[Federal Register: October 22, 2007 (Volume 72, Number 203)]
[Proposed Rules]
[Page 59600-59903]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr22oc07-21]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 60
[Docket No. FAA-2002-12461; Notice No. 07-14]
RIN 2120-AJ12
Flight Simulation Training Device Initial and Continuing
Qualification and Use
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of Proposed Rulemaking (NPRM).
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SUMMARY: The FAA proposes to amend the Qualification Performance
Standards (QPS) for flight simulation training devices (FSTD) and add a
new level of simulation for helicopter flight training devices (FTD).
The FAA proposes to codify existing practice by requiring all existing
FSTD visual scenes that are beyond the number required for
qualification to meet specified requirements. The proposal also
reorganizes certain sections of the QPS appendices and provides
additional information on validation tests, established parameters for
tolerances, acceptable data formats, and the use of alternative data
sources. The proposed changes would ensure that the training and
testing environment is accurate and realistic, would codify existing
practice, and would provide greater harmonization with the
international standards document for simulation. None of these proposed
technical requirements would apply to simulators qualified before May
30, 2008, except for the proposal to codify existing practice regarding
certain visual scene requirements. The over-all impact of this proposal
would result in minimal to no cost increases for manufacturers and
sponsors.
DATES: Send your comments on or before December 21, 2007.
ADDRESSES: You may send comments identified by Docket Number FAA-2002-
12461 using any of the following methods:
Federal eRulemaking Portal: Go to http://www.regulations.gov
and follow the online instructions for sending your
comments electronically.
Mail: Send comments to the Docket Management Facility;
U.S. Department of Transportation, 1200 New Jersey Avenue, SE., West
Building Ground Floor, Room W12-140, Washington, DC 20590-0001.
Hand Delivery or Courier: Bring comments to the Docket
Management Facility in Room W12-140 of the West Building Ground Floor
at 1200 New Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except Federal holidays.
Fax: Fax comments to the Docket Management Facility at
202-493-2251.
Privacy Act: We will post all comments we receive, without change,
to http://www.regulations.gov, including any personal information you
provide. Anyone is able to search the electronic form of all comments
received into any of our dockets by the name of the individual
submitting the comment (or signing the comment, if submitted on behalf
of an association, business, labor union, etc.). You may review DOT's
complete Privacy Act Statement in the Federal Register published on
April 11, 2000 (65 FR 19477-78) or you may visit http://DocketInfo.dot.gov
.
Docket: To read background documents or comments received, go to
http://www.regulations.gov at any time and follow the online
instructions for accessing the docket. Or, go to the Docket Management
Facility in Room W12-140 of the West Building Ground Floor at 1200 New
Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Edward Cook, Air Transportation
Division (AFS-200), Flight Standards Service, Federal Aviation
Administration, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, GA
30354; telephone: 404-832-4700.
SUPPLEMENTARY INFORMATION: Part 60 was originally added to Title 14 of
the Code of Federal Regulations on October 30, 2006, with an effective
date of October 30, 2007. In a document published in the Rules and
Regulations section of this issue of the Federal Register, the
effective date was delayed until May 30, 2008. This proposed rule would
change the appendices of Part 60 originally published on October 30,
2006.
Later in this preamble under the Additional Information section, we
discuss how you can comment on this proposal and how we will handle
your comments. Included in this discussion is related information about
the docket, privacy, and the handling of proprietary or confidential
business information. We also discuss how you can get a copy of this
proposal and related rulemaking documents.
Authority for This Rulemaking
The FAA's authority to issue rules regarding aviation safety is
found in Title 49 of the United States Code. Subtitle I, Section 106
describes the authority of the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more detail the scope of the agency's
authority. This rulemaking is promulgated under the authority described
in Subtitle VII, Part A, subpart I, 49 U.S.C. 44701. Under that
section, the FAA is charged with regulating air commerce in a way that
best promotes safety.
Table of Contents
I. Summary of the Proposal
II. Qualification Performance Standards (QPS) Amendment Process
III. Background
A. Current Qualification Requirements
B. Harmonization with International Standards
C. Compliance
IV. The Proposal
A. Visual Scenes and Airport Models; Class I, Class II, and
Class III Airports; and the FSTD Directive for Class II Visual
Scenes and Airport Models
B. New Requirements for Objective Testing Standards
C. New Requirements for Motion Systems for Full Flight
Simulators and Level 7 Helicopter Flight Training Devices
D. New Requirements for Visual Systems for Level C and D Full
Flight Simulators
E. New Requirements for Sound Systems for Level D Simulators
F. New Requirements for Subjective Testing Standards for Visual
Scenes and Airport Models
G. New Level 7 Helicopter FSTD Requirements
H. Quality Management Systems
I. New Information on Operation and Testing Requirements for
FSTDs
V. Regulatory Notices and Analyses
I. Summary of the Proposal
The primary purpose of this NPRM is to ensure that the training and
testing environment is accurate and realistic and provide greater
harmonization with the international standards document for simulation.
The proposed requirements are expected to reduce expenses and workload
for simulator sponsors by avoiding conflicting compliance standards.
These modifications incorporate technological advances in, encourage
innovation of, and standardize the initial and continuing qualification
requirements for FSTDs that are consistent with the requirements
recently established by the international flight simulation community.
The secondary purpose of this rulemaking project is to reorganize,
simplify, and improve the readability of the QPS appendices. This
proposal also clarifies and codifies certain standards presently
contained in advisory circulars. In addition, the FAA proposes to amend
the Qualification Performance
[[Page 59601]]
Standards (QPS) for flight simulation training devices (FSTD) and add a
new level of simulation for helicopter flight training devices (FTD).
The FAA is proposing the following improvements to its FSTD
qualification requirements:
Provide a listing of the tasks for which a simulator may
be qualified.
Require the collection of objective test data during
currently required aircraft certification testing for specific FSTD
functions, including: Idle and emergency descents, and pitch trim rates
for use in airplane simulators; engine inoperative rejected takeoffs
for use in helicopter simulators; and takeoffs, hover, vertical climbs,
and normal landings for use in helicopter flight training devices.
Provide in the QPS additional information for sponsors on
the testing requirements for FSTDs, including the use of alternative
data sources when complete flight test data are not available or lesser
technically complex levels of simulation are being developed.
Clarify and standardize existing requirements for motion,
visual, and sound systems, including subjective buffeting motions,
visual scene content, and sound replication.
By FSTD Directive require each Class II visual scene or
airport model available in any FFS, regardless of the original
qualification date, to meet the requirements described in Table A3C
(Appendix A, Attachment 3) or Table C3C (Appendix C, Attachment 3), as
appropriate.
Clarify existing Quality Management System (QMS)
requirements by removing non-regulatory information.
Except for the FSTD Directive, manufacturers and sponsors would not
be required to incorporate any of the changes listed above for existing
FSTDs. The appendices and attachments to part 60 affected by this
proposal would only apply to FSTDs that come into service after part 60
is effective (currently May 30, 2008). The proposed changes to the QMS
program would eliminate potentially confusing information that
addresses the voluntary portions of a QMS program. The FAA anticipates
that this proposal would result in minimal to no cost increases for
manufacturers and sponsors.
II. Qualification Performance Standards (QPS) Amendment Process
The part 60 Final Rule contains six QPS appendices: Appendix A--
Airplane Full Flight Simulators; Appendix B--Airplane Flight Training
Devices; Appendix C--Helicopter Full Flight Simulators; Appendix D--
Helicopter Flight Training Devices; Appendix E--Quality Management
Systems for Flight Simulation Training Devices; and Appendix F--
Definitions and Abbreviations for Flight Simulation Training Devices.
The QPS amendment process is faster than the traditional rulemaking
process. It is designed to allow modifications to be implemented in a
substantially shortened timeframe. In the part 60 Final Rule published
October 30, 2006, (71 FR 63392), the FAA explained that the ``fast
track'' QPS amendment process would be used to incorporate technical
changes to flight simulation standards. The FAA anticipated QPS
amendments based on several factors such as analysis of incident and
accident data or changes in aircraft or simulation technology. Changes
to the QPS documents are published in the Federal Register as an NPRM
unless ``good cause'' exists under the Administrative Procedure Act
(APA), which would warrant the FAA publishing a change to a QPS
document without following the standard notice and comment procedures.
Under the APA, in order for the FAA to issue a rule without following
notice and comment procedures, the FAA would have to make a good cause
finding that following notice and comment procedures would be
impracticable, unnecessary, or contrary to the public interest.
Although proposed QPS amendments are published in the Federal
Register for public comment, the authority for final review and
issuance of the NPRM has been delegated from the Administrator to the
Director of Flight Standards Service. The delegation of authority
facilitates timely implementation of improved technological advances.
