1

Multi-engine and multi-pilot helicopter

2

Performance reserves, in case of an engine failure, to be in accordance with Category A criteria

3

Anti-icing or de-icing systems

4

Fire detection / suppression system

5

Dual controls

6

Autopilot with upper modes

7

2 VHF transceivers

8

2 VHF NAV receivers (VOR, ILS, DME)

9

1 ADF receiver

10

1 Marker receiver

11

1 transponder

12

Weather radar

1

Airspeed

2

Flight attitude

3

Altimeter and radio altimeter

4

HSI

5

Vertical speed

6

ADF

7

VOR, ILS, DME

8

Marker indication

9

Stop watch

1.1 General

a.1

A cockpit that is a full-scale replica of the helicopter simulated. Additional required crew member duty stations and those required bulkheads aft of the pilot seats are also considered part of the cockpit and shall replicate the helicopter.

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A cockpit that replicates the helicopter.

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a.2

The cockpit, including the instructor’s station is fully enclosed.

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A cockpit, including the instructor’s station that is sufficiently closed off to exclude distractions.

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b.1

Full size panels with functional controls, switches, instruments and primary and secondary flight controls, which shall be operating in the correct direction and with the correct range of movement.

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For FTD level 1 as appropriate for the replicated system.

The use of electronically displayed images with physical overlay or masking for FSTD instruments and/or instrument panels incorporating instrument controls and switches that replicate those of the helicopter and operate with the same technique, effort, travel and in the same direction may be acceptable.

Functional controls, switches, instruments and primary and secondary flight controls sufficient for the training events to be accomplished, shall be located in a spatially correct area of the cockpit.

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FSTD instruments and/or instrument panels using electronically displayed images with physical overlay or masking and operable controls representative of those in the type of helicopter are acceptable. The instruments displayed should be free of quantisation (stepping).

c.1

Lighting for panels and instruments shall be as per the helicopter.

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Lighting for panels and instruments shall be sufficient for the training events

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c.2

Cockpit ambient lighting environment shall be dynamically consistent with the visual display and sufficient for the training event.

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The ambient lighting should provide an even level of illumination which is not distracting to the pilot.

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d.1

Relevant cockpit circuit breakers shall be located as per the helicopter and shall function accurately when involved in operating procedures or malfunctions requiring or involving flight crew response.

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e.1

Effect of aerodynamic changes for various combinations of airspeed and power normally encountered in flight, including the effect of change in helicopter attitude, aerodynamic and propulsive forces and moments, altitude, temperature, mass, centre of gravity location and configuration.

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Effects of C_g, mass and configuration changes are not required for FNPT level I.

Aerodynamic and environment modelling shall be sufficient to permit accurate systems operation and indication.

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e.2

Aerodynamic modelling which includes ground effect, effects of airframe and rotor icing (if applicable), aerodynamic interference effects between the rotor wake and fuselage, influence of the rotor on control and stabilisation systems, and representations of nonlinearities due to sideslip, vortex ring and retreating blade stall.

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f.1

Validation flight test data shall be used as the basis for flight and performance and systems characteristics.

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Representative/generic aerodynamic data tailored to the helicopter with fidelity sufficient to meet the objective tests and sufficient to permit accurate system operation and indication.

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Aerodynamic data need not be necessarily based on flight test data.

g.1

All relevant cockpit instrument indications automatically respond to control movement by a crew member, helicopter performance, or external simulated environmental effects upon the helicopter.

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h.1

All relevant communications, navigation, caution and warning equipment shall correspond to that installed in the helicopter. All simulated navigation aids within range shall be usable without restriction. Navigational data shall be capable of being updated.

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For FTD 1 applies where the appropriate systems are replicated.

h.2

Navigation equipment corresponding to that of a helicopter, with operation within the tolerances typically applied to the airborne equipment. This shall include communication equipment (interphone and air/ground communications systems).

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h.3

Navigational data with the corresponding approach facilities. Navigation aids should be usable within range without restriction.

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For FFSs and FTDs the navigation database should be updated within 28 days.

For FNPTs complete navigational data for at least five different European airports with corresponding precision and non-precision approach procedures including current updating within a period of three months.

i.1

In addition to the flight crew member stations, at least two suitable seats for the instructor and an additional observer shall be provided permitting adequate vision to the crew members’ panel and forward windows. Observer and instructor seats need not represent those found in the helicopter but shall be adequately secured to the floor of the FFS, fitted with positive restraint devices and be of sufficient integrity to safely restrain the occupant during any known or predicted motion system excursion.

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The competent authority shall consider options to this standard based on unique cockpit configurations.

Any additional seats installed shall be equipped with similar safety provisions.

i.2

Crew member seats shall afford the capability for the occupants to be able to achieve the design eye reference position. In addition to the flight crew member stations, at least two suitable seats for the instructor and an additional observer shall be provided permitting adequate vision to the crew members’ panel and forward windows.

