Appendix 2 APPENDIX 2. BASIC AVIATION TRAINING DEVICE (BATD) REQUIREMENTS
1. PURPOSE. This appendix describes how the Federal Aviation Administration (FAA) will evaluate a BATD for approval and authorized use. A BATD incorporating specific design criteria will be evaluated for approval as a BATD on the basis of meeting or exceeding the criteria outlined in this appendix.
2. AUTHORIZED USE. Except for specific aircraft type training and testing, a BATD may be approved and authorized for use in accomplishing certain required tasks, maneuvers, or procedures as applicable under Title 14 of the Code of Federal Regulations (14 CFR) parts 61 and 141. The FAA will specify the allowable credit in the BATD LOA for private pilot, instrument rating, and instrument recency of experience.
NOTE: The flight experience allowance for the use of a BATD and the flight experience allowance for an advanced aviation training device (AATD), a flight training device (FTD), or a full flight simulator (FFS) towards obtaining an instrument rating may be combined. However, that combination may not exceed that allowed under part 61, § 61.65 and may not exceed that allowed under part 141 appendix C, paragraph 4(b)(4) (50 percent maximum) of the required training.
NOTE: Part 141 certificated pilot schools must obtain a specific authorization for the use of the BATD as part of that pilot school’s approved training course outline (TCO). This authorization must come from the FAA Flight Standards District Office (FSDO) assigned to that pilot school.
3. BATD DESIGN CRITERIA. The Qualification and Approval Guide (QAG) is the initial means for determining whether a BATD is acceptable for use in part 61 pilot training or approved part 141 pilot school training curricula. The QAG will be used to determine that a BATD meets or exceeds minimum FAA design criteria outlined in this appendix. A BATD found acceptable for use will typically be limited to training procedural tasks only. However, they may also be used to meet instrument experience requirements when specifically authorized.
Each QAG submitted to the FAA for evaluation must state the make and model of aircraft or family of aircraft being represented and used as the basis for the following criteria:
a. Controls. A BATD must provide certain physical controls and may provide some virtual controls.
(1) Physical flight and aircraft system controls should be recognizable as to their function and how they are to be manipulated solely from their appearance. Physical flight and aircraft system controls eliminate the use of interfaces such as a keyboard, mouse, or gaming joystick to control the represented aircraft model in simulated flight.
(2) For the purpose of this advisory circular (AC), virtual control is any input device to control aspects of the simulation (such as setting aircraft configuration, location, and weather) and to program, pause, or freeze the device.
Appendix 2
(3) Except for setup and/or fault mode entry, neither the keyboard nor the mouse may be used to set or position any feature of the BATD in the represented aircraft for the maneuvers or flight training to be accomplished. See the control requirements listed below for necessary equipment as applicable to the aircraft model represented. The pilot must operate the additional equipment needed in order to accomplish a training procedure as listed in this appendix in the same manner in which it would be operated in the actual aircraft. This would include the landing gear, wing flaps, cowl flaps, and carburetor heat, mixture, propeller, and throttle controls.
(4) The physical arrangement, appearance, and operation of controls, instruments, and switches required by this appendix should closely model the aircraft in the family of aircraft represented. Manufacturers are expected to recreate the appearance, arrangement, operation, and function of realistically placed physical switches and other required controls representative of an aircraft instrument panel that includes at least the following:
• Master/battery;
• Magnetos for each engine (as applicable);
• Alternators or generators for each engine;
• Auxiliary power unit (APU) (if applicable);
• Fuel boost pumps/prime boost pumps for each engine;
• Avionics master;
• Pitot heat; and
• Rotating beacon/strobe, navigation, taxi, and landing lights.
(5) When an FAA-approved BATD is in use, only the software package evaluated and approved by the FAA may be loaded for use on that system to avoid negative impact on available system resources.
b. Control Requirements. Physical flight and aircraft system controls must be provided as follows:
(1) Airplane.
(a) A self-centering displacement yoke or control stick that allows continuous adjustment of pitch and bank.
(b) Self-centering rudder pedals that allow continuous adjustment of yaw and corresponding reaction in heading and roll.
(c) Throttle or power control(s) that allows continuous movement from idle to full-power settings and corresponding changes in pitch and yaw, as applicable.
(d) Mixture/condition, propeller, and throttle/power control(s) as applicable to the aircraft or family of aircraft represented.
(e) Controls for the following items, as applicable to the category and class of aircraft represented:
Appendix 2
• Wing flaps,
• Pitch trim,
• Communication and navigation radios,
• Clock or timer,
• Gear handle (if applicable),
• Transponder,
• Altimeter,
• Carburetor heat (if applicable), and
• Cowl flaps (if applicable).
(2) Helicopter.
