data should consult the NSPM to make special arrangements for using
preliminary data for flight simulator qualification. The sponsor
should also consult the helicopter and flight simulator
manufacturers to develop a data plan and flight simulator
qualification plan.
    d. The procedure to be followed to gain NSPM acceptance of
preliminary data will vary from case to case and between helicopter
manufacturers. Each helicopter manufacturer's new helicopter
development and test program is designed to suit the needs of the
particular project and may not contain the same events or sequence
of events as another manufacturer's program or even the same
manufacturer's program for a different helicopter. Therefore, there
cannot be a prescribed invariable procedure for acceptance of
preliminary data; instead there should be a statement describing the
final sequence of events, data sources, and validation procedures
agreed by the simulator sponsor, the helicopter manufacturer, the
flight simulator manufacturer, and the NSPM. Note: A description of
helicopter manufacturer-provided data needed for flight simulator

modeling and validation is to be found in the IATA Document ``Flight
Simulator Design and Performance Data Requirements,'' as amended.
    e. The preliminary data should be the manufacturer's best
representation of the helicopter, with assurance that the final data
will not deviate significantly from the preliminary estimates. Data
derived from these predictive or preliminary techniques should be
validated by available sources including, at least, the following:
    (1) Manufacturer's engineering report. The report should explain
the predictive method used and illustrate past success of the method
on similar projects. For example, the manufacturer could show the
application of the method to an earlier helicopter model or predict
the characteristics of an earlier model and compare the results to
final data for that model.
    (2) Early flight test results. This data is often derived from
helicopter certification tests and should be used to maximum
advantage for early flight simulator validation. Certain critical
tests that would normally be done early in the helicopter
certification program should be included to validate essential pilot
training and certification maneuvers. These tests include cases
where a pilot is expected to cope with a helicopter failure mode or
an engine failure. The early data available will depend on the
helicopter manufacturer's flight test program design and may not be
the same in each case. The flight test program of the helicopter
manufacturer should include provisions for generation of very early
flight tests results for flight simulator validation.
    f. The use of preliminary data is not indefinite. The helicopter
manufacturer's final data should be available within 12 months after
the helicopter first entry into service or as agreed by the NSPM,
the simulator sponsor, and the helicopter manufacturer. When
applying for interim qualification using preliminary data, the
simulator sponsor and the NSPM should agree on the update program.
This includes specifying that the final data update will be
installed in the flight simulator within a period of 12 months
following the final data release, unless special conditions exist
and a different schedule is acceptable. The flight simulator
performance and handling validation would then be based on data
derived from flight tests. Initial helicopter systems data should be
updated after engineering tests. Final helicopter systems data
should also be used for flight simulator programming and validation.
    g. Flight simulator avionics should stay essentially in step
with helicopter avionics (hardware and software) updates. The
permitted time lapse between helicopter and flight simulator updates
should be minimal. It may depend on the magnitude of the update and
whether the QTG and pilot training and certification are affected.
Differences in helicopter and flight simulator avionics versions and
the resulting effects on flight simulator qualification should be
agreed between the simulator sponsor and the NSPM. Consultation with
the flight simulator manufacturer is desirable throughout the
qualification process.
    h. The following describes an example of the design data and
sources that might be used in the development of an interim
qualification plan.
    (1) The plan should consist of the development of a QTG based
upon a mix of flight test and engineering simulation data. For data
collected from specific helicopter flight tests or other flights the
required design model or data changes necessary to support an
acceptable Proof of Match (POM) should be generated by the
helicopter manufacturer.
    (2) For proper validation of the two sets of data, the
helicopter manufacturer should compare their simulation model
responses against the flight test data, when driven by the same
control inputs and subjected to the same atmospheric conditions as
recorded in the flight test. The model responses should result from
a simulation where the following systems are run in an integrated
fashion and are consistent with the design data released to the
flight simulator manufacturer:
    (a) Propulsion.
    (b) Aerodynamics.
    (c) Mass properties.
    (d) Flight controls.
    (e) Stability augmentation.
    (f) Brakes/landing gear.
    i. A qualified test pilot should be used to assess handling
qualities and performance evaluations for the qualification of
flight simulators of new helicopter types.

End Information

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Begin QPS Requirement

9. Engineering Simulator--Validation Data

    a. When a fully validated simulation (i.e., validated with
flight test results) is modified due to changes to the simulated
helicopter configuration, the helicopter manufacturer or other
acceptable data supplier must coordinate with the NSPM to supply
validation data from an ``audited'' engineering simulator/simulation
to selectively supplement flight test data. The NSPM must be
provided an opportunity to audit the use of the engineering
simulation or the engineering simulator during the acquisition of
the data that will be used as validation data. Audited data may be
used for changes that are incremental in nature. Manufacturers or
other data suppliers should be able to demonstrate that the
predicted changes in helicopter performance are based on acceptable
aeronautical principles with proven success history and valid
outcomes. This should include comparisons of predicted and flight
test validated data.
    b. Helicopter manufacturers or other acceptable data suppliers
seeking to use an engineering simulator for simulation validation
data as an alternative to flight-test derived validation data, must
contact the NSPM and provide the following:
    (1) A description of the proposed aircraft changes, a
description of the proposed simulation model changes, and the use of
an integral configuration management process, including an audit of
the actual simulation model modifications that includes a step-by-
step description leading from the original model(s) to the current
model(s).
    (2) A schedule for review by the NSPM of the proposed plan and
the subsequent validation data to establish acceptability of the
proposal.
    (3) Information that demonstrates an ability to qualify the FFS
in which this data is to be used in accordance with the criteria
contained in Sec.  60.15.
    c. To be qualified to supply engineering simulator validation
data, for aerodynamic, engine, flight control, or ground handling
models, a helicopter manufacturer or other acceptable data supplier
must:
    (1) Be able to verify their ability to:
    (a) Develop and implement high fidelity simulation models; and
    (b) Predict the handling and performance characteristics of a
helicopter with sufficient accuracy to avoid additional flight test
activities for those handling and performance 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 simulation models as the
original or baseline simulation models;
    (e) Has an out-of-the-flight deck visual system;
    (f) Has actual avionics boxes interchangeable with the
equivalent software simulations to support validation of released
software;
    (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 development and certification;
and
    (i) Has been found to be a high fidelity representation of the
helicopter by the manufacturer'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 covering hardware and
software for the operating components of the engineering simulator.
    (5) Demonstrate that the predicted effects of the change(s) are
within the provisions of sub-paragraph ``a'' of this section, and
confirm 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 simulator standards currently applicable to
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 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 Criteria for the Qualification of
Flight Simulators.''

End QPS Requirement

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10. [Reserved]

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Begin QPS Requirement

11. Validation Test Tolerances

    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.

End QPS Requirement

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Begin Information

    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);
    (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) Any differences must be within 20% of the flight test
tolerances. The reasons for any differences, other than those listed
above, should be explained.
    (6) Guidelines are needed for the application 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. Validation Data Roadmap

    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
data requirements. Additionally, the document should refer to other
appropriate sources of validation data (e.g., sound and vibration
data documents).
    c. The VDR table shown in Table C2D depicts a generic roadmap
matrix identifying sources of validation data for an abbreviated
list of tests. A complete matrix should address all test conditions.
    d. Two examples of rationale pages are presented in Appendix F
of IATA Flight Simulator Design and Performance Data Requirements
document. These illustrate the type of helicopter and avionics
configuration information and descriptive engineering rationale used
to describe data anomalies, provide alternative data, or provide an
acceptable basis for obtaining deviations from QTG validation
requirements.