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The instructor’s and observer’s seats need not represent those found in the helicopter.

j.1

FFS systems shall simulate the applicable helicopter system operation, both on the ground and in flight.

Systems shall be operative to the extent that normal, abnormal, and emergency operating procedures appropriate to the simulator application can be accomplished. Once activated, proper system operation shall result from system management by the flight crew and not require input from instructor controls.

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j.2

FTD systems represented shall be fully operative to the extent that normal, abnormal and emergency operating procedures can be accomplished. Once activated, proper system operation shall result from system management by the flight crew and not require input from instructor controls.

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j.3

The systems should be operative to the extent that it should be possible to perform normal, abnormal, and emergency operations appropriate to a helicopter as required for training. Once activated, proper systems operations should result from the system management by the crew member and not require any further input from the instructor’s controls.

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k.1

The instructor shall be able to control system variables and insert abnormal or emergency conditions into the helicopter systems.

Independent freeze and reset facilities shall be provided.

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FNPT I: applicable only to enable the instructor to carry out selective failure of basic flight instruments and navigation equipment.

For FNPT level I: ability to set the FNPT to minimum IMC speed or above.

l.1

Control forces and control travel which correspond to that of the replicated helicopter. Control forces shall react in the same manner as in the helicopter under the same flight conditions.

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For level A only static control force characteristics need to be tested.

Control forces and control travel shall be representative of the replicated helicopter under the same flight conditions as in the helicopter.

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For FTD level 1 as appropriate for the system training required.

Control forces and control travel shall broadly correspond to that of a helicopter.

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Only static control force characteristics need to be tested.

Control forces and control travels shall respond in the same manner under the same flight conditions as in a helicopter.

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Only static control force characteristics need to be tested.

l.2

Cockpit control dynamics, which replicate the helicopter simulated. Free response of the controls shall match that of the helicopter within the given tolerance. Initial and upgrade evaluation shall include control free response (cyclic, collective, and pedal) measurements recorded at the controls. The measured responses shall correspond to those of the helicopter in ground operations, hover, climb, cruise, and auto-rotation.

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For helicopters with irreversible control systems, measurements may be obtained on the ground. Engineering validation or helicopter manufacturer rationale shall be submitted as justification for ground test or to omit a configuration.

For FFS requiring static and dynamic tests at the controls, special test fixtures shall not be required during the initial evaluations if the FSTD operator’s QTG shows both test fixture results and alternate test method results, such as computer data plots, which were obtained concurrently. Use of the alternate method during initial evaluation may then satisfy this test requirement.

FTD level 2 aerodynamic data can be representative/generic and need not necessarily be based on flight test data.

m.1

Ground handling and aerodynamic programming to include the following:

Ground effect - hover and transition IGE.

(Ground reaction - reaction of the helicopter upon contact with the landing surface during landing to include strut deflections, tire or skid friction, side forces, and other appropriate data, such as weight and speed, necessary to identify the flight condition and configuration.

Ground handling characteristics - control inputs to include braking, deceleration turning radius and the effects of crosswind.

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Level A can utilise generic simulation of ground effect and ground handling.

Ground handling and aerodynamic ground effects models should be provided to enable lift-off, hover, and touch down effects to be simulated and harmonised with the sound and visual system.

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Generic ground handling and aerodynamic ground effects models should be provided to enable lift‑off, hover, and touch down effects to be simulated and harmonised with the sound and visual system.

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n.1

Instructor controls for:

(i)          wind speed and direction

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(ii)         turbulence

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(iii)        other atmospheric models to support the required training

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Examples: generic atmospheric models of local wind patterns around mountains and structures.

(iv)        adjustment of cloud base and visibility

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(v)         temperature and barometric pressure.

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o.1

Representative stopping and directional control forces for at least the following landing surface conditions based on helicopter related data, for a running landing:

(i)          dry

(ii)         wet (soft surface and hard surface)

(iii)        icy

(iv)        patchy wet

(v)         patchy icy

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p.1

Representative brake and tire failure dynamics.

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q.1

(1)         Transport delay. Transport delay is the time between control input and the individual hardware (systems) responses.

As an alternative, a latency test may be used to demonstrate that the FSTD system does not exceed the permissible delay.

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For FTD level 1, only instrument response is required within a maximum permissible delay of 200 ms.

For level 'A' & 'B' FFS and level 2 FTD the maximum permissible delay is 150 ms.

For level 'C' & ‘D’ FFS and level 3 FTD the maximum permissible delay is 100 ms.

