Approved Simulator

[Ali320]

Hi there :

APPENDIX 1. PERSONAL COMPUTER-BASED AVIATION

TRAINING DEVICE (PCATD) QUALIFICATION GUIDE

This Qualification Guide provides a means for qualifying PCATD's for use as FTD's in part 61 or

approved part 141 instrument training curricula. This Qualification Guide may be used to determine that a

PCATD meets or exceeds minimum acceptable FAA design criteria. PCATD's qualified in accordance

with this AC may be used for instrument training tasks only. They may not be used for testing or checking.

Each Qualification Guide submitted to the FAA for evaluation must state what type airplane or family of

airplanes is being replicated and used as the basis for the following criteria.

PCATD DESIGN CRITERIA

Controls.
A PCATD must provide some physical controls and may provide some virtual controls.

1. Physical controls should be recognizable as to their function and how they can be manipulated

solely from their appearance. Physical controls eliminate the use of either a keyboard or mouse to control

the simulated aircraft.

2. For the purposes of this guide, virtual control is any input device to control aspects of the

simulation (such as setting aircraft configuration, location, and wind) and to program, pause, or freeze the

device. Virtual controls should be primarily for instructor use.

Control Requirements.

1. A physical, self-centering, displacement yoke or control stick that allows continuous adjustment of

pitch and bank.

2. Physical, self-centering rudder pedals that allow continuous adjustment of yaw.

3. A physical throttle lever or power lever that allows continuous movement from idle to full power

settings.

4. Physical controls for the following items, as applicable to the aircraft or family of aircraft

replicated:

a. Flaps

b. Propellers

c. Mixtures

d. Pitch trim

AC 61-126 5/12/97

Page 6 Par 8

e. Communication and navigation radios

f. Clock or timer

g. Gear handle

h. Transponder

i. Altimeter

j. Microphone with push to talk switch

k. Carburetor heat

l. Cowl flaps

5. Control inputs.

a. Time from control input to recognizable system response (transport delay) must be

300 milliseconds or less. This standard must be certified by the manufacturer in the qualification guide

submitted for qualification. Users will not be required to verify this standard when requesting approval of

a PCATD. Normally, FAA inspectors will not be expected to measure or verify this maximum delay time

as a part of the PCATD approval process.

b. The control inputs must be tested by the computer and software at each start and displayed as a

confirmation message or a warning message that the transport delay time or any design parameter is out of

original tolerances. This test must consider the items listed under Display Requirements (see paragraphs 1

through 4 below.)

Display Requirements.

1. Instruments and indicators.

a. An adjustable altimeter with incremental markings each 20 feet or less, operable throughout the

normal operating range of the aircraft or family of aircraft replicated.

b. A heading indicator with incremental markings each 5
o , or less, displayed on a 360o circle. Arc

segments of less than 360
o may be selectively displayed if desired or required, as applicable to the aircraft

or family of aircraft replicated.

c. An airspeed indicator with incremental markings as shown on the aircraft or family of aircraft

replicated; however, airspeed markings of less than 40 knots need not be displayed.

d. A vertical speed indicator with incremental markings each 100 feet per minute (fpm) for both

climb and descent, for the first 1000 fpm of climb and descent, and at each 500 fpm climb and descent for

the remainder of a minimum ± 2000 fpm total display, or as applicable to the aircraft or family of aircraft

being replicated.