This delegation of authority is exercised in conjunction with the
Office of the Chief Counsel. If at any time during the amendment
process the Administrator, Chief Counsel, or the Director of Flight
Standards Service determines that a proposed amendment is not
appropriate for the streamlined process, the rulemaking project would
proceed in accordance with the agency's normal rulemaking procedures.
III. Background
A. Current Qualification Requirements
The FAA issued Part 60 to promote standardization and
accountability for FSTD maintenance, qualification, and evaluation. The
regulation codified the standards contained in advisory circulars and
implemented the QPS format. The QPS appendices allow regulatory
requirements and information to be presented in one location. This
promotes ease of use and greater insight about the FAA's intent behind
the regulation and the required and approved methods of compliance.
B. Harmonization With International Standards
During the development of the part 60 Final Rule, the international
community also began updating flight simulation standards.\1\ However,
many of the changes recommended by the international community were
beyond the scope of the part 60 NPRM and could not be included in the
final rule. Rather than delay its efforts or issue a supplemental
notice of proposed rulemaking, the FAA determined that the fastest
approach would be to publish the part 60 Final Rule, delay the
effective date, and amend the technical requirements under the
expedited QPS amendment process. This approach avoided increased
expenses, greater workload, and conflicting compliance requirements for
sponsors who would be required to comply with part 60.
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\1\ The international community began releasing its
recommendations with the publication of the International Civil
Aviation Organization's Manual of Criteria for the Qualification of
Flight Simulators (Document 9625) in 1994. The Joint Aviation
Authorities of Europe issued JAA-STD-1A (Synthetic Training Device--
document for airplane flight simulators) in 1998, followed by
updates in 1999, 2001, and 2003. The first ICAO update of Document
9625 was in January of 2004 and the most recent consideration for
update is the release of JAR-FSTD-A and JAR-FSTD-H documents in the
late spring of 2005 for European national regulatory authorities to
begin their review and consideration.
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The majority of the proposed additions to the QPS provide
information to the sponsors on objective tests. The information
included explains why the tests are necessary, how to stage the
simulator, and how to arrange other equipment to conduct the tests
efficiently and produce optimum results. This information would be
beneficial for simulator manufacturers and users.
The proposal clarifies and codifies the standards for motion, and
visual and sound systems. The proposal also permits a new higher level
of simulation for helicopter FTDs. The proposal adds 2 tables of
material for operations tasks and system tasks, which are used as a
reference when developing the statement of qualification for the FSTD.
The proposal also includes a set of tables describing visual scene and
airport model requirements for FSTD qualification.
Some of the proposed changes are marginally more stringent than the
requirements in the October 30, 2006,
[[Page 59602]]
Final Rule. For example, a simulator qualified at Level C or Level D
after May 30, 2008, would have the field of view and system capacity
requirements for the visual system increased by 20 percent over the
present requirement. The proposed requirements are consistent with
international standards, which simulator manufacturers are currently
following. This change improves the quality of simulation necessary to
train and evaluate flight crewmembers. Other proposed changes are more
flexible than the requirements prescribed in the October 30, 2006,
Final Rule. For example, the tolerance for displacement in the control
system ``freeplay'' test in helicopter simulators was increased from
0.10 inches to 0.15 inches, allowing additional space to adapt aircraft
and non-aircraft hardware for use in the simulator.\2\ This change was
based on the FAA's belief that a 0.10 inch tolerance would create an
undue hardship on sponsors because it would require constant adjustment
of the controls to maintain the close tolerance. The change from 0.10
inches to 0.15 inches is large enough to minimize the hardship on
sponsors, and small enough to continue providing pilots with an
accurate controller feel.
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\2\ See Appendix C of this part, Table C2A, item 2.a.6.
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Other than this change to the visual scene requirement, the
requirements of this proposal would not apply to current simulators. In
all instances the overall costs applicable to new simulators are
minimal to none. The most expensive change being proposed is the
increase in horizontal field of view for some visual system
applications.
C. Compliance
With the exception of QMS requirements and any FSTD Directives,
simulators qualified prior to May 30, 2008, are not required to meet
QPS requirements as long as the simulator continues to meet the
requirements contained in the Master Qualification Test Guide that was
developed when the simulator was originally qualified.
IV. The Proposal
A. Visual Scenes and Airport Models; Class I, Class II, and Class III
Airports; and the FSTD Directive for Class II Visual Scenes and Airport
Models
Current part 60 contains requirements for the number of visual
scenes or airport models that must be included for full flight
simulator (FFS) qualification and a description of what the visual
scenes or airport models must contain. Included in this proposal is a
codification of existing practice for visual scene quality,
environmental effects, visual feature recognition, and scene control
and management capability. Also included is the codification of
existing practice for updating visual scenes and airport visual models,
including the identification of other aspects of the airport
environment that would have to correspond with the visual scene or
model.
The proposal establishes the requirements for Class I, Class II,
and Class III visual scenes and airport models already covered by ACs
issued by the FAA. For circling approaches, all of the proposed
requirements would apply to the runway used for the initial approach
and to the runway of intended landing. Additional proposed requirements
include an accurate visual relationship between the scenes or airport
models and other aspects of the airport environment, an accurate visual
relationship of the aircraft and associated equipment, scene quality
assessment features, and control of these scenes or models that the
instructor is able to exercise. The FAA believes these requirements are
necessary to ensure realistic and accurate depiction of airports and
visual scenes incorporated in simulators for FAA-approved training
programs.
Additional visual scenes or airport models beyond those necessary
for simulator qualification may be used for various training program
applications, including Line Oriented Flight Training, and are
important for flight training and testing. Historically, these
additional visual scenes or airport models were not routinely evaluated
or required to meet any standardized criteria. This led to qualified
simulators containing visual scenes or airport models that may have
been incorrect or may have contained inappropriate visual references.
To prevent this from occurring in the future, the FAA proposes to issue
FSTD Directive (FD) Number 1. All FDs issued would be found in the FSTD
Directive Attachments: Appendix A, Attachment 6; Appendix B, Attachment
5, Appendix C, Attachment 5, and Appendix D, Attachment 5. FD Number 1
is not contained in Appendix B or in Appendix D because no existing
level of FSTD in Appendix B or Appendix D requires a visual system.
Proposed FD Number 1 would require each simulator sponsor to verify
that each Class II visual scene or airport model available in the FFS,
regardless of the original qualification basis and regardless of the
initial qualification date, meets the requirements in 14 CFR part 60,
Appendix A, Attachment 3, Table A3C or Appendix C, Attachment 3, Table
C3C, as applicable. FD Number 1 would apply to all FSTDs with visual
systems containing visual scenes or airport models used as part of an
FAA-approved curriculum that are available for use and are beyond the
minimum number of required visual scenes or airport models required for
qualification at the stated level. This FSTD Directive would not
require visual scenes or airport models to contain details beyond the
design capability of the existing qualified visual system. The
availability of the scene or model in the FFS would serve as the
sponsor's verification that the requirements were met. Therefore, a
reporting requirement for these scenes or models would not be
necessary. Currently, visual scenes and airport models available in any
FFS that would be classified as Class II are likely to already meet the
requirements being proposed. Additionally, each visual scene or airport
model classified as Class II would be beyond the number of visual
scenes or airport models required for qualification. In the event any
Class II visual scene or airport model is found by the sponsor to be
deficient in some way, the sponsor could remove that scene or model
from the FFS library without jeopardizing the qualification status of
the FFS. Alternately, the sponsor, at his or her option, may elect to
bring the deficient aspect into compliance and retain the availability
of that scene or model. Each sponsor has a full year to review each FFS
during normal training, checking, or testing activities and determine
the preferred course of action. For these reasons, the FAA has
determined that in a few cases the cost for complying with this
proposal would be minimal and in many cases there would be no cost to
the sponsor.
In addition to the proposed requirements for Class II visual scenes
and models, the FAA also proposes to allow the continuation of the use
of visual scenes or airport models that have been approved by the
Training Program Approval Authority (TPAA) for specific purposes.
Examples of approved activities include specific airport or runway
qualification, very low visibility operations training, including
Surface Movement Guidance System (SMGS) operations, or use of a
specific airport visual model aligned with an instrument procedure for
another airport for instrument training. At the end of the interim
period, all Class III visual scenes and airport models must be
classified as either a Class I or a Class II visual scene or airport
model or be removed from availability at the simulator Instructor
[[Page 59603]]
Operating Stations (IOS). Class III visual scenes and airport models
may continue to be used after the end of the interim period if they are
part of a training program specifically approved by the TPAA or other
regulatory authority that uses a task and capability analysis as the
basis for approval of this specific media element, (i.e., the specific
scene or model selected for use in that program). Because any visual
scene or airport model that may be classified as Class III is likely to
already have some form of a task and capability analysis completed and
is already specifically approved by the TPAA, the FAA has determined
that in many cases there would be no cost for complying with this
proposal. However, if a task and capability analysis is required or if
modification to the visual scene is necessary, then the cost would be
minimal.
