Aprova o Regulamento Brasileiro da Aviação Civil nº 60.

Qualification Level

General technical requirements

A

The lowest level of FFS technical complexity.

An enclosed full-scale replica of the airplane cockpit/flight deck including simulation of all systems, instruments, navigational equipment, communications, and caution and warning systems.

An instructor’s station with seat should be provided. Seats for the flight crew members and two seats for inspectors/observers should also be provided.

Control forces and displacement characteristics should correspond to those of the replicated airplane and they should respond in the same manner as the airplane under the same flight conditions.

The use of class-specific data tailored to the specific airplane type with fidelity sufficient to meet the objective tests, functions and subjective tests is allowed.

Generic ground effect and ground handling models are permitted.

Motion, visual and sound systems sufficient to support the training, testing and checking credits sought are required.

The visual system should provide at least 45 degrees horizontal and 30 degrees vertical field of view per pilot.

The response to control inputs should not be greater than 300 ms more than that experienced on the airplane.

See table A2 for more simulator requirements.

B

As for level A, plus:

Validation flight test data should be used as the basis for flight and performance and systems’ characteristics.

Additionally, ground handling and aerodynamics programming to include ground effect reaction and handling characteristics should be derived from validation flight test data.

See table A2 for more simulator requirements.

C

The second highest level of FFS fidelity.

As for level B, plus:

A daylight/twilight/night visual system is required with a continuous, cross-cockpit, minimum collimated visual field of view providing each pilot with 176 degrees horizontal and 36 degrees vertical field of view.

A six-degrees-of-freedom motion system should be provided.

The sound simulation should include the sounds of precipitation and other significant airplane noises perceptible to the pilot and should be able to reproduce the sounds of a crash landing.

The response to control inputs (motion and instrument cues) should not be greater than 100 ms more than that experienced on the airplane. For a visual system cues should not be greater than 120 ms more than that experienced on the airplane.

Wind shear simulation should be provided.

An upset prevention and recovery training (UPRT) instructor operating station (IOS) feedback mechanism should be available.

See table A2 for more simulator requirements.

D

The highest level of FFS fidelity.

As for level C, plus:

Extended set of sound and motion buffet tests.

Improved aerodynamic modeling.

See table A2 for more simulator requirements.

1.

General Flight Deck Configuration.

See below

NA

1.a.

The simulator must have a flight deck that is a replica of the airplane simulated with controls, equipment, observable flight deck indicators, circuit breakers, and bulkheads properly located, functionally accurate and replicating the airplane. The direction of movement of controls and switches must be identical to the airplane. Pilot seats must allow the occupant to achieve the design “eye position” established for the airplane being simulated. Equipment for the operation of the flight deck windows must be included, but the actual windows need not be operable. Additional equipment such as fire axes, extinguishers, and spare light bulbs must be available in the FFS but may be relocated to a suitable location as near as practical to the original position. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette.

The use of electronically displayed images with physical overlay or masking for simulator instruments and/or instrument panels is acceptable provided:

(1) All instruments and instrument panel layouts are dimensionally correct with differences, if any, being imperceptible to the pilot;

(2) Instruments replicate those of the airplane including full instrument functionality and embedded logic;

(3) Instruments displayed are free of quantization (stepping);

(4) Instrument display characteristics replicate those of the airplane including: resolution, colors, luminance, brightness, fonts, fill patterns, line styles and symbology;

(5) Overlay or masking, including bezels and bugs, as applicable, replicates the airplane panel(s);

(6) Instrument controls and switches replicate and operate with the same technique, effort, travel and in the same direction as those in the airplane;

(7) Instrument lighting replicates that of the airplane and is operated from the FSTD control for that lighting and, if applicable, is at a level commensurate with other lighting operated by that same control; and

(8) As applicable, instruments must have faceplates that replicate those in the airplane; and

A,B,C,D

For simulator purposes, the flight deck consists of all that space forward of a cross section of the flight deck at the most extreme aft setting of the pilots' seats, including additional required 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 document pouches are not considered essential and may be omitted.

1.a.

(1) The display image of any three dimensional instrument, such as an electro-mechanical instrument, should appear to have the same three dimensional depth as the replicated instrument. The appearance of the simulated instrument, when viewed from the principle operator’s angle, should replicate that of the actual airplane instrument. Any instrument reading inaccuracy due to viewing angle and parallax present in the actual airplane instrument should be duplicated in the simulated instrument display image.

Viewing angle error and parallax must be minimized on shared instruments such and engine displays and standby indicators.

C,D

NA

1.b.

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

A,B,C,D

NA

2.

Programming.

See below

NA

2.a.

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

An SOC is required.

A,B,C,D

The SOC should include a range of tabulated target values to enable a demonstration of the mass properties model to be conducted from the instructor's station. The data at a minimum should contain 3 weight conditions including zero fuel weight and maximum taxi weight with a least 2 different combinations of zero fuel weight, fuel weight and payload for each condition.

2.a.

For Level C and Level D simulators, the effects of pitch attitude and of fuel slosh on the aircraft center of gravity must be simulated.

C,D

NA

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.

A,B,C,D

NA

2.c.

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

A

NA

2.d.

Ground handling and aerodynamic programming must include the following:

See below

NA

2.d.1.

Ground effect.

B,C,D

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

2.d.2.

Ground reaction.

Ground reaction modeling must produce the appropriate effects during bounced or skipped landings, including the effects and indications of ground contact due to landing in an abnormal aircraft attitude (e.g. tailstrike or nosewheel contact). An SOC is required.

B,C,D

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

2.d.3.

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

An SOC is required describing source data used to construct gusting crosswind profiles.

B,C,D

In developing gust models for use in training, the FSTD sponsor should coordinate with the data provider to ensure that the gust models do not exceed the capabilities of the aerodynamic and ground models.

2.d.3.

Aerodynamic and ground reaction modeling to support training in crosswinds and gusting crosswinds up to the aircraft’s maximum demonstrated crosswind component. Realistic gusting crosswind profiles must be available to the instructors that have been tuned in intensity and variation to require pilot intervention to avoid runway departure during takeoff or landing roll.

An SOC is required describing source data used to construct gusting crosswind profiles.

C,D

In developing gust models for use in training, the FSTD sponsor should coordinate with the data provider to ensure that the gust models do not exceed the capabilities of the aerodynamic and ground models.

2.e.

If the aircraft being simulated is one of the aircraft listed in section 121.358 of RBAC 121, Low- altitude windshear system equipment requirements, the simulator must employ windshear models that provide training for recognition of windshear phenomena and the execution of recovery procedures. Models must be available to the instructor/evaluator for the following critical phases of flight:

(1) Prior to takeoff rotation;

(2) At liftoff;

(3) During initial climb; and

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

Only those simulators meeting these requirements may be used to satisfy the training requirements of RBAC 121 pertaining to a certificate holder’s approved low-altitude windshear flight training program.

The addition of realistic levels of turbulence associated with each required windshear profile must be available and selectable to the instructor.

In addition to the four basic windshear models required for qualification, at least two additional “complex” windshear models must be available to the instructor which represent the complexity of actual windshear encounters. These models must be available in the takeoff and landing configurations and must consist of independent variable winds in multiple simultaneous components.

C,D

If desired, Level A and B simulators may qualify for windshear training by meeting these standards.

Windshear models may consist of independent variable winds in multiple simultaneous components.

The simulator should employ a method to ensure the  required survivable and non-survivable windshear scenarios are repeatable in the training environment.

2.f.

The simulator must provide for manual and automatic testing of simulator hardware and software programming to determine compliance with simulator objective tests.

An SOC is required.

C,D

Automatic “flagging” of out- of-tolerance situations is encouraged.

2.g.

Relative responses of the motion system, visual system, and flight deck instruments, measured by latency tests or transport delay tests. Motion onset should occur before the start of the visual scene change (the start of the scan of the first video field containing different information) but must occur before the end of the scan of that video field. Instrument response may not occur prior to motion onset. Test results must be within the following limits:

See below

The intent is to verify that the simulator provides instrument, motion, and visual cues that are, within the stated time delays, like the airplane responses. For airplane response, acceleration in the appropriate, corresponding rotational axis is preferred.

2.g.1.

300 milliseconds of the airplane response.

A,B

NA

2.g.2.

100 milliseconds of the airplane response (motion and instrument cues)

120 milliseconds of the airplane response (visual system cues)

C,D

NA

2.h.

The simulator must accurately reproduce the following runway conditions:

(1) Dry;

(2) Wet;

(3) Icy;.

(4) Patchy Wet;

(5) Patchy Icy; and

(6) Wet on Rubber Residue in Touchdown Zone;

An SOC is required.

C,D

NA

2.i.

The simulator must simulate:

(1) brake and tire failure dynamics, including antiskid failure; and

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

An SOC is required

C,D

Simulator pitch, side loading, and directional control characteristics should be representative of the airplane.

2.j.

Engine and Airframe Icing

Modeling that includes the effects of icing, where appropriate, on the airframe, aerodynamics, and the engine(s). Icing models must simulate the aerodynamic degradation effects of ice accretion on the airplane lifting surfaces including loss of lift, decrease in stall angle of attack, change in pitching moment, decrease in control effectiveness, and changes in control forces in addition to any overall increase in drag. Aircraft systems (such as the stall protection system and autoflight system) must respond properly to ice accretion consistent with the simulated aircraft.

Aircraft OEM data or other acceptable analytical methods must be utilized to develop ice accretion models. Acceptable analytical methods may include wind tunnel analysis and/or engineering analysis of the aerodynamic effects of icing on the lifting surfaces coupled with tuning and supplemental subjective assessment by a subject matter expert pilot.

SOC and tests required.

C,D

SOC should be provided describing the effects which provide training in the specific skills required for recognition of icing phenomena and execution of recovery. The SOC should describe the source data and any analytical methods used to develop ice accretion models including verification that these effects have been tested.

Icing effects simulation models are only required for those airplanes authorized for operations in icing conditions.

2.k.

The aerodynamic modeling in the simulator must include:

(1) Low-altitude level-flight ground effect;

(2) Mach effect at high altitude;

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

(4) Aeroelastic representations; and

(5) Nonlinearities due to sideslip.

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

D

2.l.

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

An SOC is required.

B,C,D

NA

2.m.

High Angle of Attack Modeling

Aerodynamic stall modeling that includes degradation in static/dynamic lateral-directional stability, degradation in control response (pitch, roll, and yaw), uncommanded roll response or roll-off requiring significant control deflection to counter, apparent randomness or non-repeatability, changes in pitch stability, Mach effects, and stall buffet, as appropriate to the aircraft type.

The aerodynamic model must incorporate an angle of attack and sideslip range to support the training tasks. At a minimum, the model must support an angle of attack range to ten degrees beyond the stall identification angle of attack.  The stall identification angle of attack is defined as the point where the behavior of the airplane gives the pilot a clear and distinctive indication through the inherent flight characteristics or the characteristics resulting from the operation of a stall identification device (e.g., a stick pusher) that the airplane has stalled.