End Information

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13. [Reserved]

14. Acceptance Guidelines for Alternative Avionics (Flight-Related
Computers and Controllers)

    a. Background
    (1) For a new helicopter type, the majority of flight validation
data are collected on the first helicopter configuration with a
``baseline'' flight-related avionics ship-set; (see subparagraph
b.(2) in this paragraph.) These data are then used to validate all
flight simulators representing that helicopter type.
    (2) Additional validation data may be needed for flight
simulators representing a helicopter with avionics of a different
hardware design than the baseline, or a different software revision
than that of previously validated configurations.
    (3) When a flight simulator with additional or alternate
avionics configurations is to be qualified, the QTG should contain
tests against validation data for selected cases where avionics
differences are expected to be significant. b. Approval Guidelines
For Validating Alternate Avionics
    (1) The following guidelines apply to flight simulators
representing helicopters with a revised avionics configuration, or
more than one avionics configuration.
    (2) The baseline validation data should be based on flight test
data, except where other data are specifically allowed (e.g.,
engineering flight simulator data).
    (3) The helicopter avionics can be segmented into two groups,
systems or components whose functional behavior contributes to the
aircraft response presented in the QTG results, and systems that do
not. The following avionics are examples of contributory systems for
which hardware design changes or software revisions may

lead to significant differences in the aircraft response relative to
the baseline avionics configuration: flight control computers and
controllers for engines, autopilot, braking system, and nose wheel
steering system, if applicable. Related avionics such as
augmentation systems should also be considered.
    (4) The acceptability of validation data used in the QTG for an
alternative avionics fit should be determined as follows:
    (a) For changes to an avionics system or component that do not
affect QTG validation test response, the QTG test can be based on
validation data from the previously validated avionics
configuration.
    (b) For an avionics change to a contributory system, where a
specific test is not affected by the change (e.g., the avionics
change is a Built In Test Equipment (BITE) update or a modification
in a different flight phase), the QTG test can be based on
validation data from the previously-validated avionics
configuration. The QTG should include authoritative justification
(e.g., from the helicopter manufacturer or system supplier) that
this avionics change does not affect the test.
    (c) For an avionics change to a contributory system, the QTG may
be based on validation data from the previously-validated avionics
configuration if no new functionality is added and the impact of the
avionics change on the helicopter response is based on acceptable
aeronautical principles with proven success history and valid
outcomes. This should be supplemented with avionics-specific
validation data from the helicopter manufacturer's engineering
simulation, generated with the revised avionics configuration. The
QTG should include an explanation of the nature of the change and
its effect on the helicopter response.
    (d) For an avionics change to a contributory system that
significantly affects some tests in the QTG, or where new
functionality is added, the QTG should be based on validation data
from the previously validated avionics configuration and
supplemental avionics-specific flight test data sufficient to
validate the alternate avionics revision. Additional flight test
validation data may not be needed if the avionics changes were
certified without the need for testing with a comprehensive flight
instrumentation package. The helicopter manufacturer should
coordinate flight simulator data requirements in advance with the
NSPM.
    (5) A matrix or ``roadmap'' should be provided with the QTG
indicating the appropriate validation data source for each test. The
roadmap should include identification of the revision state of those
contributory avionics systems that could affect specific test
responses.

15. Transport Delay Testing

    a. This paragraph describes how to determine the introduced
transport delay through the flight simulator system so that it does
not exceed a specific time delay. The transport delay should be
measured from control inputs through the interface, through each of
the host computer modules and back through the interface to motion,
flight instrument, and visual systems. The transport delay should
not exceed the maximum allowable interval.
    b. Four specific examples of transport delay are:
    (1) Simulation of classic non-computer controlled helicopters;
    (2) Simulation of computer controlled helicopters using real
helicopter black boxes;
    (3) Simulation of computer controlled helicopters using software
emulation of helicopter boxes;
    (4) Simulation using software avionics or re-hosted instruments.
    c. Figure C2C illustrates the total transport delay for a non-
computer-controlled helicopter or the classic transport delay test.
Since there are no helicopter-induced delays for this case, the
total transport delay is equivalent to the introduced delay.
    d. Figure C2D illustrates the transport delay testing method
using the real helicopter controller system.
    e. To obtain the induced transport delay for the motion,
instrument and visual signal, the delay induced by the helicopter
controller should be subtracted from the total transport delay. This
difference represents the introduced delay and should not exceed the
standards prescribed in Table C1A.
    f. Introduced transport delay is measured from the flight deck
control input to the reaction of the instruments and motion and
visual systems (See Figure C2C).
    g. The control input may also be introduced after the helicopter
controller system input and the introduced transport delay may be
measured directly from the control input to the reaction of the
instruments, and simulator motion and visual systems (See Figure
C2D).
    h. Figure C2E illustrates the transport delay testing method
used on a flight simulator that uses a software emulated helicopter
controller system.
    i. It is not possible to measure the introduced transport delay
using the simulated helicopter controller system architecture for
the pitch, roll and yaw axes. Therefore, the signal should be
measured directly from the pilot controller. The flight simulator
manufacturer should measure the total transport delay and subtract
the inherent delay of the actual helicopter components because the
real helicopter controller system has an inherent delay provided by
the helicopter manufacturer. The flight simulator manufacturer
should ensure that the introduced delay does not exceed the
standards prescribed in Table C1A.
    j. Special measurements for instrument signals for flight
simulators using a real helicopter instrument display system instead
of a simulated or re-hosted display. For flight instrument systems,
the total transport delay should be measured and the inherent delay
of the actual helicopter components subtracted to ensure that the
introduced delay does not exceed the standards prescribed in Table
C1A.
    (1) Figure C2FA illustrates the transport delay procedure
without airplane display simulation. The introduced delay consists
of the delay between the control movement and the instrument change
on the data bus.
    (2) Figure C2FB illustrates the modified testing method required
to measure introduced delay due to software avionics or re-hosted
instruments. The total simulated instrument transport delay is
measured and the helicopter delay should be subtracted from this
total. This difference represents the introduced delay and should
not exceed the standards prescribed in Table C1A. The inherent delay
of the helicopter between the data bus and the displays is indicated
in figure C2FA. The display manufacturer should provide this delay
time.
    k. Recorded signals. The signals recorded to conduct the
transport delay calculations should be explained on a schematic
block diagram. The flight simulator manufacturer should also provide
an explanation of why each signal was selected and how they relate
to the above descriptions.
    l. Interpretation of results. Flight simulator results vary over
time from test to test due to ``sampling uncertainty.'' All flight
simulators run at a specific rate where all modules are executed
sequentially in the host computer. The flight controls input can
occur at any time in the iteration, but these data will not be
processed before the start of the new iteration. For example, a
flight simulator running at 60 Hz may have a difference of as much
as 16.67 msec between results. This does not mean that the test has
failed. Instead, the difference is attributed to variation in input
processing. In some conditions, the host simulator and the visual
system do not run at the same iteration rate, so the output of the
host computer to the visual system will not always be synchronized.
    m. The transport delay test should account for both daylight and
night modes of operation of the visual system. In both cases, the
tolerances prescribed in Table C1A should be met and the motion
response should occur before the end of the first video scan
containing new information.
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16. Continuing Qualification Evaluations--Validation Test Data
Presentation

