Redbird CJ1+ Amended Qualification and Approval Guide

This includes any optional airplane configurations with quality color pictures and diagrams. This QAG is provided by Redbird Flight Simulations, Inc. to clearly describe and verify the required functionality of this aviation training device platform confirming its suitability for airman training and experience. The information as described in advisory circular AC 61-136, FAA Approval of Aviation Training Devices (ATD) and Their Use for Training and Experience is provided within this document. This includes listing all of the required qualifying items, functions, and capabilities. A valid FAA Letter of Authorization (LOA) specifying the credit allowances must accompany the training device when utilized for satisfying airman training or experience requirements specified in 14 CFR §61 or 141. Additionally, FAA Order 8900.1 Volume 11 Chapter 10 Section 1 provides guidance to aviation safety inspectors facilitating ATD evaluations, approvals and oversite. Redbird Flight Simulations, Inc. will provide a detailed Operations Manual with each aviation training device model produced. This will include how to properly start, operate, and shut down the trainer. This must include how to operate and maintain the trainer as originally designed and tested. Redbird Flight Simulations, Inc. will ensure that the operator of this training device is familiar and proficient with all the features and capabilities of this trainer, and how to correct any malfunctions that may occur. The operator of this aviation training device is expected to become proficient in it operation before using it to satisfy any pilot experience requirements specified in the code of federal regulations. This includes maintaining its condition and functionally. This ATD must be maintained to its original performance and functionality, as demonstrated during the original FAA functional evaluation. This trainer cannot be used to log pilot time unless all the components of the trainer are in normal working order. Only the airplane configurations approved for this model can be utilized when satisfying FAA experience or training requirements. Any additions, changes, or modifications to this model, or the associated configurations, must be evaluated and approved in writing by the General Aviation and Commercial Division. This does not prohibit software updates that do not otherwise change the appearance of the systems operation. Operators who use these trainers to satisfy FAA pilot training or experience requirements specified in part 61 or 141 are obligated to allow FAA inspection ensuring acceptable function and compliance. Any questions concerning FAA approval or use of ATDs should be directed to the General Aviation and Commercial Division. Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 6 SECTION 2: AVIATION TRAINING DEVICE (ATD) DESCRIPTION AND PICTURES The Redbird model CJ1+ is based on the dimensions and layout of a Cessna Citation Mustang II (525) production multi engine-land, turbine aircraft. This closely represents the overall functionality, performance, avionics, and instrumentation. The platform consists of a cockpit section, instructor’s control station, visual display system and an audio system. It incorporates a combination of hardware and software components that is assembled and checked by Redbird Flight Simulations. All hardware elements are permanently installed and designed so the cockpit has the appearance and feel of an actual aircraft. From the pilot’s seated position, there are no computer hardware elements such as keyboards, pointing devices, etc. for his or her use. The CJ1+ provides realistic and true-to-scale cockpit design, avionics, and reliable hardware/software performance. This platform also provides an effective training environment for student and certificated pilots. This includes the capability of practicing scenario based flight training events, simulated equipment failure and emergency procedures, pilot evaluations, instrument procedures/ experience, and facilitating increased pilot proficiency overall. The Redbird CJ1+ is a versatile and affordable device that has been designed to represent a Cessna Citation Mustang II (C525). It is equipped with the following notable features: • Enclosed cockpit with pilot and copilot seating. • 3-axis electric motion platform providing pitch, roll and yaw motions • Wrap-around exterior visuals provided by 6 or 8 LCD screens • Dual pilot controls including a 2-axis control-loaded yoke and interconnected rudder pedals • Realistic switches, buttons, knobs, circuit breakers and other cockpit