The model must be capable of capturing the variations seen in the stall characteristics of the airplane (e.g., the presence or absence of a pitch break, deterrent buffet, or other indications of a stall where present on the aircraft). The aerodynamic modeling must support stall training maneuvers in the following flight conditions:

(1) Stall entry at wings level (1g);

(2) Stall entry in turning flight of at least 25° bank angle (accelerated stall);

(3) Stall entry in a power-on condition (required only for propeller driven aircraft); and

(4) Aircraft configurations of second segment climb, high altitude cruise (near performance limited condition), and approach or landing.

A Statement of Compliance (SOC) is required which describes the aerodynamic modeling methods, validation, and checkout of the stall characteristics of the FSTD. The SOC must also include verification that the FSTD has been evaluated by a subject matter expert pilot acceptable to the ANAC.

Where known limitations exist in the aerodynamic model for particular stall maneuvers (such as aircraft configurations and stall entry methods), these limitations must be declared in the required SOC.

FSTDs qualified for full stall training tasks must also meet the instructor operating station (IOS) requirements for upset prevention and recovery training (UPRT) tasks as described in section 2.n. of this table.

C,D

The requirements in this section only apply to those FSTDs that are qualified for full stall training tasks.

Sponsors may elect to not qualify an FSTD for full stall training tasks; however, the FSTD’s qualification will be restricted to approach to stall training tasks that terminate at the activation of the stall warning system.

Specific guidance should be available to the instructor which clearly communicates the flight configurations and stall maneuvers that have been evaluated in the FSTD for use in training.

2.n.

Upset Prevention and Recovery Training (UPRT).

Aerodynamics Evaluation: The simulator must be evaluated for specific upset recovery maneuvers for the purpose of determining that the combination of angle of attack and sideslip does not exceed the range of flight test validated

data or wind tunnel/analytical data while performing the recovery maneuver. The following minimum set of required upset recovery maneuvers must be evaluated in this manner and made available to the instructor/evaluator. Other upset recovery scenarios as developed by the FSTD sponsor must be evaluated in the same manner:

(1) A nose-high, wings level aircraft upset;

(2) A nose-low aircraft upset; and

(3) A high bank angle aircraft upset.

Upset Scenarios: IOS selectable dynamic airplane upsets must provide guidance to the instructor concerning the method used to drive the FSTD into an upset condition, including any malfunction or degradation in the FSTD’s functionality required to initiate the upset. The unrealistic degradation of simulator functionality (such as degrading flight control effectiveness) to drive an airplane upset is generally not acceptable unless used purely as a tool for repositioning the FSTD with the pilot out of the loop.

Instructor Operating System (IOS): The simulator must have a feedback mechanism in place to notify the instructor/evaluator when the simulator’s validated aerodynamic envelope and aircraft operating limits have been exceeded during an upset recovery training task. This feedback mechanism must include:

(1) FSTD validation envelope. This must be in the form of an alpha/beta envelope (or equivalent method) depicting the “confidence level” of the aerodynamic model depending on the degree of flight validation or source of predictive methods The envelopes must provide the instructor real-time feedback on the simulation during a maneuver. There must be a minimum of a

(2) flaps up and flaps down envelope available;

(3) Flight control inputs. This must enable the instructor to assess the pilot’s flight control displacements and forces (including fly-by- wire as appropriate); and

(4) Airplane operational limits. This must display the aircraft operating limits during the maneuver as applicable for the configuration of the airplane.

Statement of Compliance (SOC): An SOC is required that defines the source data used to construct the FSTD validation envelope. The SOC must also verify that each upset prevention and recovery feature programmed at the instructor station and the associated training maneuver has been evaluated by a suitably qualified pilot using methods described in this section. The statement must confirm that the recovery maneuver can be performed such that the FSTD does not exceed the FSTD validation envelope, or when exceeded, that it is within the realm of confidence in the simulation accuracy.

C,D

This section generally applies to the qualification of airplane upset recovery training maneuvers or unusual attitude

training maneuvers that exceed one or more of the following conditions:

Pitch attitude greater than 25 degrees, nose up

Pitch attitude greater than 10 degrees, nose down

Bank angle greater than 45 degrees

Flight at airspeeds inappropriate for conditions.

FSTDs used to conduct upset recovery maneuvers at angles of attack above the stall warning system activation must meet the requirements for high angle of attack modeling as described in section 2.m.

Special consideration should be given to the motion system response during upset prevention and recovery maneuvers. Notwithstanding the limitations of simulator motion, specific emphasis should be placed on tuning out motion system responses.

Consideration should be taken with flight envelope protected airplanes as artificially positioning the airplane to a specified attitude may incorrectly initialize flight control laws.

3.

Equipment Operation.

See below

NA

3.a.

All relevant instrument indications involved in the simulation of the airplane must automatically respond to control movement or external disturbances to the simulated airplane; e.g., turbulence or windshear. Numerical values must be presented in the appropriate units.

For Level C and Level D simulators, instrument indications must also respond to effects resulting from icing.

A,B,C,D

NA

3.b.

Communications, navigation, caution, and warning equipment must be installed and operate within the tolerances applicable for the airplane.

Instructor control of internal and external navigational aids. Navigation aids must be usable within range or line-of-sight without restriction, as applicable to the geographic area.

A,B,C,D

3.b.1.

Complete navigation database for at least 3 airports with corresponding precision and non-precision approach procedures, including navigational database updates.

C,D

NA

3.b.2.

Complete navigation database for at least 1 airport with corresponding precision and non-precision approach procedures, including navigational database updates.

A,B

NA

3.c.

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

Once activated, proper systems operation must result from system management by the crew member and not require any further input from the instructor's controls.

A,B,C,D

Airplane system operation should be predicated on, and traceable to, the system data supplied by the airplane manufacturer, original equipment manufacturer or alternative approved data for the airplane system or component.

At a minimum, alternate approved data should validate the operation of all normal, abnormal, and emergency operating procedures and training tasks the FSTD is qualified to conduct.

3.d.

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

Control systems must replicate airplane operation for the normal and any non- normal modes including back-up systems and should reflect failures of associated systems.

Appropriate cockpit indications and messages must be replicated.

A,B,C,D

NA

3.e.

Simulator control feel dynamics must replicate the airplane. This must be determined by comparing a recording of the control feel dynamics of the simulator to airplane measurements. For initial and upgrade qualification evaluations, the control dynamic characteristics must be measured and recorded directly from the flight deck controls, and must be accomplished in takeoff, cruise, and landing flight conditions and configurations.

C,D

NA

3.f.

For aircraft equipped with a stick pusher system, control forces, displacement, and surface position must correspond to that of the airplane being simulated.

A Statement of Compliance (SOC) is required verifying that the stick pusher system has been modeled, programmed, and validated using the aircraft manufacturer’s design data or other acceptable data source. The SOC must address, at a minimum, stick pusher activation and cancellation logic as well as system dynamics, control displacement and forces as a result of the stick pusher activation.

Tests required.

C,D

The requirements in this section only apply to those FSTDs that are qualified for full stall training tasks.

4.

Instructor or Evaluator Facilities.

See below

NA

4.a.

In addition to the flight crewmember stations, the simulator must have at least two suitable seats for the instructor/check airman and ANAC inspector. These seats must provide adequate vision to the pilot's panel and forward windows. All seats other than flight crew seats need not represent those found in the airplane, but must be adequately secured to the floor and equipped with similar positive restraint devices.

A,B,C,D

The ANAC 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 airplane systems as described in the sponsor’s ANAC-approved training program; or as described in the relevant operating manual as appropriate.

A,B,C,D

NA

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 microbursts, turbulence, and

intermediate and high altitude wind speed and direction.

A,B,C,D

NA

4.d.

The simulator must provide the instructor or evaluator the ability to present ground and air hazards.

C,D

For example, another airplane crossing the active runway or converging airborne traffic.

5.

Motion System.

See below

NA

5.a.

The simulator must have motion (force) cues perceptible to the pilot that are representative of the motion in an airplane.

A,B,C,D

For example, touchdown cues should be a function of the rate of descent (RoD) of the simulated airplane.

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.

A,B

NA

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.

C,D

NA

5.d.

The simulator must provide for the recording of the motion system response time.

An SOC is required.

A,B,C,D

NA

5.e.

The simulator must provide motion effects programming to include:

See below

NA

5.e.1.

(1) Thrust effect with brakes set;

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

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

(4) Bumps associated with the landing gear;

(5) Buffet during extension and retraction of landing gear;

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

(7) Approach-to-stall buffet and stall buffet (where applicable);

(8) Representative touchdown cues for main and nose gear;

(9) Nosewheel scuffing, if applicable;

(10) Mach and maneuver buffet;

(11) Engine failures, malfunctions, and engine damage

(12) Tail and pod strike;

B,C,D

If there are known flight conditions where buffet is the first indication of the stall, or where no stall buffet occurs, this characteristic should be included in the model.

5.e.2.

(13) Taxiing effects such as lateral and directional cues resulting from steering and braking inputs;

(14) Buffet due to atmospheric disturbances (e.g. buffets due to turbulence, gusting winds, storm cells, windshear, etc.) in three linear axes (isotropic);

(15) Tire failure dynamics; and

(16) Other significant vibrations, buffets and bumps that are not mentioned above (e.g. RAT), or checklist items such as motion effects due to pre-flight flight control inputs.

C,D

NA

5.f.

The simulator must provide characteristic motion vibrations that result from operation of the airplane if the vibration marks an event or airplane state that can be sensed in the flight deck.

D

The simulator should be programmed and instrumented in such a manner that the characteristic buffet modes can be measured and compared to airplane data.

6.

Visual System.

See below

NA

6.a.

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

A,B,C,D

NA

6.b.

The simulator must provide a continuous collimated field-of-view of at least 45º horizontally and 30º vertically per pilot seat or the number of degrees necessary to meet the visual ground segment requirement, whichever is greater. Both pilot seat visual systems must be operable simultaneously. The minimum horizontal field-of-view coverage must be plus and minus one-half (½) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage.

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

A,B

Additional field-of-view capability may be added at the sponsor’s discretion provided the minimum fields of view are retained.

6.c.

(Reserved)

NA

NA

6.d.

The simulator must provide a continuous collimated visual field-of-view of at least 176° 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 (½) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage.

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

C,D

The horizontal field-of-view is traditionally described as a 180º field-of-view. However, the field-of-view is technically no less than 176º. Additional field-of-view capability may be added at the sponsor’s discretion provided the minimum fields of view are retained.

6.e.

The visual system must be free from optical discontinuities and artifacts that create non-realistic cues.

A,B,C,D

Non-realistic cues might include image “swimming” and image “roll-off,” that may lead a pilot to make incorrect assessments of speed, acceleration, 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.

A,B,C,D

NA

6.g.

The simulator must have instructor controls for the following:

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

(2) Airport selection; and

(3) Airport lighting.

A,B,C,D

NA

6.h.

The simulator must provide visual system compatibility with dynamic response programming.

A,B,C,D

NA

6.i.

The simulator must show that the segment of the ground visible from the simulator flight deck is the same as from the airplane flight deck (within established tolerances) when at the correct airspeed, in the landing configuration, at the appropriate height above the touchdown zone, and with appropriate visibility.

A,B,C,D

This will show the modeling accuracy of RVR, glideslope, and localizer for a given weight, configuration, and speed within the airplane's operational envelope for a normal approach and landing.

6.j.