    a. Background.
    (1) The MQTG is created during the initial evaluation of a
flight simulator. This is the master document, as amended, to which
flight simulator continuing qualification evaluation test results
are compared.
    (2) The currently accepted method of presenting continuing
qualification evaluation test results is to provide flight simulator
results over-plotted with reference data. Test results are carefully
reviewed to determine if the test is within the specified
tolerances. This can be a time consuming process, particularly when
reference data exhibits rapid variations or an apparent anomaly
requiring engineering judgment in the application of the tolerances.
In these cases, the solution is to compare the results to the MQTG.
The continuing qualification results are compared to the results in
the MQTG for acceptance. The flight simulator operator and the NSPM
should look for any change in the flight simulator performance since
initial qualification.
    b. Continuing Qualification Evaluation Test Results
Presentation.
    (1) Flight simulator operators are encouraged to over-plot
continuing qualification validation test results with MQTG flight
simulator results recorded during the initial evaluation and as
amended. Any change in a validation test will be readily apparent.
In addition to plotting continuing qualification validation test and
MQTG results, operators may elect to plot reference data.
    (2) There are no suggested tolerances between flight simulator
continuing qualification and MQTG validation test results.
Investigation of any discrepancy between the MQTG and continuing
qualification flight simulator performance is left to the discretion
of the flight simulator operator and the NSPM.
    (3) Differences between the two sets of results, other than
variations attributable to repeatability issues that cannot be
explained should be investigated.

    (4) The flight simulator should retain the ability to over-plot
both automatic and manual validation test results with reference
data.

End Information

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Begin QPS Requirements

17. Alternative Data Sources, Procedures, and Instrumentation: Level B
Simulators Only

    a. Sponsors are not required to use the alternative data
sources, procedures, and instrumentation. However, any sponsor
choosing to use alternative sources must comply with the
requirements in Table C2E.

End QPS Requirements

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Begin Information

    b. It has become standard practice for experienced simulator
manufacturers to use such techniques as a means of establishing data
bases for new simulator configurations while awaiting the
availability of actual flight test data. The data generated from the
aerodynamic modeling techniques is then compared to the flight test
data when it becomes available. The results of such comparisons have
become increasingly consistent, indicating that these techniques,
applied with appropriate experience, are dependable and accurate for
the development of aerodynamic models for use in Level B simulators.
    c. Based on this history of successful comparisons, the NSPM has
concluded that those who are experienced in the development of
aerodynamic models for simulator application can successfully use
these modeling techniques to alter the method for acquiring flight
test data for Level B simulators.
    d. The information in Table C2E (Alternative Data Sources,
Procedures, and Information) is presented to describe an acceptable
alternative to data sources for simulator modeling and validation
and an acceptable alternative to the procedures and instrumentation
traditionally used to gather such modeling and validation data.
    (1) Alternative data sources that may be used for part or all of
a data requirement are the Helicopter Maintenance Manual, the
Rotorcraft Flight Manual (RFM), Helicopter Design Data, the Type
Inspection Report (TIR), Certification Data or acceptable
supplemental flight test data.
    (2) The sponsor should coordinate with the NSPM prior to using
alternative data sources in a flight test or data gathering effort.
    e. The NSPM position on the use of these alternative data
sources, procedures, and instrumentation is based on the use of a
rigorously defined and fully mature simulation controls system model
that includes accurate gearing and cable stretch characteristics
(where applicable), determined from actual aircraft measurements.
The model does not require control surface position measurements in
the flight test objective data in these limited applications.
    f. Data may be acquired by using an inertial measurement system
and a synchronized video of the calibrated helicopter instruments,
including the inclinometer; the force/position measurements of
flight deck controls; and a clear visual directional reference for a
known magnetic bearing (e.g., a runway centerline). Ground track and
wind corrected heading may be used for sideslip angle.
    g. The sponsor is urged to contact the NSPM for clarification of
any issue regarding helicopters with reversible control systems.
This table is not applicable to Computer Controlled Aircraft flight
simulators.
    h. Use of these alternate data sources, procedures, and
instrumentation does not relieve the sponsor from compliance with
the balance of the information contained in this document relative
to Level B FFSs.
    i. The term ``inertial measurement system'' is used in table C2E
include the use of a functional global positioning system (GPS).
    j. Synchronized video for the use of alternative data sources,
procedures, and instrumentation should have:
    (1) sufficient resolution to allow magnification of the display
to make appropriate measurement and comparisons; and
    (2) sufficient size and incremental marking to allow similar
measurement and comparison. The detail provided by the video should
provide sufficient clarity and accuracy to measure the necessary
parameter(s) to at least \1/2\ of the tolerance authorized for the
specific test being conducted and allow an integration of the
parameter(s) in question to obtain a rate of change.

End Information

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                      Table C2E.--Alternative Data Sources, Procedures, and Instrumentation
 [The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix C
                                                 are not used.]
----------------------------------------------------------------------------------------------------------------
                                                QPS requirements
-----------------------------------------------------------------------------------------------------------------
      Table of objective tests                           Alternative data sources,
-------------------------------------   Level B only          procedures, and            Notes and reminders
   Test reference number and title                            instrumentation
----------------------------------------------------------------------------------------------------------------
1.a.1.a. Performance. Engine Start                 X   Data may be acquired using a
 and Accelerations.                                     synchronized video
                                                        recording of all engine
                                                        instruments, start buttons,
                                                        means for fuel introduction
                                                        and means for moving from
                                                        ``idle'' to ``flight.'' A
                                                        stopwatch is necessary.
1.a.1.b. Performance. Steady State                 X   Data may be acquired using a
 Idle and Operating RPM Conditions.                     synchronized video
                                                        recording of all engine
                                                        instruments, and include
                                                        the status of the means for
                                                        moving from ``idle'' to
                                                        ``flight.''
1.a.2. Performance. Power Turbine                  X   Data may be acquired using a
 Speed Trim.                                            synchronized video
                                                        recording of all engine
                                                        instruments. Speed trim
                                                        actuator position may be
                                                        hand recorded.
1.a.3. Performance. Engine and Rotor               X   Data may be acquired by
 Speed Governing.                                       using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.b.1. Performance. On Surface Taxi.               X   TIR, AFM, or Design data may
 Minimum Radius turn.                                   be used.

[[Continued on page 59800]]

]

[[pp. 59800-59849]] Flight Simulation Training Device Initial and Continuing
Qualification and Use

[[Continued from page 59799]]

1.b.2. Performance. On Surface Taxi                X   Data may be acquired by       A single procedure may not
 Rate of Turn vs. Nosewheel Steering                    using a constant tiller       be adequate for all
 Angle.                                                 position (measured with a     rotorcraft steering
                                                        protractor), or full pedal    systems. Appropriate
                                                        application for steady        measurement procedures
                                                        state turn, and               must be devised and
                                                        synchronized video of         proposed for NSPM
                                                        heading indicator. If less    concurrence.
                                                        than full pedal is used,
                                                        pedal position must be
                                                        recorded.
1.b.3 Performance. Taxi.............               X   Data may be acquired by
                                                        using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.b.4. Performance. Brake...........               X   Data may be acquired using a
                                                        stopwatch and a means for
                                                        measuring distance such as
                                                        runway distance markers
                                                        conforming with runway
                                                        distance marker standards.
1.c.1. Performance. Running Takeoff.               X   Preliminary certification
                                                        data may be used. Data may
                                                        be acquired by using a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
                                                        Collective, cyclic, and
                                                        pedal position time history
                                                        should be recorded from the
                                                        start of collective
                                                        movement through to normal
                                                        climb. Indicated torque
                                                        settings may be hand
                                                        recorded at the moment of
                                                        lift-off and in a steady
                                                        normal climb.
1.c.2 Performance. One Engine                      X   Data may be acquired by
 Inoperative (OEI), continued                           using a synchronized video
 takeoff.                                               of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls. Collective,
                                                        cyclic, and pedal position
                                                        time history should be
                                                        recorded from the start of
                                                        collective movement through
                                                        to normal OEI climb.
                                                        Indicated torque settings
                                                        may be hand recorded at the
                                                        moment of lift-off and in a
                                                        steady normal OEI climb.
1.f. Performance. Level Flight.                    X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.g. Performance. Normal Climb.                    X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.h.1. Descent Performance and                     X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.h.2. Autorotation Performance and                X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.j.1. Performance. Running Landing                X   Data may be acquired by
 All Engines.                                           using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.

