Pt. 60, App. A

14 CFR Ch. I (1-1-19 Edition)

END INFORMATION
BEGIN QPS REQUIREMENTS

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C. Engine and Airframe Icing Evaluation (Table
A1A, Section 2.j.)
1. Applicability: This section applies to all
FSTDs that are used to satisfy training requirements for engine and airframe icing.
New general requirements and objective requirements for simulator qualification have
been developed to define aircraft specific
icing models that support training objectives
for the recognition and recovery from an inflight ice accretion event.
2. General Requirements: The qualification
of engine and airframe icing consists of the
following elements that must be considered
when developing ice accretion models for use
in training:
a. Ice accretion models must be developed
to account for training the specific skills required for recognition of ice accumulation
and execution of the required response.
b. Ice accretion models must be developed
in a manner to contain aircraft specific recognition cues as determined with aircraft
OEM supplied data or other suitable analytical methods.
c. At least one qualified ice accretion
model must be objectively tested to demonstrate that the model has been implemented correctly and generates the correct
cues as necessary for training.
3. Statement of Compliance: The SOC as
described in Table A1A, Section 2.j. must
contain the following information to support
FSTD qualification of aircraft specific ice
accretion models:
a. A description of expected aircraft specific recognition cues and degradation effects due to a typical in-flight icing encounter. Typical cues may include loss of lift, decrease in stall angle of attack, changes in
pitching moment, decrease in control effectiveness, and changes in control forces in addition to any overall increase in drag. This
description must be based upon relevant
source data, such as aircraft OEM supplied
data, accident/incident data, or other acceptable data sources. Where a particular airframe has demonstrated vulnerabilities to a
specific type of ice accretion (due to accident/incident history) which requires specific
training (such as supercooled large-droplet
icing or tailplane icing), ice accretion models must be developed that address the training requirements.
b. A description of the data sources utilized to develop the qualified ice accretion
models. Acceptable data sources may be, but
are not limited to, flight test data, aircraft
certification data, aircraft OEM engineering
simulation data, or other analytical methods
based upon established engineering principles.

4. Objective Demonstration Testing: The
purpose of the objective demonstration test
is to demonstrate that the ice accretion
models as described in the Statement of
Compliance have been implemented correctly and demonstrate the proper cues and
effects as defined in the approved data
sources. At least one ice accretion model
must be selected for testing and included in
the Master Qualification Test Guide (MQTG).
Two tests are required to demonstrate engine and airframe icing effects. One test will
demonstrate the FSTDs baseline performance without icing, and the second test will
demonstrate the aerodynamic effects of ice
accretion relative to the baseline test.
a. Recorded Parameters: In each of the two
required MQTG cases, a time history recording must be made of the following parameters:
i. Altitude;
ii. Airspeed;
iii. Normal Acceleration;
iv. Engine Power/settings;
v. Angle of Attack/Pitch attitude;
vi. Bank Angle;
vii. Flight control inputs;
viii. Stall warning and stall buffet onset; and
ix. Other parameters as necessary to demonstrate the effects of ice accretions.
b. Demonstration maneuver: The FSTD sponsor must select an ice accretion model as
identified in the SOC for testing. The selected maneuver must demonstrate the effects of ice accretion at high angles of attack
from a trimmed condition through approach
to stall and  - full -  stall as compared to a
baseline (no ice buildup) test. The ice accretion models must demonstrate the cues necessary to recognize the onset of ice accretion
on the airframe, lifting surfaces, and engines
and provide representative degradation in
performance and handling qualities to the
extent that a recovery can be executed. Typical recognition cues that may be present depending upon the simulated aircraft include:
i. Decrease in stall angle of attack;
ii. Increase in stall speed;
iii. Increase in stall buffet threshold of perception speed;
iv. Changes in pitching moment;
v. Changes in stall buffet characteristics;
vi. Changes in control effectiveness or control forces; and
vii. Engine effects (power variation, vibration, etc.);
The demonstration test may be conducted by
initializing and maintaining a fixed amount
of ice accretion throughout the maneuver in
order to consistently evaluate the aerodynamic effects.

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