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

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

(2) Terrain features.

B,C,D

NA

6.k.

The simulator must provide for accurate portrayal of the visual environment relating to the simulator attitude.

A,B,C,D

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.l.

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

An SOC is required.

C,D

NA

6.m.

The simulator must be capable of producing at least 10 levels of occulting.

C,D

NA

6.n.

Night Visual Scenes. When used in training, testing, or checking activities, the simulator must provide night visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport.

The scene content must allow a pilot to successfully accomplish a visual landing. Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by airplane landing lights.

A,B,C,D

NA

6.o.

Dusk (or Twilight) Visual Scenes.  When used in training, testing, or checking activities, the simulator must provide dusk (or twilight) visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Dusk (or twilight) scenes, as a minimum, must provide full color presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and airport signage, to conduct a visual approach, landing and airport movement (taxi). Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by airplane landing lights. If provided, directional horizon lighting must have correct orientation and be consistent with surface shading effects. Total night or dusk (twilight) scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 15,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects.

An SOC is required.

C,D

NA

6.p.

Daylight Visual Scenes. The simulator must provide daylight visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Any ambient lighting must not “washout” the displayed visual scene. Total daylight scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 6,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects. The visual display must be free of apparent and distracting quantization and other distracting visual effects while the simulator is in motion.

An SOC is required.

C,D

NA

6.q.

The simulator must provide operational visual scenes that portray physical relationships known to cause landing illusions to pilots.

C,D

For example: short runways, landing approaches over water, uphill or downhill runways, rising terrain on the approach path, unique topographic features.

6.r.

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.

C,D

NA

6.s.

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

C,D

NA

6.t.

The simulator must present realistic color and directionality of all airport lighting.

C,D

NA

6.u.

The following weather effects as observed on the visual system must be simulated and respective instructor controls provided.

(1) Multiple cloud layers with adjustable bases, tops, sky coverage and scud effect;

(2) Storm cells activation and/or deactivation;

(3) Visibility and runway visual range (RVR), including fog and patchy fog effect;

(4) Effects on ownship external lighting;

(5) Effects on airport lighting (including variable intensity and fog effects);

(6) Surface contaminants (including wind blowing effect);

(7) Variable precipitation effects (rain, hail, snow);

(8) In-cloud airspeed effect; and

(9) Gradual visibility changes entering and breaking out of cloud.

C,D

Scud effects are low, detached, and irregular clouds below a defined cloud layer.

Atmospheric model should support representative effects of wake turbulence and mountain waves as needed to enhance UPRT training.

The mountain wave model should support the atmospheric climb, descent, and roll rates which can be encountered in mountain wave and rotor conditions.

6.v.

The simulator must provide visual effects for:

(1) Light poles;

(2) Raised edge lights as appropriate; and

(3) Glow associated with approach lights in low visibility before physical lights are seen,

C,D

Visual effects for light poles and raised edge lights are for the purpose of providing additional depth perception during takeoff, landing, and taxi training tasks. Three dimensional modeling of the actual poles and stanchions is not required.

6.w

A minimum of one (1) representative airport model required for simulator qualification. The fidelity of the airport model must be sufficient for the aircrew to visually identify the airport; determine the position of the simulated airplane within a night visual scene; successfully accomplish take-offs, approaches, and landings; and maneuver around the airport on the ground as necessary.

A,B

The model identifications must be acceptable to the ANAC, selectable from the IOS, and listed on the SOQ.

6.x

A minimum of three (3) real-world airport models required for simulator qualification. Must be consistent with published data used for airplane operations. Each model should be in a different visual scene to permit assessment of FSTD automatic visual scene changes.

C,D

The model identifications must be acceptable to the ANAC, selectable from the IOS, and listed on the SOQ.

7.

Sound System.

See below

NA

7.a.

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

A,B,C,D

NA

7.b.

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

A,B,C,D

For Level D simulators, this indication should be readily available to the instructor on or about the IOS and is the sound level setting required to meet the objective testing requirements.

For all other simulator levels, this indication is the sound level setting as evaluated during the simulator’s initial evaluation.

7.c.

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

Sounds must be directionally representative.

A SOC is required.

C,D

For simulators qualified for full stall training tasks, sounds associated with stall buffet should be replicated if significant in the airplane.

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 airplane, and be made a part of the QTG.

D

NA

1.

Preflight Procedures.

See below

1.a.

Preflight Inspection (flight deck only)

A,B,C,D

1.b.

Engine Start

A,B,C,D

1.c.

Taxiing

B(R),C,D

1.d.

Pre-takeoff Checks

A,B,C,D

2.

Takeoff and Departure Phase.

See below

2.a.

Normal and Crosswind Takeoff

B(R),C,D

2.b.

Instrument Takeoff

A,B,C,D

2.c.

Engine Failure During Takeoff

A(a),B,C,D

2.d.

Rejected Takeoff

A,B,C,D

2.e.

Departure Procedure

A,B,C,D

3.

Inflight Maneuvers.

See below

3.a.

Steep Turns

A,B,C,D

3.b.

High Angle of Attack Maneuvers

See below

3.b.1

Approaches to Stall

A,B,C,D

3.b.2

Full Stall

C,D

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

A,B,C,D

3.d.

Engine Failure—Single-Engine Airplane

A,B,C,D

3.e.

Specific Flight Characteristics incorporated into the user’s ANAC approved flight training program.

A(a),B(a),C(a),D(a)

3.f.

Recovery From Unusual Attitudes

A,B,C,D

Within the normal flight envelope supported by applicable simulation validation data.

3.g.

Upset Prevention and Recovery Training (UPRT)

C,D

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.

See below

4.a.

Standard Terminal Arrival / Flight Management System Arrivals Procedures

A,B,C,D

4.b.

Holding

A,B,C,D

4.c.

Precision Instrument

See below

4.c.1.

All engines operating.

A,B,C,D

e.g., Autopilot, Manual (Flt. Dir. Assisted), Manual (Raw Data)

4.c.2.

One engine inoperative.

A,B,C,D

e.g., Manual (Flt. Dir. Assisted), Manual (Raw Data)

4.d.

Non-precision Instrument Approach

A,B,C,D

e.g., NDB, VOR, VOR/DME, VOR/TAC, RNAV, LOC, LOC/BC, ADF, and SDF.

4.e.

Circling Approach

A,B,C,D

Specific authorization required.

4.f.

Missed Approach

See below

4.f.1.

Normal.

A,B,C,D

4.f.2.

One engine Inoperative.

A,B,C,D

5.

Landings and Approaches to Landings.

See below

5.a.

Normal and Crosswind Approaches and Landings

B(R),C,D

5.b.

Landing From a Precision / Non-Precision Approach

B(R),C,D

5.c.

Approach and Landing with (Simulated) Engine Failure – Multiengine Airplane

B(R),C,D

5.d.

Landing From Circling Approach

B(R),C,D

5.e.

Rejected Landing

A,B,C,D

5.f.

Landing From a No Flap or a Nonstandard Flap Configuration Approach

B(R),C,D

6.

Normal and Abnormal Procedures.

See below

6.a.

Engine (including shutdown and restart)

A,B,C,D

6.b.

Fuel System

A,B,C,D

6.c.

Electrical System

A,B,C,D

6.d.

Hydraulic System

A,B,C,D

6.e.

Environmental and Pressurization Systems

A,B,C,D

6.f.

Fire Detection and Extinguisher Systems

A,B,C,D

6.g.

Navigation and Avionics Systems

A,B,C,D

6.h.

Automatic Flight Control System, Electronic Flight Instrument System, and Related Subsystems

A,B,C,D

6.i.

Flight Control Systems

A,B,C,D

6.j.

Anti-ice and Deice Systems

A,B,C,D

6.k.

Aircraft and Personal Emergency Equipment

A,B,C,D

7.

Emergency Procedures.

See below

7.a.

Emergency Descent (Max. Rate)

A,B,C,D

7.b.

Inflight Fire and Smoke Removal

A,B,C,D

7.c.

Rapid Decompression

A,B,C,D

7.d.

Emergency Evacuation

A,B,C,D

8.

Postflight Procedures.

See below

8.a.

After-Landing Procedures

A,B,C,D

8.b.

Parking and Securing

A,B,C,D

Entry Number

Subjective Requirements

Simulator Levels

Notes/Information

1.

Instructor Operating Station (IOS), as appropriate.

See below

NA

1.a.

Power switch(es).

A,B,C,D

NA

1.b.

Airplane conditions.

A,B,C,D

e.g., GW, CG, Fuel loading and Systems.

1.c.

Airports / Runways.

A,B,C,D

e.g., Selection, Surface, Presets, Lighting controls.

1.d.

Environmental controls.

A,B,C,D

e.g., Clouds, Visibility, RVR, Temp, Wind, Ice, Snow, Rain, and Windshear.

1.e.

Airplane system malfunctions (Insertion / deletion)

A,B,C,D

NA

1.f.

Locks, Freezes, and Repositioning.

A,B,C,D

NA

2.

Sound Controls.

See below

NA

2.a.

On / off / adjustment

A,B,C,D

NA

3.

Motion / Control Loading System.

See below

NA

3.a.

On / off / emergency stop.

A,B,C,D

NA

4.

Observer Seats / Stations.

See below

NA

4.a.

Position / Adjustment / Positive restraint system.

A,B,C,D

NA

FTD Level

General technical requirements

4

A device that may have an open airplane-specific flight deck area, or an enclosed airplane-specific flight deck and at least one operating system.

Air/ground logic is required (no aerodynamic programming required). All displays may be flat/LCD panel representations or actual representations of displays in the aircraft.

All controls, switches, and knobs may be touch sensitive activation (not capable of manual manipulation of the flight controls) or may physically replicate the aircraft in control operation.

See table B2 for more FTD requirements.

5

A device that may have an open airplane-specific flight deck area, or an enclosed airplane-specific flight deck; generic aerodynamic programming; at least one operating system; and control loading that is representative of the simulated airplane only at an approach speed and configuration.

All displays may be flat/LCD panel representations or actual representations of displays in the aircraft.

Primary and secondary flight controls (e.g., rudder, aileron, elevator, flaps, spoilers/speed brakes, engine controls, landing gear, nosewheel steering, trim, brakes) must be physical controls.

All other controls, switches, and knobs may be touch sensitive activation.

See table B2 for more FTD requirements.

6

A device that has an enclosed airplane-specific flight deck; airplane-specific aerodynamic programming; all applicable airplane systems operating; control loading that is representative of the simulated airplane throughout its ground and flight envelope; and significant sound representation.

All displays may be flat/LCD panel representations or actual representations of displays in the aircraft, but all controls, switches, and knobs must physically replicate the aircraft in control operation.

See table B2 for more FTD requirements.

7

A Level 7 device is one that has an enclosed airplane-specific flight deck and aerodynamic program with all applicable airplane systems operating and control loading that is representative of the simulated airplane throughout its ground and flight envelope and significant sound representation.

All displays may be flat/LCD panel representations or actual representations of displays in the aircraft, but all controls, switches, and knobs must physically replicate the aircraft in control operation.

It also has a visual system that provides an out-of-the-flight deck view, providing cross-flight deck viewing (for both pilots simultaneously) of a field-of-view of at least 180° horizontally and 40° vertically.

