253 

Federal Aviation Administration, DOT 

Pt. 60, App. C 

activities for those handling and perform-
ance characteristics. 

(2) Have an engineering simulator that: 
(a) Is a physical entity, complete with a 

flight deck representative of the simulated 
class of helicopter; 

(b) Has controls sufficient for manual 

flight; 

(c) Has models that run in an integrated 

manner; 

(d) Had fully flight-test validated simula-

tion models as the original or baseline sim-
ulation models; 

(e) Has an out-of-the-flight deck visual sys-

tem; 

(f) Has actual avionics boxes interchange-

able with the equivalent software simula-
tions to support validation of released soft-
ware; 

(g) Uses the same models as released to the 

training community (which are also used to 
produce stand-alone proof-of-match and 
checkout documents); 

(h) Is used to support helicopter develop-

ment and certification; and 

(i) Has been found to be a high fidelity rep-

resentation of the helicopter by the manu-
facturer’s pilots (or other acceptable data 
supplier), certificate holders, and the NSPM. 

(3) Use the engineering simulator to 

produce a representative set of integrated 
proof-of-match cases. 

(4) Use a configuration control system cov-

ering hardware and software for the oper-
ating components of the engineering simu-
lator. 

(5) Demonstrate that the predicted effects 

of the change(s) are within the provisions of 
sub-paragraph ‘‘a’’ of this section, and con-
firm that additional flight test data are not 
required. 

d. Additional Requirements for Validation 

Data 

(1) When used to provide validation data, 

an engineering simulator must meet the sim-
ulator standards currently applicable to 
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

 

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10. [R

ESERVED

] 

11. V

ALIDATION

T

EST

T

OLERANCES

 

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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 

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