5/12/97 AC 61-126

Par 6 Page 7

e. A turn and bank indicator with incremental markings for a rate of 3
o per second turn for left and

right turns. The 3
o per second rate index must be inside of the maximum deflection of the indicator.

f. 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 replicated.

g. An attitude indicator with incremental markings each 5
o of pitch or less, from 20o pitch up to

40
o pitch down or as applicable to the aircraft or family of aircraft replicated. Bank angles must be

identified at “wings level” and at 10, 20, 30, and 60
o of bank (with an optional additional identification at

45
o) in left and right banks.

h. Engine instruments as applicable to the aircraft or family of aircraft being replicated, providing

markings for normal ranges and minimum and maximum limits.

i. A suction gauge or instrument pressure gauge, as applicable, with a display applicable to the

aircraft or family of aircraft replicated.

j. A flap setting indicator which displays the current flap setting. Setting indications must be

typical of that found in an actual aircraft.

k. A pitch trim indicator with a display that shows zero trim and appropriate indices of aircraft

nose down and aircraft nose up trim, as would be found in an aircraft.

l. Communication radio(s) with display(s) of the radio frequency in use.

m. Navigation radio(s), including an ADF and a VOR with ILS indicator (each with an aural

identification feature), and a marker beacon receiver. As applicable, the incremental markings noted below

must be present.

(1) One-half dot or less for course/glide slope deviation (i.e., VOR/ILS).

(2) 5
o or less for bearing deviation for ADF and RMI, as applicable.

n. A clock with sweep second hand and incremental markings each minute and second or a timer

with a display of minutes and seconds.

o. A magnetic compass with incremental markings each 10
o or less. The compass should display

the proper lead or lag during turns.

p. A transponder panel which displays the current transponder setting.

q. A fuel quantity indicator(s) which displays the fuel remaining, either in analog or digital format,

as appropriate for the aircraft or family of aircraft replicated.

2. All instrument displays listed above must be visible during all flight operations. The update rate of

all displays must provide an image of the instrument that:

a. Does not appear to be out of focus.

AC 61-126 5/12/97

Page 8 Par 8

b. Does not appear to “jump” or “step” to a distracting degree during operation.

c. Does not appear with distracting jagged lines or edges.

3. Display update must be 10 Hz or faster. Each display must sense a change and react at a value less

than the stated. 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:

a. Airspeed indicator: Change of 5 knots.

b. Attitude indicator: Change of 2
o in pitch and bank.

c. Altimeter: Change of 10 feet.

d. Turn and bank: Change of 1/4 standard rate turn.

e. Heading indicator: Change of 2
o.

f. VSI: Change of 100 fpm.

g. Tachometer: Change of 25 rpm or 2% of turbine speed.

h. VOR/ILS: Change of 1
o for VOR or 1/4 of 1o for ILS.

i. ADF: Change of 2
o.

j. 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.

Flight Dynamics Requirements.

1. Flight dynamics of the PCATD must be comparable to the way the training aircraft represented

performs and handles. There is no requirement for a PCATD 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 (maximum speed, cruise speed, stall speed, maximum climb rate)

must be comparable to the aircraft or family of aircraft being replicated.

3. Aircraft vertical lift component must change as a function of bank, comparable to the way the

aircraft or family of aircraft being replicated performs and handles.

4. Changes in flap setting, slat setting (if any), and gear position (if any) must be accompanied by

changes in flight dynamics, comparable to the way the aircraft or family of aircraft replicated performs and

handles.

5/12/97 AC 61-126

Par 6 Page 9

5. The presence and intensity of wind and turbulence must be reflected in the handling and

performance qualities of the simulated aircraft and must be comparable to the way the aircraft or family of

aircraft replicated performs and handles.

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 will begin with the aircraft already 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:

a. Aircraft geographic location

b. Aircraft heading

c. Aircraft airspeed

d. Aircraft altitude

e. Engine power

f. Wind direction, speed, and turbulence

3. The system must be capable of recording both a horizontal and vertical track of aircraft movement

for later playback and review.

4. The instructor must be able to disable any of the instruments prior to the beginning of a training

session, and to simulate failure of any of the instruments during a training session without stopping or

freezing the simulation to effect the failure.

5. The PCATD must have at least a navigational area data base 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 in 14 CFR part 97.

Task Requirements List.

