339 

Federal Aviation Administration, DOT 

Pt. 60, App. C 

f. When comparing the parameters listed to 

those of the helicopter, sufficient data must 
also be provided to verify the correct flight 
condition and helicopter configuration 
changes. For example, to show that control 
force is within 

±

0.5 pound (0.22 daN) in a stat-

ic stability test, data to show the correct 
airspeed, power, thrust or torque, helicopter 
configuration, altitude, and other appro-
priate datum identification parameters must 
also be given. If comparing short period dy-
namics, normal acceleration may be used to 
establish a match to the helicopter, but air-
speed, altitude, control input, helicopter 
configuration, and other appropriate data 
must also be given. All airspeed values must 
be properly annotated (e.g., indicated versus 
calibrated). In addition, the same variables 
must be used for comparison (e.g., compare 
inches to inches rather than inches to centi-
meters). 

g. The QTG provided by the sponsor must 

clearly describe how the simulator will be 
set up and operated for each test. Each simu-
lator subsystem may be tested independ-
ently, but overall integrated testing of the 
simulator must be accomplished to assure 
that the total simulator system meets the 
prescribed standards. A manual test proce-
dure with explicit and detailed steps for 
completing each test must also be provided. 

h. For previously qualified simulators, the 

tests and tolerances of this attachment may 
be used in subsequent continuing qualifica-
tion evaluations for any given test if the 
sponsor has submitted a proposed MQTG re-
vision to the NSPM and has received NSPM 
approval. 

i. Motion System Tests: 
(a) The minimum excursions, accelera-

tions, and velocities for pitch, roll, and yaw 
must be measurable about a single, common 
reference point and must be achieved by 
driving one degree of freedom at a time. 

(b) The minimum excursions, accelera-

tions, and velocities for heave, sway, and 
surge may be measured about different, iden-
tifiable reference points and must be 
achieved by driving one degree of freedom at 
a time. 

j. Tests of handling qualities must include 

validation of augmentation devices. FFSs for 
highly augmented helicopters will be vali-
dated both in the unaugmented configura-
tion (or failure state with the maximum per-
mitted degradation in handling qualities) 
and the augmented configuration. Where 

various levels of handling qualities result 
from failure states, validation of the effect 
of the failure is necessary. For those per-
formance and static handling qualities tests 
where the primary concern is control posi-
tion in the unaugmented configuration, un-
augmented data are not required if the de-
sign of the system precludes any affect on 
control position. In those instances where 
the unaugmented helicopter response is di-
vergent and non-repeatable, it may not be 
feasible to meet the specified tolerances. Al-
ternative requirements for testing will be 
mutually agreed upon by the sponsor and the 
NSPM on a case-by-case basis. 

k. Some tests will not be required for heli-

copters using helicopter hardware in the 
simulator flight deck (e.g., ‘‘helicopter mod-
ular controller’’). These exceptions are noted 
in Table C2A of this attachment. However, in 
these cases, the sponsor must provide a 
statement that the helicopter hardware 
meets the appropriate manufacturer’s speci-
fications and the sponsor must have sup-
porting information to that fact available 
for NSPM review. 

l. In cases where light-class helicopters are 

being simulated, prior coordination with the 
NSPM on acceptable weight ranges is re-
quired. The terms ‘‘light’’, ‘‘medium’’, and 
‘‘near maximum’’, as defined in Appendix F 
of this part, may not be appropriate for the 
simulation of light-class helicopters. 

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m. In those cases where the objective test 

results authorize a ‘‘snapshot test’’ or a ‘‘se-
ries of snapshot test results’’ in lieu of a 
time-history result, the sponsor or other 
data provider must ensure that a steady 
state condition exists at the instant of time 
captured by the ‘‘snapshot’’. The steady 
state condition must exist from 4 seconds 
prior to, through 1 second following, the in-
stant of time captured by the snap shot. 

n. For references on basic operating 

weight, see AC 120–27, Aircraft Weight and 
Balance; and FAA–H–8083–1, Aircraft Weight 
and Balance Handbook. 

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