See table B2 for more FTD requirements.

Entry Number

General FTD Requirements

FTD Level

Notes/Information

1.

General Flight deck Configuration.

See next

NA

1.a.

The FTD must have a flight deck that is a replica of the airplane simulated with controls, equipment, observable flight deck indicators, circuit breakers, and bulkheads properly located, functionally accurate and replicating the airplane. The direction of movement of controls and switches must be identical to that in the airplane. Pilot seat(s) must afford the capability for the occupant to be able to achieve the design “eye position.” Equipment for the operation of the flight deck windows must be included, but the actual windows need not be operable. Fire axes, extinguishers, and spare light bulbs must be available in the flight FTD, 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.

The use of electronically displayed images with physical overlay or masking for FTD instruments and/or instrument panels is acceptable provided:

1. All instruments and instrument panel layouts are dimensionally correct with differences, if any, being imperceptible to the pilot;
2. Instruments replicate those of the airplane including full instrument functionality and embedded logic;
3. Instruments displayed are free of quantization (stepping);
4. Instrument display characteristics replicate those of the airplane including: resolution, colors, luminance, brightness, fonts, fill patterns, line styles and symbology;
5. Overlay or masking, including bezels and bugs, as applicable, replicates the airplane panel(s);
6. Instrument controls and switches replicate and operate with the same technique, effort, travel and in the same direction as those in the

airplane;

1. Instrument lighting replicates that of the airplane and is operated from the FSTD control for that lighting and, if applicable, is at a level commensurate with other lighting operated by that same control; and
2. As applicable, instruments must have faceplates that replicate those in the airplane; and

Level 7 FTD only;

The display image of any three dimensional instrument, such as an electro- mechanical instrument, should appear to have the same three dimensional depth as the replicated instrument. The appearance of the simulated instrument, when viewed from the principle operator’s angle, should replicate that of the actual airplane instrument. Any instrument reading inaccuracy due to viewing angle and parallax present in the actual airplane instrument should be duplicated in the simulated instrument display image. Viewing angle error and parallax must be minimized on shared instruments such and engine displays and standby indicators.

6,7

For FTD 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, aircraft documents pouches are not considered essential and may be omitted.

For Level 6 FTDs, flight deck window panes may be omitted where non-distracting and subjectively acceptable to conduct qualified training tasks.

1.b.

The FTD must have equipment (e.g., instruments, panels, systems, circuit breakers, and controls) simulated sufficiently for the authorized training/checking events to be accomplished. The installed equipment must be located in a spatially correct location and may be in a flight deck or an open flight deck area. Additional equipment required for the authorized training/checking events must be available in the FTD, but may be located in a suitable location as near as practical to the spatially correct position. Actuation of equipment must replicate the appropriate function in the airplane. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette.

4,5

None

1.c.

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

7

None

2.

Programming.

See next

None

2.a.1

The FTD must provide the proper effect of aerodynamic changes for the combinations of drag and thrust normally encountered in flight. This must include the effect of change in airplane attitude, thrust, drag, altitude, temperature, and configuration.

Level 6 additionally requires the effects of changes in gross weight and center of gravity.

Level 5 requires only generic aerodynamic programming. An SOC is required.

5,6

None

2.a.2

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

The effects of pitch attitude and of fuel slosh on the aircraft center of gravity must be simulated.

An SOC is required.

7

None

2.b.

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

An SOC is required.

4,5,6,7

None

2.c.1

Relative responses of the flight deck instruments must be measured by latency tests, or transport delay tests, and may not exceed 300 milliseconds. The instruments must respond to abrupt input at the pilot's position within the allotted time, but not before the time when the airplane responds under the same conditions.

1. Latency: The FTD instrument and, if applicable, the motion system and the visual system response must not be prior to that time when the airplane responds and may respond up to 300 milliseconds after that time under the same conditions.
2. Transport Delay: As an alternative to the Latency requirement, a transport delay objective test may be used to demonstrate that the FTD system does not exceed the specified limit. The sponsor must measure all the delay encountered by a step signal migrating from the pilot’s control through all the simulation software modules in the correct order, using a handshaking protocol, finally through the normal output interfaces to the instrument display and, if applicable, the motion system, and the visual system.

5,6

The intent is to verify that the FTD provides instrument cues that are, within the stated time delays, like the airplane responses. For airplane response, acceleration in the appropriate, corresponding rotational axis is preferred.

2.c.2.

Relative responses of the motion system, visual system, and flight deck instruments, measured by latency tests or transport delay tests. Motion onset should occur before the start of the visual scene change (the start of the scan of the first video field containing different information) but must occur before the end of the scan of that video field. Instrument response may not occur prior to motion onset. Test results must be within the following limits:

100 ms for the motion (if installed) and instrument systems; and 120 ms for the visual system.

7

The intent is to verify that the FTD provides instrument, motion, and visual cues that are, within the stated time delays, like the airplane responses. For airplane response, acceleration in the appropriate, corresponding rotational axis is preferred.

2.d.

Ground handling and aerodynamic programming must include the following:

See next

None

2.d.1.

Ground effect.

7

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

2.d.2.

Ground reaction.

7

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

2.d.3.

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

7

None

2.e.

If the aircraft being simulated is one of the aircraft listed in section 121.358 of RBAC 121, Low- altitude windshear system equipment requirements, the FTD must employ windshear models that provide training for recognition of windshear phenomena and the execution of recovery procedures. Models must be available to the instructor/evaluator for the following critical phases of flight:

(1) Prior to takeoff rotation;

(2) At liftoff;

(3) During initial climb; and

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

The addition of realistic levels of turbulence associated with each required windshear profile must be available and selectable to the instructor.

In addition to the four basic windshear models required for qualification, at least two additional “complex” windshear models must be available to the instructor which represent the complexity of actual windshear encounters. These models must be available in the takeoff and landing configurations and must consist of independent variable winds in multiple simultaneous components. The Windshear Training Aid provides two such example “complex” windshear models that may be used to satisfy this requirement.

7

Windshear models may consist of independent variable winds in multiple simultaneous components.

The FTD should employ a method to ensure the required survivable and non-survivable windshear scenarios are repeatable in the training environment.

For Level 7 FTDs, windshear training tasks may only be qualified for aircraft equipped with a synthetic stall warning system. The qualified windshear profile(s) are evaluated to ensure the synthetic stall warning (and not the stall buffet) is first indication of the stall.

2.f.

The FTD must provide for manual and automatic testing of FTD hardware and software programming to determine compliance with FTD objective tests.

An SOC is required.

7

Automatic “flagging” of out-of- tolerance situations is encouraged.

2.g.

The FTD must accurately reproduce the following runway conditions:

(1) Dry;

(2) Wet;

(3) Icy;

(4) Patchy Wet;

(5) Patchy Icy; and

(6) Wet on Rubber Residue in Touchdown Zone.

An SOC is required.

7

None

2.h.

The FTD must simulate:

(1) brake and tire failure dynamics, including antiskid failure; and

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

An SOC is required

7

FTD pitch, side loading, and directional control characteristics should be representative of the airplane.

2.i.

Engine and Airframe Icing

Modeling that includes the effects of icing, where appropriate, on the airframe, aerodynamics, and the engine(s). Icing models must simulate the aerodynamic degradation effects of ice accretion on the airplane lifting surfaces including loss of lift, decrease in stall angle of attack, change in pitching moment, decrease in control effectiveness, and changes in control forces in addition to any overall increase in drag. Aircraft systems (such as the stall protection system and autoflight system) must respond properly to ice accretion consistent with the simulated aircraft.

Aircraft OEM data or other acceptable analytical methods must be utilized to develop ice accretion models that are representative of the simulated aircraft’s performance degradation in a typical in-flight icing encounter. Acceptable analytical methods may include wind tunnel analysis and/or engineering analysis of the aerodynamic effects of icing on the lifting surfaces coupled with tuning and supplemental subjective assessment by a subject matter expert pilot.

SOC required.

7

SOC should be provided describing the effects which provide training in the specific skills required for recognition of icing phenomena and execution of recovery. The SOC should describe the source data and any analytical methods used to develop ice accretion models including verification that these effects have been tested.

Icing effects simulation models are only required for those airplanes authorized for operations in icing conditions. Icing simulation models should be developed to provide training in the specific skills required for recognition of ice accumulation and execution of the required response.

2.j.

The aerodynamic modeling in the FTD must include:

(1) Low-altitude level-flight ground effect;

(2) Mach effect at high altitude;

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

(4) Aeroelastic representations; and

(5) Nonlinearities due to sideslip.

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

7

NA

2.k.

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

An SOC is required.

7

None

3.

Equipment Operation.

See next

None

3.a.

All relevant instrument indications involved in the simulation of the airplane must automatically respond to control movement or external disturbances to the simulated airplane; e.g., turbulence or windshear. Numerical values must be presented in the appropriate units.

For Level 7 FTDs, instrument indications must also respond to effects resulting from icing.

5,6,7

None

3.b.1.

Navigation equipment must be installed and operate within the tolerances applicable for the airplane.

Levels 6 must also include communication equipment (inter-phone and air/ground) like that in the airplane and, if appropriate to the operation being conducted, an oxygen mask microphone system.

Level 5 need have only that navigation equipment necessary to fly an instrument approach.

5,6

None

3.b.2.

Communications, navigation, caution, and warning equipment must be installed and operate within the tolerances applicable for the airplane.

Instructor control of internal and external navigational aids. Navigation aids must be usable within range or line-of-sight without restriction, as applicable to the geographic area.

7

NA

3.b.3.

Complete navigation database for at least 3 airports with corresponding precision and non-precision approach procedures, including navigational database updates.

7

None

3.c.1.

Installed systems must simulate the applicable airplane system operation, both on the ground and in flight. Installed systems must be operative to the extent that applicable normal, abnormal, and emergency operating procedures included in the sponsor’s training programs can be accomplished.

Level 6 must simulate all applicable airplane flight, navigation, and systems operation.

Level 5 must have at least functional flight and navigational controls, displays, and instrumentation.

Level 4 must have at least one airplane system installed and functional.

4,5,6

None

3.c.2.

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

Once activated, proper systems operation must result from system management by the crew member and not require any further input from the instructor's controls.

7

Airplane system operation should be predicated on, and traceable to, the system data supplied by the airplane manufacturer, original equipment manufacturer or alternative approved data for the airplane system or component.

At a minimum, alternate approved data should validate the operation of all normal, abnormal, and emergency operating procedures and training tasks the FSTD is qualified to conduct.

3.d.

The lighting environment for panels and instruments must be sufficient for the operation being conducted.

4,5,6,7

Back-lighted panels and instruments may be installed but are not required.

3.e.

The FTD must provide control forces and control travel that corresponds to the airplane being simulated. Control forces must react in the same manner as in the airplane under the same flight conditions.

For Level 7 FTDs, control systems must replicate airplane operation for the normal and any non-normal modes including back-up systems and should reflect failures of associated systems. Appropriate cockpit indications and messages must be replicated.

6,7

None

3.f.

The FTD must provide control forces and control travel of sufficient precision to manually fly an instrument approach.

5

None

3.e.