controls that are designed to match the aircraft wherever possible • An interchangeable instrument panel to allow development of future configurations • Closed Circuit intercom system, allowing for communication between the pilot, co-pilot and instructors using standard aviation headsets • A portable instructors station, allowing the instructor to operate from inside or outside the training device • Optional supplemental oxygen system for the pilot and/or co-pilot Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 7 Configuration Components Instructor’s Station The Redbird Instructor Station interface is operated through any PC and/or web browser enabled device. Image :21 Instructors PC/Tablet or Mobile Device Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 8 Aircraft Instrument Configurations Image 2: Instrument Panel Controls Image 5: Pilot Yoke Switches – Left Image 4: Pilot Yoke Image 6: Pilot Yoke Switches – Right Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 9 Image 8: Copilot Yoke Switches – Left Image 7: Copilot Yoke Image 9: Copilot Yoke Switches – Right Image 10: Thrust Lever Quadrant Image 13: FMS Image 15: Pilot Circuit Breaker Panel Image 19: Co-Pilot Circuit Breaker Panel Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 10 Image 14: Overhead Switch Panel Image 11: Pilot Rudder Pedals Image 12: Copilot Rudder Pedals Image 17: Pilot Lower Switch Panel (Right) Image 20: Co-Pilot Lower Switch Panel (Right) Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 11 Image 18: Landing Gear/ Emergency Landing Gear Handles Image 16: Pilot Lower Switch Panel (Left) Image 22: Pilot / Copilot Seating Image 26 Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 12 SECTION 3: TRAINING DEVICE COMPONENTS LIST Qty Type Manufacturer Name Description/Function Configuration 1 Software Microsoft Windows OS Operating system. (depending on serial number) All 1 Software Microsoft ESP Simulation engine. (depending on serial number) All 1 Software Lockheed Martin Prepar3D Simulation engine. (depending on serial number) All 1 Software Redbird Flight Simulations RB Sim Simulation control and component integration. (depending on serial number) All 1 Software Redbird Flight Simulations FMX Control Motion system control and component integration. (depending on serial number) All – Except when configured as non-motion 1 Software Redbird Flight Simulations Instructors Station Environmental, location and failure controls with map, track and glideslope display. All 1 Software Redbird Flight Simulations Navigator Simulation control and component integration. Environmental, location and failure controls with map, track and glideslope display. All 1 Software Mindstar Aviation Redbird Proline 21 Virtual replication of the Proline21 flight instruments, radios, gauges, indicators, alerts, misc. instruments and logic controls for simulated systems. All 1 Software Redbird Flight Simulations Miscellaneous Gauges Virtual Miscellaneous Gauges All 1 Software Mindstar Aviation Miscellaneous Gauges Virtual Miscellaneous Gauges All 1 Software Flight 1 Compass Virtual Compass All 1 Software RealNav Data Instrument Procedures Database Provides for FAA published instrument navigation procedures, database per 14 CFR 97 (enroute, approach) All 1 Software Redbird Flight Simulations Parrot and Cygnus Optional software providing ATC and location services All 1 Hardware Redbird Flight Simulations Simulation Computer Host computer for flight simulation engine, simulation control software, airplane systems and instruments. All 1 Hardware Redbird Flight Simulations Motion Control Computer Host computer for FMX Control. All – Except when configured as non-motion 1 Hardware Industry Standard Instructors Station Computer or Wireless Mobile Device Host computer for Instructors Station. All 1 Hardware Redbird Flight Simulations Motion Platform: Type 1 Gimbaled, steel motion platform with movement in pitch, roll and yaw. Includes all motors, sensors and safety controls. All – Except when configured as non-motion 1 Hardware Redbird Flight Simulations Cockpit Enclosure Cockpit enclosure to exclude distractions. All 6 Hardware 22” ASUS VW22A or equivalent Visual Display - Type 1 Flat Panel displays for exterior views. All – Varies by configuration 8 Hardware 22” ASUS VW22A or equivalent Visual Display - Type 2 Flat Panel displays for exterior views. All – Varies by configuration 6 Hardware 27” ASUS VE278H or equivalent Visual Display - Type 3 Optional large Flat Panel displays for exterior views. All – Varies by configuration 8 Hardware 27” ASUS VE278H or equivalent Visual Display - Type 4 Optional large Flat