Federal Aviation Administration, DOT

Pt. 60, App. C

training simulators except for the data package.
(2) The data package used must be:
(a) Comprised of the engineering predictions derived from the helicopter design,
development, or certification process;
(b) Based on acceptable aeronautical principles with proven success history and valid
outcomes for aerodynamics, engine operations, avionics operations, flight control applications, or ground handling;
(c) Verified with existing flight-test data;
and
(d) Applicable to the configuration of a
production helicopter, as opposed to a flighttest 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 Criteria for the Qualification of Flight Simulators. - 
END QPS REQUIREMENT
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10. [RESERVED]

12. VALIDATION DATA ROADMAP

11. VALIDATION TEST TOLERANCES

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 guidance material from the helicopter validation
data supplier recommending the best possible sources of data to be used as validation
data in the QTG. A VDR is of special value
when requesting interim qualification, qualification of simulators for helicopters certificated prior to 1992, and qualification of alternate engine or avionics fits. A sponsor seeking to have a device qualified in accordance
with the standards contained in this QPS appendix 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 Authorities- Synthetic Training Devices Advisory Board have committed to maintain a
list of agreed VDRs.
b. The VDR should identify (in matrix format) 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 revision levels of all avionics affecting helicopter handling qualities and performance.
The VDR should include rationale or explanation in cases where data or parameters are
missing, engineering simulation data are to
be used, flight test methods require explanation, or where there is any deviation from

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BEGIN INFORMATION

kpayne on VMOFRWIN702 with $$_JOB

(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 reference 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 adequate explanation.
(6) Guidelines are needed for the application of tolerances to engineering-simulatorgenerated 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.

a. Non-Flight-Test Tolerances. If engineering simulator data or other non-flight-test
data are used as an allowable form of reference validation data for the objective tests
listed in Table C2A of this attachment, the
data provider must supply a well-documented mathematical model and testing procedure that enables a replication of the engineering 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 acceptable 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  - essentially -  similar).
(4) The results from the two sources may
differ for the following reasons:
(a) Hardware (avionics units and flight
controls);

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