FTD control feel dynamics must replicate the airplane. This must be determined by comparing a recording of the control feel dynamics of the FTD to airplane measurements. For initial and upgrade qualification evaluations, the control dynamic characteristics must be measured and recorded directly from the flight deck controls, and must be accomplished in takeoff, cruise, and landing flight conditions and configurations.

7

None

4.

Instructor or Evaluator Facilities.

See next

None

4.a.1.

In addition to the flight crewmember stations, suitable seating arrangements for an instructor/check airman and ANAC Inspector must be available. These seats must provide adequate view of crewmember's panel(s).

4,5,6

These seats need not be a replica of an aircraft seat and may be as simple as an office chair placed in an appropriate position.

4.a.2.

In addition to the flight crewmember stations, the FTD must have at least two suitable seats for the instructor/check airman and ANAC inspector. These seats must provide adequate vision to the pilot's panel and forward windows. All seats other than flight crew seats need not represent those found in the airplane, but must be adequately secured to the floor and equipped with similar positive restraint devices.

7

The ANAC will consider alternatives to this standard for additional seats based on unique flight deck configurations.

4.b.1.

The FTD must have instructor controls that permit activation of normal, abnormal, and emergency conditions as appropriate. Once activated, proper system operation must result from system management by the crew and not require input from the instructor controls.

4,5,6

None

4.b.2.

The FTD must have controls that enable the instructor/evaluator to control all required system variables and insert all abnormal or emergency conditions into the simulated airplane systems as described in the sponsor’s ANAC-approved training program; or as described in the relevant operating manual as appropriate.

7

None

4.c.

The FTD 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 microbursts, turbulence, and intermediate and high altitude wind speed and direction.

7

None

4.d.

The FTD must provide the instructor or evaluator the ability to present ground and air hazards.

7

For example, another airplane crossing the active runway or converging airborne traffic.

5.

Motion System.

See next

5.a.

The FTD may have a motion system, if desired, although it is not required. If a motion system is installed and additional training, testing, or checking credits are being sought on the basis of having a motion system, the motion system

operation may not be distracting and must be coupled closely to provide integrated sensory cues. The motion system must also respond to abrupt input at the pilot's position within the allotted time, but not before the time when the airplane responds under the same conditions.

5,6,7

The motion system standards set out in RBAC 60, Appendix A for at least Level A simulators is acceptable.

5.b.

If a motion system is installed, it must be measured by latency tests or transport delay tests and may not exceed 300 milliseconds. Instrument response may not occur prior to motion onset.

6,7

The motion system standards set out in RBAC 60, Appendix A for at least Level A simulators is acceptable.

6.

Visual System.

See next

None

6.a.

The FTD may have a visual system, if desired, although it is not required. If a visual system is installed, it must meet the following criteria:

4,5,6

None

6.a.1.

The visual system must respond to abrupt input at the pilot's position.

An SOC is required.

5,6

None

6.a.2.

The visual system must be at least a single channel, non-collimated display.

An SOC is required.

4,5,6

None

6.a.3.

The visual system must provide at least a field-of-view of 18° vertical / 24° horizontal for the pilot flying.

An SOC is required.

4,5,6

None

6.a.4.

The visual system must provide for a maximum parallax of 10° per pilot.

An SOC is required.

4,5,6

None

6.a.5.

The visual scene content may not be distracting.

An SOC is required.

4,5,6

None

6.a.6.

The minimum distance from the pilot’s eye position to the surface of a direct view display may not be less than the distance to any front panel instrument.

An SOC is required.

None

6.a.7.

The visual system must provide for a minimum resolution of 5 arc-minutes for both computed and displayed pixel size.

4,5,6

None

An SOC is required.

6.b.

If a visual system is installed and additional training, testing, or checking credits are being sought on the basis of having a visual system, a visual system meeting the standards set out for at least a Level A FFS (see Appendix A of this RBAC) will be required. A “direct-view,” non-collimated visual system (with the other requirements for a Level A visual system met) may be considered satisfactory for those installations where the visual system design “eye point” is appropriately adjusted for each pilot’s position such that the parallax error is at or less than 10º simultaneously for each pilot.

An SOC is required.

6

Directly projected, non- collimated visual displays may prove to be unacceptable for dual pilot applications.

6.c.

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

7

None

6.d.

The FTD must provide a continuous visual field-of-view of at least176° 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 (½) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage.

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

Collimation is not required but parallax effects must be minimized (not greater than 10° for each pilot when aligned for the point midway between the left and right seat eyepoints).

7

The horizontal field-of-view is traditionally described as a 180º field-of-view. However, the field-of-view is technically no less than 176º. Additional field-of-view capability may be added at the sponsor’s discretion provided the minimum fields of view are retained.

6.e.

The visual system must be free from optical discontinuities and artifacts that create non-realistic cues.

7

Non-realistic cues might include image “swimming” and image “roll-off,” that may lead a pilot to make incorrect assessments of speed, acceleration, or situational awareness.

6.f.

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

7

None

6.g.

The FTD must have instructor controls for the following:

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

(2) Airport selection; and

(3) Airport lighting.

7

None

6.h.

The FTD must provide visual system compatibility with dynamic response programming.

7

None

6.i.

The FTD must show that the segment of the ground visible from the FTD flight deck is the same as from the airplane flight deck (within established tolerances) when at the correct airspeed, in the landing configuration, at the appropriate height above the touchdown zone, and with appropriate visibility.

7

This will show the modeling accuracy of RVR, glideslope, and localizer for a given weight, configuration, and speed within the airplane's operational envelope for a normal approach and landing.

6.j.

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

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

(2) Terrain features.

7

None

6.k.

The FTD must provide for accurate portrayal of the visual environment relating to the FTD attitude.

7

Visual attitude vs. FTD 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.l.

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

An SOC is required.

7

None

6.m.

The FTD must be capable of producing at least 10 levels of occulting.

7

None

6.n.

Night Visual Scenes. When used in training, testing, or checking activities, the FTD must provide night visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by airplane landing

lights.

7

None

6.o.

Dusk (or Twilight) Visual Scenes. When used in training, testing, or checking activities, the FTD must provide dusk (or twilight) visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Dusk (or twilight) scenes, as a minimum, must provide full color presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and airport signage, to conduct a visual approach, landing and airport movement (taxi). Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by airplane landing lights. If provided, directional horizon lighting must have correct orientation and be consistent with surface shading effects. Total night or dusk (twilight) scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 15,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects.

An SOC is required.

7

None

6.p.

Daylight Visual Scenes. The FTD must provide daylight visual scenes with sufficient scene content to recognize the airport, the terrain, and major

7

None

landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Any ambient lighting must not “washout” the displayed visual scene. Total daylight scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 6,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects. The visual display must be free of apparent and distracting quantization and other distracting visual effects while the FTD is in motion.

An SOC is required.

6.q.

The FTD must provide operational visual scenes that portray physical relationships known to cause landing illusions to pilots.

7

For example: short runways, landing approaches over water, uphill or downhill runways, rising terrain on the approach path, unique topographic features.

6.r.

The FTD 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.

7

None

6.s.

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

7

None

6.t.

The FTD must present realistic color and directionality of all airport lighting.

7

None

6.u.

The following weather effects as observed on the visual system must be simulated and respective instructor controls provided.

(1) Multiple cloud layers with adjustable bases, tops, sky coverage and scud effect;

(2) Storm cells activation and/or deactivation;

(3) Visibility and runway visual range (RVR), including fog and patchy fog effect;

(4) Effects on ownship external lighting;

(5) Effects on airport lighting (including variable intensity and fog effects);

(6) Surface contaminants (including wind blowing effect);

(7) Variable precipitation effects (rain, hail, snow);

(8) In-cloud airspeed effect; and

(9) Gradual visibility changes entering and breaking out of cloud.

7

Scud effects are low, detached, and irregular clouds below a defined cloud layer.

6.v.

The simulator must provide visual effects for:

(1) Light poles;

(2) Raised edge lights as appropriate; and

(3) Glow associated with approach lights in low visibility before physical lights are seen.

7

Visual effects for light poles and raised edge lights are for the purpose of providing additional depth perception during takeoff, landing, and taxi training tasks. Three dimensional modeling of the actual poles and stanchions is not required.

6.w

A minimum of three (3) real-world airport models required for simulator qualification. Must be consistent with published data used for airplane operations. Each model should be in a different visual scene to permit assessment of FSTD automatic visual scene changes.

7

The model identifications must be acceptable to the sponsor’s TPAA, selectable from the IOS, and listed on the SOQ.

7.

Sound System.

See next

None

7.a.

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

6,7

None

7.b.

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

7

This indication is of the sound level setting as evaluated during the FTD’s initial evaluation.

7.c.

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

Sounds must be directionally representative. An SOC is required.

7

None

7.d.

The FTD must provide realistic amplitude and frequency of flight deck noises and sounds. FTD performance must be recorded, subjectively assessed for the initial evaluation, and be made a part of the QTG.

7

None

Entry Number

Subjective Requirements

FTD Level

Notes/Information

1.

Preflight Procedures.

See next

None

1.a.

Preflight Inspection (flight deck only)

4(a),5(a),6,7

None

1.b.

Engine Start

4(a),5(a),6,7

None

1.c.

Taxiing

7(t)

None

1.d.

Pre-takeoff Checks

4(a),5(a),6,7

None

2.

Takeoff and Departure Phase.

See next

None

2.a.

Normal and Crosswind Takeoff

7(t)

None

2.b.

Instrument Takeoff

7(t)

None

2.c.

Engine Failure During Takeoff

7(t)

None

2.d.

Rejected Takeoff (requires visual system)

6(a),7

None

2.e.

Departure Procedure

5,6,7

None

3.

Inflight Maneuvers.

See next

None

3.a.

Steep Turns

5,6,7

None

3.b

Approaches to Stalls

5(a),6,7

Approach to stall maneuvers qualified only where the aircraft does not exhibit stall buffet as the first indication of the stall.

3.c.

Engine Failure—Multiengine Airplane

5(a),6,7

None

3.d.

Engine Failure—Single-Engine Airplane

5(a),6,7

None

3.e.

Specific Flight Characteristics incorporated into the user’s ANAC approved flight training program.

4(a),5(a),6(a),7(a)

Level 4 FTDs have no minimum requirement for aerodynamic programming and are generally not qualified to conduct in-flight maneuvers.

3.f.

Windshear Recovery

7(t)

For Level 7 FTD, windshear recovery may be qualified at the Sponsor’s option. See Table B2 for specific requirements and limitations.

4.

Instrument Procedures.

See next

None

4.a.

Standard Terminal Arrival / Flight Management System Arrivals Procedures

5(a),6,7

None

4.b.

Holding

5(a),6,7

None

4.c.

Precision Instrument

None

4.c.1.

All engines operating.

5(a),6,7

e.g., Autopilot, Manual (Flt. Dir. Assisted), Manual (Raw Data)

4.c.2.

One engine inoperative.

7(t)

e.g., Manual (Flt. Dir. Assisted), Manual (Raw Data)

4.d.

Non-precision Instrument Approach

5(a),6,7

e.g., NDB, VOR, VOR/DME, VOR/TAC, RNAV, LOC, LOC/BC, ADF, and SDF.

4.e.