B. New Requirements for Objective Testing Standards
The FAA proposes to revise the objective testing requirements for
certain simulation performance areas. These revisions are necessary to
clarify the instructions and requirements for certain tests contained
in the final rule. In addition to changing the requirements for certain
tests, the FAA also proposes several new tests that were not included
in the final rule. The revised tests impact the following simulation
performance areas:
1. Idle and emergency descents for airplane simulators.
2. Pitch trim rates for airplane simulators.
3. Landing test requirements: autopilot landings and ground effect
demonstration for airplane simulators.
4. Takeoffs, hover, vertical climbs, and normal landings in
helicopter flight training devices.
5. Spiral stability tests for both airplane and helicopter
simulators.
6. Engine inoperative rejected takeoffs for helicopter simulators.
7. Motion System tests for airplane and helicopter simulators and
for helicopter flight training devices.
8. Visual System tests for airplane and helicopter simulators and
for helicopter flight training devices.
9. Sound System tests for airplane and helicopter simulators.
An example of a revised requirement is the spiral stability test
for airplane and helicopter simulators. Under the proposal, an
additional parameter must be measured to achieve the required results.
For airplanes, the spiral stability test must be conducted in an
additional flight configuration (approach or landing) instead of being
conducted in cruise configuration only. For helicopters, the final rule
required the helicopter to maintain the correct trend during the spiral
stability test, whereas this proposal would require the helicopter to
meet a specific roll or bank angle during the test. These additional
parameters provide a more complete and accurate evaluation of the
simulator, and ensure better replication of aircraft performance. The
data that would be used to validate simulator performance and handling
in these areas is obtained from lateral-directional stability tests
conducted during normal aircraft certification flight testing. The data
for these additional parameters are either regularly available or can
be made available simply by activating the recording equipment when the
test is begun.
Another example of the revised requirements is the inclusion of an
alternative method for validating control dynamics for the pitch, roll,
and yaw control tests for airplane simulators.\3\ The alternative
method would not change the requirements that the simulator must meet
for qualification, but would allow the validation tests for control
dynamics to be conducted on the ground rather than in-flight. The FAA
believes this change would provide an equivalent level of safety, while
conserving resources and providing greater flexibility for
manufacturers and sponsors.
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\3\ See Appendix A of this part, Attachment 2, para. 4.
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These proposed requirements affect only those FSTDs that will be
coming into service after May 30, 2008, and some proposed changes may
be marginally more stringent than the requirements in the October 30,
2006, Final Rule, while some are less stringent. Where the proposed
requirements are marginally more stringent than the current
requirements the cost would be minimal.
C. New Requirements for Motion Systems for Full Flight Simulators and
Level 7 Helicopter Flight Training Devices
This proposal adds tables describing the motion vibration that must
be displayed by the FSTD. The FAA proposes on-set motion cueing
capability for airplane and helicopter FFSs and Level 7 helicopter
FTDs. For the FFSs, the proposal includes a requirement that the motion
cueing must be provided by a platform motion system. For the Level 7
helicopter FTDs, the proposal would allow a method other than a
platform motion system to be used, such as the use of a large, bass
speaker located beneath the pilot's seat with sufficient response to
provide vibration cues to the pilot. The proposal also eliminates
certain requirements for ranges and rates of motion system response for
helicopter simulators. However, the proposal would require additional
tests that capture the motion system ``signature.'' The signature is a
simultaneous recording of motion system responses captured while
conducting required objective tests. The signature is recorded and may
be compared to signatures captured in subsequent evaluations to
determine if any differences exist. Any differences would be corrected
to return the motion system back to its original system operation.
Signature testing would apply to airplane and helicopter simulators.
The October 30, 2006, Final Rule does not contain motion system
testing requirements for airplane flight simulators. However, current
practice (under the Advisory Circular) includes motion system testing
that consists of ``frequency response,'' ``leg balance,'' and ``turn
around check.'' This proposal codifies that current practice and adds
the motion system benchmarking of a ``motion cueing performance
signature'' and ``characteristic motion vibrations,'' both of which are
also proposed for helicopter simulators. Motion cueing performance
signature and characteristic motion vibrations for airplane flight
simulators and helicopter simulators are already recorded during the
conduct of other required objective and subjective testing for these
simulators, thereby eliminating any cost.
The proposal also requires the recording of motion cueing
performance signature and characteristic motion vibrations for
simulators and Level 7 helicopter FTDs. The proposal only requires that
the motion cueing performance signature and the characteristic motion
vibrations be recorded while currently required tests are being
conducted. The motion cueing performance signature is the motion system
response recorded during certain objective tests. The characteristic
motion vibrations are the motion system response recorded during
certain subjective tests.
These proposed requirements would provide for more comprehensive
simulator assessments. The additional cost for implementation would be
either negligible or no cost. These requirements would also harmonize
with the international standards document.
[[Page 59604]]
D. New Requirements for Visual Systems for Level C and D Full Flight
Simulators
The FAA proposes technical changes for visual systems on Level C
and Level D simulators. For example, the FAA proposes that the surface
resolution of objects in the visual scene must be able to be visually
``resolved'' at 2 arc minutes rather than 3 arc minutes. Also, the
horizontal field of view requirements would be increased from 150[deg]
to 180[deg]. The FAA believes these requirements would provide better
training to pilots by improving visual cues and better replicating the
outside views. These changes would also be consistent with the current
international standards. The requirements of this proposal would not
apply to current simulators and the overall costs applicable to new
simulators are minimal to none.
E. New Requirements for Sound Systems for Level D Simulators
The FAA proposes new sound testing requirements for new Level D
simulators. These requirements would specify basic and special case
sound tests, and would be consistent with existing FAA advisory
material, FAA regulations, and the standards developed by the
international simulation working group. The proposal contains a
standardized list of sounds that would be recorded and compared during
initial and subsequent qualification evaluations. All new level D
simulators would be tested for frequency response and background noise.
There would also be specific tests based on whether the simulator is
replicating a jet powered aircraft or a propeller powered aircraft.
These tests would ensure accuracy in the overall sound quality of the
device. This proposal codifies existing practice of measuring sounds
and will result in no additional cost to the sponsor. These changes
would also be consistent with the current international standards. The
FAA has always required Level D simulators to have sounds recorded.
These sounds are then measured and compared between the aircraft and
the simulator and adjusted until they match to within stated
tolerances. However, under current requirements there are
inconsistencies with what sounds are to be recorded and what tolerances
should be applied. The proposal specifies the portions of the flight
envelope that must be recorded, therefore eliminating the previous
inconsistencies.
F. New Requirements for Subjective Testing Standards for Visual Scenes
and Airport Models
The proposed requirements for visual scene and airport models for
FFSs would codify existing advisory material, and include the
following:
1. Scene content--1 airport scene required for Level A and B; 3
airport scenes required for Level C and D. The scenes must contain
specific details, both on-airport and off-airport.
2. Visual scene management.
3. Visual scene recognition.
4. Airport model content.
5. Surrounding visual features consistent with the airport
environment.
6. The quality of visual scene, including correct color and
realistic textural cues.
7. Instructor control of environment, airport selection, and
lighting.
These requirements would be necessary to ensure a training
environment that provides accurate simulation and allows pilots to
practice skills using visual scenes and models encountered in actual
operations. These requirements would be particularly helpful for pilots
with lower flight experience levels.
In addition to codifying standards for the required visual scenes
and airport models, the FAA also proposes requirements for visual
scenes and airport models that are included in the device by the
sponsor, but are not required for the qualification level. In the past,
there were no established standards for optional scenes or airport
models that a sponsor may have incorporated in an FSTD. This created
inconsistencies in approval methods and in the training credits issued
for tasks completed in a device that had capability beyond what was
required for the stated qualification level. By establishing minimum
requirements for these optional scenes and models, the FAA would be
requiring the sponsor of each FSTD to meet at least the minimum
content, and the device may be eligible for additional training credits
for pilots.
