must be provided in an airport model and identifies other aspects of the airport environment that must correspond with that model for simulators at Levels A, B, C, and D. The detail must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that airport models contain details that are beyond the designed capability of the currently qualified visual system. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. Only one “primary” taxi route from parking to the runway end will be required for each “in-use” runway. | ||||||
3.a. | The surface and markings for each “in-use” runway: | ||||||
3.a.1. | Threshold markings | X | X | X | X | ||
3.a.2. | Runway numbers | X | X | X | X | ||
3.a.3. | Touchdown zone markings | X | X | X | X | ||
3.a.4. | Fixed distance markings | X | X | X | X | ||
3.a.5. | Edge markings | X | X | X | X | ||
3.a.6. | Centerline stripes | X | X | X | X | ||
3.b. | The lighting for each “in-use” runway | ||||||
3.b.1. | Threshold lights | X | X | X | X | ||
3.b.2. | Edge lights | X | X | X | X | ||
3.b.3. | End lights | X | X | X | X | ||
3.b.4. | Centerline lights | X | X | X | X | ||
3.b.5. | Touchdown zone lights, if appropriate | X | X | X | X | ||
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3.b.6. | Leadoff lights, if appropriate | X | X | X | X | ||
3.b.7. | Appropriate visual landing aid(s) for that runway | X | X | X | X | ||
3.b.8. | Appropriate approach lighting system for that runway | X | X | X | X | ||
3.c. | The taxiway surface and markings associated with each “in-use” runway: | ||||||
3.c.1. | Edge | X | X | X | X | ||
3.c.2. | Centerline | X | X | X | X | ||
3.c.3. | Runway hold lines | X | X | X | X | ||
3.c.4. | ILS critical area markings | X | X | X | X | ||
3.d. | The taxiway lighting associated with each “in-use” runway: | ||||||
3.d.1. | Edge | X | X | ||||
3.d.2. | Centerline | X | X | X | X | ||
3.d.3. | Runway hold and ILS critical area lights | X | X | X | X | ||
4. | Required model correlation with other aspects of the airport environment simulation The following are the minimum model correlation tests that must be conducted for simulators at Levels A, B, C, and D. | ||||||
4.a. | The airport model must be properly aligned with the navigational aids that are associated with operations at the “in-use” runway | X | X | X | X | ||
4.b. | Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, must not cause distracting or unrealistic effects | X | X | X | X | ||
5. | Correlation with airplane and associated equipment. The following are the minimum correlation comparisons that must be made for simulators at Levels A, B, C, and D. | ||||||
5.a. | Visual system compatibility with aerodynamic programming | X | X | X | X | ||
5.b. | Accurate portrayal of environment relating to flight simulator attitudes | X | X | X | X | ||
5.c. | Visual cues to assess sink rate and depth perception during landings | X | X | X | |||
5.d. | Visual effects for each visible, own-ship, airplane external light(s) | X | X | X | |||
6. | Scene quality. The following are the minimum scene quality tests that must be conducted for simulators at Levels A, B, C, and D. | ||||||
6.a. | Surfaces and textural cues must be free of apparent and distracting quantization (aliasing) | X | X | ||||
6.b. | Correct color and realistic textural cues | X | X | ||||
6.c. | Light points free from distracting jitter, smearing or streaking | X | X | X | X | ||
7. | Instructor controls of the following: The following are the minimum instructor controls that must be available in simulators at Levels A, B, C, and D. | ||||||
7.a. | Environmental effects, e.g., cloud base (if used), cloud effects, cloud density, visibility in statute miles/kilometers and RVR in feet/meters | X | X | X | X | ||
7.b. | Airport selection | X | X | X | X | ||
7.c. | Airport lighting including variable intensity | X | X | X | X | ||
7.d. | Dynamic effects including ground and flight traffic | X | X | ||||
End QPS Requirements | |||||||
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Begin Information | |||||||
8. | Sponsors are not required to provide every detail of a runway, but the detail that is provided must be correct within the capabilities of the system | X | X | X | X | ||
End Information |
QPS Requirements | Entry No. | Sound system | Simulator level | A | B | C | D |
---|---|---|---|---|---|---|---|
The following checks are performed during a normal flight profile with motion system ON. | |||||||
1. | Precipitation | X | X | ||||
2. | Rain removal equipment. | X | X | ||||
3. | Significant airplane noises perceptible to the pilot during normal operations | X | X | ||||
4. | Abnormal operations for which there are associated sound cues including, engine malfunctions, landing gear/tire malfunctions, tail and engine pod strike and pressurization malfunction | X | X | ||||
5. | Sound of a crash when the flight simulator is landed in excess of limitations | X | X |
QPS Requirements | Entry No. | Special effects | Simulator level | A | B | C | D |
---|---|---|---|---|---|---|---|
Functions in this table are subject to evaluation only if appropriate for the airplane and/or the system is installed on the specific simulator. | |||||||
1. | Simulator Power Switch(es) | X | X | X | X | ||
2. | Airplane conditions | ||||||
2.a. | Gross weight, center of gravity, fuel loading and allocation | X | X | X | X | ||
2.b. | Airplane systems status | X | X | X | X | ||
2.c. | Ground crew functions (e.g., ext. power, push back) | X | X | X | X | ||
3. | Airports | ||||||
3.a. | Number and selection | X | X | X | X | ||
3.b. | Runway selection | X | X | X | X | ||
3.c. | Runway surface condition (e.g., rough, smooth, icy, wet) | X | X | ||||
3.d. | Preset positions (e.g., ramp, gate, #1 for takeoff, takeoff position, over FAF) | X | X | X | X | ||
3.e. | Lighting controls | X | X | X | X | ||
4. | Environmental controls | ||||||
4.a | Visibility (statute miles (kilometers)) | X | X | X | X | ||
4.b. | Runway visual range (in feet (meters)) | X | X | X | X | ||
4.c. | Temperature | X | X | X | X | ||
4.d. | Climate conditions (e.g., ice, snow, rain) | X | X | X | X | ||
4.e. | Wind speed and direction | X | X | X | X | ||
4.f. | Windshear | X | X | ||||
4.g. | Clouds (base and tops) | X | X | X | X | ||
5. | Airplane system malfunctions (Inserting and deleting malfunctions into the simulator) | X | X | X | X | ||
6. | Locks, Freezes, and Repositioning | ||||||
6.a. | Problem (all) freeze/release | X | X | X | X | ||
6.b. | Position (geographic) freeze/release | X | X | X | X | ||
6.c. | Repositioning (locations, freezes, and releases) | X | X | X | X | ||
6.d. | Ground speed control | X | X | X | X | ||
7. | Remote IOS | X | X | X | X | ||
8. | Sound Controls. On/off/adjustment | X | X | X | X | ||
9. | Motion/Control Loading System | ||||||
9.a. | On/off/emergency stop | X | X | X | X | ||
10. | Observer Seats/Stations. Position/Adjustment/Positive restraint system | X | X | X | X |
QPS Requirements | Entry No. | Subjective Requirements In order to be qualified at the FTD qualification level indicated, the FTD must be able to perform at least the tasks associated with that level of qualification. | FTD level | 4 | 5 | 6 | Information | Notes |
---|---|---|---|---|---|---|---|---|
1. Instructor Operating Station (IOS). | ||||||||
1.a. | Power switch(es) | X | X | X | ||||
1.b. | Airplane conditions | A | X | X | e.g., GW, CG, Fuel loading, Systems, Ground Crew. | |||
1.c. | Airports/Runways | X | X | X | e.g., Selection and Presets; Surface and Lighting controls if equipped with a visual system. | |||
1.d. | Environmental controls | X | X | X | e.g., Temp, Wind. | |||
1.e. | Airplane system malfunctions (Insertion/deletion) | A | X | X | ||||
1.f. | Locks, Freezes, and Repositioning | X | X | X | ||||
1.g. | Sound Controls. (On/off/adjustment) | X | X | X | ||||
1.h. | Motion/Control Loading System, as appropriate. On/off/emergency stop | A | A | A | ||||
2. Observer Seats/Stations. | ||||||||
2.a. | Position/Adjustment/Positive restraint system | X | X | X | ||||
Note 1: An “A” in the table indicates that the system, task, or procedure, although not required to be present, may be examined if the appropriate system is in the FTD and is working properly. |
QPS Requirements The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix B are not used. | Information | |
---|---|---|
Objective test reference number and title | Alternative data sources, procedures, and instrumentation | Notes |
1.b.1. Performance. Takeoff. Ground acceleration time. | Data may be acquired through a synchronized video recording of a stop watch and the calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration | This test is required only if RTO is sought. |
1.b.7. Performance. Takeoff. Rejected takeoff. | Data may be acquired through a synchronized video recording of a stop watch and the calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration | This test is required only if RTO is sought. |
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1.c.1. Performance. Climb. Normal climb all engines operating. | Data may be acquired with a synchronized video of calibrated airplane instruments and engine power throughout the climb range | |
1.f.1. Performance. Engines. Acceleration | Data may be acquired with a synchronized video recording of engine instruments and throttle position | |
1.f.2. Performance. Engines. Deceleration | Data may be acquired with a synchronized video recording of engine instruments and throttle position | |
2.a.1.a. Handling qualities. Static control tests. Pitch controller position vs. force and surface position calibration. | Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant column positions (encompassing significant column position data points), acceptable to the NSPM, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same column position data points | For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. |
2.a.2.a. Handling qualities. Static control tests. Wheel position vs. force and surface position calibration. | Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant wheel positions (encompassing significant wheel position data points), acceptable to the NSPM, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same wheel position data points | For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. |
2.a.3.a. Handling qualities. Static control tests. Rudder pedal position vs. force and surface position calibration. | Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant rudder pedal positions (encompassing significant rudder pedal position data points), acceptable to the NSPM, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same rudder pedal position data points | For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. |