A PCATD having the features specified above will be qualified for use in procedural training in the

instrument flight tasks listed below. These instrument tasks must be incorporated in an integrated ground

and flight instrument training curriculum:

1. Flight by Reference to Instruments

a. Straight and level flight

b. Change of airspeed

AC 61-126 5/12/97

Page 10 Par 8

c. Constant airspeed climbs

d. Constant rate climbs

e. Constant airspeed descents

f. Constant rate descents

g. Level turns, including standard rate turns

h. Climbing turns

i. Descending turns

j. Steep turns

2. Abnormal and Emergency Procedures

a. Timed turns

b. Compass turns

c. Instrument failures

d. Procedures for turbulence

3. Radio Navigation Procedures

a. VOR navigation

b. NDB navigation

c. Localizer & ILS navigation

d. VOR holding pattern

e. NDB holding pattern

f. Localizer holding pattern

g. Intersection holding pattern

h. Use of RNAV, including GPS

I. Use of DME

4. Instrument Approach Procedures

a. Precision approaches

5/12/97 AC 61-126

Par 6 Page 11

b. Nonprecision approaches

c. ILS back course approach

d. Missed approach

5. Communications Procedures

a. Air traffic control clearances

i. Departure clearances

ii. Enroute clearances

iii. Arrival clearances

b. Radio advisories and warnings

i. ATIS and CTAF

ii. SIGMETS, AIRMETS, NOTAMS, FSS communications, and flight plan changes

6. Cross-country Procedures

a. Departure

b. Enroute

c. Arrival

[Ali320]