(2)         Latency. Relative response of the visual system, cockpit instruments and initial motion system response shall be coupled closely to provide integrated sensory cues. These systems shall respond to abrupt pitch, roll, and yaw inputs at the pilot’s position within the permissible delay, but not before the time, when the helicopter would respond under the same conditions. Visual scene changes from steady state disturbance shall occur within the system dynamic response limit but not before the resultant motion onset.

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For FTD level 1 and FNPT level I, only instrument response is required within a maximum permissible delay of 200 ms.

For level 'A' & 'B' FFS, level 2 FTD and FNPT level II and III the maximum permissible delay is 150 ms.

For level 'C' & 'D' FFS and level 3 FTD the maximum permissible delay is 100 ms.

(See Appendix 5 to AMC1 FSTD(H).300.)

r.1

A means for quickly and effectively testing FSTD programming and hardware. This may include an automated system, which could be used for conducting at least a portion of the tests in the QTG.

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Recommended for FTD Level 1, FNPT level I and II.

Automatic flagging of "out-of-tolerance" tests results is encouraged.

Self-testing for FSTD hardware and programming to determine compliance with the FSTD performance tests. Evidence of testing shall include FSTD number, date, time, conditions, tolerances, and the appropriate dependent variables portrayed in comparison with the helicopter standard.

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s.1

A system allowing for timely continuous updating of FSTD hardware and programming consistent with helicopter modifications.

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t.1

The FSTD operator shall submit a QTG in a form and manner acceptable to the competent authority. A recording system shall be provided that will enable the FSTD performance to be compared with QTG criteria.

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u.1

FSTD computer capacity, accuracy, resolution and dynamic response sufficient for the qualification level sought.

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v.1

Daily preflight documentation either in the daily log or in a location easily accessible for review.

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1.2 Motion System

a.1

Motion cues as perceived by the pilot shall be representative of the helicopter, e.g. touch down cues should be a function of the simulated rate of descent.

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Motion tests to demonstrate that each axes onset cues are properly phased with pilot input and helicopter response.

b.1

A motion system:

Having a minimum of 3 degrees of freedom (pitch, roll, heave) to accomplish the required task.

6 degrees of freedom synergistic platform motion system.

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For level B, a reduced motion performance envelope is acceptable.

c.1

A means of recording the motion response time

as required

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See para 1.1.q.1 above.

d.1

Special effects programming to include the following:

(1)         runway rumble, oleo deflections, effects of groundspeed and uneven surface characteristics;

(2)         buffet due to translational lift;

(3)         buffet during extension and retraction of landing gear;

(4)         buffet due to high speed and retreating blade stall;

(5)         buffet due to vortex ring;

(6)         representative cues resulting from:

              (i) touch down

              (ii) translational lift;

(7)         antitorque device ineffectiveness;

(8)         buffet due to turbulence.

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For level A it may be of a generic nature sufficient to accomplish the required tasks.

See Appendix 4 to AMC1 FSTD(H).300 para (b)(2) on vibration platforms for helicopter FSTDs.

e.1

Characteristic vibrations/buffets that result from operation of the helicopter and which can be sensed in the cockpit. Simulated cockpit vibrations to include seat(s), flight controls and instrument panel(s), although these need not be tested independently.

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Statement of compliance required.

Tests required with recorded results which allow the comparison of relative amplitudes versus frequency in the longitudinal, lateral and vertical axes with helicopter data. Steady state tests are acceptable.

See Appendix 4 to AMC1 FSTD(H).300 para (b)(2) on vibration platforms for helicopter FSTDs.

1.3 Visual System

a.1

Visual system capable of meeting all the standards of this paragraph and the respective paragraphs of validation tests as well as functions and subjective tests as applicable to the level of qualification requested by the FSTD operator.

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The choice of the display system and of the field of view requirements should fully consider the intended use of the FSTD. The balance between training and testing/checking may influence the choice and geometry of the display system. In addition the diverse operational requirements should be addressed.

b.1

Visual system capable of providing at least a 45 degree horizontal and 30 degree vertical field of view simultaneously for each pilot.

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Visual system capable of providing at least a 75 degrees horizontal and 40 degrees vertical field of view simultaneously for each pilot.

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“Continuous”, cross-cockpit, minimum visual field of view providing each pilot with 150 degrees horizontal and 40 degrees vertical.

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A minimum of 75 degrees horizontal field of view on either side of the zero degree azimuth line relative to the helicopter fuselage is required.

b.2

“Continuous,” cross-cockpit, minimum visual field of view providing each pilot with 150 degrees horizontal and 60 degrees vertical.

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A minimum of 75 degrees horizontal field of view on either side of the zero degree azimuth line relative to the helicopter fuselage is required. This will allow an offset per side of the horizontal field of view if required for the training.

Where training tasks require extended fields of view beyond the 150 degrees x 60 degrees, then such extended fields of view should be provided.

b.3

“Continuous” cross cockpit, minimum visual field of view providing each pilot with 180 degrees horizontal and 60 degrees vertical.