2.a.4. Handling qualities. Static control tests. Nosewheel steering force. | Breakout data may be acquired with a hand held force gauge. The remainder of the force to the stops may be calculated if the force gauge and a protractor are used to measure force after breakout for at least 25% of the total displacement capability | |
2.a.5. Handling qualities. Static control tests. Rudder pedal steering calibration. | Data may be acquired through the use of force pads on the rudder pedals and a pedal position measurement device, together with design data for nosewheel position | |
2.a.6. Handling qualities. Static control tests. Pitch trim indicator vs. surface position calibration. | Data may be acquired through calculations | |
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2.a.8. Handling qualities. Static control tests. Alignment of power lever angle vs. selected engine parameter (e.g., EPR, N 1 , Torque, Manifold pressure). | Data may be acquired through the use of a temporary throttle quadrant scale to document throttle position. Use a synchronized video to record steady state instrument readings or hand-record steady state engine performance readings | |
2.a.9. Handling qualities. Static control tests. Brake pedal position vs. force. | Use of design or predicted data is acceptable. Data may be acquired by measuring deflection at “zero” and at “maximum.” | |
2.c.1. Handling qualities. Longitudinal control tests. Power change force. | Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments, throttle position, and the force/position measurements of flight deck controls | Power change dynamics test is acceptable using the same data acquisition methodology. |
2.c.2. Handling qualities. Longitudinal control tests. Flap/slat change force. | Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments, flap/slat position, and the force/position measurements of flight deck controls | Flap/slat change dynamics test is acceptable using the same data acquisition methodology. |
2.c.4. Handling qualities. Longitudinal control tests. Gear change force. | Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments, gear position, and the force/position measurements of flight deck controls | Gear change dynamics test is acceptable using the same data acquisition methodology. |
2.c.5. Handling qualities. Longitudinal control tests. Longitudinal trim. | Data may be acquired through use of an inertial measurement system and a synchronized video of flight deck controls position (previously calibrated to show related surface position) and engine instrument readings | |
2.c.6. Handling qualities. Longitudinal control tests. Longitudinal maneuvering stability (stick force/g). | Data may be acquired through the use of an inertial measurement system and a synchronized video of the calibrated airplane instruments; a temporary, high resolution bank angle scale affixed to the attitude indicator; and a wheel and column force measurement indication | |
2.c.7. Handling qualities. Longitudinal control tests. Longitudinal static stability | Data may be acquired through the use of a synchronized video of the airplane flight instruments and a hand held force gauge | |
2.c.8. Handling qualities. Longitudinal control tests. Stall Warning (activation of stall warning device). | Data may be acquired through a synchronized video recording of a stop watch and the calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration | Airspeeds may be cross checked with those in the TIR and AFM. |
2.c.9.a. Handling qualities. Longitudinal control tests. Phugoid dynamics. | Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position measurements of flight deck controls | |
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2.c.10. Handling qualities. Longitudinal control tests. Short period dynamics. | Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position measurements of flight deck controls | |
2.c.11. Handling qualities. Longitudinal control tests. Gear and flap/slat operating times. | May use design data, production flight test schedule, or maintenance specification, together with an SOC | |
2.d.2. Handling qualities. Lateral directional tests. Roll response (rate). | Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position measurements of flight deck lateral controls | |
2.d.3. Handling qualities. Lateral directional tests. (a) Roll overshoot. OR (b) Roll response to flight deck roll controller step input. | Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position measurements of flight deck lateral controls | |
2.d.4. Handling qualities. Lateral directional tests. Spiral stability. | Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments; the force/position measurements of flight deck controls; and a stop watch | |
2.d.6.a. Handling qualities. Lateral directional tests. Rudder response. | Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments; the force/position measurements of rudder pedals | |
2.d.7. Handling qualities. Lateral directional tests. Dutch roll, (yaw damper OFF). | Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position measurements of flight deck controls | |
2.d.8. Handling qualities. Lateral directional tests. Steady state sideslip. | Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position measurements of flight deck controls |
QPS requirements | |
---|---|
Entry No. | Operations tasks |
Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ Configuration List as defined in Appendix B, Attachment 2 of this part. | |
1. Preflight | |
Accomplish a functions check of all installed switches, indicators, systems, and equipment at all crewmembers' and instructors' stations, and determine that the flight deck (or flight deck area) design and functions replicate the appropriate airplane. | |
2. Surface Operations (pre-takeoff) | |
2.a. | Engine start: |
2.a.1. | Normal start. |
2.a.2. | Alternative procedures start. |
2.a.3. | Abnormal procedures start/shut down. |
2.b. | Pushback/Powerback (powerback requires visual system). |
3. Takeoff (requires appropriate visual system as set out in Table B1A, item 6; Appendix B, Attachment 1.) | |
3.a. | Instrument takeoff: |
3.a.1. | Engine checks (e.g., engine parameter relationships, propeller/mixture controls). |
3.a.2. | Acceleration characteristics. |
3.a.3. | Nosewheel/rudder steering. |
3.a.4. | Landing gear, wing flap, leading edge device operation. |
3.b. | Rejected takeoff: |
3.b.1. | Deceleration characteristics. |
3.b.2. | Brakes/engine reverser/ground spoiler operation. |
3.b.3. | Nosewheel/rudder steering. |
4. In-Flight Operations | |
4.a. | Normal climb. |
4.b. | Cruise: |
4.b.1. | Demonstration of performance characteristics (speed vs. power). |
4.b.2. | Normal turns. |
4.b.3. | Demonstration of high altitude handling. |
4.b.4. | Demonstration of high airspeed handling/overspeed warning. |
4.b.5. | Demonstration of Mach effects on control and trim. |
4.b.6. | Steep turns. |
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4.b.7. | In-Flight engine shutdown (procedures only). |
4.b.8. | In-Flight engine restart (procedures only). |
4.b.9. | Specific flight characteristics. |
4.b.10. | Response to loss of flight control power. |
4.b.11. | Response to other flight control system failure modes. |
4.b.12. | Operations during icing conditions. |
4.b.13. | Effects of airframe/engine icing. |
4.c. | Other flight phase: |
4.c.1. | Approach to stalls in the following configurations: |
4.c.1.a. | Cruise. |
4.c.1.b. | Takeoff or approach. |
4.c.1.c. | Landing. |
4.c.2. | High angle of attack maneuvers in the following configurations: |
4.c.2.a. | Cruise. |
4.c.2.b. | Takeoff or approach. |
4.c.2.c. | Landing. |
4.c.3. | Slow flight. |
4.c.4. | Holding. |
5. Approaches | |
5.a. | Non-precision Instrument Approaches: |
5.a.1. | With use of autopilot and autothrottle, as applicable. |
5.a.2. | Without use of autopilot and autothrottle, as applicable. |
5.a.3. | With 10 knot tail wind. |
5.a.4. | With 10 knot crosswind. |
5.b. | Precision Instrument Approaches: |
5.b.1. | With use of autopilot, autothrottle, and autoland, as applicable. |
5.b.2. | Without use of autopilot, autothrottle, and autoland, as applicable. |
5.b.3. | With 10 knot tail wind. |
5.b.4. | With 10 knot crosswind. |
6. Missed Approach | |
6.a. | Manually controlled. |
6.b. | Automatically controlled (if applicable). |
7. Any Flight Phase, as appropriate | |
7.a. | Normal system operation (installed systems). |
7.b. | Abnormal/Emergency system operation (installed systems). |
7.c. | Flap operation. |
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7.d. | Landing gear operation. |
7.e. | Engine Shutdown and Parking. |
7.e.1. | Systems operation. |
7.e.2. | Parking brake operation. |
8. Instructor Operating Station (IOS), as appropriate. Functions in this section are subject to evaluation only if appropriate for the airplane and/or installed on the specific FTD involved | |
8.a. | Power Switch(es). |
8.b. | Airplane conditions. |
8.b.1. | Gross weight, center of gravity, and fuel loading and allocation. |
8.b.2. | Airplane systems status. |
8.b.3. | Ground crew functions (e.g., external power, push back). |
8.c. | Airports. |
8.c.1. | Selection. |
8.c.2. | Runway selection. |
8.c.3. | Preset positions (e.g., ramp, over FAF). |
8.d. | Environmental controls. |
8.d.1. | Temperature. |
8.d.2. | Climate conditions (e.g., ice, rain). |
8.d.3. | Wind speed and direction. |
8.e. | Airplane system malfunctions. |
8.e.1. | Insertion/deletion. |
8.e.2. | Problem clear. |
8.f. | Locks, Freezes, and Repositioning. |
8.f.1. | Problem (all) freeze/release. |
8.f.2. | Position (geographic) freeze/release. |
8.f.3. | Repositioning (locations, freezes, and releases). |
8.f.4. | Ground speed control. |
8.f.5. | Remote IOS, if installed. |
9. Sound Controls. On/off/adjustment | |
10. Control Loading System (as applicable) On/off/emergency stop. | |
11. Observer Stations. | |
11.a. | Position. |
11.b. | Adjustments. |
End QPS Requirements |
QPS requirements | |
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Entry No. | Operations tasks Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ Configuration List as defined in Appendix B, Attachment 2 of this part. |
1. Preflight | |
Accomplish a functions check of all installed switches, indicators, systems, and equipment at all crewmembers' and instructors' stations, and determine that the flight deck (or flight deck area) design and functions replicate the appropriate airplane. | |
2. Surface Operations (pre-takeoff) | |
2.a. | Engine start (if installed): |
2.a.1. | Normal start. |
2.a.2. | Alternative procedures start. |