Panel displays for exterior views. All – Varies by configuration FMX3 Hardware 19” AUO M190PW01 or equivalent LCD Flat Panel displays for virtual instruments. All Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 13 1 Hardware Redbird Flight Simulations Dual Yoke Dual, Control loaded pitch and roll controller with switches and buttons for airplane systems operation. All 1 Hardware Redbird Flight Simulations Throttle Quadrant Twin, turbine engine controls with throttle lever, propeller pitch lever, condition lever, flap position lever and pitch, aileron and rudder trim controls with indicators for each. All 1 Hardware Redbird Flight Simulations Rudder Pedals - Dual Dual Rudder control pedals with toe brakes. All – Varies by configuration 1 Hardware Redbird Flight Simulations Rudder Pedals (CL) - Dual Optional dual control loading rudder pedals with toe brakes. All – Varies by configuration 1 Hardware Redbird Flight Simulations Instrument Controls Flight instruments, radios, airplane configuration and systems controls. All 1 Hardware Redbird Flight Simulations FMS Panel FMS controls, keypad and display screen. Includes airplane cabin pressurization system controls. All 1 Hardware Redbird Flight Simulations Switch Panel 1 Lower switch panel with airplane configuration and systems controls. All 1 Hardware Redbird Flight Simulations Switch Panel 2 Overhead switch panel with airplane systems controls. All 1 Hardware Redbird Flight Simulations Fuel System Control Pilot side panel with controls for airplane fuel system. All 1 Hardware Redbird Flight Simulations Circuit Breaker Panel 1 Pilot side circuit breaker panel. All 1 Hardware Redbird Flight Simulations Circuit Breaker Panel 2 Co-Pilot side circuit breaker panel. All 1 Hardware Redbird Flight Simulations Oxygen System Optional oxygen system for the pilot and/or copilot All 1 Hardware Redbird Flight Simulations Insight Optional package that provides instructors live video feed of the cockpit and instrumentation through Prepar3D software All Table 1: Training Device Component List (Above) Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 14 Statements of Compatibility of Software and Hardware AC 61-136B, Appendix A.6.2 The device and all configurations included in this Qualification and Approval Guide (QAG) meet the requirements for the Compatibility of Software and Hardware. Microsoft Windows (Operating System) This is to certify that Microsoft Corporation, the owner and developer of the Windows operating system, has evaluated that their operating system works with industry standard PC’s and USB flight control devices. Redbird Flight Simulations, Inc., utilizes industry standard USB flight control devices for all pilot input. All input control devices meet the USB 2.0 industry standard specified interfaces. Redbird Flight Simulations, Inc., the component integrator, has determined that the transport delay time is less than 300 milliseconds, and that all analog and digital input signals meet the performance criteria established for the software. Microsoft ESP (Simulation Engine) “This is to certify that Microsoft Corporation, the owner and developer of the ESP Simulation Engine, has evaluated that their software application works with industry standard PC’s and USB flight control devices. Redbird Flight Simulations, Inc., utilizes industry standard USB flight control devices for all pilot input. All input control devices meet the USB 2.0 industry standard specified interfaces. Redbird Flight Simulations, Inc., the component integrator, has determined that the transport delay time is less than 300 milliseconds, and that all analog and digital input signals meet the performance criteria established for the software.” Lockheed Martin Prepar3D (Simulation Engine) This is to certify that Lockheed Martin, the owner and developer of the Prepar3D Simulation Engine, has evaluated that their software application works with industry standard PC’s and USB flight control devices. Redbird Flight Simulations, Inc., utilizes industry standard USB flight control devices for all pilot input. All input control devices meet the USB 2.0 industry standard specified interfaces. Redbird Flight Simulations, Inc., the component integrator, has determined that the transport delay time is less than 300 milliseconds, and that all analog and digital input signals meet the performance criteria established for the software Mindstar Aviation Redbird Virtual Instrument Suite This is to certify that Mindstar Aviation, the developer of the Redbird Virtual Instrument Suite, including the Redbird Proline 21, Redbird FMS 3000, Redbird SFDS, Redbird Radios