The visual scenes and airport models currently available in any FFS
that would be classified as Class II are beyond the number of visual
scenes or airport models required for qualification and are likely to
already meet the requirements being proposed. As previously described,
in the event any Class II visual scene or airport model is found by the
sponsor to be deficient in some way, the sponsor could remove that
scene or model from the FFS library without jeopardizing the
qualification status of the FFS. However, the sponsor, at his option,
may elect to bring the deficient aspect into compliance and retain the
availability of that scene or model. Each sponsor has a full year to
review each FFS during normal training, checking, or testing activities
and determine the preferred course of action. For these reasons, the
FAA has determined that in a few cases the cost for complying with this
proposal would be minimal and in many cases there would be no cost to
the sponsor.
G. New Level 7 Helicopter FSTD Requirements
The FAA is proposing a Level 7 Helicopter FTD QPS. There are
currently no Level 7 helicopter FTDs. The standards proposed for this
device would insure the quality of simulation necessary for the
training and evaluation of flight crewmembers. The Level 7 FTD QPS
would contain specific requirements for visual and motion systems. For
example, the device would have to provide a visual system with a field
of view of 150[deg] x 40[deg] for both pilots simultaneously and a
motion cueing system that may consist of a platform motion system, a
seat shaker system, or a strategically located bass speaker of
sufficient response to provide an indication of rotor vibration and
vibration changes with changes in RPM or collective input. The Level 7
device would expand the training capability for helicopter students.
Because the Level 7 FTD is a new voluntary training option and would
not be required for compliance with any training, testing or checking
requirements, the proposal would not impose any additional cost on
sponsors or manufacturers.
H. Quality Management Systems
The October 30, 2006, Final Rule established a Quality Management
System (QMS) for FSTDs. The QMS is divided into two separate
categories--a mandatory program and a voluntary program. This proposal
would remove the details regarding the voluntary program from Appendix
E. The proposal also clarifies the obligation of sponsors to be
consistent in their conduct of internal assessments and clarifies the
potential for increase in internal audit intervals.
Under the proposal, the National Simulator Program Manager (NSPM)
would conduct continuing qualification evaluations of each FSTD every
12 months unless the NSPM becomes aware of discrepancies or performance
problems with the device that warrants more frequent evaluations. The
continuing qualification evaluations frequency could be extended beyond
the 12-month interval if: (1) The sponsor
[[Page 59605]]
implements a voluntary QMS program; and (2) the NSPM determines that
the administration of the QMS program and the FSTD performance
justifies less frequent evaluations. However, in no case would the
frequency of continuing qualification evaluations exceed 36 months.
I. New Information on Operation and Testing Requirements for FSTDs
The QPS material attached to this proposed rule adds 11 paragraphs
of information to better explain the operation and testing requirements
for FSTDs. The paragraphs provide information on the use of alternative
data sources, alternative engines data, alternative avionics data, and
engineering simulators to provide validation data. There are also
information paragraphs on motion systems, sound systems, simulator
qualifications for new or derivative airplanes, validation test
tolerances, validation data roadmap, transport delay testing, and
validation test data presentation.
V. Regulatory Notices and Analyses
Privacy Impact Statement for Proposed 14 CFR Part 60, Appendices A
Through F
Legal Requirements
Section 522 of the Consolidated Appropriations Act of 2005
instructs DOT to conduct a privacy impact assessment (PIA) of proposed
rules that will affect the privacy of individuals. The PIA should
identify potential threats relating to the collection, handling, use,
sharing and security of the data, the measures identified to mitigate
these threats, and the rationale for the final decisions made for the
rulemaking as a result of conducting the PIA.
Definitions
Sponsor means a certificate holder who seeks or maintains FSTD
qualification and is responsible for the prescribed actions as
prescribed in this part and the QPS for the appropriate FSTD and
qualification level.
Certificate holder means a person issued a certificate under parts
119, 141, or 142 of this chapter or a person holding an approved course
of training for flight engineers in accordance with part 63 of this
chapter.
Individual means a living human being, specifically including a
citizen of the United States or an alien lawfully admitted for
permanent residence.
Personally Identifiable Information (PII) is any information that
permits the identity of an individual to whom the information applies
to be reasonably inferred by either direct or indirect means, singly or
in combination with other data. Examples of PII include but are not
limited to physical and online contact information, Social Security
number or driver's license number.
Privacy Impact Assessment is an analysis of how a rulemaking would
impact the way information is handled in order to ensure data handling
conforms to applicable legal, regulatory, and policy requirements
regarding privacy, determine the risks and effects the rulemaking will
have on collecting, maintaining and sharing PII, and examine and
evaluate protections and alternative processes for handling information
to mitigate potential privacy risks.
Requirements for the Submission and Retention of PII as Part of
Compliance With Proposed 14 CFR part 60, Flight Simulation Training
Device Initial and Continuing Qualification and Use
The FAA proposes to amend the QPS requirements for FSTDs.
Compliance with the QPS requirements is the responsibility of the FSTD
sponsor. There are approximately 60 FSTD sponsors.
The proposed rule does not require sponsors to submit PII to the
FAA or to maintain PII in their own records. However, the FAA
recognizes that certain PII may be contained in a sponsor's records,
including information about individuals who have used a particular
FSTD. This information may include the person's name, employer, duty
position, and type ratings. The FAA may request a sponsor to disclose
this PII for investigation, compliance, or enforcement purposes. For
example, the FAA may request the sponsor to provide the names of all
individuals trained on a specific device if the FAA discovered that the
device was not adequately simulating the aircraft and determined that
those individuals needed to be retrained or reevaluated.
The FAA protects PII in accordance with ``Privacy Act Notice DOT/
FAA 847--Aviation Records on Individuals (formerly General Air
Transportation Records on Individuals).'' The Privacy Act Notice is
available at http://cio.ost.dot.gov/DOT/OST/Documents/files/records.html
.
The FAA did not conduct a PIA for this rulemaking because there are
no new requirements for PII as part of these QPS amendments. In August
2004, the FAA released a PIA for airmen certification records. The PIA
addresses the methodology the agency uses to collect, store,
distribute, and protect PII for certificated airmen, including pilots.
The PIA is available at http://www.dot.gov/pia/faa_rms.htm. This PIA
would apply to any PII the FAA may receive from a sponsor in the course
of exercising its oversight authority.
For more information or for comments and concerns on our privacy
practices, please contact our Privacy Officer, Carla Mauney at
carla.mauney@faa.gov, or by phone at (202) 267-9895.
Paperwork Reduction Act
Information collection requirements associated with this NPRM have
been approved previously by the Office of Management and Budget (OMB)
under the provisions of the Paperwork Reduction Act of 1995 (44 U.S.C.
3507(d)) and have been assigned OMB Control Number 2120-0680.
International Compatibility
In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to comply with
International Civil Aviation Organization (ICAO) Standards and
Recommended Practices to the maximum extent practicable. The FAA has
reviewed the corresponding ICAO Standards and Recommended Practices and
has identified no differences with these proposed regulations.
Economic Assessment, Initial Regulatory Flexibility Determination,
Trade Impact Assessment, and Unfunded Mandates Assessment
Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 directs that each Federal agency
shall propose or adopt a regulation only upon a reasoned determination
that the benefits of the intended regulation justify its costs. Second,
the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires
agencies to analyze the economic impact of regulatory changes on small
entities. Third, the Trade Agreements Act (Pub. L. 96-39) prohibits
agencies from setting standards that create unnecessary obstacles to
the foreign commerce of the United States. In developing U.S.
standards, the Trade Act requires agencies to consider international
standards and, where appropriate, that they be the basis of U.S.
standards. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L.
104-4) requires agencies to prepare a written assessment of the costs,
benefits, and other effects of proposed or final rules that include a
Federal mandate likely to result in the expenditure by State, local, or
tribal governments, in the aggregate, or by the private sector, of $100
million or more annually (adjusted
[[Page 59606]]
for inflation with base year of 1995). This portion of the preamble
summarizes the FAA's analysis of the economic impacts of this proposed
rule.
Department of Transportation Order DOT 2100.5 prescribes policies
and procedures for simplification, analysis, and review of regulations.
If the expected cost impact is so minimal that a proposed or final rule
does not warrant a full evaluation, this order permits that a statement
to that effect and the basis for it to be included in the preamble if a
full regulatory evaluation of the cost and benefits is not prepared.
Such a determination has been made for this proposed rule. The
reasoning for this determination follows:
The FAA proposes to codify existing practice by requiring all
existing FSTD visual scenes beyond the number required for
qualification to meet specified requirements. The proposal also
reorganizes certain sections of the QPS appendices and provides
additional information on validation tests, established parameters for
tolerances, acceptable data formats, and the use of alternative data
sources. The proposed changes would ensure that the training and
testing environment is accurate and realistic, would codify existing
practice, and would provide greater harmonization with the
international standards document for simulation. None of these proposed
technical requirements would apply to simulators qualified before May
30, 2008, except for the proposal to codify existing practice regarding
certain visual scene requirements. The overall impact of this proposal
would result in minimal to no cost increases for manufacturers and
sponsors.