2.a.3. | Abnormal/Emergency procedures start/shut down. |
3. In-Flight Operations | |
3.a. | Normal climb. |
3.b. | Cruise: |
3.b.1. | Performance characteristics (speed vs. power). |
3.b.2. | Normal turns. |
3.c. | Normal descent. |
4. Approaches | |
4.a. | Coupled instrument approach maneuvers (as applicable for the systems installed). |
5. Any Flight Phase | |
5.a. | Normal system operation (Installed systems). |
5.b. | Abnormal/Emergency system operation (Installed systems). |
5.c. | Flap operation. |
5.d. | Landing gear operation |
5.e. | Engine Shutdown and Parking (if installed). |
5.e.1. | Systems operation. |
5.e.2. | Parking brake operation. |
6. Instructor Operating Station (IOS) | |
6.a. | Power Switch(es). |
6.b. | Preset positions—ground, air. |
6.c. | Airplane system malfunctions (Installed systems). |
6.c.1. | Insertion/deletion. |
6.c.2. | Problem clear. |
QPS requirements | |
---|---|
Entry No. | Operations tasks Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ Configuration List as defined in Appendix B, Attachment 2 of this part. |
1. | Level 4 FTDs are required to have at least one operational system. The NSPM will accomplish a functions check of all installed systems, switches, indicators, and equipment at all crewmembers' and instructors' stations, and determine that the flight deck (or flight deck area) design and functions replicate the appropriate airplane. |
Entry No. | QPS requirements | Simulator levels | Information | ||
---|---|---|---|---|---|
General simulator requirements | B | C | D | Notes | |
1. | General Flight Deck Configuration | ||||
1.a. | The simulator must have a flight deck that is a replica of the helicopter being simulated The simulator must have controls, equipment, observable flight deck indicators, circuit breakers, and bulkheads properly located, functionally accurate and replicating the helicopter. The direction of movement of controls and switches must be identical to that in the helicopter. Pilot seats must afford the capability for the occupant to be able to achieve the design “eye position” established for the helicopter being simulated. Equipment for the operation of the flight deck windows must be included, but the actual windows need not be operable. Fire axes, extinguishers, and spare light bulbs must be available in the FFS but may be relocated to a suitable location as near as practical to the original position. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette | X | X | X | For simulator purposes, the flight deck consists of all that space forward of a cross section of the fuselage at the most extreme aft setting of the pilots' seats including additional, required flight crewmember duty stations and those required bulkheads aft of the pilot seats. For clarification, bulkheads containing only items such as landing gear pin storage compartments, fire axes and extinguishers, spare light bulbs, and aircraft documents pouches are not considered essential and may be omitted. |
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1.b. | Those circuit breakers that affect procedures or result in observable flight deck indications must be properly located and functionally accurate | X | X | X | |
2. | Programming | ||||
2.a. | A flight dynamics model that accounts for various combinations of air speed and power normally encountered in flight must correspond to actual flight conditions, including the effect of change in helicopter attitude, aerodynamic and propulsive forces and moments, altitude, temperature, mass, center of gravity location, and configuration An SOC is required | X | X | X | |
2.b. | The simulator must have the computer capacity, accuracy, resolution, and dynamic response needed to meet the qualification level sought An SOC is required | X | X | X | |
2.c. | Ground handling (where appropriate) and aerodynamic programming must include the following: | ||||
2.c.1. | Ground effect Level B does not require hover programming An SOC is required | X | X | X | Applicable areas include flare and touch down from a running landing as well as for in-ground-effect (IGE) hover. A reasonable simulation of ground effect includes modeling of lift, drag, pitching moment, trim, and power while in ground effect. |
2.c.2. | Ground reaction Level B does not require hover programming An SOC is required | X | X | X | Reaction of the helicopter upon contact with the landing surface during landing (e.g., strut deflection, tire or skid friction, side forces) may differ with changes in gross weight, airspeed, rate of descent on touchdown, and slide slip. |
2.d. | The simulator must provide for manual and automatic testing of simulator hardware and software programming to determine compliance with simulator objective tests as prescribed in Attachment 2 of this appendix An SOC is required | X | X | This may include an automated system, which could be used for conducting at least a portion of the QTG tests. Automatic “flagging” of out-of-tolerance situations is encouraged. | |
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2.e. | The relative responses of the motion system, visual system, and flight deck instruments must be measured by latency tests or transport delay tests. Motion onset must occur before the end of the scan of that video field. Instrument response may not occur prior to motion onset. Test results must be within the following limits: | The intent is to verify that the simulator provides instrument, motion, and visual cues that are like the helicopter responses within the stated time delays. It is preferable motion onset occur before the start of the visual scene change (the start of the scan of the first video field containing different information). For helicopter response, acceleration in the appropriate corresponding rotational axis is preferred. | |||
2.e.1. | Response must be within 150 milliseconds of the helicopter response | X | |||
2.e.2. | Response must be within 100 milliseconds of the helicopter response | X | X | ||
2.f. | The simulator must simulate brake and tire failure dynamics (including antiskid failure, if appropriate) An SOC is required. | X | X | The simulator should represent the motion (in the appropriate axes) and the directional control characteristics of the helicopter when experiencing simulated brake or tire failures. | |
2.g. | The aerodynamic modeling in the simulator must include: (1) Ground effect, (2) Effects of airframe and rotor icing (if applicable), (3) Aerodynamic interference effects between the rotor wake and fuselage, (4) Influence of the rotor on control and stabilization systems, (5) Representations of settling with power, and (6) Retreating blade stall. An SOC is required. | X | X | See Attachment 2 of this appendix for further information on ground effect. | |
2.h. | The simulator must provide for realistic mass properties, including gross weight, center of gravity, and moments of inertia as a function of payload and fuel loading An SOC is required. | X | X | X | |
3. | Equipment Operation | ||||
3.a. | All relevant instrument indications involved in the simulation of the helicopter must automatically respond to control movement or external disturbances to the simulated helicopter; e.g., turbulence or windshear. Numerical values must be presented in the appropriate units | X | X | X | |
3.b. | Communications, navigation, caution, and warning equipment must be installed and operate within the tolerances applicable for the helicopter being simulated | X | X | X | See Attachment 3 of this appendix for further information regarding long-range navigation equipment. |
3.c. | Simulated helicopter systems must operate as the helicopter systems operate under normal, abnormal, and emergency operating conditions on the ground and in flight | X | X | X | |
3.d. | The simulator must provide pilot controls with control forces and control travel that correspond to the simulated helicopter. The simulator must also react in the same manner as the helicopter under the same flight conditions | X | X | X | |
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3.e. | Simulator control feel dynamics must replicate the helicopter simulated. This must be determined by comparing a recording of the control feel dynamics of the simulator to helicopter measurements. For initial and upgrade evaluations, the control dynamic characteristics must be measured and recorded directly from the flight deck controls, and must be accomplished in takeoff, cruise, and landing conditions and configurations | X | X | ||
4. | Instructor/Evaluator Facilities | ||||
4.a. | In addition to the flight crewmember stations, the simulator must have at least two suitable seats for the instructor/check airman and FAA inspector. These seats must provide adequate vision to the pilot's panel and forward windows. All seats other than flight crew seats need not represent those found in the helicopter but must be adequately secured to the floor and equipped with similar positive restraint devices | X | X | X | The NSPM will consider alternatives to this standard for additional seats based on unique flight deck configurations. |
4.b. | The simulator must have controls that enable the instructor/evaluator to control all required system variables and insert all abnormal or emergency conditions into the simulated helicopter systems as described in the sponsor's FAA-approved training program, or as described in the relevant operating manual as appropriate | X | X | X | |
4.c. | The simulator must have instructor controls for all environmental effects expected to be available at the IOS; e.g., clouds, visibility, icing, precipitation, temperature, storm cells, and wind speed and direction | X | X | X | |
4.d. | The simulator must provide the instructor or evaluator the ability to present ground and air hazards | X | X | For example, another aircraft crossing the active runway and converging airborne traffic. | |
4.e. | The simulator must provide the instructor or evaluator the ability to present the effect of re-circulating dust, water vapor, or snow conditions that develop as a result of rotor downwash | X | X | This is a selectable condition that is not required for all operations on or near the surface. | |
5. | Motion System | ||||
5.a. | The simulator must have motion (force) cues perceptible to the pilot that are representative of the motion in a helicopter | X | X | X | For example, touchdown cues should be a function of the rate of descent (RoD) of the simulated helicopter. |
5.b. | The simulator must have a motion (force cueing) system with a minimum of three degrees of freedom (at least pitch, roll, and heave) An SOC is required. | X | |||