and Redbird Flight Simulations, the hardware manufacture and component integrator, have demonstrated that the Redbird Virtual Instrument Suite software package is fully compatible with the Redbird Flight Simulation model Redbird CJ1+ and all configurations of that model. Mindstar Aviation and Redbird Flight Simulations can assure that the communications/transport data delay is not greater than 300 milliseconds and all analog and digital input signals meet the performance criteria established for the software performance by Redbird Flight Simulations. Flight 1 Compass This is to certify that Flight 1, the owner and developer of the Compass and Redbird Flight Simulations, the hardware manufacturer and component integrator, have demonstrated that the Compass software is fully compatible with the Redbird Flight Simulations model Redbird CJ1+. Redbird Flight Simulations can assure that the communications/transport data delay is not greater than 300 milliseconds and all analog and digital input signals meet the performance criteria established for the software performance by Redbird Flight Simulations. The device and all configurations included in this Qualification and Approval Guide (QAG) meet the requirements for the Compatibility of Software and Hardware. Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 15 SECTION 4: AVIATION TRAINING DEVICE (ATD) DESIGN CRITERIA LIST The following section provides the detailed “word for word” listing and design criteria of each of the required items, functions, and capabilities (listed in AC 61-136B, for ATD requirements Appendix B and the additional AATD items of Appendix C) and operational performance value/scale (as applicable) for each of the functions described for the Redbird CJ1+. Basic ATD Requirements List [Appendix B items] All configurations for this model, as noted, meet AC 61-136B, Appendix B requirements The Redbird CJ1+ meet the following (General Control Requirements): B.3.1.1. The aircraft physical flight and associated control systems must be recognizable as to their function and how they are to be manipulated solely from their appearance. These physical flight control systems cannot use interfaces such as a keyboard, mouse, or gaming joystick to control the aircraft in simulated flight. B.3.1.2. Virtual controls are those controls used to set up certain aspects of the simulation (such as selecting the aircraft configuration, location, weather conditions, etc.) and otherwise program, effect, or pause the training device. These controls are often part of the instructor station or independent computer interface. B.3.1.3. Except for the initial setup, a keyboard or mouse may not be used to set or position any feature of the ATD flight controls for the maneuvers or training tasks to be accomplished. See the control requirements listed below as applicable to the aircraft model represented. The pilot must be able to operate the controls in the same manner as it would be in the actual aircraft. This includes the landing gear, wing flaps, cowl flaps, carburetor heat, mixture, propeller, and throttle controls appropriate to the aircraft model represented. B.3.1.4. The physical arrangement, appearance, and operation of controls, instruments, and switches required by this appendix should closely model the 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. B.3.1.5. When an FAA-approved ATD is in use, only the software evaluated by the FAA may be loaded for use on that computer system. This does not preclude providing software updates that do not otherwise change the appearance of the systems operation. The Redbird CJ1+ meets the following Control Requirements (For Airplane): B.3.2.1.1 A self-centering displacement yoke or control stick that allows continuous adjustment of pitch and bank. B.3.2.1.2 Self-centering rudder pedals that allow continuous adjustment of yaw and corresponding reaction in heading and roll. B.3.2.1.3 Throttle or power control(s) that allows continuous movement from idle to full-power settings and corresponding changes in pitch and yaw, as applicable. B.3.2.1.4 Mixture/condition, propeller, and throttle/power control(s) as applicable to the M/M of aircraft represented. B.3.2.1.5 Controls for the following items, as applicable to the category and class of aircraft represented: • Wing flaps, • Pitch trim, Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 16 • Communication and navigation radios, • Clock or timer, • Gear handle (if applicable), • Transponder, • Altimeter, • Carburetor heat (if applicable), and • Cowl flaps (if applicable). The Redbird CJ1+ meets the following (Control Input Functionality