AMC5 FSTD(A).300 Guidance on enhanced visual system (EVS) and qualification of full flight simulators (FFSs)

• ED Decision 2012/010/R found in: CS-FSTD(A) Issue 2 - Aeroplane Flight Simulation Training Devices (May 2018)

AMC5 FSTD(A).300 Guidance on enhanced visual system (EVS) and qualification of full flight simulators (FFSs) ED Decision 2012/010/R (a) Applicability (1) This process applies to all FFSs used to comply with EVS training and checking requirements as detailed in the relevant JOEB or EASA OEB reports for the particular aircraft type. This document represents one means of qualifying an FFS. Use of any other means requires prior approval by the competent authority. (b) Compliance certificate (1) A statement of compliance is required for those FFSs in which EVS hardware is not fitted as original equipment in the aircraft and has therefore been retrofitted to the aircraft and FFS. The statement of compliance should confirm that the added hardware and software have the same functionality as the aircraft equipment. A block diagram showing input and output signal flow as compared to the aircraft should be required. (c) FFS Standards (1) The minimum FFS requirements for qualifying an EVS system in an FFS are as follows: (i) the FFS should be EASA qualified to level C with a daylight visual display or level D; (ii) the EVS FFS hardware and software, including cockpit displays, should function the same or equivalent to that installed in the aircraft; (iii) the instructor operating station (IOS) should include an EVS display of the representative EVS and HUD scene, as seen through the pilot's head-up-display (HUD) combiner glass or the cockpit flight displays; and (iv) a minimum of one airport should be modelled for EVS. That model should have an ILS and a non-precision approach (with VNAV if required by the aircraft flight manual for that type) available. In addition to EVS modelling, the airport model should meet the requirements of CS-FSTD(A). (d) Objective tests (1) The ground and flight tests required for qualification are listed below. Computer-generated simulator test results should be provided for each test. The results should be produced on a multi-channel recorder, line printer, or other appropriate recording device acceptable to the competent authority. Time histories are required unless otherwise indicated. The tests set out in table 1 are required: <table border="1" cellpadding="0" cellspacing="0" width="606"><thead><tr><td valign="top" width="25"><p></p></td><td valign="top" width="158"><p><b>Test</b></p></td><td valign="top" width="156"><p><b>Tolerance</b></p></td><td valign="top" width="143"><p><b>Flight Condition</b></p></td><td valign="top" width="124"><p><b>Comments</b></p></td></tr></thead><tr><td valign="top" width="25"><p>1.</p></td><td valign="top" width="158"><p>HUD attitude vs. simulator attitude indicator (pitch and roll of horizon)</p></td><td valign="top" width="156"><p>Demonstration model</p></td><td valign="top" width="143"></td><td valign="top" width="124"></td></tr><tr><td valign="top" width="25"><p>2.</p></td><td valign="top" width="158"><p>EVS registration test</p></td><td valign="top" width="156"><p>Demonstration model</p></td><td valign="top" width="143"><p>Take-off point and 200' AGL</p></td><td valign="top" width="124"><p>This test validates the visual alignment of the EVS</p></td></tr><tr><td valign="top" width="25"><p>3.</p></td><td valign="top" width="158"><p>EVS RVR and visibility calibration</p></td><td valign="top" width="156"><p>Demonstration model. The scene indicates 350m EVS RVR and correct light intensity</p></td><td valign="top" width="143"><p>IR scene representative of both 1600 m, and 5 km. Visual scene may be removed</p></td><td valign="top" width="124"><p>This test validates the RVR and visibility of the EVS</p></td></tr><tr><td valign="top" width="25"><p>4.</p></td><td valign="top" width="158"><p>Visual, EVS, motion, and cockpit instrument response. Transport delay</p></td><td valign="top" width="156"><p>150 ms or less after control movement, + or -30 ms from visual system, and not before motion response</p></td><td valign="top" width="143"><p>Pitch, roll, yaw</p></td><td valign="top" width="124"><p>One test is required in each axis. </p><p>(Total of 3 tests)</p></td></tr><tr><td valign="top" width="25"><p>5.