5.c. | The simulator must have a motion (force cueing) system that produces cues at least equivalent to those of a six-degrees-of-freedom, synergistic platform motion system (i.e., pitch, roll, yaw, heave, sway, and surge) An SOC is required. | X | X | ||
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5.d. | The simulator must provide for the recording of the motion system response time An SOC is required. | X | X | X | |
5.e. | The simulator must provide motion effects programming to include the following: | ||||
(1) Runway rumble, oleo deflections, effects of ground speed, uneven runway, characteristics. | X | X | X | ||
(2) Buffets due to transverse flow effects. | |||||
(3) Buffet during extension and retraction of landing gear. | |||||
(4) Buffet due to retreating blade stall. | |||||
(5) Buffet due to vortex ring (settling with power). | |||||
(6) Representative cues resulting from touchdown. | |||||
(7) High speed rotor vibrations. | |||||
(8) Tire failure dynamics | X | X | |||
(9) Engine malfunction and engine damage | |||||
(10) Airframe ground strike | |||||
(11) Motion vibrations that result from atmospheric disturbances | X | For air turbulence, general purpose disturbance models are acceptable if, when used, they produce test results that approximate demonstrable flight test data. | |||
5.f. | The simulator must provide characteristic motion vibrations that result from operation of the helicopter (for example, retreating blade stall, extended landing gear, settling with power) in so far as vibration marks an event or helicopter state, which can be sensed in the flight deck | X | The simulator should be programmed and instrumented in such a manner that the characteristic buffet modes can be measured and compared to helicopter data. | ||
6. | Visual System | Additional horizontal field-of-view capability may be added at the sponsor's discretion provided the minimum field-of-view is retained. | |||
6.a. | The simulator must have a visual system providing an out-of-the-flight deck view | X | X | X | |
6.b. | The simulator must provide a continuous field-of-view of at least 75° horizontally and 30° vertically per pilot seat. Both pilot seat visual systems must be operable simultaneously. The minimum horizontal field-of-view coverage must be plus and minus one-half ( 1/2 ) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage. An SOC must explain the geometry of the installation An SOC is required. | X | |||
6.c. | The simulator must provide a continuous visual field-of-view of at least 146° horizontally and 36° vertically per pilot seat. Both pilot seat visual systems must be operable simultaneously. Horizontal field-of-view is centered on the zero degree azimuth line relative to the aircraft fuselage. The minimum horizontal field-of-view coverage must be plus and minus one-half ( 1/2 ) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage An SOC must explain the geometry of the installation. Capability for a field-of-view in excess of the minimum is not required for qualification at Level C. However, where specific tasks require extended fields of view beyond the 146° by 36° (e.g., to accommodate the use of “chin windows” where the accommodation is either integral with or separate from the primary visual system display), then the extended fields of view must be provided. When considering the installation and use of augmented fields of view, the sponsor must meet with the NSPM to determine the training, testing, checking, and experience tasks for which the augmented field-of-view capability may be required An SOC is required. | X | Optimization of the vertical field-of-view may be considered with respect to the specific helicopter flight deck cut-off angle. The sponsor may request the NSPM to evaluate the FFS for specific authorization(s) for the following: (1) Specific areas within the database needing higher resolution to support landings, take-offs and ground cushion exercises and training away from a heliport, including elevated heliport, helidecks and confined areas. (2) For cross-country flights, sufficient scene details to allow for ground to map navigation over a sector length equal to 30 minutes at an average cruise speed. (3) For offshore airborne radar approaches (ARA), harmonized visual/radar representations of installations. | ||
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6.d. | The simulator must provide a continuous visual field-of-view of at least 176° horizontally and 56° vertically per pilot seat. Both pilot seat visual systems must be operable simultaneously. Horizontal field-of-view is centered on the zero degree azimuth line relative to the aircraft fuselage. The minimum horizontal field-of-view coverage must be plus and minus one-half ( 1/2 ) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage. An SOC must explain the geometry of the installation. Capability for a field-of-view in excess of the minimum is not required for qualification at Level D. However, where specific tasks require extended fields of view beyond the 176° by 56° (e.g., to accommodate the use of “chin windows” where the accommodation is either integral with or separate from the primary visual system display), then the extended fields of view must be provided. When considering the installation and use of augmented fields of view, the sponsor must meet with the NSPM to determine the training, testing, checking, and experience tasks for which the augmented field-of-view capability may be required An SOC is required. | X | Optimization of the vertical field-of-view may be considered with respect to the specific helicopter flight deck cut-off angle.The sponsor may request the NSPM to evaluate the FFS for specific authorization(s) for the following: (1) Specific areas within the database needing higher resolution to support landings, take-offs and ground cushion exercises and training away from a heliport, including elevated heliport, helidecks and confined areas. (2) For cross-country flights, sufficient scene details to allow for ground to map navigation over a sector length equal to 30 minutes at an average cruise speed. (3) For offshore airborne radar approaches (ARA), harmonized visual/radar representations of installations. | ||
6.e. | The visual system must be free from optical discontinuities and artifacts that create non-realistic cues | X | X | X | Nonrealistic cues might include image “swimming” and image “roll-off,” that may lead a pilot to make incorrect assessments of speed, acceleration and/or situational awareness. |
6.f. | The simulator must have operational landing lights for night scenes.Where used, dusk (or twilight) scenes require operational landing lights. | X | X | X | |
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6.g. | The simulator must have instructor controls for the following: (1) Visibility in statute miles (kilometers) and runway visual range (RVR) in ft. (meters). (2) Airport or landing area selection (3) Airport or landing area lighting | X | X | X | |
6.h. | Each airport scene displayed must include the following: (1) Airport runways and taxiways (2) Runway definition (a) Runway surface and markings (b) Lighting for the runway in use, including runway threshold, edge, centerline, touchdown zone, VASI (or PAPI), and approach lighting of appropriate colors, as appropriate (c) Taxiway lights | X | X | X | |
6.i. | The simulator must provide visual system compatibility with dynamic response programming | X | X | X | |
6.j. | The simulator must show that the segment of the ground visible from the simulator flight deck is the same as from the helicopter flight deck (within established tolerances) when at the correct airspeed and altitude above the touchdown zone | X | X | X | This will show the modeling accuracy of the scene with respect to a predetermined position from the end of the runway “in use.” |
6.k. | The simulator must provide visual cues necessary to assess rate of change of height, height AGL, and translational displacement and rates during takeoffs and landings | X | |||
6.l. | The simulator must provide visual cues necessary to assess rate of change of height, height AGL, as well as translational displacement and rates during takeoff, low altitude/low airspeed maneuvering, hover, and landing | X | X | ||
6.m. | The simulator must provide for accurate portrayal of the visual environment relating to the simulator attitude | X | X | X | Visual attitude vs. simulator attitude is a comparison of pitch and roll of the horizon as displayed in the visual scene compared to the display on the attitude indicator. |
6.n | The simulator must provide for quick confirmation of visual system color, RVR, focus, and intensity An SOC is required. | X | X | ||
6.o. | The simulator must be capable of producing at least 10 levels of occulting | X | X | ||
6.p. | Night Visual Scenes. The simulator must provide night visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Night scenes, as a minimum, must provide presentations of sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting, and airport signage, to conduct a visual approach, a landing, and airport movement (taxi). Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by helicopter landing lights | X | X | X | |
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6.q. | Dusk (Twilight) Visual Scenes. The simulator must provide dusk (or twilight) visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Dusk (or twilight) scenes, as a minimum, must provide full color presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and airport signage, to conduct a visual approach, landing and airport movement (taxi). Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by representative aircraft lighting (e.g., landing lights). If provided, directional horizon lighting must have correct orientation and be consistent with surface shading effects. Total scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 15,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects An SOC is required. | X | X | ||
6.r. | Daylight Visual Scenes. The simulator must have daylight visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. No ambient lighting may “washout” the displayed visual scene. Total scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 6,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects. The visual display must be free of apparent and distracting quantization and other distracting visual effects while the simulator is in motion An SOC is required. | X | X | ||
6.s | The simulator must provide operational visual scenes that portray physical relationships known to cause landing illusions to pilots | X | X | For example: short runways, landing approaches over water, uphill or downhill runways, rising terrain on the approach path, unique topographic features. | |