and Response Criteria): B.3.3.1 Time from control input to recognizable system response must be without delay (i.e., not appear to lag in any way). B.3.3.2 The control inputs must be tested by the computer and software program at each startup and displayed as a confirmation message of normal operation or a warning message that the transport delay time or any design parameter is out of tolerance. It should not be possible to continue the training session unless the problem is resolved and all components are functioning properly. The Redbird CJ1+ meets the following (Display Requirements): B.3.4.1 The following instruments and indicators must be replicated and properly located as appropriate to the aircraft represented: B.3.4.1.1 Flight instruments in a standard configuration representing the traditional “round” dial flight instruments. An electronic primary flight display (PFD) with reversionary and backup flight instruments is also acceptable. B.3.4.1.2 A sensitive altimeter with incremental markings each 20 feet or less, operable throughout the normal operating range of the M/M of aircraft represented. B.3.4.1.3 A magnetic direction indicator. B.3.4.1.4 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 M/M of aircraft represented. B.3.4.1.5 An airspeed indicator with incremental markings as shown for the M/M aircraft represented; airspeed markings of less than 20 knots need not be displayed. B.3.4.1.6 A vertical speed indicator (VSI) with incremental markings each 100 feet per minute (fpm) for both climb and descent, for the first 1,000 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 M/M of aircraft being represented. B.3.4.1.7 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. B.3.4.1.8 A slip and skid indicator with coordination information displayed in the conventional inclinometer format where a coordinated flight condition is indicated with the ball in the center position. A split image triangle indication as appropriate for PFD configurations may be used. B.3.4.1.9 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 M/M 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. B.3.4.1.10 Engine instruments as applicable to the M/M of aircraft being represented, providing markings for the normal ranges including the minimum and maximum limits. B.3.4.1.11 A suction gauge or instrument pressure gauge with a display applicable to the aircraft represented. B.3.4.1.12 A flap setting indicator that displays the current flap setting. Setting indications should be typical of that found in an actual aircraft. B.3.4.1.13 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. Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 17 B.3.4.1.14 Communication radio(s) with a full range of selectable frequencies displaying the radio frequency in use. B.3.4.1.15 Navigation radio(s) with a full range of selectable frequencies displaying the frequency in use and 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 omni-directional 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. B.3.4.1.16 A clock with incremental markings for each minute and second, or a timer with a display of minutes and seconds. B.3.4.1.17 A transponder that displays the current transponder code. B.3.4.1.18 A fuel quantity indicator(s) that displays the fuel remaining, either in analog or digital format, appropriate for M/M of aircraft represented. B.3.4.2 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. All of the displays must provide an image of the instrument that is clear and: B.3.4.2.1 Does not appear to be out of focus or illegible. B.3.4.2.2 Does not appear to “jump” or “step” during operation. B.3.4.2.3 Does not appear with distracting jagged lines or edges. B.3.4.2.4 Does not appear to lag relative to the action and use of the flight controls. B.3.4.3 Control inputs should be reflected by the flight instruments in real time and without a perceived delay in action. Display updates must show all changes (within the total range of the replicated instrument) that are equal to or greater than the values stated below: B.3.4.3.1 Airspeed indicator: change of 5 knots. B.3.4.3.2 Attitude indicator: change of 2 degrees in pitch and bank. B.3.4.3.3 Altimeter: change of 10 feet. B.3.4.3.4 Turn and bank: change of ¼ standard rate turn. B.3.4.3.5 Heading indicator: change of 2 degrees. B.3.4.3.6 VSI: change of 100 fpm. B.3.4.3.7 Tachometer: change of 25 rpm or 2 percent of turbine speed. B.3.4.3.8 VOR/ILS: change of 1 degree for VOR or ¼ of 1 degree for ILS. B.3.4.3.9 ADF: change of 2 degrees. B.3.4.3.10 GPS: change as appropriate for the model of GPS-based navigator represented. B.3.4.3.11 