(a) A cyclic control stick that tilts the main rotor disk by changing the pitch angle of the rotor blades in their cycle of rotation.
(b) A collective pitch control that changes the pitch angle of all main rotor blades simultaneously.
(c) Throttle/power control that allows continuous movement from idle to full power settings and which controls engine (rotor) revolutions per minute (rpm).
(d) Anti-torque pedals used to control the pitch of the tail rotor that allows continuous adjustment of the helicopter heading.
(e) Mixture/condition control applicable to the helicopter or family of helicopter represented.
(f) Controls for the following items, as applicable to the helicopter or family of helicopters represented:
• Communication and navigation radios,
• Clock or timer,
• Transponder,
• Altimeter, and
• Carburetor heat (if applicable).
c. Control Inputs: Airplane and Helicopter.
(1) Time from control input to recognizable system response must be without delay
(i.e., not appear to lag in any way). The manufacturer listed in the qualification and approval guide submitted for FAA approval must verify this performance and capability.
(2) The control inputs must be tested by the computer and software at each startup and displayed as a confirmation message or a warning message that the transport delay time or any design parameter is out of original tolerances. It should not be possible to continue the training session unless the problem is resolved and all components are functioning properly. This test should consider the items listed under “Display Requirements” in subparagraph 3d below.
Appendix 2
d. Display Requirements.
(1) Instruments and indicators replicated and properly located as appropriate to the aircraft represented:
(a) Flight instruments in a standard configuration representing the traditional “round” flight instruments. An electronic primary flight display (PFD) with reversionary and backup flight instruments will also be acceptable.
(b) A sensitive altimeter with incremental markings each 20 feet or less, operable throughout the normal operating range of the aircraft or family of aircraft represented.
(c) A magnetic direction indicator.
(d) A heading indicator with incremental markings each 5 degrees or less, displayed on a 360 degree circle. Arc segments of less than 360 degrees may be selectively displayed if desired or required, as applicable to the aircraft or family of aircraft represented.
(e) An airspeed indicator with incremental markings as shown on the aircraft or family of aircraft represented; airspeed markings of less than 40 knots need not be displayed.
(f) A vertical speed indicator with incremental markings each 100 fpm for both climb and descent, for the first 1,000 feet per minute (fpm) of climb and descent, and at each 500 fpm climb and descent for the remainder of a minimum ±2,000 fpm total display, or as applicable to the aircraft or family of aircraft being represented.
(g) A gyroscopic rate-of-turn indicator or equivalent with appropriate markings for a rate of 3 degrees per second turn for left and right turns. If a turn and bank indicator is used, the 3 degrees per second rate index must be inside of the maximum deflection of the indicator.
(h) A slip and skid indicator with coordination information displayed in the conventional skid ball format where a coordinated flight condition is indicated with the ball in the center position. A split image triangle indication may be used if applicable to the aircraft or family of aircraft being represented.
(i) An attitude indicator with incremental markings each 5 degrees of pitch or less, from 20 degree pitch up to 40 degree pitch down or as applicable to the aircraft or family of aircraft represented. Bank angles must be identified at “wings level” and at 10, 20, 30, and 60 degrees of bank (with an optional additional identification at 45 degrees) in left and right banks.
(j) Engine instruments as applicable to the aircraft or family of aircraft being represented, providing markings for normal ranges and minimum and maximum limits.
(k) A suction gauge or instrument pressure gauge with a display applicable to the aircraft represented.
Appendix 2
(l) A flap setting indicator that displays the current flap setting. Setting indications should be typical of that found in an actual aircraft.
(m) A pitch trim indicator with a display that shows zero trim and appropriate indices of airplane nose down and airplane nose up trim, as would be found in an aircraft.
(n) Communication radio(s) with display(s) of the radio frequency in use.
(o) Navigation radio(s) capable of replicating both precision and nonprecision instruments, including approach procedures (each with an aural identification feature), and a marker beacon receiver. For example, an instrument landing system (ILS), non-directional radio beacon (NDB), Global Positioning System (GPS), Localizer (LOC) or Very high frequency Omnidirectional Range (VOR). Graduated markings as indicated below must be present on each course deviation indicator (CDI) as applicable. The marking should include:
• One-half dot or less for course/glideslope (GS) deviation (i.e., VOR, LOC, or ILS), and
• Five degrees or less for bearing deviation for automatic direction finder (ADF) and radio magnetic indicator (RMI), as applicable.
(p) A clock with incremental markings for each minute and second, or a timer with a display of minutes and seconds.
(q) A transponder that displays the current transponder setting.
(r) A fuel quantity indicator(s) that displays the fuel remaining, either in analog or digital format, appropriate for the aircraft or family of aircraft represented.