6.t. | The simulator must provide special weather representations of light, medium, and heavy precipitation near a thunderstorm on takeoff and during approach and landing. Representations need only be presented at and below an altitude of 2,000 ft. (610 m) above the airport surface and within 10 miles (16 km) of the airport | X | X | ||
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6.u. | The simulator must present visual scenes of wet and snow-covered runways, including runway lighting reflections for wet conditions, and partially obscured lights for snow conditions | X | X | The NSPM will consider suitable alternative effects. | |
6.v. | The simulator must present realistic color and directionality of all airport lighting | X | X | ||
7. | Sound System | ||||
7.a. | The simulator must provide flight deck sounds that result from pilot actions that correspond to those that occur in the helicopter | X | X | X | |
7.b. | Volume control, if installed, must have an indication of the sound level setting | X | X | X | |
7.c. | The simulator must accurately simulate the sound of precipitation, windshield wipers, and other significant helicopter noises perceptible to the pilot during normal and abnormal operations, and include the sound of a crash (when the simulator is landed in an unusual attitude or in excess of the structural gear limitations); normal engine sounds; and the sounds of gear extension and retraction An SOC is required. | X | X | ||
7.d. | The simulator must provide realistic amplitude and frequency of flight deck noises and sounds. Simulator performance must be recorded, compared to amplitude and frequency of the same sounds recorded in the helicopter, and made a part of the QTG | X |
QPS requirements | Entry No. | Subjective requirements The simulator must be able to perform the tasks associated with that level of qualification. | Simulator levels | B | C | D | Information | Notes |
---|---|---|---|---|---|---|---|---|
1. Preflight Procedures | ||||||||
1.a. | Preflight Inspection (Flight deck Only) switches, indicators, systems, and equipment | X | X | X | ||||
1.b. | APU/Engine start and run-up | |||||||
1.b.1. | Normal start procedures | X | X | X | ||||
1.b.2. | Alternate start procedures | X | X | X | ||||
1.b.3. | Abnormal starts and shutdowns (hot start, hung start) | X | X | X | ||||
1.c. | Taxiing—Ground | X | X | X | ||||
1.d. | Taxiing—Hover | X | X | X | ||||
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1.e. | Pre-takeoff Checks | X | X | X | ||||
2. Takeoff and Departure Phase | ||||||||
2.a. | Normal takeoff | |||||||
2.a.1. | From ground | X | X | X | ||||
2.a.2. | From hover | X | X | |||||
2.a.3. | Running | X | X | X | ||||
2.b. | Instrument | X | X | X | ||||
2.c. | Powerplant Failure During Takeoff | X | X | X | ||||
2.d. | Rejected Takeoff | X | X | X | ||||
2.e. | Instrument Departure | X | X | X | ||||
3. Climb | ||||||||
3.a. | Normal | X | X | X | ||||
3.b. | Obstacle clearance | X | X | X | ||||
3.c. | Vertical | X | X | X | ||||
3.d. | One engine inoperative | X | X | X | ||||
4. In-flight Maneuvers | ||||||||
4.a. | Turns (timed, normal, steep) | X | X | X | ||||
4.b. | Powerplant Failure—Multiengine Helicopters | X | X | X | ||||
4.c. | Powerplant Failure—Single-Engine Helicopters | X | X | X | ||||
4.d. | Recovery From Unusual Attitudes | X | X | X | ||||
4.e. | Settling with Power | X | X | X | ||||
4.f. | Specific Flight Characteristics incorporated into the user's FAA approved flight training program | A | A | A | ||||
5. Instrument Procedures | ||||||||
5.a. | Instrument Arrival | X | X | X | ||||
5.b. | Holding | X | X | X | ||||
5.c. | Precision Instrument Approach | |||||||
5.c.1. | Normal—All engines operating | X | X | X | ||||
5.c.2. | Manually controlled—One or more engines inoperative | X | X | X | ||||
5.d. | Non-precision Instrument Approach | X | X | X | ||||
5.e. | Missed Approach | |||||||
5.e.1. | All engines operating | X | X | X | ||||
5.e.2. | One or more engines inoperative | X | X | X | ||||
5.e.3. | Stability augmentation system failure | X | X | X | ||||
6. Landings and Approaches to Landings | ||||||||
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6.a. | Visual Approaches (normal, steep, shallow) | X | X | X | ||||
6.b. | Landings | |||||||
6.b.1. | Normal/crosswind | |||||||
6.b.1.a. | Running | X | X | X | ||||
6.b.1.b. | From Hover | X | X | |||||
6.b.2. | One or more engines inoperative | X | X | X | ||||
6.b.3. | Rejected Landing | X | X | X | ||||
7. Normal and Abnormal Procedures | ||||||||
7.a. | Powerplant | X | X | X | ||||
7.b. | Fuel System | X | X | X | ||||
7.c. | Electrical System | X | X | X | ||||
7.d. | Hydraulic System | X | X | X | ||||
7.e. | Environmental System(s) | X | X | X | ||||
7.f. | Fire Detection and Extinguisher Systems | X | X | X | ||||
7.g. | Navigation and Aviation Systems | X | X | X | ||||
7.h. | Automatic Flight Control System, Electronic Flight Instrument System, and Related Subsystems | X | X | X | ||||
7.i. | Flight Control Systems | X | X | X | ||||
7.j. | Anti-ice and Deice Systems | X | X | X | ||||
7.k. | Aircraft and Personal Emergency Equipment | X | X | X | ||||
7.l. | Special Missions tasks (e.g., Night Vision goggles, Forward Looking Infrared System, External Loads and as listed on the SOQ) | A | A | X | ||||
8. Emergency procedures (as applicable) | ||||||||
8.a. | Emergency Descent | X | X | X | ||||
8.b. | Inflight Fire and Smoke Removal | X | X | X | ||||
8.c. | Emergency Evacuation | X | X | X | ||||
8.d. | Ditching | X | X | X | ||||
8.e. | Autorotative Landing | X | X | X | ||||
8.f. | Retreating blade stall recovery | X | X | X | ||||
8.g. | Mast bumping | X | X | X | ||||
8.h. | Loss of tail rotor effectiveness | X | X | X | ||||
8.i. | Vortex recovery | X | X | X | ||||
9. Postflight Procedures | ||||||||
9.a | After-Landing Procedures | X | X | X | ||||
9.b. | Parking and Securing | |||||||
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9.b.1. | Rotor brake operation | X | X | X | ||||
9.b.2. | Abnormal/emergency procedures | X | 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 FFS and is working properly |
QPS requirements | Entry No. | Subjective requirements The simulator must be able to perform the tasks associated with that level of qualification. | Simulator levels | B | C | D | Information | Notes |
---|---|---|---|---|---|---|---|---|
1. | Instructor Operating Station (IOS), as appropriate | |||||||
1.a. | Power switch(es) | X | X | X | ||||
1.b. | Helicopter conditions | X | X | X | e.g., GW, CG, Fuel loading, Systems, Ground Crew. | |||
1.c. | Airports/Heliports/Helicopter Landing Areas | X | X | X | e.g., Selection, Surface, Presets, Lighting controls | |||
1.d. | Environmental controls. | X | X | X | e.g., Clouds, Visibility, RVR, Temp, Wind, Ice, Snow, Rain, and Windshear. | |||
1.e. | Helicopter system malfunctions (Insertion/deletion) | X | X | X | ||||
1.f. | Locks, Freezes, and Repositioning | X | X | X | ||||
2. | Sound Controls. | |||||||
2.a. | On/off/adjustment | X | X | X | ||||
3. | Motion/Control Loading System | |||||||
3.a. | On/off/emergency stop | X | X | X | ||||
4. | Observer Seats/Stations | |||||||
4.a. | Position/Adjustment/Positive restraint system | X | X | X |
Paragraph No. | Title |
---|---|
1. | Introduction. |
2. | Test Requirements. |
Table C2A, Objective Tests. | |
3. | General. |
4. | Control Dynamics. |
5. | [Reserved] |
6. | Motion System. |
7. | Sound System. |
8. | Additional Information About Flight Simulator Qualification for New or Derivative Helicopters. |
9. | Engineering Simulator—Validation Data. |
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10. | [Reserved] |
11. | Validation Test Tolerances. |
12. | Validation Data Roadmap. |
13. | Acceptance Guidelines for Alternative Engines Data. |
14. | Acceptance Guidelines for Alternative Avionics (Flight-Related Computers and Controllers). |
15. | Transport Delay Testing. |
16. | Continuing Qualification Evaluations—Validation Test Data Presentation. |
17. | Alternative Data Sources, Procedures, and Instrumentation: Level A and Level B Simulators Only. |
QPS requirements | Test | Entry No. | Title | Tolerance(s) | Flight condition | Test details | Simulator level | B | C | D | Information | Notes |
---|---|---|---|---|---|---|---|---|---|---|---|---|
1. Performance | ||||||||||||
1.a. | Engine Assessment | |||||||||||
1.a.1. | Start Operations | |||||||||||
1.a.1.a | Engine start and acceleration (transient) | Light Off Time—±10% or ±1 sec., Torque—±5%, Rotor Speed—±3%, Fuel Flow—±10%, Gas Generator Speed—±5%, Power Turbine Speed—±5%, Gas Turbine Temp.—±30 °C | Ground with the Rotor Brake Used and Not Used, if applicable. | Record each engine start from the initiation of the start sequence to steady state idle and from steady state idle to operating RPM. | X | X | X | |||||
1.a.1.b. | Steady State Idle and Operating RPM conditions | Torque—±3%, Rotor Speed—±1.5%, Fuel Flow—±5%, Gas Generator Speed—±2%, Power Turbine Speed—±2%, Turbine Gas Temp.—±20 °C | Ground | Record both steady state idle and operating RPM conditions. May be a series of snapshot tests. | X | X | X | |||||
1.a.2. | Power Turbine Speed Trim | ±10% of total change of power turbine speed, or ±0.5% change of rotor speed. | Ground | Record engine response to trim system actuation in both directions. | X | X | X | |||||
1.a.3. | Engine and Rotor Speed Governing | Torque—±5%, Rotor Speed—1.5% | Climb and descent | Record results using a step input to the collective. May be conducted concurrently with climb and descent performance tests. | X | X | X | |||||
1.b. | Surface Operations | |||||||||||
1.b.1. | Minimum Radius Turn | ±3 ft. (0.9m) or 20% of helicopter turn radius. | Ground | If brakes are used, brake pedal position and brake system pressure must be matched to the helicopter flight test value. | X | X | X | |||||
1.b.2. | Rate of Turn vs. Pedal Deflection, Brake Application, or Nosewheel Angle, as applicable | ±10% or ±2°/sec. Turn Rate. | Ground Takeoff | If brakes are used, brake pedal position and brake system pressure must be matched to the helicopter flight test value. | X | X | X | |||||
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1.b.3. | Taxi | Pitch Angle—±1.5°, Torque—±3%, Longitudinal Control Position—±5%, Lateral Control Position—±5%, Directional Control Position—±5%, Collective Control Position—±5% | Ground | Record results for control position and pitch attitude during ground taxi for a specific ground speed, wind speed and direction, and density altitude. | X | X | X | |||||
1.b.4. | Brake Effectiveness | ±10% of time and distance. | Ground | X | X | X | ||||||