1.j.2. Performance. Running Landing                X   Data may be acquired by
 One Engine Inoperative.                                using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.j.3. Performance. Balked Landing..               X   Data may be acquired by
                                                        using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls. The synchronized
                                                        video must record the time
                                                        of the ``balk landing''
                                                        decision.
2.a.1. Handling Qualities. Static                  X   Control positions can be
 Control Checks. Cyclic Controller                      obtained using continuous
 Position vs. Force.                                    control position
                                                        recordings. Force data may
                                                        be acquired by using a hand
                                                        held force gauge so that
                                                        the forces can be cross-
                                                        plotted against control
                                                        position in each of the
                                                        control axes.
2.a.2. Handling Qualities. Static                  X   Control positions can be
 Control Checks. Collective/Pedals                      obtained using continuous
 vs. Force.                                             control position
                                                        recordings. Force data may
                                                        be acquired by using a hand
                                                        held force gauge so that
                                                        the forces can be cross-
                                                        plotted against control
                                                        position in each of the
                                                        control axes.
2.a.3. Handling Qualities. Brake                   X   Brake pedal positions can be
 Pedal Force vs. Position.                              obtained using continuous
                                                        position recordings. Force
                                                        data may be acquired by
                                                        using a hand held force
                                                        gauge so that the forces
                                                        can be cross-plotted
                                                        against brake pedal
                                                        position.
2.a.4. Handling Qualities. Trim                    X   Control positions can be
 System Rate (all applicable                            obtained using continuous
 systems).                                              control position recordings
                                                        plotted against time to
                                                        provide rate in each
                                                        applicable system.
2.a.6. Handling Qualities. Control                 X   Data may be acquired by
 System Freeplay.                                       direct measurement.
2.c.1. Longitudinal Handling                       X   Data may be acquired by
 qualities. Control Response.                           using an inertial
                                                        measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
2.c.2. Longitudinal Handling                       X   Data may be acquired by
 qualities. Static Stability.                           using an inertial
                                                        measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
2.c.3.a Longitudinal Handling                      X   Data may be acquired by
 qualities. Dynamic Stability, Long                     using an inertial
 Term Response.                                         measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
2.c.3.b. Longitudinal Handling                     X   Data may be acquired by
 qualities. Dynamic Stability, Short                    using an inertial
 Term Response.                                         measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.

2.c.4. Longitudinal Handling                       X   Data may be acquired by
 qualities. Maneuvering stability.                      using an inertial
                                                        measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
2.d.1.a Lateral Handling qualities.                X   Data may be acquired by
 Control Response.                                      using an inertial
                                                        measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
2.d.1.b Directional Handling                       X   Data may be acquired by
 qualities. Control response.                           using an inertial
                                                        measurement system and a
                                                        synchronized video of
                                                        calibrated helicopter
                                                        instruments and force/
                                                        position measurements of
                                                        flight deck directional
                                                        controls.
2.d.2. Handling qualities.                         X   Data may be acquired by
 Directional Static Stability.                          using an inertial
                                                        measurement system and a
                                                        synchronized video of
                                                        calibrated helicopter
                                                        instruments and force/
                                                        position measurements of
                                                        flight deck directional
                                                        controls.
2.d.3.a Handling qualities Dynamic                 X   Data may be acquired by
 Lateral and Directional Stability                      using an inertial
 Lateral-Directional Oscillations.                      measurement system and a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments, the force/
                                                        position measurements of
                                                        flight deck controls, and a
                                                        stop watch.
2.d.3.b. Handling qualities Dynamic                X   Data may be acquired by
 Lateral and Directional Stability                      using an inertial
 Spiral Stability.                                      measurement system and a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments, the force/
                                                        position measurements of
                                                        flight deck controls, and a
                                                        stop watch.
2.d.3.c Handling qualities. Dynamic                X   Data may be acquired by
 Lateral and Directional Stability.                     using an inertial
 Adverse/Proverse Yaw.                                  measurement system and a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments, the force/
                                                        position measurements of
                                                        flight deck controls.
----------------------------------------------------------------------------------------------------------------

-----------------------------------------------------------------------

Begin Information

18. Visual Display Systems

    a. Basic principles of an FSTD collimated display:
    (1) The essential feature of a collimated display is that light
rays coming from a given point in a picture are parallel. There are
two main implications of the parallel rays:
    (a) The viewer's eyes focus at infinity and have zero
convergence, providing a cue that the object is distant; and
    (b) The angle to any given point in the picture does not change
when viewed from a different position so the object behaves
geometrically as though it were located at a significant distance
from the viewer. These cues are self-consistent, and are appropriate
for any object that has been modelled as being at a significant
distance from the viewer.
    (2) In an ideal situation the rays are perfectly parallel, but
most implementations provide only an approximation to the ideal.
Typically, an FSTD display provides an image located not closer than
about 20-33 ft (6-10 m) from the viewer, with the distance varying
over the field of view. A schematic representation of a collimated
display is provided in Figure C2A.
    (3) Collimated displays are well suited to many simulation
applications as the area of interest is relatively distant from the
observer so the angles to objects should remain independent of
viewing position. Consider the view of the runway seen by the flight
crew lined up on an approach. In the real world, the runway is
distant and the light rays from the runway to the eyes are parallel.
The runway appears to be straight ahead to both crew members. This
situation is well simulated by a collimated display and is presented
in Figure C2B. Note that the distance to the runway has been
shortened for clarity. If drawn to scale, the runway would be
farther away and the rays from the two seats would be closer to
being parallel.
    (4) While the horizontal field of view of a collimated display
can be extended to approximately 210[deg]-220[deg], the vertical
field of view has been limited to about 40[deg]-45[deg]. These
limitations result from tradeoffs in optical quality and
interference between the display components and flight deck
structures, but were sufficient to meet FSTD regulatory approval for
Helicopter FSTDs. However, recent designs have been introduced with
vertical fields of view of up to 60[deg] for helicopter
applications.
    b. Basic principles of an FSTD dome (or non-collimated) display:
    (1) The situation in a dome display is shown in Figure C2C. As
the angles can be correct for only one eye point at a time, the
visual system in the figure has been aligned for the right seat eye
point position. The runway appears to be straight ahead of the