Circling Approach (requires visual system)

6(a),7

Specific authorization required.

4.f.

Missed Approach

None

4.f.1.

Normal.

5(a),6,7

None

4.f.2.

One engine Inoperative.

7(t)

None

5.

Landings and Approaches to Landings.

See next

None

5.a.

Normal and Crosswind Approaches and Landings

7(t)

None

5.b.

Landing From a Precision / Non-Precision Approach

7(t)

None

5.c.

Approach and Landing with (Simulated) Engine Failure – Multiengine Airplane

7(t)

None

5.d.

Landing From Circling Approach

7(t)

None

5.e.

Rejected Landing

7(t)

None

5.f.

Landing From a No Flap or a Nonstandard Flap Configuration Approach

7(t)

None

6.

Normal and Abnormal Procedures.

See next

None

6.a.

Engine (including shutdown and restart)

4(a),5(a),6,7

None

6.b.

Fuel System

4(a),5(a),6,7

None

6.c.

Electrical System

4(a),5(a),6,7

None

6.d.

Hydraulic System

4(a),5(a),6,7

None

6.e.

Environmental and Pressurization Systems

4(a),5(a),6,7

None

6.f.

Fire Detection and Extinguisher Systems

4(a),5(a),6,7

None

6.g.

Navigation and Avionics Systems

4(a),5(a),6,7

None

6.h.

Automatic Flight Control System, Electronic Flight Instrument System, and Related Subsystems

4(a),5(a),6,7

None

6.i.

Flight Control Systems

4(a),5(a),6,7

None

6.j.

Anti-ice and Deice Systems

4(a),5(a),6,7

None

6.k.

Aircraft and Personal Emergency Equipment

4(a),5(a),6,7

None

7.

Emergency Procedures.

See next

None

7.a.

Emergency Descent (Max. Rate)

5(a),6,7

None

7.b.

Inflight Fire and Smoke Removal

5(a),6,7

None

7.c.

Rapid Decompression

5(a),6,7

None

7.d.

Emergency Evacuation

4(a),5(a),6,7

None

8.

Postflight Procedures.

See next

None

8.a.

After-Landing Procedures

4(a),5(a),6,7

None

8.b.

Parking and Securing

4(a),5(a),6,7

None

Entry Number

Subjective Requirements

FTD Level

Notes/Information

1.

Instructor Operating Station (IOS).

See next

NA

1.a.

Power switch(es).

4,5,6

NA

1.b.

Airplane conditions.

4(a),5,6

e.g., GW, CG, Fuel loading, Systems, Ground. Crew

1.c.

Airports / Runways.

4,5,6

e.g., Selection and Presets; Surface and Lighting controls if equipped with a visual system.

1.d.

Environmental controls.

4,5,6

e.g., Temp, Wind.

1.e.

Airplane system malfunctions (Insertion / deletion)

4(a),5,6

NA

1.f.

Locks, Freezes, and Repositioning.

4,5,6

NA

1.g.

Sound Controls. (On / off / adjustment)

4,5,6

NA

1.h.

Motion / Control Loading System, as appropriate. On / off / emergency stop

4(a),5(a),6(a)

NA

2.

Observer Seats / Stations.

See next

NA

2.a.

Position / Adjustment / Positive restraint system.

4,5,6

NA

Qualification Level

General technical requirements

B

The lowest level of FFS technical complexity for a helicopter.

An enclosed full-scale replica of the helicopter cockpit with representative pilots’ seats, including simulation of all systems, instruments, navigational equipment, communications and caution and warning systems.

An instructor’s station with seat should be provided and at least one additional seat for inspectors/observers.

Static control forces and displacement characteristics should correspond to that of the replicated helicopter and they should reflect the helicopter under the same static flight conditions.

Motion, visual and sound systems sufficient to support the training, testing and checking credits sought are required.

The response to control inputs should not be greater than 150 ms more than that experienced on the helicopter.

Validation flight test data should be used as the basis for flight and performance and systems characteristics.

Additionally ground handling and aerodynamics programming to include ground effect reaction and handling characteristics should be derived from validation flight test data.

A motion system having a minimum of three degrees of freedom (pitch, roll, and heave) to accomplish the required training tasks should be provided. A reduced six-axis motion performance envelope is acceptable.

See table C2 for more simulator requirements.

C

The second highest level of simulator performance. As for level B plus: A daylight/dusk/night visual system is required with a continuous field of view per pilot of not less than 146° horizontal and 36º vertical.

The sound simulation should include the sounds of precipitation and significant helicopter noises perceptible to the pilot and should be able to reproduce the sounds of a crash landing.

The response to control inputs should not be greater than 100 ms more than that experienced on the helicopter.

Turbulence and other atmospheric models should be provided to support the training, testing and checking credit sought.

See table C2 for more simulator requirements.

D

The highest level of simulator performance.

As for level C plus:

A full daylight/dusk/night visual system is required with a continuous field of view per pilot of not less than 176° horizontal and 56° vertical and an extended set of sound and motion buffet tests.

See table C2 for more simulator requirements.

Entry Number

General Simulator Requirements

Simulator Levels

Notes/Information

1.

General Flight Deck Configuration.

See next

None

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.

B,C,D

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.

1.b.

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

B,C,D

None

2.

Programming.

See next

None

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.

B,C,D

None

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.

B,C,D

None

2.c.

Ground handling (where appropriate) and aerodynamic programming must include the following:

See next

None

2.c.1.

Ground effect.

Level B does not require hover programming. An SOC is required.

B,C,D

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.

B,C,D

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.

An SOC is required.

C,D

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.

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:

See next

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.

B

None

2.e.2.

Response must be within 100 milliseconds of the helicopter response.

C,D

None

2.f.

The simulator must simulate brake and tire failure dynamics (including antiskid failure, if appropriate).

An SOC is required.

C,D

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.

C,D

NA

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.

B,C,D

None

3.

Equipment Operation.

See next

None

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.

B,C,D

None

3.b.

Communications, navigation, caution, and warning equipment must be installed and operate within the tolerances applicable for the helicopter being simulated.

B,C,D

NA

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.

B,C,D

None

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.

B,C,D

None

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.

C,D

None

4.

Instructor / Evaluator Facilities.

See next

None

4.a.

In addition to the flight crewmember stations, the simulator must have at least two suitable seats for the instructor/check airman and ANAC 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.

B,C,D

The ANAC 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 ANAC-approved training program, or as described in the relevant operating manual as appropriate.

B,C,D

None

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.

B,C,D

None

4.d.

The simulator must provide the instructor or evaluator the ability to present ground and air hazards.

C,D

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.

C,D

This is a selectable condition that is not required for all operations on or near the surface.

5.

Motion System.

See next

5.a.

The simulator must have motion (force) cues perceptible to the pilot that are representative of the motion in a helicopter.

B,C,D

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.

B

None

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.

C,D

None

5.d.

The simulator must provide for the recording of the motion system response time.

An SOC is required.

B,C,D

None

5.e.

The simulator must provide motion effects programming to include the following:

See next

None

5.e.

(1) Runway rumble, oleo deflections, effects of ground speed, uneven runway, characteristics.

(2) Buffets due to transverse flow effects.

(3) Buffet during extension and retraction of landing gear.

(4) Buffet due to retreating blade stall.

(5) Buffet due to vortex ring (settling with power).

(6) Representative cues resulting from touchdown.

(7) High speed rotor vibrations.

B,C,D

None

(8) Tire failure dynamics.

(9) Engine malfunction and engine damage.

(10) Airframe ground strike.

C,D

None

5.e.

(11) Motion vibrations that result from atmospheric disturbances.

D

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.

D

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.

See next

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.

B,C,D

None

6.b.

The simulator must provide a continuous field-of-view of at least 75º horizontally and 30º 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 (½) 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.

B

None

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 (½) 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 146º by 36º (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 ANAC to determine the training, testing, checking, and experience tasks for which the augmented field-of-view capability may be required.

An SOC is required.

C

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 ANAC to evaluate the FFS for specific authorization(s) for the following:

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.

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.

For offshore airborne radar approaches (ARA), harmonized visual/radar representations of installations.

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 (½) 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 176º by 56º (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 ANAC to determine the training, testing, checking, and experience tasks for which the augmented field-of-view capability may be required.

An SOC is required.

D

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 ANAC to evaluate the FFS for specific authorization(s) for the following:

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.

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.

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.

B,C,D

Non-realistic 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.

B,C,D

None

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.

B,C,D

None

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.

B,C,D

None

6.i.

The simulator must provide visual system compatibility with dynamic response programming.

B,C,D

None

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.

B,C,D

This will show the modeling accuracy of the scene with respect to a pre-determined 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.

B

None

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.

C,D

None

6.m.

The simulator must provide for accurate portrayal of the visual environment relating to the simulator attitude.

B,C,D

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.

C,D

None

6.o.

The simulator must be capable of producing at least 10 levels of occulting.

C,D

None

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.

B,C,D

None

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.

C,D

None

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.

C,D

None

6.s

The simulator must provide operational visual scenes that portray physical relationships known to cause landing illusions to pilots.

C,D

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.

C,D

None

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.

C,D

The ANAC will consider suitable alternative effects.

6.v.

The simulator must present realistic color and directionality of all airport lighting.

C,D

None

6.w.

A minimum of one (1) representative airport and one (1) representative helicopter landing area model. The airport and the helicopter landing area may be contained within the same model. If this option is selected, the approach path to the airport runway(s) and the approach path to the helicopter landing area must be different. The model(s) used to meet the following requirements may be demonstrated at either a fictional or a real-world airport or helicopter landing area.

B

The model identifications must be acceptable to the ANAC, selectable from the IOS, and listed on the SOQ.

6.x.

There must be at least the following airport/helicopter landing areas:

(1) At least one (1) representative airport.

(2) At least three representative non-airport landing areas, as follows:

(a) At least one (1) representative helicopter landing area situated on a substantially elevated surface with respect to the surrounding structures or terrain (e.g., building top, offshore oil rig).

(b) At least one (1) helicopter landing area that meets the definition of a “confined landing area.”

(c) At least one (1) helicopter landing area on a sloped surface where the slope is at least 2½°.

C,D

The model identifications must be acceptable to the ANAC, selectable from the IOS, and listed on the SOQ.

7.

Sound System.

See next

None

7.a.

The simulator must provide flight deck sounds that result from pilot actions that correspond to those that occur in the helicopter.

B,C,D

None

7.b.

Volume control, if installed, must have an indication of the sound level setting.

B,C,D

None

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.

C,D

None

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.

D

None

Entry Number

Subjective Requirements

Simulator Levels

Notes/Information

1.

Preflight Procedures.

See next

None

1.a.

Preflight Inspection (Flight deck Only) switches, indicators, systems, and equipment.

B,C,D

None

1.b.

APU/Engine start and run-up.

See next

None

1.b.1.

Normal start procedures.

B,C,D

None

1.b.2.

Alternate start procedures.

B,C,D

None

1.b.3.

Abnormal starts and shutdowns (hot start, hung start).

B,C,D

None

1.c.

Taxiing – Ground.

B,C,D

None

1.d.

Taxiing – Hover.

B,C,D

None

1.e.

Pre-takeoff Checks.