The FAA has, therefore, determined that this proposed rule is not a
``significant regulatory action'' as defined in section 3(f) of
Executive Order 12866, and is not ``significant'' as defined in DOT's
Regulatory Policies and Procedures.
Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA)
establishes ``as a principle of regulatory issuance that agencies shall
endeavor, consistent with the objectives of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the businesses, organizations, and governmental jurisdictions
subject to regulation. To achieve this principle, agencies are required
to solicit and consider flexible regulatory proposals and to explain
the rationale for their actions to assure that such proposals are given
serious consideration.'' The RFA covers a wide-range of small entities,
including small businesses, not-for-profit organizations, and small
governmental jurisdictions.
Agencies must perform a review to determine whether a rule will
have a significant economic impact on a substantial number of small
entities. If the agency determines that it will, the agency must
prepare a regulatory flexibility analysis as described in the RFA.
However, if an agency determines that a rule is not expected to
have a significant economic impact on a substantial number of small
entities, section 605(b) of the RFA provides that the head of the
agency may so certify and a regulatory flexibility analysis is not
required. The certification must include a statement providing the
factual basis for this determination, and the reasoning should be
clear.
The FAA proposes to codify existing practice by requiring all
existing FSTD visual scenes beyond the number required for
qualification to meet specified requirements. The proposal also
reorganizes certain sections of the QPS appendices and provides
additional information on validation tests, established parameters for
tolerances, acceptable data formats, and the use of alternative data
sources. The proposed changes would ensure that the training and
testing environment is accurate and more realistic, would codify
existing practice, and would provide greater harmonization with the
international standards document for simulation. None of these proposed
technical requirements would apply to simulators qualified before May
30, 2008, except for the proposal to codify existing practice regarding
certain visual scene requirements. The overall impact of this proposal
would result in minimal to no cost increases for manufacturers and
sponsors. Therefore the FAA certifies that this proposed rule would not
have a significant economic impact on a substantial number of small
entities. The FAA solicits comments regarding this determination.
International Trade Impact Assessment
The Trade Agreements Act of 1979 (Pub. L. 96-39) prohibits Federal
agencies from establishing any standards or engaging in related
activities that create unnecessary obstacles to the foreign commerce of
the United States. Legitimate domestic objectives, such as safety, are
not considered unnecessary obstacles. The statute also requires
consideration of international standards and, where appropriate, that
they be the basis for U.S. standards. The FAA has assessed the
potential effect of this proposed rule and has determined that it would
impose the same costs on domestic and international entities and thus
has a neutral trade impact.
Unfunded Mandates Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement
assessing the effects of any Federal mandate in a proposed or final
agency rule that may result in an expenditure of $100 million or more
(adjusted annually for inflation with the base year 1995) in any one
year by State, local, and tribal governments, in the aggregate, or by
the private sector; such a mandate is deemed to be a ``significant
regulatory action.'' The FAA currently uses an inflation-adjusted value
of $128.1 million in lieu of $100 million. This proposed rule does not
contain such a mandate.
Executive Order 13132, Federalism
The FAA has analyzed this notice of proposed rulemaking under the
principles and criteria of Executive Order 13132, Federalism. We
determined that this proposal will not have a substantial direct effect
on the States, on the relationship between the national Government and
the States, or on the distribution of power and responsibilities among
the various levels of government. Therefore, we determined that this
proposed rule will not have federalism implications.
Environmental Analysis
FAA Order 1050.1E identifies FAA actions that are categorically
excluded from preparation of an environmental assessment or
environmental impact statement under the National Environmental Policy
Act in the absence of extraordinary circumstances. The FAA has
determined this proposed rule action qualifies for the categorical
exclusion identified in paragraph 312f and involves no extraordinary
circumstances.
Regulations That Significantly Affect Energy Supply, Distribution, or
Use
The FAA has analyzed this proposed rule under Executive Order
13211, Actions Concerning Regulations that Significantly Affect Energy
Supply, Distribution, or Use (May 18, 2001). We have determined that it
is not a ``significant energy action'' under the executive order
because it is not a ``significant regulatory action'' under Executive
Order 12866, and it is not likely to have a significant adverse effect
on the supply, distribution, or use of energy.
[[Page 59607]]
Additional Information
Comments Invited
The FAA invites interested persons to participate in this
rulemaking by submitting written comments, data, or views. We also
invite comments relating to the economic, environmental, energy, or
federalism impacts that might result from adopting the proposals in
this document. The most helpful comments reference a specific portion
of the proposal, explain the reason for any recommended change, and
include supporting data. To ensure the docket does not contain
duplicate comments, please send only one copy of written comments, or
if you are filing comments electronically, please submit your comments
only one time.
We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
concerning this proposed rulemaking. Before acting on this proposal, we
will consider all comments we receive on or before the closing date for
comments. We will consider comments filed after the comment period has
closed if it is possible to do so without incurring expense or delay.
We may change this proposal in light of the comments we receive.
Proprietary or Confidential Business Information
Do not file in the docket information that you consider to be
proprietary or confidential business information. Send or deliver this
information directly to the person identified in the FOR FURTHER
INFORMATION CONTACT section of this document. You must mark the
information that you consider proprietary or confidential. If you send
the information on a disk or CD-ROM, mark the outside of the disk or
CD-ROM and also identify electronically within the disk or CD-ROM the
specific information that is proprietary or confidential.
Under 14 CFR 11.35(b), when we are aware of proprietary information
filed with a comment, we do not place it in the docket. We hold it in a
separate file to which the public does not have access, and we place a
note in the docket that we have received it. If we receive a request to
examine or copy this information, we treat it as any other request
under the Freedom of Information Act (5 U.S.C. 552). We process such a
request under the DOT procedures found in 49 CFR part 7.
Availability of Rulemaking Documents
You can get an electronic copy of rulemaking documents using the
Internet by--
1. Searching the Federal eRulemaking Portal (http://www.regulations.gov
);
2. Visiting the FAA's Regulations and Policies Web page at http://www.faa.gov/regulations_policies/
; or
3. Accessing the Government Printing Office's Web page at http://www.gpoaccess.gov/fr/index.html
.
You can also get a copy by sending a request to the Federal
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence
Avenue, SW., Washington, DC 20591, or by calling (202) 267-9680. Make
sure to identify the docket number, notice number, or amendment number
of this rulemaking.
List of Subjects in 14 CFR Part 60
Airmen, Aviation safety, Reporting and recordkeeping requirements.
The Proposed Amendment
In consideration of the foregoing, the Federal Aviation
Administration proposes to further amend the final rule amending part
60 of Title 14 of the Code of Federal Regulations, as published at 71
FR 63392 on October 30, 2006, as follows:
PART 60--FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING
QUALIFICATION AND USE
1. The authority citation for part 60 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, and 44701.
2. Part 60, published at 71 FR 63392 on October 30, 2006 is amended
by revising appendices A-F to read as follows:
Appendix A to Part 60--Qualification Performance Standards for Airplane
Full Flight Simulators
-----------------------------------------------------------------------
Begin Information
This appendix establishes the standards for Airplane Full Flight
Simulator (FFS) evaluation and qualification. The Flight Standards
Service, National Simulator Program Manager (NSPM), is responsible
for the development, application, and implementation of the
standards contained within this appendix. The procedures and
criteria specified in this appendix will be used by the NSPM, or a
person assigned by the NSPM, when conducting airplane FFS
evaluations.