Clock or timer: change of 1 second. B.3.4.4 Displays must reflect the dynamic behavior of an actual aircraft (e.g., a VSI reading of 500 fpm must reflect a corresponding movement in altitude, and an increase in power must reflect an increase in the rpm indication or power indicator.) The Redbird CJ1+ meets the following (Flight Dynamics Requirements): B.3.5.1 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. B.3.5.2 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 being represented. A performance table will need to be included in the QAG for each aircraft configuration for sea level and 5,000 feet using standard atmosphere and gross weight conditions. An alternate performance altitude for 6,000 feet can be used if the manufacturer of that aircraft has a performance chart reflecting that altitude; otherwise the ATD manufacturer will need to interpolate the performance for the chart. Performance at altitude for turboprop or turbojet configurations should reflect 18,000 ft. Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 18 B.3.5.3 Aircraft vertical lift component must change as a function of bank comparable to the way the aircraft being represented performs and handles. B.3.5.4 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 M/M of aircraft represented performs and handles. B.3.5.5 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 represented performs and handles. The Redbird CJ1+ meets the following (Instructional Management Requirements): B.3.6.1 The instructor must be able to pause the system at any time during the training simulation for the purpose of administering instruction or procedural recommendations. B.3.6.2 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. B.3.6.3 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. B.3.6.4 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. This includes simulated engine failures and the following aircraft systems failures: alternator or generator, vacuum or pressure pump, pitot static, electronic flight displays, or landing gear or flaps, as appropriate. B.3.6.5 The ATD must have at least a navigational area database that is local (25 nautical miles (NM)) 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. Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 19 Advanced ATD Requirements List [Appendix C items] All configurations, as noted in AC 61-136B, Appendix C meet these additional AATD design criteria items listed. The Redbird CJ1+ meets the following additional AATD CRITERIA: C.3.1.1 A realistic shrouded (enclosed) or unshrouded (open) cockpit design and instrument panel arrangement representing a specific model aircraft cockpit. C.3.1.2 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. C.3.1.3 Primary flight and navigation instruments appropriately sized and properly arranged that exhibit neither stepping nor excessive transport delay. C.3.1.4 Digital Avionics Panel C.3.1.5 Global Positioning System (GPS) navigator with moving map display. C.3.1.6 Two-axis autopilot, and, as appropriate, a flight director (FD). This is only required when an autopilot is original standard equipment from the aircraft manufacturer. C.3.1.7 Pitch trim (manual or electric pitch trim) permitting indicator movement either electrically or analog in an acceptable trim ratio (airplane only). C.3.1.8 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. C.3.1.9 A fixed pilot seat appropriate to the aircraft configuration, including an adjustable height and an adjustable forward and aft seat position. C.3.1.10 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. C.3.1.11 Push-to-talk switch on the control yoke. C.3.1.12 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. The Redbird CJ1+ meets the following additional encouraged (not required) AATD CRITERIA: C.3.2.1 Multi-panel or wrap-around visual system providing a 120 degrees or more of horizontal vision. C.3.2.2 Automated ATC communications, scenario-based training (SBT), or line-oriented type training in which the instructor can evaluate pilot performance without having to act as ATC. C.3.2.3 Simulated loss of performance and aerodynamic changes from ice accretion. C.3.2.4 Realistic aircraft engine sound appropriate to the aircraft configuration, power settings, and speed. C.3.2.5 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. Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 20 SECTION 5: AIRCRAFT CONFIGURATIONS List of Previously Approved Configurations (QAG v1.0): Cessna Citation CJ1+ (Proline 21) Image 25: CJ1+ Instrument Panel MTOW FWD/AFT CG Limit 10,700 lbs 244.4in. / 248.4in. • Yoke – Center (See Images 2-9) • Throttle – Multi-Engine (See Image 10) • Glass Cockpit Proline, PFD, MFD, FMS (See Image 2, 13) Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 21 Additional configurations included in this version (QAG v 3.0) None Performance Table Aircraft Model VSO VS1 VX VY VMO VMCA KTAS @ Cruise Approx. 