</p></td><td valign="top" width="158"><p>EVS thermal crossover</p></td><td valign="top" width="156"><p>Demonstration model</p></td><td valign="top" width="143"><p>Day &amp; night</p></td><td valign="top" width="124"></td></tr></table> Note: Because of the camera position vs. the pilot eye position, this should be checked at both 200 ft on final (similar to a visual ground segment) and on the ground at the take-off point. As height above ground reduces (e.g. at take-off position) it is possible to observe the registration issues caused by the parallax. Table 1: Objective tests (e) Subjective tests (1) Test requirements. The ground and flight tests and other checks required for qualification of the EVS system are listed below. They include manoeuvres and procedures to assure that the EVS system functions and performs appropriately for use in pilot training and checking in the manoeuvres and procedures delineated in the relevant JOEB or EASA OEB report. The evaluation should be conducted using daylight, dusk, and night conditions. Daylight is the most difficult to simulate. (i) IOS: Check to ensure that the IOS has preset selections that match the training programme. (ii) Pre-flight: Carry out normal preflight procedures and checks, including warnings and annunciations. (iii) Taxi: (A) Observe parallax caused by camera position. (B) Observe ground hazards especially other aircraft and nearby terrain. (C) Signs may appear as a block (unreadable) due to no temperature variation between the letters and the background. (iii) Take-off: (A) Normal take-off in night VMC conditions. Observe the terrain and surrounding visual scene. (B) Instrument take-off using visual RVR settings of 200m. The EVS RVR should be better than the visual RVR, i.e. 750m+. (iv) In-flight operations: (A) Adjust the scene to VMC and see if the image horizon is conformal with the visual horizon and the combiner horizon. (B) Using a VMC night or dusk scene, select a thunderstorm at a distance of at least 20 nm and see if the imager detects the clouds. (v) Approaches: (A) Normal approach in night VMC conditions. (B) ILS approach. (a) Select the preset that allows the pilot to see the EVS image at approximately 500 ft. This should preset the EVS visibility to approximately 2300m, and the visual RVR to 750m. (b) Fly or reposition the aircraft to 500 ft above ground level (AGL) on the ILS. Freeze position. The pilot flying (PF) should be able to see the image of the runway approach lights. The pilot not flying (PNF) should not be able to see any lights. (Some very slight bleed through of strobes is acceptable, but no steady lights). (c) Continue the approach and freeze position at 200 ft AGL. The PF should be able to see approximately 1 nm down the runway, and the PNF should be able to visually acquire the approach lights and runway end identifier lights (REILs). (d) Continue the approach and landing. Observe the blooming effect of the airport lights. (C) Non-precision approach. (D) Missed approach. Note: Emphasis should be placed on the FFS’s capability to demonstrate that the EVS system is able to display the visual for the pilot to identify the required visual references to descend below the published decision altitude (DA) when conducting instrument approaches with vertical guidance. The EVS should continue to provide glide path and alignment information between DH and touchdown. During landing roll out, visual alignment information should be available to the pilot. (vi) Visual segment and landing: (A) Normal: (a) From non-precision approach. (b) From precision approach. (vii) Abnormal procedures: (A) EVS malfunctions on the ground. (B) EVS malfunctions in the air. (f) Qualification test guide (QTG) (1) The ATO should develop the statement of compliance, accomplish the performance determination and recording, and forward the resulting information to the competent authority. The competent authority should return the package to the ATO with instructions to include the information in the QTG. (2) The FFS should be scheduled for an evaluation in accordance with normal procedures. Use of recurrent evaluation schedules should be used to the maximum extent possible. (3) During the on-site evaluation, the evaluator should ask the ATO to run the performance tests and record the results. The results of these on-site tests should be compared to those results previously approved and placed in the QTG. (4) QTGs for new or upgraded FFSs should contain or reference the information described in 2 through 4 of this AMC as applicable for the FFS.