Table of Contents
1. Introduction
2. Applicability (Sec. Sec. 60.1 and 60.2)
3. Definitions (Sec. 60.3)
4. Qualification Performance Standards (Sec. 60.4)
5. Quality Management System (Sec. 60.5)
6. Sponsor Qualification Requirements (Sec. 60.7)
7. Additional Responsibilities of the Sponsor (Sec. 60.9)
8. FSTD Use (Sec. 60.11)
9. FSTD Objective Data Requirements (Sec. 60.13)
10. Special Equipment and Personnel Requirements for Qualification
of the FSTD (Sec. 60.14)
11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15)
12. Additional Qualifications for a Currently Qualified FSTD (Sec.
60.16)
13. Previously Qualified FSTDs (Sec. 60.17)
14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec. 60.19)
15. Logging FSTD Discrepancies (Sec. 60.20)
16. Interim Qualification of FSTDs for New Airplane Types or Models
(Sec. 60.21)
17. Modifications to FSTDs (Sec. 60.23)
18. Operations with Missing, Malfunctioning, or Inoperative
Components (Sec. 60.25)
19. Automatic Loss of Qualification and Procedures for Restoration
of Qualification (Sec. 60.27)
20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29)
21. Recordkeeping and Reporting (Sec. 60.31)
22. Applications, Logbooks, Reports, and Records: Fraud,
Falsification, or Incorrect Statements (Sec. 60.33)
23. Specific Full Flight Simulator Compliance Requirements (Sec.
60.35)
24. [Reserved]
25. FSTD Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37)
Attachment 1 to Appendix A to Part 60--General Simulator
Requirements
Attachment 2 to Appendix A to Part 60--Full Flight Simulator
Objective Tests
Attachment 3 to Appendix A to Part 60--Simulator Subjective
Evaluation
Attachment 4 to Appendix A to Part 60--Sample Documents
Attachment 5 to Appendix A to Part 60--Simulator Qualification
Requirements for Windshear Training Program Use
Attachment 6 to Appendix A to Part 60--FSTD Directives Applicable to
Airplane Flight Simulators
End Information
-----------------------------------------------------------------------
1. Introduction
-----------------------------------------------------------------------
Begin Information
a. This appendix contains background information as well as
regulatory and informative material as described later in this
section. To assist the reader in determining what areas are required
and what areas are permissive, the text in this appendix is divided
into two sections: ``QPS Requirements'' and ``Information.'' The QPS
Requirements sections contain details regarding compliance with the
part 60 rule
[[Page 59608]]
language. These details are regulatory, but are found only in this
appendix. The Information sections contain material that is advisory
in nature, and designed to give the user general information about
the regulation.
b. Questions regarding the contents of this publication should
be sent to the U.S. Department of Transportation, Federal Aviation
Administration, Flight Standards Service, National Simulator Program
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,
Georgia, 30354. Telephone contact numbers for the NSP are: phone,
404-832-4700; fax, 404-761-8906. The general email address for the
NSP office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web Site
address is: http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/.
On this Web Site you will find an NSP
personnel list with telephone and email contact information for each
NSP staff member, a list of qualified flight simulation devices,
advisory circulars, a description of the qualification process, NSP
policy, and an NSP ``In-Works'' section. Also linked from this site
are additional information sources, handbook bulletins, frequently
asked questions, a listing and text of the Federal Aviation
Regulations, Flight Standards Inspector's handbooks, and other FAA
links.
c. The NSPM encourages the use of electronic media for all
communication, including any record, report, request, test, or
statement required by this appendix. The electronic media used must
have adequate security provisions and be acceptable to the NSPM. The
NSPM recommends inquiries on system compatibility, and minimum
system requirements are also included on the NSP Web site.
d. Related Reading References.
(1) 14 CFR part 60.
(2) 14 CFR part 61.
(3) 14 CFR part 63.
(4) 14 CFR part 119.
(5) 14 CFR part 121.
(6) 14 CFR part 125.
(7) 14 CFR part 135.
(8) 14 CFR part 141.
(9) 14 CFR part 142.
(10) Advisory Circular (AC) 120-28C, Criteria for Approval of
Category III Landing Weather Minima.
(11) AC 120-29, Criteria for Approving Category I and Category
II Landing Minima for part 121 operators.
(12) AC 120-35B, Line Operational Simulations: Line-Oriented
Flight Training, Special Purpose Operational Training, Line
Operational Evaluation.
(13) AC 120-41, Criteria for Operational Approval of Airborne
Wind Shear Alerting and Flight Guidance Systems.
(14) AC 120-57A, Surface Movement Guidance and Control System
(SMGS).
(15) AC 150/5300-13, Airport Design.
(16) AC 150/5340-1G, Standards for Airport Markings.
(17) AC 150/5340-4C, Installation Details for Runway Centerline
Touchdown Zone Lighting Systems.
(18) AC 150/5340-19, Taxiway Centerline Lighting System.
(19) AC 150/5340-24, Runway and Taxiway Edge Lighting System.
(20) AC 150/5345-28D, Precision Approach Path Indicator (PAPI)
Systems.
(21) International Air Transport Association document, ``Flight
Simulator Design and Performance Data Requirements,'' as amended.
(22) AC 25-7, as amended, Flight Test Guide for Certification of
Transport Category Airplanes.
(23) AC 23-8A, as amended, Flight Test Guide for Certification
of Part 23 Airplanes.
(24) International Civil Aviation Organization (ICAO) Manual of
Criteria for the Qualification of Flight Simulators, as amended.
(25) Airplane Flight Simulator Evaluation Handbook, Volume I, as
amended and Volume II, as amended, The Royal Aeronautical Society,
London, UK.
(26) FAA Publication FAA-S-8081 series (Practical Test Standards
for Airline Transport Pilot Certificate, Type Ratings, Commercial
Pilot, and Instrument Ratings).
(27) The FAA Aeronautical Information Manual (AIM). An
electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs
.
End Information
-----------------------------------------------------------------------
2. Applicability (Sec. Sec. 60.1 and 60.2)
-----------------------------------------------------------------------
Begin Information
No additional regulatory or informational material applies to
Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of
sponsor rules to persons who are not sponsors and who are engaged in
certain unauthorized activities.
End Information
-----------------------------------------------------------------------
3. Definitions (Sec. 60.3)
-----------------------------------------------------------------------
Begin Information
See Appendix F of this part for a list of definitions and
abbreviations from part 1 and part 60, including the appropriate
appendices of part 60.
End Information
-----------------------------------------------------------------------
4. Qualification Performance Standards (Sec. 60.4)
-----------------------------------------------------------------------
Begin Information
No additional regulatory or informational material applies to
Sec. 60.4, Qualification Performance Standards.
End Information
-----------------------------------------------------------------------
5. Quality Management System (Sec. 60.5)
-----------------------------------------------------------------------
Begin Information
See Appendix E of this part for additional regulatory and
informational material regarding Quality Management Systems.
End Information
-----------------------------------------------------------------------
6. Sponsor Qualification Requirements (Sec. 60.7)
-----------------------------------------------------------------------
Begin Information
a. The intent of the language in Sec. 60.7(b) is to have a
specific FFS, identified by the sponsor, used at least once in an
FAA-approved flight training program for the airplane simulated
during the 12-month period described. The identification of the
specific FFS may change from one 12-month period to the next 12-
month period as long as the sponsor sponsors and uses at least one
FFS at least once during the prescribed period. No minimum number of
hours or minimum FFS periods are required.
b. The following examples describe acceptable operational
practices:
(1) Example One.
(a) A sponsor is sponsoring a single, specific FFS for its own
use, in its own facility or elsewhere--this single FFS forms the
basis for the sponsorship. The sponsor uses that FFS at least once
in each 12-month period in the sponsor's FAA-approved flight
training program for the airplane simulated. This 12-month period is
established according to the following schedule:
(i) If the FFS was qualified prior to May 30, 2008, the 12-month
period begins on the date of the first continuing qualification
evaluation conducted in accordance with Sec. 60.19 after May 30,
2008, and continues for each subsequent 12-month period;
(ii) A device qualified on or after May 30, 2008, will be
required to undergo an initial or upgrade evaluation in accordance
with Sec. 60.15. Once the initial or upgrade evaluation is
complete, the first continuing qualification evaluation will be
conducted within 6 months. The 12-month continuing qualification
evaluation cycle begins on that date and continues for each
subsequent 12-month period.
(b) There is no minimum number of hours of FFS use required.
(c) The identification of the specific FFS may change from one
12-month period to the next 12-month period as long as the sponsor
sponsors and uses at least one FFS at least once during the
prescribed period.
(2) Example Two.
(a) A sponsor sponsors an additional number of FFSs, in its
facility or elsewhere. Each additionally sponsored FFS must be--
(i) Used by the sponsor in the sponsor's FAA-approved flight
training program for the airplane simulated (as described in Sec.
60.7(d)(1)); OR
(ii) Used by another FAA certificate holder in that other
certificate holder's FAA-approved flight training program for the
airplane simulated (as described in Sec. 60.7(d)(1)). This 12-month
period is established in the same manner as in example one; OR
(iii) Provided a statement each year from a qualified pilot,
(after having flown the airplane, not the subject FFS or another
FFS, during the preceding 12-month period) stating that the subject
FFSs performance and handling qualities represent the airplane (as
described in Sec. 60.7(d)(2)). This statement is provided at least
once in each 12-month period established in the same manner as in
example one.
[[Page 59609]]
(b) No minimum number of hours of FFS use is required.
(3) Example Three.
(a) A sponsor in New York (in this example, a Part 142
certificate holder) establishes ``satellite'' training centers in
Chicago and Moscow.