75% Fan RPM (ME) Cruise Climb FPM @ MCT (SE) Enroute Climb FPM @ VENR Cessna Citation CJ1+ (525) 86* KIAS 98* KIAS 113 KIAS 167 KIAS 263 KIAS 77** KIAS 239 KTAS (5000’) 2969 FPM @ 220 KIAS (5000’) 755 FPM @ 128 KIAS 12,000' --> 239 KTAS 2592 @ 220 KIAS 354 FPM @ 131 KIAS Table 2: Performance Table *Idle Thrust **Flaps 15° Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 22 SECTION 6: VISUAL SYSTEM WITH VFR, IFR, DAY, AND NIGHT CAPABILITY Redbird CJ1+ Visual System The visual system is capable of providing a field-of-view of a minimum of 45 degrees horizontally and 30 degrees vertically, simultaneously for each pilot, including adjustable cloud base and visibility in night, dusk and day scenes. • The Redbird CJ1+ provides a means of recording the visual response time for the visual system that is installed. • The Redbird CJ1+ visual system is free of optical discontinuities and artifacts that create non-realistic cues. • The visual system is directly displayed on six (6) or (8) LCD monitors inside the cockpit enclosure, situated in an arc around the Pilot. Each monitor is 28 cm tall, and 47 cm (36.5 cm x 63.5cm OPTIONAL) wide. Based upon the designated Pilot Eye Point, these monitors provide a horizontal FOV of at least 220 (6 monitors) to 260 (8 monitors) degrees and a vertical FOV of minimally 30 degrees. Daylight: The visual system provides full color presentations and sufficient surfaces with appropriate textural cues to conduct a visual approach, landing and airport movement. Surface shading effects are consistent with the simulated sun position. Twilight: The visual system provides full color presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and airport signage, to conduct a visual approach, landing and airport movement. Scenes include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by representative ownship lighting. Night: The visual system provides the same as above except the portrayal of reduced ambient intensity; therefore, there is no ground cues that are not self-illuminating or illuminated by ownship lights. Designated Eye Point: The designated Pilot Eye Point is located 52 cm from the center of the forward most external view monitor, 61 cm from the left most external view monitor and 24 cm from the ceiling of the training device enclosure. This point is roughly centered over the pilot’s seat when it is adjusted to the forward most position, at a height consistent with the height of the pilot’s head. Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 23 Figure 1: Designated Eye Point Diagram Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 24 Image 23: Visual Displays – Type 1 (22” Display Monitors) Image 24: Visual Displays – Type 2 (22” Display Monitors) Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 25 Image 27: Visual Displays – Type 3 (27” Display Monitors) Image 28: Visual Displays – Type 4 (27” Display Monitors) Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 26 SECTION 7: ATD FUNCTIONS & MANEUVERS CHECKLIST PROCEDURES AND TASKS TEST CHECKLIST Maneuvers and Tasks Yes/No/NA a) Pretakeoff 1) Engine start Yes 2) Taxi and brake operation Yes b) Takeoff 1) AIRPLANE Takeoff i) Run-up and powerplant checks Yes ii) Acceleration characteristics Yes iii) Nosewheel and rudder steering Yes iv) Effect of crosswind Yes v) Instrument Yes vi) Landing gear, wing flap operation Yes 2) HELICOPTER Takeoff i) Powerplant checks NA ii) From hover NA iii) From ground NA Maneuvers and Tasks Yes/No/NA iv) Vertical NA v) Running NA c) In-Flight Operation 1) AIRPLANE In-Flight Operation i) Climb Yes (a) Normal and max. performance Yes (b) One-engine-inoperative procedures (multiengine) Yes ii) Cruise Yes (a) Performance characteristics (speed vs. power) Yes (b) Normal and steep turns Yes (c) Approach to stalls (i.e., stall warning), stalls, and recovery. Execute from takeoff, cruise, and approach and landing configurations. Yes (d) In-flight engine shutdown (multiengine) Yes (e) Fuel selector function Yes (f) In-flight engine start Yes iii) Approach Yes (a) Normal (with and without flaps) (check gear warning, if applicable) Yes (b) Best glide no power Yes iv) Landings Yes 2) HELICOPTER In-Flight Operation i) Hovering and air taxi NA Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 27 (a) Forward NA (b) Rearward NA (c) Sideward NA (d) Turns NA ii) Climb NA