NOTE: The minimum instrument and equipment requirements specified under 14 CFR part 91, § 91.205 for day visual flights rules (VFR) and instrument flight rules (IFR) must be functional during the training session.
(2) All instrument displays listed above must be visible during all flight operations.
Allowances can be made for multifunction electronic displays that may not display all instruments simultaneously. The update rate of all displays must provide an image of the instrument that:
(a) Does not appear to be out of focus or illegible.
(b) Does not appear to “jump” or “step” to a distracting degree during operation.
(c) Does not appear with distracting jagged lines or edges.
(d) Does not appear to lag relative to the action and use of the flight controls.
(3) Control inputs should be reflected by the flight instruments in real time and without a perceived delay in action. Display updates must display all changes (within the total range of the replicated instrument) that are equal to or greater than the values stated below:
Appendix 2
(a) Airspeed indicator: change of 5 knots.
(b) Attitude indicator: change of 2 degrees in pitch and bank.
(c) Altimeter: change of 10 feet.
(d) Turn and bank: change of ¼ standard rate turn.
(e) Heading indicator: change of 2 degrees.
(f) Vertical speed indicator (VSI): change of 100 fpm.
(g) Tachometer: change of 25 rpm or 2 percent of turbine speed.
(h) VOR/ILS: change of 1 degree for VOR or ¼ of 1 degree for ILS.
(i) ADF: change of 2 degrees.
(j) GPS: change as appropriate for the model of GPS based navigator represented.
(k) Clock or timer: change of 1 second.
(4) Displays must reflect dynamic behavior of an actual aircraft display (e.g., a VSI reading of 500 fpm must reflect a corresponding movement in altimeter and an increase in power must reflect an increase in the rpm indication or power indicator.)
e. Flight Dynamics Requirements.
(1) Flight dynamics of the ATD should be comparable to the way the represented training aircraft performs and handles. However, there is no requirement for an ATD to have control loading to exactly replicate any particular aircraft. An air data-handling package is not required for determination of forces to simulate during the manufacturing process.
(2) Aircraft performance parameters (such as maximum speed, cruise speed, stall speed, maximum climb rate, and hovering/sideward/forward/rearward flight) should be comparable to the aircraft or family of aircraft being represented. A performance table will need to be included in the QAG for each aircraft configuration for sea level and 5,000 feet.
Appendix 2 TABLE 1. SAMPLE PERFORMANCE TABLE FOR SEA LEVEL Sample Max. T/O Weight Max. Speed (VNE) Cruise Speed Stall Speed Max Climb Rate Cessna 172S Skyhawk 2550 lbs. 163 KIAS 100 KIAS @ 2400 rpm 44 KIAS (Flaps 30, power off) 480 fpm @ 73 KIAS Piper PA-28R Arrow 2650 lbs. 183 KIAS 139 TAS @ 75% (2400 rpm, 24.4 MAP) 50 KIAS (Flaps 40, power off) 795 fpm @ 87 KIAS Bell 206 3200 lbs. 130 KIAS 122 KIAS @ 75% N/A 750 fpm NOTE: Include a center of gravity range (CG) chart allowed for the make and model.
NOTE: Use standard atmosphere and gross weight conditions for these performance speeds.
(3) Aircraft vertical lift component must change as a function of bank comparable to the way the aircraft or family of aircraft being represented performs and handles.
(4) Changes in flap setting, slat setting, gear position, collective control, or cyclic control must be accompanied by changes in flight dynamics comparable to the way the aircraft or family of aircraft represented performs and handles.
(5) The presence and intensity of wind and turbulence must be reflected in the handling and performance qualities of the simulated aircraft and should be comparable to the way the aircraft or family of aircraft represented performs and handles.
f. Instructional Management Requirements.
(1) The instructor must be able to pause the system at any point for the purpose of administering instruction regarding the task.
(2) If a training session begins with the “aircraft in the air” and ready for the performance of a particular procedural task, the instructor must be able to manipulate the following system parameters independently of the simulation:
• Aircraft geographic location,
• Aircraft heading,
• Aircraft airspeed,
• Aircraft altitude, and
• Wind direction, speed, and turbulence.
(3) The system must be capable of recording both a horizontal and vertical track of aircraft movement during the entire training session for later playback and review.
Appendix 2
(4) The instructor must be able to disable any of the instruments prior to or during a training session and be able to simulate failure of any of the instruments without stopping or freezing the simulation to affect the failure.
(5) The ATD must have at least a navigational area database that is local to the training facility to allow reinforcement of procedures learned during actual flight in that area. All navigational data must be based on procedures as published per 14 CFR part 97.