1.c. | Takeoff When the speed range for the following tests is less than 40 knots, the applicable airspeed tolerance may be applied to either airspeed or ground speed, as appropriate. | |||||||||||
1.c.1. | All Engines | Airspeed—±3 kt, Altitude—±20 ft (6.1m), Torque—±3%, Rotor Speed—±1.5%, Vertical Velocity—±100 fpm (0.50m/sec) or 10%, Pitch Attitude—±1.5°, Bank Attitude—±2°, Heading—±2°, Longitudinal Control Position—±10%, Lateral Control Position—±10%, Directional Control Position—±10%, Collective Control Position—±10% | Ground/Takeoff and Initial Segment of Climb. | Record results of takeoff flight path as appropriate to helicopter model simulated (running takeoff for Level B, takeoff from a hover for Level C and D). For Level B, the criteria apply only to those segments at airspeeds above effective translational lift. Results must be recorded from the initiation of the takeoff to at least 200 ft (61m) AGL. | X | X | X | |||||
1.c.2. | One Engine Inoperative continued takeoff. | Airspeed—±3 kt, Altitude—±20 ft (6.1m), Torque—±3%, Rotor Speed—±1.5%, Vertical Velocity—±100 fpm (0.50m/sec) or 10%, Pitch Attitude—±1.5°, Bank Attitude—±2°, Heading—±2°, Longitudinal Control Position—±10% Lateral Control Position—±10%, Directional Control Position—±10%, Collective Control Position—±10% | Ground/Takeoff; and Initial Segment of Climb. | Record takeoff flight path as appropriate to helicopter model simulated. Results must be recorded from the initiation of the takeoff to at least 200 ft (61m) AGL. | X | X | X | Because several kinds of takeoff procedures can be performed, the specific type of takeoff profile should be recorded to ensure the proper takeoff profile comparison test is used. | ||||
1.c.3. | One Engine inoperative, rejected take off. | Airspeed—±3 kt, Altitude—±20 ft (6.1m), Torque—±3%, Rotor Speed—±1.5%, Pitch Attitude—±1.5°, Roll angle—±1.5°, Heading—±2°, Longitudinal Control Position—±10%, Lateral Control Position—±10%, Directional Control Position—±10%, Collective Control Position—±10%, Distance—±7.5% or ±30m (100ft). | Ground, Takeoff | Time history from the take off point to touch down. Test conditions near limiting performance. | X | X | ||||||
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1.d. | Hover | |||||||||||
Performance | Torque—±3%, Pitch Attitude—±1.5°, Bank Attitude—±1.5°, Longitudinal Control Position—±5%, Lateral Control Position—±5%, Directional Control Position—±5%, Collective Control Position—±5%. | In Ground Effect (IGE); and Out of Ground Effect (OGE). | Record results for light and heavy gross weights. May be a series of snapshot tests. | X | X | |||||||
1.e. | Vertical Climb | |||||||||||
Performance | Vertical Velocity—±100 fpm (0.50 m/sec) or ±10%, Directional Control Position—±5%, Collective Control Position—±5%. | From OGE Hover | Record results for light and heavy gross weights. May be a series of snapshot tests. | X | X | |||||||
1.f. | Level Flight | |||||||||||
Performance and Trimmed Flight Control Positions. | Torque—±3%, Pitch Attitude—±1.5°, Sideslip Angle—±2°, Longitudinal Control Position—±5%, Lateral Control Position—±5%, Directional Control Position—±5%, Collective Control Position—±5%. | Cruise (Augmentation On and Off). | Record results for two gross weight and CG combinations with varying trim speeds throughout the airspeed envelope. May be a series of snapshot tests. | X | X | X | This test validates performance at speeds above maximum endurance airspeed. | |||||
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1.g. | Climb | |||||||||||
Performance and Trimmed Flight Control Positions. | Vertical Velocity—±100 fpm (6.1m/sec) or ±10%, Pitch Attitude—±1.5°, Sideslip Angle—±2°, Longitudinal Control Position—±5%, Lateral Control Position—±5%, Directional Control Position—±5%, Collective Control Position—±5%. | All engines operating; One engine inoperative; Augmentation System(s) On and Off. | Record results for two gross weight and CG combinations. The data presented must be for normal climb power conditions. May be a series of snapshot tests. | X | X | X | ||||||
1.h. | Descent | |||||||||||
1.h.1. | Descent Performance and Trimmed Flight Control Positions. | Torque—±3%, Pitch Attitude—±1.5°, Sideslip Angle—±2°, Longitudinal Control Position—±5%, Lateral Control Position—±5%, Directional Control Position—±5%, Collective Control Position—±5%. | At or near 1,000 fpm (5 m/sec) rate of descent (RoD) at normal approach speed. Augmentation System(s) On and Off. | Results must be recorded for two gross weight and CG combinations. May be a series of snapshot tests. | X | X | X | |||||
1.h.2. | Autorotation Performance and Trimmed Flight Control Positions. | Pitch Attitude—±1.5°, Sideslip Angle—±2°, Longitudinal Control Position—±5%, Lateral Control Position—±5%, Directional Control Position—±5%, Collective Control Position—±5%, Vertical Velocity—±100 fpm or 10%, Rotor Speed—±1.5%. | Steady descents. Augmentation System(s) On and Off. | Record results for two gross weight conditions. Data must be recorded for normal operating 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, or maximum allowable autorotation airspeed, whichever is slower. May be a series of snapshot tests. | X | X | X | |||||
1.i. | Autorotation | |||||||||||
Entry | Rotor Speed—±3%, Pitch Attitude—±2°, Roll Attitude—±3°, Yaw Attitude—±5°, Airspeed—±5 kts., Vertical Velocity—±200 fpm (1.00 m/sec) or 10%. | Cruise or Climb | Record results of a rapid throttle reduction to idle. If the cruise condition is selected, comparison must be made for the maximum range airspeed. If the climb condition is selected, comparison must be made for the maximum rate of climb airspeed at or near maximum continuous power. | X | X | |||||||
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1.j. | Landing When the speed range for tests 1.j.1., 1.j.2., or 1.j.3. is less than 40 knots, the applicable airspeed tolerance may be applied to either airspeed or ground speed, as appropriate. | |||||||||||
1.j.1. | All Engines | Airspeed—±3 kts., Altitude—±20 ft. (6.1m), Torque—±3%, Rotor Speed—±1.5%, Pitch Attitude—±1.5°, Bank Attitude—±1.5°, Heading—±2°, Longitudinal Control Position—±10%, Lateral Control Position—±10%, Directional Control Position—±10%, Collective Control Position—±10%. | Approach | Record results of the approach and landing profile as appropriate to the helicopter model simulated (running landing for Level B, or approach to a hover for Level C and D). For Level B, the criteria apply only to those segments at airspeeds above effective translational lift. | X | X | X | |||||
1.j.2. | One Engine Inoperative. | Airspeed—±3 kts., Altitude—±20 ft. (6.1m), Torque—±3%, Rotor Speed—±1.5%, Pitch Attitude—±1.5°, Bank Attitude—±1.5°, Heading—±2°, Longitudinal Control Position—±10%, Lateral Control Position—±10%, Directional Control Position—±10%, Collective Control Position—±10%. | Approach | Record results for both Category A and Category B approaches and landing as appropriate to helicopter model simulated. For Level B, the criteria apply only to those segments at airspeeds above effective translational lift. | X | X | X | |||||
1.j.3. | Balked Landing | Airspeed—±3 kts, Altitude—±20 ft. (6.1m), Torque—±3%, Rotor Speed—±1.5%, Pitch Attitude—±1.5°, Bank Attitude—±1.5°, Heading—±2°, Longitudinal Control Position—±10%, Lateral Control Position—±10%, Directional Control Position—±10%, Collective Control Position—±10%. | Approach | Record the results for the maneuver initiated from a stabilized approach at the landing decision point (LDP). | X | X | X | |||||
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1.j.4. | Autorotational Landing. | Torque—±3%, Rotor Speed—±3%, Vertical Velocity—±100 fpm (0.50m/sec) or 10%, Pitch Attitude—±2°, Bank Attitude—±2°, Heading—±5°, Longitudinal Control Position—±10%, Lateral Control Position—±10%, Directional Control Position—±10%, Collective Control Position—±10%. | Landing | Record the results of an autorotational deceleration and landing from a stabilized autorotational descent, to touch down. If flight test data 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 may coordinate with the NSPM to determine if it is appropriate to accept alternative testing means. | X | X | Alternative approaches for acquiring this data may be acceptable, depending on the aircraft as well as the personnel and the data recording, reduction, and interpretation facilities to be used, are: (1) a simulated autorotational flare and reduction of rate of descent (ROD) at altitude; or (2) a power-on termination following an autorotational approach and flare. | |||||
2. Handling Qualities | ||||||||||||
2.a. | Control System Mechanical Characteristics | |||||||||||
For simulators requiring Static or Dynamic tests at the controls (i.e., cyclic, collective, and pedal), special test fixtures will not be required during initial or upgrade evaluations if the sponsor's QTG/MQTG shows both test fixture results and the results of an alternative approach, such as computer plots produced concurrently showing satisfactory agreement. Repeat of the alternative method during the initial or upgrade evaluation satisfies this test requirement. For initial and upgrade evaluations, the control dynamic characteristics must be measured at and recorded directly from the flight deck controls, and must be accomplished in hover, climb, cruise, and autorotation. | Contact the NSPM for clarification of any issue regarding helicopters with reversible controls or where the required validation data is not attainable. | |||||||||||
2.a.1. | Cyclic | Breakout—±0.25 lbs. (0.112 daN) or 25%; Force—±1.0 lb. (0.224 daN) or 10%. | Ground; Static conditions with the hydraulic system (if applicable) pressurized; supplemental hydraulic pressurization system may be used. Trim On and Off. Friction Off Augmentation (if applicable) On and Off. | Record results for an uninterrupted control sweep to the stops. (This test does not apply if aircraft hardware modular controllers are used.) | X | X | X | Flight Test Data for this test does not require the rotor to be engaged/turning. The phrase “if applicable” regarding stability augmentation systems means if an augmentation system is available and if this system may be operational on the ground under static conditions as described here. | ||||
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2.a.2. | Collective/Pedals | Breakout—±0.5 lb. (0.224 daN) or 25%; Force—±1.0 lb. (0.224 daN) or 10%. | Ground; Static conditions with the hydraulic system (if applicable) pressurized; supplemental hydraulic pressurization system may be used. Trim On and Off. Friction Off. Augmentation (if applicable) On and Off. | Record results for an uninterrupted control sweep to the stops. | X | X | X | Flight Test Data for this test does not require the rotor to be engaged/turning. The phrase “if applicable” regarding stability augmentation system means if a stability augmentation system is available and if this system may be operational on the ground under static conditions as described here. | ||||