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A minimum of 75 degrees of horizontal field of view on either side of zero degrees azimuth line relative to the helicopter fuselage is required. This will allow an offset per side of the horizontal field of view if required for the training.

Where training tasks require extended fields of view beyond the 180 degrees x 60 degrees, then such extended fields of view shall be provided.

c.1

A means of recording the visual response time for the visual system shall be provided.

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d.1

Visual cues to assess rate of change of height, translational displacements and rates, during take-off and landing.

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For level 'A', visual cueing sufficient to support changes in approach path by using the final approach and take-off (FATO) perspective.

Visual cues to assess rate of change of height, height AGL, translational displacements and rates, during take-off, low altitude/low airspeed manoeuvring, hover, and landing.

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e.1

Test procedures to quickly confirm visual system colour, RVR, focus, intensity, level horizon, and attitude as compared with the specified parameters.

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Statement of compliance required. Test required.

f.1

A minimum of 10 levels of occulting. This capability should be demonstrated by a visual model through each channel.

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Statement of compliance required. Test required.

g.1

Surface (Vernier) resolution shall be demonstrated by a test pattern of objects shown to occupy a visual angle of not greater than 3 arc minutes in the visual display used on a scene from the pilot's eye point.

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Statement of compliance required. Test required.

h.1

Lightpoint size shall not be greater than 6 arc minutes

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This is equivalent to a lightpoint resolution of 3 arc minutes.

Lightpoint size shall not be greater than 8 arc minutes

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This is equivalent to a lightpoint resolution of 4 arc minutes.

i.1

Daylight, dusk, and night visual scenes with sufficient scene content to recognise aerodromes, operating sites, terrain, and major landmarks around the FATO area and to successfully accomplish low airspeed/low altitude manoeuvres to include lift-off, hover, translational lift, landing and touch down.

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j.1

A visual database sufficient to support the requirements, including

(i)          Specific areas within the database needing higher resolution to support landings, take-offs and ground cushion exercises and training away from an aerodrome/operating site. Including elevated FATO, helidecks and confined areas.

(ii)         For cross-country flights sufficient scene details to allow for ground to map navigation over a sector length equal to 30 minutes at an average cruise speed.

(iii)        For offshore airborne radar approaches (ARA), harmonised visual/radar representations of installations.

(iv)        For training in the use of night vision goggles (NVG) a visual display with the ability to represent various scenes with the required levels of ambient light/colour.

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Generic database is acceptable only for FTDs and FNPTs.

Where applicable.

Where applicable.

Where applicable.

k.1

Daylight, twilight (dusk/dawn) and night visual capability for system brightness and contrast ratio criteria as applicable for level of qualification sought.

Night and Dusk scene.

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The ambient lighting should provide an even level of illumination, which is not distracting to the pilot.

k.2

The visual system should be capable of producing: Full colour presentations.

Full colour texture shall be used to enhance visual cue perception for illuminated landing surfaces.

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k.3

The visual system should be capable of producing, as a minimum:

(i)          A scene content comparable in detail with that produced by 6 000 polygons for daylight and 1 000 visible lightpoints for night and dusk scenes for the entire visual system.

(ii)         A scene content comparable in detail with that produced by 4 000 polygons for daylight and 5 000 visible lightpoints for night and dusk scenes for the entire visual system.

(iii)        A scene content comparable in detail with that produced by 6 000 polygons for daylight and 7 000 visible lightpoints for night and dusk scenes for the entire visual system.

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Statement of compliance required.

Test required.

Freedom of apparent quantisation and other distracting visual effects are also applicable for levels A and B.

l.1

Surface contrast ratio:

Demonstration model

Not less than 5:1.

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l.2

Lightpoint contrast ratio.

Not less than 25:1.

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m.1

Highlight Brightness. The minimum light measured at the pilot's eye position should be:

14 cd/m² (4 ft-Lamberts)

17 cd/m² (5ft-Lamberts)

20 cd/m² (6 ft-Lamberts)

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1.4 Sound Systems

a.1

Significant cockpit sounds, and those, which result from pilot actions corresponding to those of the helicopter shall be provided.

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For FTD level 1 as appropriate for the system training required.

Statement of compliance required for FFS.

a.2

Sounds due to engines, transmission and rotors should be available.

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b.1

Sound of precipitation, windshield wipers, the sound resulting from a blade strike and a crash condition when operating the helicopter in excess of limitations.

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Crash sounds may be generic.

Statement of compliance or demonstration of representative sounds required.

c.1

Realistic amplitude and frequency of cockpit acoustic environment.

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Objective steady-state tests required.

d.1

The volume control shall have an indication of sound level setting which meets all qualification requirements.

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