APPENDIX 1. PERSONAL COMPUTER-BASED AVIATION
TRAINING DEVICE (PCATD) QUALIFICATION GUIDE
This Qualification Guide provides a means for qualifying PCATD's for use as FTD's in part 61 or
approved part 141 instrument training curricula. This Qualification Guide may be used to determine that a
PCATD meets or exceeds minimum acceptable FAA design criteria. PCATD's qualified in accordance
with this AC may be used for instrument training tasks only. They may not be used for testing or checking.
Each Qualification Guide submitted to the FAA for evaluation must state what type airplane or family of
airplanes is being replicated and used as the basis for the following criteria.
PCATD DESIGN CRITERIA
Controls.
A PCATD must provide some physical controls and may provide some virtual controls.
1. Physical controls should be recognizable as to their function and how they can be manipulated
solely from their appearance. Physical controls eliminate the use of either a keyboard or mouse to control
the simulated aircraft.
2. For the purposes of this guide, virtual control is any input device to control aspects of the
simulation (such as setting aircraft configuration, location, and wind) and to program, pause, or freeze the
device. Virtual controls should be primarily for instructor use.
Control Requirements.
1. A physical, self-centering, displacement yoke or control stick that allows continuous adjustment of
pitch and bank.
2. Physical, self-centering rudder pedals that allow continuous adjustment of yaw.
3. A physical throttle lever or power lever that allows continuous movement from idle to full power
settings.
4. Physical controls for the following items, as applicable to the aircraft or family of aircraft
replicated:
a. Flaps
b. Propellers
c. Mixtures
d. Pitch trim
AC 61-126 5/12/97
Page 6 Par 8
e. Communication and navigation radios
f. Clock or timer
g. Gear handle
h. Transponder
i. Altimeter
j. Microphone with push to talk switch
k. Carburetor heat
l. Cowl flaps
5. Control inputs.
a. Time from control input to recognizable system response (transport delay) must be
300 milliseconds or less. This standard must be certified by the manufacturer in the qualification guide
submitted for qualification. Users will not be required to verify this standard when requesting approval of
a PCATD. Normally, FAA inspectors will not be expected to measure or verify this maximum delay time
as a part of the PCATD approval process.
b. The control inputs must be tested by the computer and software at each start and displayed as a
confirmation message or a warning message that the transport delay time or any design parameter is out of
original tolerances. This test must consider the items listed under Display Requirements (see paragraphs 1
through 4 below.)
Display Requirements.
1. Instruments and indicators.
a. An adjustable altimeter with incremental markings each 20 feet or less, operable throughout the
normal operating range of the aircraft or family of aircraft replicated.
b. A heading indicator with incremental markings each 5
o , or less, displayed on a 360o circle. Arc
segments of less than 360
o may be selectively displayed if desired or required, as applicable to the aircraft
or family of aircraft replicated.
c. An airspeed indicator with incremental markings as shown on the aircraft or family of aircraft
replicated; however, airspeed markings of less than 40 knots need not be displayed.
d. A vertical speed indicator with incremental markings each 100 feet per minute (fpm) for both
climb and descent, for the first 1000 fpm of climb and descent, and at each 500 fpm climb and descent for
the remainder of a minimum ± 2000 fpm total display, or as applicable to the aircraft or family of aircraft
being replicated.
5/12/97 AC 61-126
Par 6 Page 7
e. A turn and bank indicator with incremental markings for a rate of 3
o per second turn for left and
right turns. The 3
o per second rate index must be inside of the maximum deflection of the indicator.
f. 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 replicated.
g. An attitude indicator with incremental markings each 5
o of pitch or less, from 20o pitch up to
40
o pitch down or as applicable to the aircraft or family of aircraft replicated. Bank angles must be
identified at “wings level” and at 10, 20, 30, and 60
o of bank (with an optional additional identification at
45
o) in left and right banks.
h. Engine instruments as applicable to the aircraft or family of aircraft being replicated, providing
markings for normal ranges and minimum and maximum limits.
i. A suction gauge or instrument pressure gauge, as applicable, with a display applicable to the
aircraft or family of aircraft replicated.
j. A flap setting indicator which displays the current flap setting. Setting indications must be
typical of that found in an actual aircraft.
k. A pitch trim indicator with a display that shows zero trim and appropriate indices of aircraft
nose down and aircraft nose up trim, as would be found in an aircraft.
l. Communication radio(s) with display(s) of the radio frequency in use.
m. Navigation radio(s), including an ADF and a VOR with ILS indicator (each with an aural
identification feature), and a marker beacon receiver. As applicable, the incremental markings noted below
must be present.
(1) One-half dot or less for course/glide slope deviation (i.e., VOR/ILS).
(2) 5
o or less for bearing deviation for ADF and RMI, as applicable.
n. A clock with sweep second hand and incremental markings each minute and second or a timer
with a display of minutes and seconds.
o. A magnetic compass with incremental markings each 10
o or less. The compass should display
the proper lead or lag during turns.