aircraft for this viewer. For the left seat viewer, however, the
runway appears to be somewhat to the right of the aircraft. As the
aircraft is still moving towards the runway, the perceived velocity
vector will be directed towards the runway and this will be
interpreted as the aircraft having some yaw offset.
    (2) The situation is substantially different for near field
objects encountered in helicopter operations close to the ground. In
those cases, objects that should be interpreted as being close to
the viewer will be misinterpreted as being distant in a collimated
display. The errors can actually be reduced in a dome display.
    (3) The field of view possible with a dome display can be larger
than that of a collimated display. Depending on the configuration, a
field of view of 240[deg] by 90[deg] is possible and can be
exceeded.
    c. Additional display considerations
    (1) While the situations described above are for discrete
viewing positions, the same arguments can be extended to moving eye
points produced by the viewer's head movement. In the real world,
the parallax effects resulting from head movement provide distance
cues. The effect is particularly strong for relative movement of
flight deck structure in the near field and modelled objects in the
distance. Collimated displays will provide accurate parallax cues
for distant objects, but increasingly inaccurate cues for near field
objects. The situation is reversed for dome displays.
    (2) Stereopsis cues resulting from the different images
presented to each eye for objects relatively close to the viewer
also provide depth cues. Again, the collimated and dome displays
provide more or less accurate cues depending on the modelled
distance of the objects being viewed.
    d. Training implications
    (1) In view of the basic principles described above, it is clear
that neither display approach provides a completely accurate image
for all possible object distances. The sponsor should consider the
training role of the FSTD when configuring the display system to
make the optimum choice. Factors that should be considered include
relative importance of training tasks at low altitudes, the role of
the two crew members in the flying tasks, and the field of view
required for specific training tasks.
BILLING CODE 4910-13-P
-----------------------------------------------------------------------

End Information

[GRAPHIC] [TIFF OMITTED] TP22OC07.036

BILLING CODE 4910-13-C

Attachment 3 to Appendix C to Part 60--Simulator Subjective Evaluation

-----------------------------------------------------------------------

Begin QPS Requirements

1. Requirements

    a. Except for special use visual scenes and airport models
described below, all visual scenes and airport models required by
this part must be representations of real-world, operational
airports or representations of fictional airports and must meet the
requirements set out in Tables C3B and C3C of this attachment, as
appropriate.
    b. If fictional airports are used, the sponsor must ensure that
navigational aids and all appropriate maps, charts, and other
navigational reference material for the fictional airports (and
surrounding areas as necessary) are compatible, complete, and
accurate with respect to the visual presentation and scene content
of the visual model of this fictional airport. An SOC must be
submitted that addresses navigation aid installation and performance
and other criteria (including obstruction clearance protection) for
all instrument approaches to the fictional airports that are
available in the simulator. The SOC must reference and account for
information in the terminal instrument procedures manual and the
construction and availability of the required maps, charts, and
other navigational material.

This material must be clearly marked ``for training purposes only.''
    c. When the simulator is being used by an instructor or
evaluator for purposes of training, checking, or testing under this
chapter, only visual scenes and airport models classified as Class
I, Class II, or Class III may be available to the instructor or
evaluator. The classifications are as follows:
    (1) Class I (whether modeling real world airports or fictional
airports), for those visual scenes and airport models used for
simulator qualification at a specified level. These visual scenes
and airport models must meet the minimum requirements in Table C3B
of this attachment, be evaluated by the NSPM, be listed on the
Statement of Qualification (SOQ), and be available for use at the
simulator IOS.
    (2) Class II (whether modeling real world airports or fictional
airports), for those visual scenes and airport models that are in
excess of those used for simulator qualification at a specified
level. These visual scenes and airport models must meet the minimum
requirements set out in Table C3C of this attachment. These visual
scenes and airport models may be made available on the simulator IOS
without further involvement of the NSPM or the TPAA.
    (3) For an interim period (ending 2 years after the publication
of the final rule in the Federal Register), Class III visual scenes
and airport models (whether modeling real world airports, generic
airports, or fictional airports) may be approved for specific
purposes by the TPAA or a foreign regulatory authority for a foreign
user of the device. Examples of approved activities include specific
airport or runway qualification, very low visibility operations
training, including Surface Movement Guidance System (SMGS)
operations, or use of a specific airport visual model aligned with
an instrument procedure for another airport for instrument training.
At the end of the interim period, all Class III visual scenes and
airport models must be classified as either a Class I or a Class II
visual scene or airport model or be removed from availability at the
simulator IOS. However, Class III visual scenes and airport models
may continue to be used after the end of the interim period if they
are part of a training program specifically approved by the TPAA or
other regulatory authority that uses a task and capability analysis
as the basis for approval of this specific media element, (i.e., the
specific scene or model selected for use in that program).
    d. When a person sponsors an FSTD maintained by a person other
than a U.S. certificate holder, the sponsor is accountable for that
FSTD originally meeting, and continuing to meet, the criteria under
which it was originally qualified and the appropriate part 60
criteria, including the visual scenes and airport models that may be
used by instructors or evaluators for purposes of training,
checking, or testing under this chapter.
    e. Neither Class II nor Class III airport visual models are
required to appear on the SOQ. However, the sponsor is accountable
that the FSTD originally meets, and continues to meet, the visual
scene and airport model requirements for Class II or Class III
visual scenes and airport models that may be used by instructors or
evaluators for training, checking, or testing under this chapter.
    f. When the visual scenes and airport models represent real
world airports and a permanent change is made to that real world
airport (e.g., a new runway, an extended taxiway, a new lighting
system, a runway closure) without a written extension grant from the
NSPM (described below), an update to that visual scene or airport
model must be made in accordance with the following time limits:
    (1) For a new airport runway, a runway extension, a new airport
taxiway, a taxiway extension, or a runway/taxiway closure--within 60
days of the opening for use of the new airport runway, runway
extension, new airport taxiway, or taxiway extension; or within 60
days of the closure of the runway or taxiway.
    (2) For a new or modified approach light system--within 30 days
of the activation of the new or modified approach light system.
    (3) For other facility or structural changes on the airport
(e.g., new terminal, relocation of Air Traffic Control Tower)--
within 6 months of the opening of the new or changed facility or
structure.
    g. If a sponsor desires an extension to the time limit for an
update to a visual scene or airport model, the sponsor must provide
a written extension request to the POI/TCPM stating the reason for
the update delay and a proposed completion date. A copy of this
request must also be sent to the NSPM. The sponsor will forward a
copy of the POI/TCPM's response to the NSPM. If the POI/TCPM has
granted an extension, the NSPM will issue an extension
authorization, not to exceed an additional 12 months.