(b) The satellite function means that the Chicago and Moscow
centers must operate under the New York center's certificate (in
accordance with all of the New York center's practices, procedures,
and policies; e.g., instructor and/or technician training/checking
requirements, record keeping, QMS program).
(c) All of the FFSs in the Chicago and Moscow centers could be
dry-leased (i.e., the certificate holder does not have and use FAA-
approved flight training programs for the FFSs in the Chicago and
Moscow centers) because--
(i) Each FFS in the Chicago center and each FFS in the Moscow
center is used at least once each 12-month period by another FAA
certificate holder in that other certificate holder's FAA-approved
flight training program for the airplane (as described in Sec.
60.7(d)(1)); or
(ii) A statement is obtained from a qualified pilot (having
flown the airplane, not the subject FFS or another FFS during the
preceding 12-month period) stating that the performance and handling
qualities of each FFS in the Chicago and Moscow centers represents
the airplane (as described in Sec. 60.7(d)(2)).
End Information
-----------------------------------------------------------------------
7. Additional Responsibilities of the Sponsor (Sec. 60.9)
-----------------------------------------------------------------------
Begin Information
The phrase ``as soon as practicable'' in Sec. 60.9(a) means
without unnecessarily disrupting or delaying beyond a reasonable
time the training, evaluation, or experience being conducted in the
FSTD.
End Information
-----------------------------------------------------------------------
8. FSTD Use (Sec. 60.11)
-----------------------------------------------------------------------
Begin Information
No additional regulatory or informational material applies to
Sec. 60.11, Simulator Use.
End Information
-----------------------------------------------------------------------
9. FSTD Objective Data Requirements (Sec. 60.13)
-----------------------------------------------------------------------
Begin QPS Requirements
-----------------------------------------------------------------------
a. Flight test data used to validate FFS performance and
handling qualities must have been gathered in accordance with a
flight test program containing the following:
(1) A flight test plan consisting of:
(a) The maneuvers and procedures required for aircraft
certification and simulation programming and validation.
(b) For each maneuver or procedure--
(i) The procedures and control input the flight test pilot and/
or engineer used.
(ii) The atmospheric and environmental conditions.
(iii) The initial flight conditions.
(iv) The airplane configuration, including weight and center of
gravity.
(v) The data to be gathered.
(vi) All other information necessary to recreate the flight test
conditions in the FFS.
(2) Appropriately qualified flight test personnel.
(3) An understanding of the accuracy of the data to be gathered
using appropriate alternative data sources, procedures, and
instrumentation that is traceable to a recognized standard as
described in Attachment 2, Table A2E.
(4) Appropriate and sufficient data acquisition equipment or
system(s), including appropriate data reduction and analysis methods
and techniques, as would be acceptable to the FAA's Aircraft
Certification Service.
b. The data, regardless of source, must be presented:
(1) In a format that supports the FFS validation process;
(2) In a manner that is clearly readable and annotated correctly
and completely;
(3) With resolution sufficient to determine compliance with the
tolerances set forth in Attachment 2, Table A2A of this appendix.
(4) With any necessary instructions or other details provided,
such as yaw damper or throttle position; and
(5) Without alteration, adjustments, or bias; however the data
may be re-scaled, digitized, or otherwise manipulated to fit the
desired presentation.
c. After completion of any additional flight test, a flight test
report must be submitted in support of the validation data. The
report must contain sufficient data and rationale to support
qualification of the FFS at the level requested.
d. As required by Sec. 60.13(f), the sponsor must notify the
NSPM when it becomes aware that an addition to, an amendment to, or
a revision of data that may relate to FFS performance or handling
characteristics is available. The data referred to in this paragraph
are those data that are used to validate the performance, handling
qualities, or other characteristics of the aircraft, including data
related to any relevant changes occurring after the type certificate
was issued. The sponsor must--
(1) Within 10 calendar days, notify the NSPM of the existence of
this data; and
(2) Within 45 calendar days, notify the NSPM of--
(a) The schedule to incorporate this data into the FFS; or
(b) The reason for not incorporating this data into the FFS.
e. In those cases where the objective test results authorize a
``snapshot test'' or a ``series of snapshot tests'' results in lieu
of a time-history result, the sponsor or other data provider must
ensure that a steady state condition exists at the instant of time
captured by the ``snapshot.'' The steady state condition must exist
from 4 seconds prior to, through 1 second following, the instant of
time captured by the snapshot.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
f. The FFS sponsor is encouraged to maintain a liaison with the
manufacturer of the aircraft being simulated (or with the holder of
the aircraft type certificate for the aircraft being simulated if
the manufacturer is no longer in business), and, if appropriate,
with the person having supplied the aircraft data package for the
FFS in order to facilitate the notification required by Sec.
60.13(f).
g. It is the intent of the NSPM that for new aircraft entering
service, at a point well in advance of preparation of the
Qualification Test Guide (QTG), the sponsor should submit to the
NSPM for approval, a descriptive document (a validation data
roadmap) containing the plan for acquiring the validation data,
including data sources. This document should clearly identify
sources of data for all required tests, a description of the
validity of these data for a specific engine type and thrust rating
configuration, and the revision levels of all avionics affecting the
performance or flying qualities of the aircraft. Additionally, this
document should provide other information, such as the rationale or
explanation for cases where data or data parameters are missing,
instances where engineering simulation data are used or where flight
test methods require further explanations. It should also provide a
brief narrative describing the cause and effect of any deviation
from data requirements. The aircraft manufacturer may provide this
document.
h. There is no requirement for any flight test data supplier to
submit a flight test plan or program prior to gathering flight test
data. However, the NSPM notes that inexperienced data gatherers
often provide data that is irrelevant, improperly marked, or lacking
adequate justification for selection. Other problems include
inadequate information regarding initial conditions or test
maneuvers. The NSPM has been forced to refuse these data submissions
as validation data for an FFS evaluation. It is for this reason that
the NSPM recommends that any data supplier not previously
experienced in this area review the data necessary for programming
and for validating the performance of the FFS, and discuss the
flight test plan anticipated for acquiring such data with the NSPM
well in advance of commencing the flight tests.
i. The NSPM will consider, on a case-by-case basis, whether or
not to approve supplemental validation data derived from flight data
recording systems such as a Quick Access Recorder or Flight Data
Recorder.
End Information
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10. Special Equipment and Personnel Requirements for Qualification of
the FSTDs (Sec. 60.14)
-----------------------------------------------------------------------
Begin Information
a. In the event that the NSPM determines that special equipment
or specifically qualified persons will be required to conduct
[[Page 59610]]
an evaluation, the NSPM will make every attempt to notify the
sponsor at least one (1) week, but in no case less than 72 hours, in
advance of the evaluation. Examples of special equipment include
spot photometers, flight control measurement devices, and sound
analyzers. Examples of specially qualified personnel include
individuals specifically qualified to install or use any special
equipment when its use is required.
b. Examples of a special evaluation include an evaluation
conducted after an FFS is moved, at the request of the TPAA, or as a
result of comments received from users of the FFS that raise
questions about the continued qualification or use of the FFS.
End Information
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11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15)
-----------------------------------------------------------------------
Begin QPS Requirements
a. In order to be qualified at a particular qualification level,
the FFS must:
(1) Meet the general requirements listed in Attachment 1;
(2) Meet the objective testing requirements listed in Attachment
2; and
(3) Satisfactorily accomplish the subjective tests listed in
Attachment 3.
b. The request described in Sec. 60.15(a) must include all of
the following:
(1) A statement that the FFS meets all of the applicable
provisions of this part and all applicable provisions of the QPS.
(2) A confirmation that the sponsor will forward to the NSPM the
statement described in Sec. 60.15(b) in such time as to be received
no later than 5 business days prior to the scheduled evaluation and
may be forwarded to the NSPM via traditional or electronic means.
(3) A qualification test guide (QTG), acceptable to the NSPM,
that includes all of the following:
(a) Objective data obtained from aircraft testing or another
approved source.
(bi) Correlating objective test results obtained from the
performance of the FFS as prescribed in the appropriate QPS.
(c) The result of FFS subjective tests prescribed in the
appropriate QPS.
(d) A description of the equipment necessary to perform the
evaluation for initial qualification and the continuing
qualification evaluations.
c. The QTG described in paragraph (a)(3) of this section, must
provide the documented proof of compliance with the simulator
objective tests in Attachment 2, Table A2A of this appendix.
d. The QTG is prepared and submitted by the sponsor, or the
sponsor's agent on behalf of the sponsor, to the NSPM for review and
approval, and must include, for each objective test:
(1) Parameters, tolerances, and flight conditions;
(2) Pertinent and complete instructions for the conduct of
automatic and manual tests;
(3) A means of comparing the FFS test results to the objective
data;
(4) Any other information as necessary, to assist in the
evaluation of the test results;
(5) Other information appropriate to the qualification level of
the FFS.
e. The QTG described in paragraphs (a)(3) and (b) of this
section, must include the following:
(1) A QTG cover page with sponsor and FAA approval signature
blocks (see Attachment 4, Figure A4C, for a sample QTG cover page).