p. A transponder panel which displays the current transponder setting.
q. A fuel quantity indicator(s) which displays the fuel remaining, either in analog or digital format,
as appropriate for the aircraft or family of aircraft replicated.
2. All instrument displays listed above must be visible during all flight operations. The update rate of
all displays must provide an image of the instrument that:
a. Does not appear to be out of focus.
AC 61-126 5/12/97
Page 8 Par 8
b. Does not appear to “jump” or “step” to a distracting degree during operation.
c. Does not appear with distracting jagged lines or edges.
3. Display update must be 10 Hz or faster. Each display must sense a change and react at a value less
than the stated. 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:
a. Airspeed indicator: Change of 5 knots.
b. Attitude indicator: Change of 2
o in pitch and bank.
c. Altimeter: Change of 10 feet.
d. Turn and bank: Change of 1/4 standard rate turn.
e. Heading indicator: Change of 2
o.
f. VSI: Change of 100 fpm.
g. Tachometer: Change of 25 rpm or 2% of turbine speed.
h. VOR/ILS: Change of 1
o for VOR or 1/4 of 1o for ILS.
i. ADF: Change of 2
o.
j. 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.
Flight Dynamics Requirements.
1. Flight dynamics of the PCATD must be comparable to the way the training aircraft represented
performs and handles. There is no requirement for a PCATD 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 (maximum speed, cruise speed, stall speed, maximum climb rate)
must be comparable to the aircraft or family of aircraft being replicated.
3. Aircraft vertical lift component must change as a function of bank, comparable to the way the
aircraft or family of aircraft being replicated performs and handles.
4. Changes in flap setting, slat setting (if any), and gear position (if any) must be accompanied by
changes in flight dynamics, comparable to the way the aircraft or family of aircraft replicated performs and
handles.
5/12/97 AC 61-126
Par 6 Page 9
5. The presence and intensity of wind and turbulence must be reflected in the handling and
performance qualities of the simulated aircraft and must be comparable to the way the aircraft or family of
aircraft replicated performs and handles.
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 will begin with the aircraft already 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:
a. Aircraft geographic location
b. Aircraft heading
c. Aircraft airspeed
d. Aircraft altitude
e. Engine power
f. Wind direction, speed, and turbulence
3. The system must be capable of recording both a horizontal and vertical track of aircraft movement
for later playback and review.
4. The instructor must be able to disable any of the instruments prior to the beginning of a training
session, and to simulate failure of any of the instruments during a training session without stopping or
freezing the simulation to effect the failure.
5. The PCATD must have at least a navigational area data base 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 in 14 CFR part 97.
Task Requirements List.
A PCATD having the features specified above will be qualified for use in procedural training in the
instrument flight tasks listed below. These instrument tasks must be incorporated in an integrated ground
and flight instrument training curriculum:
1. Flight by Reference to Instruments
a. Straight and level flight
b. Change of airspeed
AC 61-126 5/12/97
Page 10 Par 8
c. Constant airspeed climbs
d. Constant rate climbs
e. Constant airspeed descents
f. Constant rate descents
g. Level turns, including standard rate turns
h. Climbing turns
i. Descending turns
j. Steep turns
2. Abnormal and Emergency Procedures
a. Timed turns
b. Compass turns
c. Instrument failures
d. Procedures for turbulence
3. Radio Navigation Procedures
a. VOR navigation
b. NDB navigation
c. Localizer & ILS navigation
d. VOR holding pattern
e. NDB holding pattern
f. Localizer holding pattern
g. Intersection holding pattern
h. Use of RNAV, including GPS
I. Use of DME
4. Instrument Approach Procedures
a. Precision approaches
5/12/97 AC 61-126
Par 6 Page 11
b. Nonprecision approaches
c. ILS back course approach
d. Missed approach
5. Communications Procedures
a. Air traffic control clearances
i. Departure clearances
ii. Enroute clearances
iii. Arrival clearances
b. Radio advisories and warnings
i. ATIS and CTAF
ii. SIGMETS, AIRMETS, NOTAMS, FSS communications, and flight plan changes
6. Cross-country Procedures
a. Departure
b. Enroute
c. Arrival

[geneb]

The two previous replies are spam. He's got ebay links embedded in some of the text.

g.

[Ali320]

Geneb Apparently u are dreaming !!!
Where did you find the ebay links embedded in the text ?!!!

[geneb]

There's one here: "1. A physical, self-centering, displacement yoke or control stick that allows continuous adjustment of" (link is "control stick")

here: "k. Carburetor heat" (link is "Carburetor")

here: "d. A vertical speed indicator with incremental markings each 100 feet per minute (fpm) for both" (link is "vertical speed indicator")

There are others. Look for the light blue text.

g.

[Avro748]

Sometimes links are automatically added to posts. It's happened to me before. If it was something much more specific that would benefit Ali320, then it would probably be spam.

[geneb]

If that's happening then it needs to be disabled, like YESTERDAY. That kind of crap is just unconscionable.

g.

[Avro748]

I think it's an ad thing, so MyCockpit actually can stay alive.

[geneb]

It's sneaky and underhanded is what it is.

g.

[Ali320]

In my side can't see any links !
the problem should be somewhere else, in your browser maybe