2.a.3. | Brake Pedal Force vs. Position. | ±5 lbs. (2.224 daN) or 10%. | Ground; Static conditions. | X | X | X | ||||||
2.a.4. | Trim System Rate (all applicable systems) | Rate—±10%. | Ground; Static conditions. Trim On, Friction Off. | The tolerance applies to the recorded value of the trim rate. | X | X | X | |||||
2.a.5. | Control Dynamics (all axes) | ±10% of time for first zero crossing and ±10 (N + 1)% of period thereafter, ±10% of amplitude of first overshoot, 20% of amplitude of 2nd and subsequent overshoots greater than 5% of initial displacement, ±1 overshoot. | Hover/Cruise, Trim On, Friction Off. | Results must be recorded for a normal control displacement in both directions in each axis. | X | X | Typically, control displacement of 25% to 50% is necessary for proper excitation. Control Dynamics for irreversible control systems may be evaluated in a ground/static condition. Additional information on control dynamics is found later in this attachment. “N” is the sequential period of a full cycle of oscillation. | |||||
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2.a.6. | Control System Freeplay | ±0.10 inches (±2.5 mm). | Ground; Static conditions; with the hydraulic system (if applicable) pressurized; supplemental hydraulic pressurization system may be used. | Record and compare results for all controls. | X | X | X | Flight Test Data for this test does not require the rotor to be engaged/turning. | ||||
2.b. | Low Airspeed Handling Qualities | |||||||||||
2.b.1. | Trimmed Flight Control Positions. | Torque—±3%, Pitch Attitude—±1.5°, Bank Attitude—±2°, Longitudinal Control Position—±5%. Lateral Control Position—±5%, Directional Control Position—±5%, Collective Control Position—±5%. | Translational Flight IGE—Sideward, rearward, and forward flight. Augmentation On and Off. | Record results for several airspeed increments to the translational airspeed limits and for 45 kts. forward airspeed. May be a series of snapshot tests. | X | X | ||||||
2.b.2. | Critical Azimuth | Torque—±3%, Pitch Attitude—±1.5°, Bank Attitude—±2°, Longitudinal Control Position—±5%, Lateral Control Position—±5%, Directional Control Position—±5%, Collective Control Position—±5%. | Stationary Hover. Augmentation On and Off. | Record results for three relative wind directions (including the most critical case) in the critical quadrant. May be a series of snapshot tests. | X | X | ||||||
2.b.3. | Control Response | |||||||||||
2.b.3.a. | Longitudinal | Pitch Rate—±10% or ±2°/sec., Pitch Attitude Change—±10% or 1.5°. | Hover Augmentation On and Off. | Record results for a step control input. The Off-axis response must show correct trend for unaugmented cases. | X | X | This is a “short time” test conducted in a hover, in ground effect, without entering translational flight, to provide better visual reference. | |||||
2.b.3.b. | Lateral | Roll Rate—±10% or ±3°/sec., Roll Attitude Change—±10% or ±3°. | Hover Augmentation On and Off. | Record results for a step control input. The Off-axis response must show correct trend for unaugmented cases. | X | X | This is a “short time” test conducted in a hover, in ground effect, without entering translational flight, to provide better visual reference. | |||||
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2.b.3.c. | Directional | Yaw Rate—±10% or ±2°/sec., Heading Change—±10% or ±2°. | Hover Augmentation On and Off. | Record results for a step control input. The Off-axis response must show correct trend for unaugmented cases. | X | X | This is a “short time” test conducted in a hover, in ground effect, without entering translational flight, to provide better visual reference. | |||||
2.b.3.d. | Vertical | Normal Acceleration—±0.1 g. | Hover Augmentation On and Off. | Record results for a step control input. The Off-axis response must show correct trend for unaugmented cases. | X | X | ||||||
2.c. | Longitudinal Handling Qualities | |||||||||||
2.c.1. | Control Response | Pitch Rate—±10% or ±2°/sec., Pitch Attitude Change—±10% or ±1.5°. | Cruise Augmentation On and Off. | Results must be recorded for two 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. | X | X | X | |||||
2.c.2. | Static Stability | Longitudinal Control Position: ±10% of change from trim or ±0.25 in. (6.3 mm) or Longitudinal Control Force : ±0.5 lb. (0.223 daN) or ±10%. | Cruise or Climb. Autorotation. Augmentation On and Off. | Record results for a minimum of two speeds on each side of the trim speed. May be a series of snapshot tests. | X | X | X | |||||
2.c.3. | Dynamic Stability | |||||||||||
2.c.3.a. | Long-Term Response. | ±10% of calculated period, ±10% of time to 1/2 or double amplitude, or ±0.02 of damping ratio.For non-periodic responses, the time history must be matched within ±3° pitch; and ±5 kts airspeed over a 20 sec period following release of the controls. | Cruise Augmentation On and Off. | For periodic responses, record results for three full cycles (6 overshoots after input completed) or that sufficient 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 uncontrollably divergent. | X | X | X | The response may be unrepeatable throughout the stated time for certain helicopters. In these cases, the test should show at least that a divergence is identifiable. 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. | ||||
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2.c.3.b. | Short-Term Response. | ±1.5° Pitch or ±2°/sec. Pitch Rate. ±0.1 g Normal Acceleration. | Cruise or Climb. Augmentation On and Off. | Record results for at least two airspeeds. | X | X | X | A control 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 tests, when the short-term response exhibits 1st-order or deadbeat characteristics, longitudinal pulse inputs may produce a more coherent response. | ||||
2.c.4. | Maneuvering Stability. | Longitudinal Control Position—±10% of change from trim or ±0.25 in. (6.3 mm) or Longitudinal Control Forces—±0.5 lb. (0.223 daN) or ±10%. | Cruise or Climb. Augmentation On and Off. | Record results for at least two airspeeds at 30°-45° roll angle. The force may be shown as a cross plot for irreversible systems. May be a series of snapshot tests. | X | X | X | |||||
2.d. | Lateral and Directional Handling Qualities | |||||||||||
2.d.1. | Control Response | |||||||||||
2.d.1.a | Lateral | Roll Rate—±10% or ±3°/sec., Roll Attitude Change—±10% or ±3°. | Cruise Augmentation On and Off. | Record results for at least two 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 | X | X | X | |||||
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2.d.1.b. | Directional | Yaw Rate—±10% or ±2°/sec., Yaw Attitude Change—±10% or ±2°. | Cruise Augmentation On and Off. | Record data for at least two 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. | X | X | X | |||||
2.d.2. | Directional Static Stability. | Lateral Control Position—±10% of change from trim or ±0.25 in. (6.3 mm) or Lateral Control Force—±0.5 lb. (0.223 daN) or 10%, Roll Attitude—±1.5, Directional Control Position—±10% of change from trim or ±0.25 in. (6.3 mm) or Directional Control Force—±1 lb. (0.448 daN) or 10%, Longitudinal Control Position—±10% of change from trim or ±0.25 in. (6.3 mm), Vertical Velocity—±100 fpm (0.50m/sec) or 10%. | Cruise; or Climb (may use Descent instead of Climb if desired), Augmentation On and Off. | Record results for at least two sideslip angles on either side of the trim point. The force may be shown as a cross plot for irreversible systems. May be a series of snapshot tests. | X | X | X | This is a steady heading sideslip test at a fixed collective position. | ||||
2.d.3. | Dynamic Lateral and Directional Stability | |||||||||||
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2.d.3.a. | Lateral-Directional Oscillations. | ±0.5 sec. or ±10% of period, ±10% of time to 1/2 or double amplitude or ±0.02 of damping ratio, ±20% or ±1 sec of time difference between peaks of bank and sideslip. For non-periodic responses, the time history must be matched within ±10 knots Airspeed; ±5°/s Roll Rate or ±5° Roll Attitude; ±4°/s Yaw Rate or ±4° Yaw Angle over a 20 sec period roll angle following release of the controls. | Cruise or Climb. Augmentation On and Off. | Record results for at least two airspeeds. The test must be initiated with a cyclic or a pedal doublet input. Record results for six full cycles (12 overshoots after input completed) or that sufficient 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 uncontrollably divergent. | X | X | X | |||||
2.d.3.b. | Spiral Stability. | ±2° or ±10% roll angle. | Cruise or Climb. Augmentation On and Off. | Record the results of a release from pedal only or cyclic only turns for 20 sec. Results must be recorded from turns in both directions. Terminate check at zero roll angle or when the test pilot determines that the attitude is becoming uncontrollably divergent. | X | X | X | |||||
2.d.3.c. | Adverse/Proverse Yaw. | Correct Trend, ±2° transient sideslip angle. | Cruise or Climb. Augmentation On and Off. | Record the time history of initial entry into cyclic only turns, using only a moderate rate for cyclic input. Results must be recorded for turns in both directions. | X | X | X | |||||
3. Motion System | ||||||||||||
3.a. | Frequency response | |||||||||||
Based on Simulator Capability. | N/A | Required as part of the MQTG. The test must demonstrate frequency response of the motion system as specified by the applicant for flight simulator qualification. | X | X | X | |||||||
3.b. | Leg Balance | |||||||||||
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Leg Balance | Based on Simulator Capability. | N/A | Required as part of the MQTG. The test must demonstrate motion system leg balance as specified by the applicant for flight simulator qualification. | X | X | X | ||||||
3.c. | Turn Around | |||||||||||
Turn Around | Based on Simulator Capability. | N/A | Required as part of the MQTG. The test must demonstrate a smooth turn-around (shift to opposite direction of movement) of the motion system as specified by the applicant for flight simulator qualification. | X | X | X | ||||||
3.d. | Motion system repeatability | |||||||||||