B,C,D

None

2.

Takeoff and Departure Phase.

See next

None

2.a.

Normal takeoff.

See next

None

2.a.1.

From ground.

B,C,D

None

2.a.2.

From hover.

C,D

None

2.a.3

Running.

B,C,D

None

2.b.

Instrument.

B,C,D

None

2.c.

Powerplant Failure During Takeoff.

B,C,D

None

2.d.

Rejected Takeoff.

B,C,D

None

2.e.

Instrument Departure.

B,C,D

None

3.

Climb.

See next

None

3.a.

Normal.

B,C,D

None

3.b.

Obstacle clearance.

B,C,D

None

3.c.

Vertical.

B,C,D

None

3.d.

One engine inoperative.

B,C,D

None

4.

In-flight Maneuvers.

See next

None

4.a.

Turns (timed, normal, steep).

B,C,D

None

4.b.

Powerplant Failure – Multiengine Helicopters.

B,C,D

None

4.c.

Powerplant Failure – Single-Engine Helicopters.

B,C,D

None

4.d.

Recovery From Unusual Attitudes.

B,C,D

None

4.e.

Settling with Power.

B,C,D

None

4.f.

Specific Flight Characteristics incorporated into the user’s ANAC approved flight

training program.

B(a),C(a),D(a)

None

5.

Instrument Procedures.

See next

None

5.a.

Instrument Arrival.

B,C,D

None

5.b.

Holding.

B,C,D

None

5.c.

Precision Instrument Approach.

See next

None

5.c.1.

Normal – All engines operating.

B,C,D

None

5.c.2.

Manually controlled – One or more engines inoperative.

B,C,D

None

5.d.

Non-precision Instrument Approach.

B,C,D

None

5.e.

Missed Approach.

See next

None

5.e.1.

All engines operating.

B,C,D

None

5.e.2.

One or more engines inoperative.

B,C,D

None

5.e.3.

Stability augmentation system failure.

B,C,D

None

6.

Landings and Approaches to Landings.

See next

None

6.a.

Visual Approaches (normal, steep, shallow).

B,C,D

None

6.b.

Landings.

See next

None

6.b.1.

Normal/crosswind.

See next

None

6.b.1.a.

Running.

B,C,D

None

6.b.1.b.

From Hover.

C,D

None

6.b.2.

One or more engines inoperative.

B,C,D

None

6.b.3.

Rejected Landing.

B,C,D

None

7.

Normal and Abnormal Procedures.

See next

None

7.a.

Powerplant.

B,C,D

None

7.b.

Fuel System.

B,C,D

None

7.c.

Electrical System.

B,C,D

None

7.d.

Hydraulic System.

B,C,D

None

7.e.

Environmental System(s).

B,C,D

None

7.f.

Fire Detection and Extinguisher Systems.

B,C,D

None

7.g.

Navigation and Aviation Systems.

B,C,D

None

7.h.

Automatic Flight Control System, Electronic Flight Instrument System,

and Related Subsystems.

B,C,D

None

7.i.

Flight Control Systems.

B,C,D

None

7.j.

Anti-ice and Deice Systems.

B,C,D

None

7.k.

Aircraft and Personal Emergency Equipment.

B,C,D

None

7.l.

Special Missions tasks (e.g., Night Vision goggles, Forward Looking Infrared System,

External Loads and as listed on the SOQ.)

B(a),C(a),D

None

8.

Emergency procedures (as applicable).

See next

None

8.a.

Emergency Descent.

B,C,D

None

8.b.

Inflight Fire and Smoke Removal.

B,C,D

None

8.c.

Emergency Evacuation.

B,C,D

None

8.d.

Ditching.

B,C,D

None

8.e.

Autorotative Landing.

B,C,D

None

8.f.

Retreating blade stall recovery.

B,C,D

None

8.g.

Mast bumping.

B,C,D

None

8.h.

Loss of tail rotor effectiveness.

B,C,D

None

8.i.

Vortex recovery

B,C,D

None

9.

Postflight Procedures.

See next

None

9.a

After-Landing Procedures.

B,C,D

None

9.b.

Parking and Securing.

See next

None

9.b.1.

Rotor brake operation.

B,C,D

None

9.b.2.

Abnormal/emergency procedures.

B,C,D

None

Entry Number

Subjective Requirements

Simulator Levels

Notes/Information

1.

Instructor Operating Station (IOS), as appropriate.

See next

None

1.a.

Power switch(es).

B,C,D

None

1.b.

Helicopter conditions.

B,C,D

e.g., GW, CG, Fuel loading,

Systems, Ground. Crew

1.c.

Airports / Heliports / Helicopter Landing Areas

B,C,D

e.g., Selection, Surface, Presets, Lighting controls.

1.d.

Environmental controls.

B,C,D

e.g., Clouds, Visibility, RVR, Temp, Wind, Ice, Snow, Rain, and Windshear.

1.e.

Helicopter system malfunctions (Insertion / deletion)

B,C,D

None

1.f.

Locks, Freezes, and Repositioning.

B,C,D

None

2.

Sound Controls.

See next

None

2.a.

On / off / adjustment

B,C,D

None

3.

Motion / Control Loading System.

See next

None

3.a.

On / off / emergency stop

B,C,D

None

4.

Observer Seats / Stations.

See next

None

4.a.

Position / Adjustment / Positive restraint system.

B,C,D

None

FTD Level

General technical requirements

4

A Level 4 device is one that may have an open helicopter-specific flight deck area, or an enclosed helicopter-specific flight deck and at least one operating system.

Air/ground logic is required (no aerodynamic programming required). All displays may be flat/LCD panel representations or actual representations of displays in the aircraft.

All controls, switches, and knobs may be touch sensitive activation (not capable of manual manipulation of the flight controls) or may physically replicate the aircraft in control operation.

See table D2 for more FTD requirements.

5

A Level 5 device is one that may have an open helicopter-specific flight deck area, or an enclosed helicopter-specific flight deck and a generic aerodynamic programming with at least one operating system and control loading representative of the simulated helicopter.

The control loading need only represent the helicopter at an approach speed and configuration.

All displays may be flat/LCD panel representations or actual representations of displays in the aircraft. Primary and secondary flight controls (e.g., rudder, aileron, elevator, flaps, spoilers/speed brakes, engine controls, landing gear, nosewheel steering, trim, brakes) must be physical controls.

All other controls, switches, and knobs may be touch sensitive activation.

See table D2 for more FTD requirements.

6

A Level 6 device is one that has an enclosed helicopter-specific flight deck and aerodynamic program with all applicable helicopter systems operating and control loading that is representative of the simulated helicopter throughout its ground and flight envelope and significant sound representation.

All displays may be flat/LCD panel representations or actual representations of displays in the aircraft, but all controls, switches, and knobs must physically replicate the aircraft in control operation.

See table D2 for more FTD requirements.

7

A Level 7 device is one that has an enclosed helicopter-specific flight deck and aerodynamic program with all applicable helicopter systems operating and control loading that is representative of the simulated helicopter throughout its ground and flight envelope and significant sound representation.

All displays may be flat/LCD panel representations or actual representations of displays in the aircraft, but all controls, switches, and knobs must physically replicate the aircraft in control operation. It also has a visual system that provides an out-of-the-flight deck view, providing cross-flight deck viewing (for both pilots simultaneously) of a field-of-view of at least 146° horizontally and 36° vertically as well as a vibration cueing system for characteristic helicopter vibrations noted at the pilot station(s).

See table D2 for more FTD requirements.

Entry Number

General FTD Requirements

FTD

Level

Notes/Information

1.

General Flight deck Configuration.

See next

None

1.a.

The FTD must have a flight deck that is a replica of the helicopter, or set of helicopters simulated with controls, equipment, observable flight deck indicators, circuit breakers, and bulkheads properly located, functionally accurate and replicating the helicopter or set of helicopters. The direction of movement of controls and switches must be identical to that in the helicopter or set of helicopters.

Crewmember seats must afford the capability for the occupant to be able to achieve the design “eye position.” Equipment for the operation of the flight deck windows must be included, but the actual windows need not be operable. Those circuit breakers that affect procedures or result in observable flight deck indications must be properly located and functionally accurate. Fire axes, extinguishers, landing gear pins, and spare light bulbs must be available, and may be represented in silhouette, in the flight simulator. This equipment must be present as near as practical to the original position.

6,7

For FTD purposes, the flight deck consists of all that space forward of a cross section of the flight deck at the most extreme aft setting of the pilots’ seats including additional, required crewmember duty stations and those required bulkheads aft of the pilot seats.

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. If omitted, these items, or the silhouettes of these items, may be placed on the wall of the simulator, or in any other location as near as practical to the original position of these items.

1.b.

The FTD must have equipment (i.e., instruments, panels, systems, circuit breakers, and controls) simulated sufficiently for the authorized training/checking events to be accomplished. The installed equipment, must be located in a spatially correct configuration, and may be in a flight deck or an open flight deck area. Those circuit breakers that affect procedures or result in observable flight deck indications must be properly located and functionally accurate. Additional equipment required for the authorized training and checking events must be available in the FTD but may be located in a suitable location as near as practical to the spatially correct position. Actuation of this equipment must replicate the appropriate function in the helicopter.

Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette.

4,5

None

2.

Programming.

See next

None

2.a.

The FTD must provide the proper effect of aerodynamic changes for the combinations of drag and thrust normally encountered in flight. This must include the effect of change in helicopter attitude, thrust, drag, altitude, temperature, and configuration.

Levels 6 and 7 additionally require the effects of changes in gross weight and center of gravity.

Level 5 requires only generic aerodynamic programming. An SOC is required.

5,6,7

None

2.b.

The FTD must have the computer (analog or digital) capability (i.e., capacity, accuracy, resolution, and dynamic response) needed to meet the qualification level sought.

An SOC is required.

4,5,6,7

None

2.c.

Relative responses of the flight deck instruments must be measured by latency tests or transport delay tests, and may not exceed 150 milliseconds. The instruments must respond to abrupt input at the pilot’s position within the allotted time, but not before the time that the helicopter or set of helicopters respond under the same conditions.

- Latency: The FTD instrument and, if applicable, the motion system and the visual system response must not be prior to that time when the helicopter responds and may respond up to 150 milliseconds after that time under the same conditions.

- Transport Delay: As an alternative to the Latency requirement, a transport delay objective test may be used to demonstrate that the FTD system does not exceed the specified limit. The sponsor must measure all the delay encountered by a step signal migrating from the pilot’s control through all the simulation software modules in the correct order, using a handshaking protocol, finally through the normal output interfaces to the instrument display and, if applicable, the motion system, and the visual system.

5,6,7

The intent is to verify that the FTD provides instrument cues that are, within the stated time delays, like the helicopter responses.

For helicopter response, acceleration in the appropriate, corresponding rotational axis is preferred.

3.

Equipment Operation.

See next

None

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 or set of helicopters; e.g., turbulence or winds.

4(a),5,6,7

None

3.b.

Navigation equipment must be installed and operate within the tolerances applicable for the helicopter or set of helicopters.

Levels 6 and 7 must also include communication equipment (inter- phone and air/ground) like that in the helicopter.

Level 5 only needs that navigation equipment necessary to fly an instrument approach.