Appendix 3 APPENDIX 3. ADVANCED AVIATION TRAINING DEVICE (AATD)
REQUIREMENTS
1. PURPOSE. This appendix describes how the Federal Aviation Administration (FAA) will evaluate an AATD for approval and authorized use. A basic aviation training device (BATD) incorporating the additional specific advanced design simulation criteria will be evaluated for approval as an AATD on the basis of meeting or exceeding the additional criteria outlined in this appendix.
2. AUTHORIZED USE. Except for specific aircraft type training and testing, an AATD may be approved and authorized for use in accomplishing certain required tasks, maneuvers, or procedures as applicable under Title 14 of the Code of Federal Regulations (14 CFR) parts 61 and 141. The FAA will specify the allowable credit in the AATD LOA for private pilot, instrument rating, instrument recency of experience, instrument proficiency check, commercial pilot, and airline transport pilot (ATP).
NOTE: The flight experience allowance for the use of an AATD and the flight experience allowance for a flight training device (FTD) or a flight simulator towards obtaining an instrument rating may be combined.
However, that combination may not exceed that allowed under part 61, § 61.65 and may not exceed that allowed under part 141 appendix C, paragraph 4(b)(4) (50 percent maximum) of the required training.
NOTE: A part 141 certificated pilot school must obtain a specific authorization for the use of the ATD as part of that pilot school’s approved training course outline (TCO). This authorization must come from the FAA Flight Standards District Office (FSDO) assigned to that pilot school.
3. AATD DESIGN CRITERIA. Devices presented for approval as an AATD must first meet or exceed the requirements for BATD approval criteria contained in Appendix 2. An AATD must display sufficient aircraft cockpit design, ergonomic features, and performance characteristics beyond that of the BATD approval criteria to qualify for the authorized uses appropriate for the AATD simulation devices. Since it is highly desirable for the pilot to be mentally immersed in a realistic aircraft cockpit when using an AATD, design features must significantly exceed those of a BATD cockpit layout.
a. An AATD must include the following features and components:
(1) A realistic shrouded (enclosed) or unshrouded (open) cockpit design and instrument panel arrangement representing a specific model aircraft cockpit.
(2) Cockpit knobs, system controls, switches, and/or switch panels in realistic sizes and design appropriate to each intended functions, in the proper position and distance from the pilot’s seated position, and representative of the category and class of aircraft being represented.
(3) Primary flight and navigation instruments appropriately sized and properly arranged that exhibit neither stepping nor excessive transport delay.
Appendix 3
(4) Digital avionics panel.
(5) Global Positioning System (GPS) navigator with moving map display.
(6) Two-axis autopilot, and, as appropriate, a flight director (FD). This is not required for an ATD representing a helicopter.
(7) Pitch trim (manual or electric pitch trim) permitting indicator movement either electrically or analog in an acceptable trim ratio.
(8) An independent visual system, panel, or screen that provides realistic cues in both day and night visual flight rules (VFR) and instrument flight rules (IFR) meteorological conditions to enhance a pilot’s visual orientation in the vicinity of an airport including:
• Adjustable visibility parameters; and
• Adjustable ceiling parameters.
(9) A pilot seat appropriate to the aircraft configuration.
(10) Rudder pedals secured to the cockpit floor structure, or that can be physically secured to the floor beneath the device in proper relation to cockpit orientation.
(11) Push-to-talk switch on the control yoke.
(12) A separate instructor station to permit effective interaction without interrupting the flight in overseeing the pilot’s horizontal and vertical flight profiles in real time and space. This must include the ability to:
(a) Oversee tracks along airways, holding entries and patterns, and Localizer (LOC) and glideslope (GS) alignment/deviation (or other approaches with a horizontal and vertical track).
(b) Function as air traffic control (ATC) in providing vectors, etc., change in weather conditions, ceilings, visibilities, wind speed and direction, light/moderate/severe turbulence, and icing conditions.
(c) Invoke failures in navigation and instruments, radio receivers, landing gear and flaps, engine power (partial and total), and other aircraft systems (pitot, electric, static, etc.) by using either a keyboard or mouse.
(13) Capable of simulating all of the emergency procedures for which a checklist is prescribed in the aircraft pilot’s operating handbook (POH) or flight manual.
b. The following features and components are not required for the FAA’s approval of an AATD, but are encouraged:
(1) Automated ATC communications, scenario-based training, or line-oriented type training in which the instructor can evaluate pilot performance without having to act as ATC;
Appendix 3 Page 3 (and 4)
(2) Motion capability with simulated bank, yaw, and pitch ques;
(3) Loss of performance and aerodynamic changes from ice accretion; and
(4) Realistic aircraft engine sound appropriate to the aircraft configuration, power settings, and speed.
(5) A magnetic compass with incremental markings each 5 degrees, that displays the proper lead or lag during turns, and displays incremental markings typical of that shown in the aircraft.