373 

Federal Aviation Administration, DOT 

Pt. 60, App. C 

training simulators except for the data pack-
age. 

(2) The data package used must be: 
(a) Comprised of the engineering pre-

dictions derived from the helicopter design, 
development, or certification process; 

(b) Based on acceptable aeronautical prin-

ciples with proven success history and valid 
outcomes for aerodynamics, engine oper-
ations, avionics operations, flight control ap-
plications, or ground handling; 

(c) Verified with existing flight-test data; 

and 

(d) Applicable to the configuration of a 

production helicopter, as opposed to a flight- 
test helicopter. 

(3) Where engineering simulator data are 

used as part of a QTG, an essential match 
must exist between the training simulator 
and the validation data. 

(4) Training flight simulator(s) using these 

baseline and modified simulation models 
must be qualified to at least internationally 
recognized standards, such as contained in 
the ICAO Document 9625, the ‘‘Manual of Cri-
teria for the Qualification of Flight Simula-
tors.’’ 

E

ND

QPS R

EQUIREMENT

 

lllllllllllllllllllllll

10. [R

ESERVED

] 

11. V

ALIDATION

T

EST

T

OLERANCES

 

lllllllllllllllllllllll

B

EGIN

I

NFORMATION

 

a. Non-Flight-Test Tolerances. If engineer-

ing simulator data or other non-flight-test 
data are used as an allowable form of ref-
erence validation data for the objective tests 
listed in Table C2A of this attachment, the 
data provider must supply a well-docu-
mented mathematical model and testing pro-
cedure that enables a replication of the engi-
neering simulation results within 20% of the 
corresponding flight test tolerances. 

b. Background 
(1) The tolerances listed in Table C2A of 

this attachment are designed to measure the 
quality of the match using flight-test data as 
a reference. 

(2) Good engineering judgment should be 

applied to all tolerances in any test. A test 
is failed when the results fall outside of the 
prescribed tolerance(s). 

(3) Engineering simulator data are accept-

able because the same simulation models 
used to produce the reference data are also 
used to test the flight training simulator 
(i.e., the two sets of results should be ‘‘es-
sentially’’ similar). 

(4) The results from the two sources may 

differ for the following reasons: 

(a) Hardware (avionics units and flight 

controls); 

(b) Iteration rates; 
(c) Execution order; 
(d) Integration methods; 
(e) Processor architecture; 
(f) Digital drift, including: 
(i) Interpolation methods; 
(ii) Data handling differences; 
(iii) Auto-test trim tolerances. 
(5) The tolerance limit between the ref-

erence data and the flight simulator results 
is generally 20% of the corresponding 
‘‘flight-test’’ tolerances. However, there may 
be cases where the simulator models used are 
of higher fidelity, or the manner in which 
they are cascaded in the integrated testing 
loop have the effect of a higher fidelity, than 
those supplied by the data provider. Under 
these circumstances, it is possible that an 
error greater than 20% may be generated. An 
error greater than 20% may be acceptable if 
the simulator sponsor can provide an ade-
quate explanation. 

(6) Guidelines are needed for the applica-

tion of tolerances to engineering-simulator- 
generated validation data because: 

(a) Flight-test data are often not available 

due to sound technical reasons; 

(b) Alternative technical solutions are 

being advanced; and 

(c) The costs are high. 

12. V

ALIDATION

D

ATA

R

OADMAP

 

a. Helicopter manufacturers or other data 

suppliers should supply a validation data 
roadmap (VDR) document as part of the data 
package. A VDR document contains guid-
ance material from the helicopter validation 
data supplier recommending the best pos-
sible sources of data to be used as validation 
data in the QTG. A VDR is of special value 
when requesting interim qualification, quali-
fication of simulators for helicopters certifi-
cated prior to 1992, and qualification of alter-
nate engine or avionics fits. A sponsor seek-
ing to have a device qualified in accordance 
with the standards contained in this QPS ap-
pendix should submit a VDR to the NSPM as 
early as possible in the planning stages. The 
NSPM is the final authority to approve the 
data to be used as validation material for the 
QTG. The NSPM and the Joint Aviation Au-
thorities’ Synthetic Training Devices Advi-
sory Board have committed to maintain a 
list of agreed VDRs. 

b. The VDR should identify (in matrix for-

mat) sources of data for all required tests. It 
should also provide guidance regarding the 
validity of these data for a specific engine 
type, thrust rating configuration, and the re-
vision levels of all avionics affecting heli-
copter handling qualities and performance. 
The VDR should include rationale or expla-
nation in cases where data or parameters are 
missing, engineering simulation data are to 
be used, flight test methods require expla-
nation, or where there is any deviation from 

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