End QPS Requirements

-----------------------------------------------------------------------

Begin Information

2. Discussion

    a. The subjective tests provide a basis for evaluating the
capability of the simulator to perform over a typical utilization
period; determining that the simulator competently simulates each
required maneuver, procedure, or task; and verifying correct
operation of the simulator controls, instruments, and systems. The
items listed in the following Tables are for simulator evaluation
purposes only. They may not be used to limit or exceed the
authorizations for use of a given level of simulator as described on
the Statement of Qualification or as may be approved by the TPAA.
All items in the following paragraphs are subject to an examination.
    b. The tests in Table C3A, Operations Tasks, in this attachment
address pilot functions, including maneuvers and procedures (called
flight tasks), and are divided by flight phases. The performance of
these tasks by the NSPM includes an operational examination of the
visual system and special effects. There are flight tasks included
to address some features of advanced technology helicopters and
innovative training programs.
    c. The tests in Table C3A, Operations Tasks, and Table C3G,
Instructor Operating Station, in this attachment address the overall
function and control of the simulator including the various
simulated environmental conditions; simulated helicopter system
operation (normal, abnormal, and emergency); visual system displays;
and special effects necessary to meet flight crew training,
evaluation, or flight experience requirements.
    d. All simulated helicopter systems functions will be assessed
for normal and, where appropriate, alternate operations. Normal,
abnormal, and emergency operations associated with a flight phase
will be assessed during the evaluation of flight tasks or events
within that flight phase. Simulated helicopter systems are listed
separately under ``Any Flight Phase'' to ensure appropriate
attention to systems checks. Operational navigation systems
(including inertial navigation systems, global positioning systems,
or other long-range systems) and the associated electronic display
systems will be evaluated if installed. The NSP pilot will include
in his report to the TPAA, the effect of the system operation and
any system limitation.
    e. Simulators demonstrating a satisfactory circling approach
will be qualified for the circling approach maneuver and may be
approved for such use by the TPAA in the sponsor's FAA-approved
flight training program. To be considered satisfactory, the circling
approach will be flown at maximum gross weight for landing, with
minimum visibility for the helicopter approach category, and must
allow proper alignment with a landing runway at least 90[deg]
different from the instrument approach course while allowing the
pilot to keep an identifiable portion of the airport in sight
throughout the maneuver (reference--14 CFR 91.175(e)).
    f. At the request of the TPAA, the NSP Pilot may assess the
simulator for a special aspect of a sponsor's training program
during the functions and subjective portion of an evaluation. Such
an assessment may include a portion of a Line Oriented Flight
Training (LOFT) scenario or special emphasis items in the sponsor's
training program. Unless directly related to a requirement for the
qualification level, the results of such an evaluation would not
affect the qualification of the simulator.
    g. This appendix addresses helicopter simulators at Levels B, C,
and D because there are no Level A Helicopter simulators.
    h. The FAA intends to allow the use of Class III visual scenes
and airport models on a limited basis when the sponsor provides the
TPAA (or other regulatory authority) an appropriate analysis of the
skills, knowledge, and abilities (SKAs) necessary for competent
performance of the tasks in which this particular media element is
used. The analysis should describe the ability of the FSTD/visual
media to provide an adequate environment in which the required SKAs
may be satisfactorily performed and learned. The analysis should
also include the specific media element, such as the visual scene or
airport model. Additional sources of information on the conduct of
task and capability analysis may be found on the FAA's Advanced
Qualification Program (AQP) Web site at: http://www.faa.gov/education_research/training/aqp/
.

    i. Previously qualified simulators with certain early generation
Computer Generated Image (CGI) visual systems, are limited by the
capability of the Image Generator or the display system used. These
systems are:
    (1) Early CGI visual systems that are exempt from the necessity
of including runway numbers as a part of the specific runway marking
requirements are:
    (a) Link NVS and DNVS.
    (b) Novoview 2500 and 6000.
    (c) FlightSafety VITAL series up to, and including, VITAL III,
but not beyond.
    (d) Rediffusion SP1, SP1T, and SP2.
    (2) Early CGI visual systems are excepted from the necessity of
including runway numbers unless the runways used for LOFT training
sessions. These LOFT airport models require runway numbers, but only
for the specific runway end (one direction) used in the LOFT
session. The systems required to display runway numbers only for
LOFT scenes are:
    (a) FlightSafety VITAL IV.
    (b) Rediffusion SP3 and SP3T.
    (c) Link-Miles Image II.
    (3) The following list of previously qualified CGI and display
systems are incapable of generating blue lights. These systems are
not required to have accurate taxi-way edge lighting are:
    (a) Rediffusion SP1 and SP1T.
    (b) FlightSafety Vital IV.
    (c) Link-Miles Image II and Image IIT
    (d) XKD displays (even though the XKD image generator is capable
of generating blue colored lights, the display cannot accommodate
that color).

End Information

-----------------------------------------------------------------------

                                   Table C3A.--Functions and Subjective Tests
----------------------------------------------------------------------------------------------------------------
                                             <<>>
-----------------------------------------------------------------------------------------------------------------
                                                                                Simulator
                                                                                level
                  Number                                       Operations tasks                   --------------
                                                                                B    C    D
----------------------------------------------------------------------------------------------------------------
Tasks in this table are subject to evaluation if appropriate for the airplane simulated as indicated in the SOQ
 Configuration List or the level of simulator qualification involved. Items not installed or not functional on
 the simulator and, therefore, not appearing on the SOQ Configuration List, are not required to be listed as
 exceptions on the SOQ.
----------------------------------------------------------------------------------------------------------------
1. Preparation for Flight
----------------------------------------------------------------------------------------------------------------
1.a.......................................  Flight deck check: switches, indicators, systems, and   X    X    X
                                             equipment.
----------------------------------------------------------------------------------------------------------------
2. APU/Engine start and run-up
----------------------------------------------------------------------------------------------------------------
2.a.......................................  Normal start procedures..............................   X    X    X
----------------------------------------------------------------------------------------------------------------
2.b.......................................  Alternate start procedures...........................   X    X    X
----------------------------------------------------------------------------------------------------------------
2.c.......................................  Abnormal starts and shutdowns (e.g., hot start, hung    X    X    X
                                             start).
----------------------------------------------------------------------------------------------------------------
2.d.......................................  Rotor engagement.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
2.e.......................................  System checks........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3. Taxiing--Ground
----------------------------------------------------------------------------------------------------------------
3.a.......................................  Power required to taxi...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.b.......................................  Brake effectiveness..................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.c.......................................  Ground handling......................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.d.......................................  Water handling (if applicable).......................  ...   X    X
----------------------------------------------------------------------------------------------------------------
3.e.......................................  Abnormal/emergency procedures:
----------------------------------------------------------------------------------------------------------------
3.e.1.....................................    Brake system failure...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.e.2.....................................    Ground resonance...................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
3.e.3.....................................    Dynamic rollover...................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
3.e.4.....................................    Deployment of emergency floats/water landing.......  ...   X    X
----------------------------------------------------------------------------------------------------------------
3.e.5.....................................    Others listed on the Statement of Qualification....   A    X    X
----------------------------------------------------------------------------------------------------------------
4. Taxiing--Hover
----------------------------------------------------------------------------------------------------------------
4.a.......................................  Takeoff to a hover...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.b.......................................  Instrument response:
----------------------------------------------------------------------------------------------------------------
4.b.1.....................................    Engine instruments.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.b.2.....................................    Flight instruments.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.b.3.....................................    Hovering turns.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------

4.c.......................................  Hover power checks:
----------------------------------------------------------------------------------------------------------------
4.c.1.....................................    In ground effect (IGE).............................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.c.2.....................................    Out of ground effect (OGE).........................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.d.......................................  Crosswind/tailwind hover.............................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.e.......................................  Translating tendency.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.f.......................................  External load operations:
----------------------------------------------------------------------------------------------------------------
4.f.1.....................................    Hookup.............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
4.f.2.....................................    Release............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
4.f.3.....................................    Winch operations...................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
4.g.......................................  Abnormal/emergency procedures:
----------------------------------------------------------------------------------------------------------------
4.g.1.....................................    Engine failure.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.g.2.....................................    Fuel governing system failure......................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.g.3.....................................    Settling with power (OGE)..........................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.g.4.....................................    Hovering autorotation..............................  ...   X    X
----------------------------------------------------------------------------------------------------------------
4.g.5.....................................    Stability augmentation system failure..............   X    X    X
----------------------------------------------------------------------------------------------------------------
4.g.6.....................................    Directional control malfunction....................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.g.7.....................................    Loss of tail rotor effectiveness (LTE).............  ...   X    X
----------------------------------------------------------------------------------------------------------------
4.g.8.....................................    Others listed on the Statement of Qualification....   A    X    X
----------------------------------------------------------------------------------------------------------------
4.h.......................................  Pre-takeoff checks...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
5. Takeoff/Translational Flight
----------------------------------------------------------------------------------------------------------------
5.a.......................................  Forward (up to effective translational lift).........  ...   X    X
----------------------------------------------------------------------------------------------------------------
5.b.......................................  Sideward (up to limiting airspeed)...................  ...   X    X
----------------------------------------------------------------------------------------------------------------
5.c.......................................  Rearward (up to limiting airspeed)...................  ...   X    X
----------------------------------------------------------------------------------------------------------------
6. Takeoff and Departure Phase
----------------------------------------------------------------------------------------------------------------
6.a.......................................  Normal...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.1.....................................    From ground........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.2.....................................    From hover.........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.2.a...................................     Cat A.............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.2.b...................................     Cat B.............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.3.....................................    Running............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.4.....................................    Crosswind/tailwind.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.5.....................................    Maximum performance................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.6.....................................    Instrument.........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.7.....................................    Takeoff from a confined area.......................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.8.....................................    Takeoff from a pinnacle/platform...................   X    X    X
----------------------------------------------------------------------------------------------------------------

