Appendix 7 to AMC1 FSTD(H).300 Applicability of CS-FSTD amendments to FSTD data packages for existing aircraft

• ED Decision 2012/011/R found in: CS-FSTD(H) Initial issue - Helicopter Flight Simulation Training Devices (Jun 2012)

Appendix 7 to AMC1 FSTD(H).300 Applicability of CS-FSTD amendments to FSTD data packages for existing aircraft Decision 2012/011/R Except where specifically indicated, otherwise within [AMC1 FSTD(H).300](#_DxCrossRefBm1778671996) paragraph (b)(3), validation data for QTG objective tests are expected to be derived from helicopter flight testing. Ideally, data packages for all new FSTD should fully comply with the current standards for qualifying FSTDs. For types of helicopters first entering into service after the publication of a new amendment of CS‑FSTD(H), the provision of acceptable data to support the FSTD qualification process is a matter of planning and regulatory agreement. For helicopters certificated prior to the release of the current amendment of CS-FSTD(H), it may not always be possible to provide the required data for any new or revised objective test cases compared to the previous amendments. After certification, manufacturers do not normally keep flight test aircraft available with the required instrumentation to gather additional data. In the case of flight test data gathered by independent data providers, it is most unlikely that the test aircraft will still be available. Notwithstanding the above discussion, except where other types of data are already acceptable (see, for example, [AMC6](#_DxCrossRefBm1778672005) and [AMC7 FSTD(H).300](#_DxCrossRefBm1778672006)), the preferred source of validation data is flight test. It is expected that best endeavours will be made by data suppliers to provide the required flight test data. If any flight test data exist (flown during the certification or any other flight test campaigns) that addresses the requirement, these test data should be provided. If any possibility exists to do this flight test during the occasion of a new flight test campaign, this should be done and provided in the data package at the next issue. Where these flight test data are genuinely not available, alternative sources of data may be acceptable using the following hierarchy of preferences: first: flight test at an alternate but near equivalent condition/configuration; second: data from an audited engineering simulation as defined in [AMC1 FSTD(H).200](#_DxCrossRefBm1778671991) paragraph (a)(1) from an acceptable source (for example meets the guidelines laid out in [AMC6 FSTD(H).300](#_DxCrossRefBm1778672005) paragraph (b)), or as used for aircraft certification; third: aircraft performance data as defined in [AMC1 FSTD(H).200](#_DxCrossRefBm1778671991) paragraph (a)(1) or other approved published sources (e.g., Production flight test schedule) for the following tests: (i) 1d hover performance (IGE, OGE); and (ii) 1g climb performance (AEO, OEI); fourth: where no other data is available then, in exceptional circumstances only, the following sources may be acceptable subject to a case-by-case review with the competent authorities concerned taking into consideration the level of qualification sought for the FSTD: (i) unpublished but acceptable sources e.g., calculations, simulations, video or other simple means of flight test analysis or recording; or (ii) footprint test data from the actual training FSTD requiring qualification validated by competent authority appointed pilot subjective assessment. In certain cases, it may make good engineering sense to provide more than one test to support a particular objective test requirement. For helicopters certified prior to the date of issue of an amendment, an operator may, after reasonable attempts have failed to obtain suitable flight test data, indicate in the MQTG where flight test data are unavailable or unsuitable for a specific test. For each case, where the preferred data are not available, a rationale should be provided laying out the reasons for the non-compliance and justifying the alternate data and or test(s). These rationales should be clearly recorded within the validation data road map (VDR) in accordance with and as defined in [Appendix 2 to AMC1 FSTD(H).300](#_DxCrossRefBm1778671998). It should be recognised that there may come a time when there are so little compatible flight test data available that new flight test data may be required.