With the same input signal, the test results must be repeatable to within ±0.05g actual platform linear acceleration in each axis. | Accomplished in both the “ground” mode and in the “flight” mode of the motion system operation. | Required as part of the MQTG. The test is accomplished by injecting a motion signal to generate movement of the platform. The input must be such that the rotational accelerations, rotational rates, and linear accelerations are inserted before the transfer from helicopter center of gravity to the pilot reference point with a minimum amplitude of 5°/sec/sec, 10°/sec and 0.3g, respectively. | X | X | X | See Paragraph 6.c. in this attachment for additional information. Note: if there is no difference in the model for “ground” and “flight” operation of the motion system, this should be described in an SOC and will not require tests in both modes. | ||||||
3.e. | Motion cueing performance signature | |||||||||||
Required as part of MQTG. These tests must be run with the motion buffet mode disabled. | See paragraph 6.d., of this attachment, Motion cueing performance signature. | |||||||||||
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3.e.1. | Takeoff (all engines). | As specified by the sponsor for flight simulator qualification. | Ground | Pitch attitude due to initial climb must dominate over cab tilt due to longitudinal acceleration. | X | X | X | Associated to test number 1.c.1. | ||||
3.e.2. | Hover performance (IGE and OGE). | As specified by the sponsor for flight simulator qualification. | Ground | X | X | Associated to test number 1.d. | ||||||
3.e.3. | Autorotation (entry). | As specified by the sponsor for flight simulator qualification. | Flight | X | X | Associated to test number 1.i. | ||||||
3.e.4. | Landing (all engines). | As specified by the sponsor for flight simulator qualification. | Flight | X | X | X | Associated to test number 1.j.1. | |||||
3.e.5. | Autorotation (landing). | As specified by the sponsor for flight simulator qualification. | Flight | X | X | Associated to test number 1.j.4. | ||||||
3.e.6. | Control Response | |||||||||||
3.e.6.a. | Longitudinal | As specified by the sponsor for flight simulator qualification. | Flight | X | X | X | Associated to test number 2.c.1. | |||||
3.e.6.b. | Lateral. | As specified by the sponsor for flight simulator qualification. | Ground | X | X | X | Associated to test number 2.d.1.a. | |||||
3.e.6.c. | Directional | As specified by the sponsor for flight simulator qualification. | X | X | X | Associated to test number 2.d.1.c. | ||||||
3.f. | Characteristic Motion (Vibration) Cues—For all of the following tests, the simulator test results must exhibit the overall appearance and trends of the helicopter data, with at least three (3) of the predominant frequency “spikes” being present within ±2 Hz. | Characteristic motion cues may be separate from the “main” motion system. | ||||||||||
3.f.1. | Vibrations—to include 1/Rev and n/Rev vibrations (where “n” is the number of main rotor blades). | + 3db to −6db or ±10% of nominal vibration level in flight cruise and correct trend (see comment). | (a) On ground (idle); (b) In flight | Characteristic vibrations include those that result from operation of the helicopter (for example, high airspeed, retreating blade stall, extended landing gear, vortex ring or settling with power) in so far as vibration marks an event or helicopter state, which can be sensed in the flight deck. [See Table C1A, table entries 5.e. and 5.f.] | X | Correct trend refers to a comparison of vibration amplitudes between different maneuvers; e.g., if the 1/rev vibration amplitude in the helicopter is higher during steady state turns than in level flight this increasing trend should be demonstrated in the simulator. Additional examples of vibrations may include: (a) Low & High speed transition to and from hover; (b) Level flight; (c) Climb and descent (including vertical climb; (d) Auto-rotation; (e) Steady Turns. | ||||||
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3.f.2. | Buffet—Test against recorded results for characteristic buffet motion that can be sensed in the flight deck. | + 3db to −6db or ±10% of nominal vibration level in flight cruise and correct trend (see comment). | On ground and in flight. | Characteristic buffets include those that result from operation of the helicopter (for example, high airspeed, retreating blade stall, extended landing gear, vortex ring or settling with power) in so far as a buffet marks an event or helicopter state, which can be sensed in the flight deck. [See Table C1A, table entries 5.e. and 5.f.] | X | The recorded test results for characteristic buffets should allow the checking of relative amplitude for different frequencies. For atmospheric disturbance, general purpose models are acceptable which approximate demonstrable flight test data. | ||||||
4. Visual System | ||||||||||||
4.a. | Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a., Visual System Response Time Test. This test is also sufficient for motion system response timing and flight deck instrument response timing.) | |||||||||||
4.a.1. | Latency | |||||||||||
150 ms (or less) after helicopter response. | Takeoff, climb, and descent. | One test is required in each axis (pitch, roll and yaw) for each of the three conditions (take-off, cruise, and approach or landing). | X | |||||||||
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100 ms (or less) after helicopter response. | Climb, cruise, descent, and hover. | One test is required in each axis (pitch, roll and yaw) for each of the three conditions (take-off, cruise, and approach or landing). | X | X | ||||||||
4.a.2. | Transport Delay | |||||||||||
If Transport Delay is the chosen method to demonstrate relative responses, the sponsor and the NSPM will use the latency values to ensure proper simulator response when reviewing those existing tests where latency can be identified (e.g., short period, roll response, rudder response). | ||||||||||||
150 ms (or less) after controller movement. | N/A | A separate test is required in each axis (pitch, roll, and yaw). | X | |||||||||
100 ms (or less) after controller movement. | N/A | A separate test is required in each axis (pitch, roll, and yaw). | X | X | ||||||||
4.b. | Field-of-view | |||||||||||
4.b.1. | Continuous field-of-view. | The simulator must provide a continuous field-of-view of at least 75° horizontally and 30° vertically per pilot seat or the number of degrees necessary to meet the visual ground segment requirement, whichever is greater. Both pilot seat visual systems must be operable simultaneously. Wide-angle systems providing cross-flight deck viewing (for both pilots simultaneously) must provide a minimum field-of-view of at least 146° horizontally and 36° vertically. Any geometric error between the Image Generator eye point and the pilot eye point must be 8° or less. | N/A | An SOC is required and must explain the geometry of the installation. Additional horizontal field-of-view capability may be added at the sponsor's discretion provided the minimum field-of-view is retained. | X | Horizontal field-of-view is centered on the zero degree azimuth line relative to the aircraft fuselage. Field-of-view may be measured using a visual test pattern filling the entire visual scene (all channels) with a matrix of black and white 5° squares. | ||||||
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-01356 | ||||||||||||
4.b.2. | Continuous field-of-view. | The simulator must provide a continuous field-of-view of at least 146° horizontally and 36° vertically or the number of degrees necessary to meet the visual ground segment requirement, whichever is greater. The minimum horizontal field-of-view coverage must be plus and minus one-half ( 1/2 ) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage. Any geometric error between the Image Generator eye point and the pilot eye point must be 8° or less. | N/A | An SOC is required and must explain the geometry of the installation. Horizontal field-of-view of at least 146° (including not less than 73° 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 of at least 36° measured from the pilot's and co-pilot's eye point. | X | Horizontal field-of-view is centered on the zero degree azimuth line relative to the aircraft fuselage. Field-of-view may be measured using a visual test pattern filling the entire visual scene (all channels) with a matrix of black and white 5° squares. | ||||||
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-01357 | ||||||||||||
4.b.3. | Continuous field-of-view. | Continuous field-of-view of at least 176° horizontal and 56° vertical field-of-view for each pilot simultaneously. Any geometric error between the Image Generator eye point and the pilot eye point must be 8° or less. | N/A | An SOC is required and must explain the geometry of the installation. Horizontal field-of-view is centered on the zero degree azimuth line relative to the aircraft fuselage. Horizontal field-of-view must be at least 176° (including not less than 88° 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 must not be less than a total of 56° measured from the pilot's and co-pilot's eye point | X | The horizontal field-of-view is traditionally described as a 180° field-of-view. However, the field-of-view is technically no less than 176°. Field-of-view may be measured using a visual test pattern filling the entire visual scene (all channels) with a matrix of black and white 5° squares. | ||||||
4.c. | Surface contrast ratio. | Not less than 5:1. | N/A | The 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. | X | Measurements may be made using a 1° 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. | ||||||
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-01358 | ||||||||||||
4.d. | Highlight brightness. | Not less than six (6) foot-lamberts (20 cd/m 2 ). | N/A | Measure the brightness 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; however, measuring light points is not acceptable. | X | Measurements may be made using a 1° 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 resolution. | Not greater than two (2) arc minutes. | N/A | An SOC is required and must include the appropriate calculations and an explanation of those calculations. Level B requires surface resolution not greater than three (3) arc minutes. | X | X | When the eye is positioned on a 3° 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 Configuration A, a slant range of 5,157 feet with stripes 150 ft long and 12 ft wide, spaced 3 ft apart. (3) For Configuration B, a slant range of 9,884 feet, with stripes 150 ft long and 5.75 ft wide, spaced 5.75 ft apart. | |||||
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 2 / 2021-01-01359 | ||||||||||||
4.f. | Light point size | Not greater than five (5) arc minutes. | N/A | An SOC is required and must include the relevant calculations and an expla |