6.a.9.....................................    Takeoff from a slope...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.10....................................    External load operations...........................  ...   X    X
----------------------------------------------------------------------------------------------------------------
6.b.......................................  Abnormal/emergency procedures........................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.b.1.....................................    Takeoff with engine failure after critical decision   X    X    X
                                               point (CDP).
----------------------------------------------------------------------------------------------------------------
6.b.1.a...................................     Cat A.............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
6.b.1.b...................................     Cat B.............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
6.c.......................................  Rejected takeoff:
----------------------------------------------------------------------------------------------------------------
6.c.1.....................................    Land...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.c.2.....................................    Water (if appropriate).............................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.d.......................................  Instrument departure.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.e.......................................  Others as listed on the Statement of Qualification...   A    X    X
----------------------------------------------------------------------------------------------------------------
7. Climb
----------------------------------------------------------------------------------------------------------------
7.a.......................................  Normal...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
7.b.......................................  Obstacle clearance...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
7.c.......................................  Vertical.............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
7.d.......................................  One engine inoperative...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
7.e.......................................  Others as listed on the Statement of Qualification...   A    X    X
----------------------------------------------------------------------------------------------------------------
8. Cruise
----------------------------------------------------------------------------------------------------------------
8.a.......................................  Performance..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.b.......................................  Flying qualities.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.c.......................................  Turns................................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.c.1.....................................    Timed..............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.c.2.....................................    Normal.............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.c.3.....................................    Steep..............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.d.......................................  Accelerations and decelerations......................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.e.......................................  High speed vibrations................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.f.......................................  (Reserved)
----------------------------------------------------------------------------------------------------------------
8.g.......................................  Abnormal/emergency procedures........................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.g.1.....................................    Engine fire........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.g.2.....................................    Engine failure.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.g.3.....................................    Inflight engine shutdown and restart...............   X    X    X
----------------------------------------------------------------------------------------------------------------
8.g.4.....................................    Fuel governing system failures.....................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.g.5.....................................    Directional control malfunction....................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.g.6.....................................    Hydraulic failure..................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.g.7.....................................    Stability system failure...........................   X    X    X
----------------------------------------------------------------------------------------------------------------

8.g.8.....................................    Rotor vibrations...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.g.9.....................................    Recovery from unusual altitudes....................   X    X    X
----------------------------------------------------------------------------------------------------------------
9. Descent
----------------------------------------------------------------------------------------------------------------
9.a.......................................  Normal...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
9.b.......................................  Maximum rate.........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
9.c.......................................  Autorotative:
----------------------------------------------------------------------------------------------------------------
9.c.1.....................................    Straight-in........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
9.c.2.....................................    With turn..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
9.d.......................................  External Load........................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
10. Approach
----------------------------------------------------------------------------------------------------------------
10.a......................................  Non-precision........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.1....................................    All engines operating..............................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.2....................................    One or more engines inoperative....................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.3....................................    Approach procedures................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.3.a..................................     NDB...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.3.b..................................     VOR, RNAV, TACAN..................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.3.c..................................     ASR...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.3.d..................................     Circling..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.3.e..................................     Helicopter only...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.4....................................    Missed approach....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.4.a..................................     All engines operating.............................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.a.4.b..................................     One or more engines inoperative...................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b......................................  Precision............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.1....................................    All engines operating..............................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.2....................................    Manually controlled--one or more engines              X    X    X
                                               inoperative.
----------------------------------------------------------------------------------------------------------------
10.b.3....................................    Approach procedures................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.a..................................     PAR...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.b..................................     MLS...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.c..................................     ILS...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.c..................................     (1) Manual (raw data).............................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.c..................................     (2) Flight director only..........................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.c..................................     Autopilot*only....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.c..................................     Cat I.............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.c..................................     Cat II............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.4....................................   Missed approach:
----------------------------------------------------------------------------------------------------------------

10.b.4.a..................................     All engines operating.............................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.4.b..................................     One or more engines inoperative...................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.4.c..................................     Stability system failure..........................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.c......................................  Others as listed on the Statement of Qualification...   A    X    X
----------------------------------------------------------------------------------------------------------------
11. Landings and Approaches to Landings
----------------------------------------------------------------------------------------------------------------
11.a......................................  Visual approaches:
----------------------------------------------------------------------------------------------------------------
11.a.1....................................    Normal.............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.a.2....................................    Steep..............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.a.3....................................    Shallow............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.a.4....................................    Crosswind..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.a.5....................................    Category A profile.................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
11.a.6....................................    Category B profile.................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
11.a.7....................................    External Load......................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
11.b......................................  Abnormal/emergency procedures:
----------------------------------------------------------------------------------------------------------------
11.b.1....................................    Directional control failure........................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.b.2....................................    Hydraulics failure.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.b.3....................................    Fuel governing failure.............................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.b.4....................................    Autorotation.......................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.b.5....................................    Stability system failure...........................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.b.6....................................    Others listed on the Statement of Qualification....   A    X    X
----------------------------------------------------------------------------------------------------------------
11.c......................................  Landings:
----------------------------------------------------------------------------------------------------------------
11.c.1....................................    Normal.............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.1.a..................................     Running...........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.1.b..................................     From Hover........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.2....................................    Pinnacle/platform..................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.3....................................    Confined area......................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.4....................................    Slope..............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
11.c.5....................................    Crosswind..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.6....................................    Tailwind...........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.7....................................    Rejected Landing...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.8....................................   Abnormal/emergency procedures:
----------------------------------------------------------------------------------------------------------------
11.c.8.a..................................     From autorotation.................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
11.c.8....................................    One or more engines inoperative....................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.8....................................    Directional control failure........................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.8....................................    Hydraulics failure.................................   X    X    X
----------------------------------------------------------------------------------------------------------------