4(a),5,6,7

None

3.c.

Installed systems must simulate the applicable helicopter system operation both on the ground and in flight. At least one helicopter system must be represented. Systems must be operative to the extent that applicable normal, abnormal, and emergency operating procedures included in the sponsor’s training programs can be accomplished.

Levels 6 and 7 must simulate all applicable helicopter flight, navigation, and systems operation.

Level 5 must have functional flight and navigational controls, displays, and instrumentation.

4(a),5,6,7

None

3.d.

The lighting environment for panels and instruments must be sufficient for the operation being conducted.

4,5,6,7

Back-lighted panels and instruments may be installed but are not required.

3.e.

The FTD must provide control forces and control travel that correspond to the replicated helicopter or set of helicopters. Control forces must react in the same manner as in the helicopter or set of helicopters under the same flight conditions.

6,7

None

3.f.

The FTD must provide control forces and control travel of sufficient precision to manually fly an instrument approach. The control forces must react in the same manner as in the helicopter or set of helicopters under the same flight conditions.

5

None

4.

Instructor or Evaluator Facilities.

See next

None

4.a.

In addition to the flight crewmember stations, suitable seating arrangements for an instructor/check airman and ANAC Inspector must be available. These seats must provide adequate view of crewmember’s panel(s).

4,5,6,7

These seats need not be a replica of an aircraft seat and may be as simple as an office chair placed in an appropriate position.

4.b.

The FTD must have instructor controls that permit activation of normal, abnormal, and emergency conditions, as appropriate. Once activated, proper system operation must result from system management by the crew and not require input from the instructor controls.

4,5,6,7

None

5.

Motion System.

See next

None

5.a.

A motion system may be installed in an FTD. If installed, the motion system operation must not be distracting. If a motion system is installed and additional training, testing, or checking credits are being sought, sensory cues must also be integrated. The motion system must respond to abrupt input at the pilot’s position within the allotted time, but not before the time when the helicopter responds under the same conditions. The motion system must be measured by latency tests or transport delay tests and may not exceed 150 milliseconds. Instrument response must not occur prior to motion onset.

4,5,6,7

None

5.b.

The FTD must have at least a vibration cueing system for characteristic helicopter vibrations noted at the pilot station(s).

7

May be accomplished by a “seat shaker” or a bass speaker sufficient to provide the necessary cueing.

6.

Visual System.

See next

None

6.a.

The FTD may have a visual system, if desired, although it is not required. If a visual system is installed, it must meet the following criteria:

See next

None

6.a.1.

The visual system must respond to abrupt input at the pilot’s position.

An SOC is required.

4,5,6

None

6.a.2.

The visual system must be at least a single channel, non-collimated display.

An SOC is required.

4,5,6

None

6.a.3.

The visual system must provide at least a field-of-view of 18° vertical / 24° horizontal for the pilot flying.

An SOC is required.

4,5,6

None

6.a.4.

The visual system must provide for a maximum parallax of 10° per pilot.

An SOC is required.

4,5,6

None

6.a.5.

The visual scene content may not be distracting.

An SOC is required.

4,5,6

None

6.a.6.

The minimum distance from the pilot’s eye position to the surface of a direct view display may not be less than the distance to any front panel instrument.

An SOC is required.

4,5,6

None

6.a.7.

The visual system must provide for a minimum resolution of 5 arc-minutes for both computed and displayed pixel size.

An SOC is required.

4,5,6

None

6.b.

If a visual system is installed and additional training, testing, or checking credits are being sought on the basis of having a visual system, a visual system meeting the standards set out for at least a Level A FFS (see Appendix A of this RBAC) will be required. A “direct- view,” non-collimated visual system (with the other requirements for a Level A visual system met) may be considered satisfactory for those installations where the visual system design “eye point” is appropriately adjusted for each pilot’s position such that the parallax error is at or less than 10º simultaneously for each pilot.

An SOC is required.

4,5,6

None

6.c.

The FTD must provide a continuous visual field-of-view of at least 146° horizontally and 36° vertically for both pilot seats, simultaneously. The minimum horizontal field-of-view coverage must be plus and minus one-half (½) of the minimum continuous field-of- view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage. Additional horizontal field-of-view capability may be added at the sponsor’s discretion provided the minimum field- of-view is retained. Capability for a field-of-view in excess of these minima is not required for qualification at Level 7. However, where specific tasks require extended fields of view beyond the 146° by 36° (e.g., to accommodate the use of “chin windows” where the accommodation is either integral with or separate from the primary visual system display), then such extended fields of view must be provided.

An SOC is required and must explain the geometry of the installation.

7

Optimization of the vertical field-of-view may be considered with respect to the specific helicopter flight deck cut-off angle. When considering the installation/use of augmented fields of view, as described here, it will be the responsibility of the sponsor to meet with the ANAC to determine the training, testing, checking, or experience tasks for which the augmented field-of-view capability may be critical to that approval.

6.d.

A minimum of one (1) representative airport and one (1) representative helicopter landing area model.

The airport and the helicopter landing area may be contained within the same visual model. If this option is selected, the approach path to the airport runway(s) and the approach path to the helicopter landing area must be different. The model(s) used to meet the following requirements may be demonstrated at either a fictional or a real-world airport or helicopter landing area.

7

Each model must be acceptable to the ANAC, selectable from the IOS, and listed on the SOQ

7.

Sound System

See next

None

7.a.

The FTD must simulate significant flight deck sounds resulting from

pilot actions that correspond to those heard in the helicopter.

6,7

None

Entry Number

Subjective Requirements

FTD Level

Notes/Information

1.

1. Preflight Procedures.

See next

None

1.a.

Preflight Inspection (Flight deck Only) switches, indicators, systems, and equipment.

4(a),5(a),6,7

None

1.b.

APU/Engine start and run-up.

See next

None

1.b.1.

Normal start procedures.

4(a),5(a),6,7

None

1.b.2.

Alternate start procedures.

4(a),5(a),6,7

None

1.b.3.

Abnormal starts and shutdowns (hot start, hung start).

4(a),5(a),6,7

None

1.c.

Taxiing – Ground.

7

None

1.d.

Taxiing – Hover.

7

None

1.e.

Pre-takeoff Checks.

4(a),5(a),6,7

None

2.

2. Takeoff and Departure Phase.

See next

None

2.a.

Normal takeoff.

See next

None

2.a.1.

From ground.

7

None

2.a.2.

From hover.

7

None

2.a.3

Running.

7

None

2.b.

Instrument.

6,7

None

2.c.

Powerplant Failure During Takeoff.

6,7

None

2.d.

Rejected Takeoff.

7

None

2.e.

Instrument Departure.

6,7

None

3.

3. Climb.

See next

None

3.a.

Normal.

6,7

None

3.b.

Obstacle clearance.

7

None

3.c.

Vertical.

6,7

None

3.d.

One engine inoperative.

6,7

None

4.

4. In-flight Maneuvers.

See next

None

4.a.

Turns (timed, normal, steep).

5,6,7

None

4.b.

Powerplant Failure - Multiengine Helicopters.

6,7

None

4.c.

Powerplant Failure - Single-Engine Helicopters.

6,7

None

4.d.

Recovery From Unusual Attitudes.

7

None

4.e.

Settling with Power.

7

None

5.

5. Instrument Procedures.

See next

None

5.a.

Instrument Arrival.

6,7

None

5.b.

Holding.

6,7

None

5.c.

Precision Instrument Approach.

See next

None

5.c.1.

Normal - All engines operating.

5,6,7

None

5.c.2.

Manually controlled - One or more engines inoperative.

6,7

None

5.d.

Non-precision Instrument Approach.

5,6,7

None

5.e.

Missed Approach.

See next

None

5.e.1.

All engines operating.

6,7

None

5.e.2.

One or more engines inoperative.

6,7

None

5.e.3.

Stability augmentation system failure.

6,7

None

6.

6. Landings and Approaches to Landings

See next

None

6.a.

Visual Approaches (normal, steep, shallow).

5,6,7

None

6.b.

Landings.

See next

None

6.b.1.

Normal/crosswind.

See next

None

6.b.1.a.

Running.

7

None

6.b.1.b.

From Hover.

7

None

6.b.2.

One or more engines inoperative.

7

None

6.b.3.

Rejected Landing.

7

None

7.

7. Normal and Abnormal Procedures.

See next

None

7.a.

Powerplant.

4(a),5(a),6,7

None

7.b.

Fuel System.

4(a),5(a),6,7

None

7.c.

Electrical System.

4(a),5(a),6,7

None

7.d.

Hydraulic System.

4(a),5(a),6,7

None

7.e.

Environmental System(s).

4(a),5(a),6,7

None

7.f.

Fire Detection and Extinguisher Systems.

4(a),5(a),6,7

None

7.g.

Navigation and Aviation Systems.

4(a),5(a),6,7

None

7.h.

Automatic Flight Control System, Electronic Flight Instrument System, and Related Subsystems.

4(a),5(a),6,7

None

7.i.

Flight Control Systems.

4(a),5(a),6,7

None

7.j.

Anti-ice and Deice Systems.

4(a),5(a),6,7

None

7.k.

Aircraft and Personal Emergency Equipment.

4(a),5(a),6,7

None

7.l.

Special Missions tasks (e.g., Night Vision goggles, Forward Looking Infrared System, External Loads and as listed on the SOQ.)

7

None

8.

8. Emergency procedures (as applicable).

See next

None

8.a.

Emergency Descent.

6,7

None

8.b.

Inflight Fire and Smoke Removal.

6,7

None

8.c.

Emergency Evacuation.

6,7

None

8.d.

Ditching.

7

None

8.e.

Autorotative Landing.

7

None

8.f.

Retreating blade stall recovery.

7

None

8.g.

Mast bumping.

7

None

8.h.

Loss of tail rotor effectiveness.

6,7

None

9.

9. Postflight Procedures.

See next

None

9.a

After-Landing Procedures.

4(a),5(a),6,7

None

9.b.

Parking and Securing.

See next

None

9.b.1.

Rotor brake operation.

4(a),5(a),6,7

None

9.b.2.

Abnormal/emergency procedures.

4(a),5(a),6,7

None

Entry Number

Subjective Requirements

FTD

Level

Notes/Information

1.

Instructor Operating Station (IOS).

See next

None

1.a.

Power switch(es).

4(a),5,6,7

None

1.b.

Helicopter conditions.

4(a),5(a),6,7

e.g., GW, CG, Fuel loading,

Systems, Ground. Crew

1.c.

Airports / Heliports / Helicopter Landing Areas

4(a),5,6,7

e.g., Selection, Surface,

Presets, Lighting controls.

1.d.

Environmental controls.

4(a),5,6,7

e.g., Temp and Wind.

1.e.

Helicopter system malfunctions (Insertion / deletion)

4(a),5(a),6,7

None

1.f.

Locks, Freezes, and Repositioning (as appropriate).

4(a),5,6,7

None

1.g.

Sound Controls. (On / off / adjustment)

5,6,7

None

1.fh

Motion / Control Loading System, as appropriate. On / off / emergency stop

5(a),6,7

None

2.

Observer Seats / Stations.

See next

None

2.a.

Position / Adjustment / Positive restraint system.

4(a),5,6,7

None