iii) Cruise NA (a) Performance characteristics (speed vs. power) NA Maneuvers and Tasks Yes/No/NA (b) Turns NA (i) Recovery NA (ii) Skidding NA (iii) Slipping NA (iv) Steep turns NA (c) In-flight engine shutdown and start (multiengine) NA (d) Descents NA (e) Straight in and 180º autorotation NA (f) Landings NA d) Instrument Approaches 1) Nonprecision i) GPS and LPV Yes ii) GPS-WAAS (optional) Yes iii) All engines operating Yes iv) One or more engines inoperative Yes v) Approach procedures (VOR, VOR/DME, LOC procedures on an ILS, LDA, RNAV (RDP) or RNAV (GPS) to LNAV, LNAV/VNAV or LPV) Yes 2) Precision i) ILS Yes ii) GLS (optional) No iii) Effects of crosswind Yes iv) With engine inoperative (multiengine) Yes v) Missed approach Yes (a) Normal Yes (b) With engine(s) inoperative (multiengine) Yes e) Surface Operations 1) AIRPLANE Surface Operations (Post Landing) i) Approach and landing roll Yes ii) Braking operation Yes Maneuvers and Tasks Yes/No/NA iii) Reverse thrust operation, if applicable NA 2) HELICOPTER Surface Operations i) Landings NA ii) Landing area operations NA f) HELICOPTER Emergency Operations Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 28 1) Power failure at hover NA 2) Power failure at altitude NA 3) System and equipment malfunctions NA 4) Settling with power (optional) NA 5) Low rotor RPM recovery (optional) NA 6) Antitorque system failure NA 7) Dynamic rollover (optional) NA g) Any Flight Phase 1) Aircraft and Powerplant Systems Yes i) Electrical, mechanical, or hydraulic Yes ii) Flaps (airplane) Yes iii) Fuel selector and oil temp/pressure Yes iv) Landing gear (if applicable) Yes 2) Flight Management and Guidance Systems Yes i) Autopilot (if standard equipment) Yes ii) Flight director (AATD only)/system displays (if installed) Yes iii) Navigation systems Yes iv) Stall warning systems avoidance (airplane) Yes v) Multi-function displays (if applicable) Varies* (Based on Configuration) 3) Airborne Procedures Yes i) Holding Yes ii) Uncoordinated turns – slipping and skidding demo Yes Maneuvers and Tasks Yes/No/NA iii) Configuration and power changes and resulting pitch changes Yes iv) Compass turns and appropriate errors (if installed) Yes 4) Engine Shutdown and Parking Yes i) Systems operation Yes ii) Parking brake operation (if installed) (airplane) Yes h) Can simulate engine failure, including failures due to simulated loss of oil pressure or fuel starvation. Yes (Except oil pressure loss) i) Can simulate the following equipment or system failures: 1) Alternator or generator failure. Yes 2) Vacuum pump/pressure failure and the associated flight instrument failures. Yes 3) Gyroscopic flight instrument failures. Yes 4) Pitot/static system malfunction and the associated flight instrument failures. Yes 5) Electronic flight deck display malfunctions. Yes 6) Landing gear (if retractable) or flap malfunctions. Yes j) Independent Instructor Station Requirements (AATD Only) 1) Displays published airways and holding patterns. Yes Redbird CJ1+ Revision 3.0 (Feb. 2, 2024) 29 2) Displays aircraft position and track. Yes 3) Displays aircraft altitude and speed. Yes 4) Displays NAVAIDs and airports. Yes 5) Can record and replay aircraft ground track history for entire training session. Yes 6) Can invoke instrument or equipment failures. Yes During the initial start of the trainer, the computer component “self-check” program verifies that all the features of the trainer are in working order. It is not possible to continue the training session unless the problem is resolved, and all the components are functioning properly. During the initial start-up the ATD has the following Screen Statement is displayed on the instructor station or visual display before the trainer is used for training. “All the flight instruments required for visual and instrument flight rules listed in part 91.205 must be functional at the start of the simulated flight session. Temporary instrument or equipment failures are permitted when practicing emergency procedures. If this simulated flight session will be used for instrument experience or currency requirements, the visual component must be configured to Instrument Meteorological Conditions [IMC] during the simulated flight session, including execution of instrument approaches from the final approach fix until reaching Decision Height [DH], Decision Altitude [DA], or Minimum Decent Altitude [MDA] as appropriate.” Note: Any changes or modifications to this device which have not been reviewed, evaluated, and approved in writing by General Aviation and Commercial Division, AFS-800 may terminate FAA approval of this aviation training device.