11.c.8....................................    Stability augmentation system failure..............   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.8....................................    Other (as may be listed on the Statement of           A    X    X
                                               Qualification).
----------------------------------------------------------------------------------------------------------------
12. Any Flight Phase
----------------------------------------------------------------------------------------------------------------
12.a.1....................................    Air conditioning...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.2....................................    Anti-icing/deicing.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.3....................................    Auxiliary power-plant..............................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.4....................................    Communications.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.5....................................    Electrical.........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.6....................................    Fire detection and suppression.....................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.7....................................    Stabilizer.........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.8....................................    Flight controls....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.9....................................    Fuel and oil.......................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.10...................................    Hydraulic..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.11...................................    Landing gear.......................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.12...................................    Oxygen.............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.13...................................    Pneumatic..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.14...................................    Powerplant.........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.15...................................    Flight control computers...........................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.a.16...................................    Stability and control augmentation.................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.b......................................  Flight management and guidance system:
----------------------------------------------------------------------------------------------------------------
12.b.1....................................    Airborne radar.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.b.2....................................    Automatic landing aids.............................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.b.3....................................    Autopilot..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.b.4....................................    Collision avoidance system.........................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.b.5....................................    Flight data displays...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.b.6....................................    Flight management computers........................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.b.7....................................    Heads-up displays..................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.b.8....................................    Navigation systems.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.c......................................  Airborne procedures:
----------------------------------------------------------------------------------------------------------------
12.c.1....................................    Holding............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.c.2....................................    Air hazard avoidance...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.c.3....................................    Retreating blade stall recovery....................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.c.4....................................    Mast bumping.......................................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.c.5....................................    Loss of directional control........................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.c.6....................................    Loss of tail rotor effectiveness...................  ...   X    X
----------------------------------------------------------------------------------------------------------------

12.c.7....................................    Others listed on the Statement of Qualification....   A    X    X
----------------------------------------------------------------------------------------------------------------
13. Engine Shutdown and Parking
----------------------------------------------------------------------------------------------------------------
13.a......................................  Engine and systems operation.........................   X    X    X
----------------------------------------------------------------------------------------------------------------
13.b......................................  Parking brake operation..............................   X    X    X
----------------------------------------------------------------------------------------------------------------
13.c......................................  Rotor brake operation................................   X    X    X
----------------------------------------------------------------------------------------------------------------
13.d......................................  Abnormal/emergency procedures........................   X    X    X
----------------------------------------------------------------------------------------------------------------
Note: An ``A'' in the table indicates that the system, task, or procedure may be examined if the appropriate
  aircraft system or control is simulated in the FFS and is working properly.

               Table C3B.--Functions and Subjective Tests
------------------------------------------------------------------------
                         <<< QPS requirements>>>
-------------------------------------------------------------------------
                                                             Simulator
                    Visual scene content requirements for      level
      Number          qualification at the stated level   --------------
                     Class I visual scenes/visual models    B    C    D
------------------------------------------------------------------------
This table specifies the minimum airport visual model content and
 functionality to qualify a simulator at the indicated level. This table
 applies only to the airport scenes required for simulator
 qualification; i.e., two helicopter landing area models for Level B
 simulators; four helicopter landing area models for Level C and Level D
 simulators.
------------------------------------------------------------------------
1.................  Functional test content requirements for Non-Zero
                     Flight Time (NZFT) Level simulators
                    The following is the minimum airport/landing area
                     model content requirement to satisfy visual
                     capability tests, and provides suitable visual cues
                     to allow completion of all functions and subjective
                     tests described in this attachment for simulators
                     at Level B.
------------------------------------------------------------------------
1.a...............  A minimum of one (1) representative     X
                     airport and one (1) representative
                     helicopter landing area model. The
                     airport and the helicopter landing
                     area may be contained within the
                     same model. If this option is
                     selected, the approach path to the
                     airport runway(s) and the approach
                     path to the helicopter landing area
                     must be different. The model(s) used
                     to meet the following requirements
                     may be demonstrated at either a
                     fictional or a real-world airport or
                     helicopter landing area, but each
                     must be acceptable to the sponsor's
                     TPAA, selectable from the IOS, and
                     listed on the Statement of
                     Qualification.
------------------------------------------------------------------------
1.b...............  The fidelity of the visual scene must   X
                     be sufficient for the aircrew to
                     visually identify the airport and/or
                     helicopter landing area; determine
                     the position of the simulated
                     helicopter within the visual scene;
                     successfully accomplish take-offs,
                     approaches, and landings; and
                     maneuver around the airport on the
                     ground, or hover taxi, as necessary.
------------------------------------------------------------------------
1.c...............  Runways:
------------------------------------------------------------------------
1.c.1.............  Visible runway number................   X
------------------------------------------------------------------------
1.c.2.............  Runway threshold elevations and         X
                     locations must be modeled to provide
                     sufficient correlation with
                     helicopter systems (e.g., altimeter).
------------------------------------------------------------------------
1.c.3.............  Runway surface and markings..........   X
------------------------------------------------------------------------
1.c.4.............  Lighting for the runway in use          X
                     including runway edge and centerline.
------------------------------------------------------------------------
1.c.5.............  Lighting, visual approach aid (VASI     X
                     or PAPI) and approach lighting of
                     appropriate colors.
------------------------------------------------------------------------
1.c.6.............  Representative taxiway lights........   X
------------------------------------------------------------------------
1.d...............  Other helicopter landing area:
------------------------------------------------------------------------
1.d.1.............  Standard heliport designation (``H'')   X
                     marking, properly sized and oriented.
------------------------------------------------------------------------
1.d.2.............  Perimeter markings for the Touchdown    X
                     and Lift-Off Area (TLOF) or the
                     Final Approach and Takeoff Area
                     (FATO), as appropriate.
------------------------------------------------------------------------
1.d.3.............  Perimeter lighting for the TLOF or      X
                     the FATO areas, as appropriate..
------------------------------------------------------------------------

1.d.4.............  Appropriate markings and lighting to    X
                     allow movement from the runway or
                     helicopter landing area to another
                     part of the landing facility.
------------------------------------------------------------------------
2.................  Functional test content requirements for Level C and
                     Level D simulators
                    The following is the minimum airport/landing area
                     model content requirement to satisfy visual
                     capability tests, and provide suitable visual cues
                     to allow completion of all functions and subjective
                     tests described in this attachment for simulators
                     at Level C and Level D. Not all of the elements
                     described in this section must be found in a single
                     airport/landing area scene. However, all of the
                     elements described in this section must be found
                     throughout a combination of the four (4) airport/
                     landing area models described in item 2.a. The
                     representations of the hazards (as described in
                     2.d.) must be ``hard objects'' that interact as
                     such if contacted by the simulated helicopter.
                     Additionally, surfaces on which the helicopter
                     lands must be ``hard surfaces.'' The model(s) used
                     to meet the following requirements must be
                     demonstrated at either a fictional or a real-world
                     airport or helicopter landing area, and each must
                     be acceptable to the sponsor's TPAA, selectable
                     from the IOS, and listed on the Statement of
                     Qualification.
------------------------------------------------------------------------
2.a...............  There must be at least the following airport/
                     helicopter landing areas
------------------------------------------------------------------------
2.a.1.............  At least one (1) representative              X    X
                     airport.
------------------------------------------------------------------------
2.a.2.............  At least three representative non-airport landing
                     areas, as follows:
------------------------------------------------------------------------
2.a.2.a...........  At least one (1) representative              X    X
                     helicopter landing area situated on
                     a substantially elevated surface
                     with respect to the surrounding
                     structures or terrain (e.g.,
                     building top, offshore oil rig).
------------------------------------------------------------------------
2.a.2.b...........  At least one (1) helicopter landing          X    X
                     area that meets the definition of a
                     ``confined landing area''.
------------------------------------------------------------------------
2.a.2.c...........  At least one (1) helicopter landing          X    X
                     area on a sloped surface where the
                     slope is at least 2\1/2\[deg].
------------------------------------------------------------------------
2.b...............  For each of the airport/helicopter           X    X
                     landing areas described in 2.a., the
                     simulator must be able to provide at
                     least the following:.
------------------------------------------------------------------------
2.b.1.............  A night and twilight (dusk)                  X    X
                     environment.
------------------------------------------------------------------------
2.b.2.............  A daylight environment...............        X    X
------------------------------------------------------------------------