(2) A continuing qualification evaluation requirements page.
This page will be used by the NSPM to establish and record the
frequency with which continuing qualification evaluations must be
conducted and any subsequent changes that may be determined by the
NSPM in accordance with Sec. 60.19. See Attachment 4, Figure A4G,
for a sample Continuing Qualification Evaluation Requirements page.
(3) An FFS information page that provides the information listed
in this paragraph (see Attachment 4, Figure A4B, for a sample FFS
information page). For convertible FFSs, the sponsor must submit a
separate page for each configuration of the FFS.
(a) The sponsor's FFS identification number or code.
(b) The airplane model and series being simulated.
(c) The aerodynamic data revision number or reference.
(d) The source of the basic aerodynamic model and the
aerodynamic coefficient data used to modify the basic model.
(e) The engine model(s) and its data revision number or
reference.
(f) The flight control data revision number or reference.
(g) The flight management system identification and revision
level.
(h) The FFS model and manufacturer.
(i) The date of FFS manufacture.
(j) The FFS computer identification.
(k) The visual system model and manufacturer, including display
type.
(l) The motion system type and manufacturer, including degrees
of freedom.
(4) A Table of Contents.
(5) A log of revisions and a list of effective pages.
(6) A list of all relevant data references.
(7) A glossary of terms and symbols used (including sign
conventions and units).
(8) Statements of compliance and capability (SOCs) with certain
requirements. SOCs must provide references to the sources of
information that show the capability of the FFS to comply with the
requirement, a rationale explaining how the referenced material is
used, mathematical equations and parameter values used, and the
conclusions reached; i.e., that the FFS complies with the
requirement.
(9) Recording procedures or equipment required to accomplish the
objective tests.
(10) The following information for each objective test
designated in Attachment 2, Table A2A, as applicable to the
qualification level sought:
(a) Name of the test.
(b) Objective of the test.
(c) Initial conditions.
(d) Manual test procedures.
(e) Automatic test procedures (if applicable).
(f) Method for evaluating FFS objective test results.
(g) List of all relevant parameters driven or constrained during
the automatically conducted test(s).
(h) List of all relevant parameters driven or constrained during
the manually conducted test(s).
(i) Tolerances for relevant parameters.
(j) Source of Validation Data (document and page number).
(k) Copy of the Validation Data (if located in a separate
binder, a cross reference for the identification and page number for
pertinent data location must be provided).
(l) Simulator Objective Test Results as obtained by the sponsor.
Each test result must reflect the date completed and must be clearly
labeled as a product of the device being tested.
f. A convertible FFS is addressed as a separate FFS for each
model and series airplane to which it will be converted and for the
FAA qualification level sought. If a sponsor seeks qualification for
two or more models of an airplane type using a convertible FFS, the
sponsor must submit a QTG for each airplane model, or a QTG for the
first airplane model and a supplement to that QTG for each
additional airplane model. The NSPM will conduct evaluations for
each airplane model.
g. Form and manner of presentation of objective test results in
the QTG:
(1) The sponsor's FFS test results must be recorded in a manner
acceptable to the NSPM, that allows easy comparison of the FFS test
results to the validation data (e.g., use of a multi-channel
recorder, line printer, cross plotting, overlays, transparencies).
(2) FFS results must be labeled using terminology common to
airplane parameters as opposed to computer software identifications.
(3) Validation data documents included in a QTG may be
photographically reduced only if such reduction will not alter the
graphic scaling or cause difficulties in scale interpretation or
resolution.
(4) Scaling on graphical presentations must provide the
resolution necessary to evaluate the parameters shown in Attachment
2, Table A2A of this appendix.
(5) Tests involving time histories, data sheets (or
transparencies thereof) and FFS test results must be clearly marked
with appropriate reference points to ensure an accurate comparison
between the FFS and the airplane with respect to time. Time
histories recorded via a line printer are to be clearly identified
for cross plotting on the airplane data. Over-plots must not obscure
the reference data.
h. The sponsor may elect to complete the QTG objective and
subjective tests at the manufacturer's facility or at the sponsor's
training facility. If the tests are conducted at the manufacturer's
facility, the sponsor must repeat at least one-third of the tests at
the sponsor's training facility in order to substantiate FFS
performance. The QTG must be clearly annotated to indicate when and
where each test was accomplished. Tests conducted at the
manufacturer's facility and at the sponsor's training facility must
be conducted after the FFS is assembled with systems and sub-systems
functional and operating in an interactive manner. The test results
must be submitted to the NSPM.
[[Page 59611]]
i. The sponsor must maintain a copy of the MQTG at the FFS
location.
j. All FFSs for which the initial qualification is conducted
after May 30, 2014, must have an electronic MQTG (eMQTG) including
all objective data obtained from airplane testing, or another
approved source (reformatted or digitized), together with
correlating objective test results obtained from the performance of
the FFS (reformatted or digitized) as prescribed in this appendix.
The eMQTG must also contain the general FFS performance or
demonstration results (reformatted or digitized) prescribed in this
appendix, and a description of the equipment necessary to perform
the initial qualification evaluation and the continuing
qualification evaluations. The eMQTG must include the original
validation data used to validate FFS performance and handling
qualities in either the original digitized format from the data
supplier or an electronic scan of the original time-history plots
that were provided by the data supplier. A copy of the eMQTG must be
provided to the NSPM.
k. All other FFSs not covered in subparagraph ``j'' must have an
electronic copy of the MQTG by May 30, 2014. A copy of the eMQTG
must be provided to the NSPM. This may be provided by an electronic
scan presented in a Portable Document File (PDF), or similar format
acceptable to the NSPM.
l. During the initial (or upgrade) qualification evaluation
conducted by the NSPM, the sponsor must also provide a person who is
a user of the device (e.g., a qualified pilot or instructor pilot
with flight time experience in that aircraft) and knowledgeable
about the operation of the aircraft and the operation of the FFS.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
m. Only those FFSs that are sponsored by a certificate holder as
defined in Appendix F will be evaluated by the NSPM. However, other
FFS evaluations may be conducted on a case-by-case basis as the
Administrator deems appropriate, but only in accordance with
applicable agreements.
n. The NSPM will conduct an evaluation for each configuration,
and each FFS must be evaluated as completely as possible. To ensure
a thorough and uniform evaluation, each FFS is subjected to the
general simulator requirements in Attachment 1, the objective tests
listed in Attachment 2, and the subjective tests listed in
Attachment 3 of this appendix. The evaluations described herein will
include, but not necessarily be limited to the following:
(1) Airplane responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
(2) Performance in authorized portions of the simulated
airplane's operating envelope, to include tasks evaluated by the
NSPM in the areas of surface operations, takeoff, climb, cruise,
descent, approach, and landing as well as abnormal and emergency
operations (see Attachment 2 of this appendix);
(3) Control checks (see Attachment 1 and Attachment 2 of this
appendix);
(4) Flight deck configuration (see Attachment 1 of this
appendix);
(5) Pilot, flight engineer, and instructor station functions
checks (see Attachment 1 and Attachment 3 of this appendix);
(6) Airplane systems and sub-systems (as appropriate) as
compared to the airplane simulated (see Attachment 1 and Attachment
3 of this appendix);
(7) FFS systems and sub-systems, including force cueing
(motion), visual, and aural (sound) systems, as appropriate (see
Attachment 1 and Attachment 2 of this appendix); and
(8) Certain additional requirements, depending upon the
qualification level sought, including equipment or circumstances
that may become hazardous to the occupants. The sponsor may be
subject to Occupational Safety and Health Administration
requirements.
o. The NSPM administers the objective and subjective tests,
which includes an examination of functions. The tests include a
qualitative assessment of the FFS by an NSP pilot. The NSP
evaluation team leader may assign other qualified personnel to
assist in accomplishing the functions examination and/or the
objective and subjective tests performed during an evaluation when
required.
(1) Objective tests provide a basis for measuring and evaluating
FFS performance and determining compliance with the requirements of
this part.
(2) Subjective tests provide a basis for:
(a) Evaluating the capability of the FFS to perform over a
typical utilization period;
(b) Determining that the FFS satisfactorily simulates each
required task;
(c) Verifying correct operation of the FFS controls,
instruments, and systems; and
(d) Demonstrating compliance with the requirements of this part.
p. The tolerances for the test parameters listed in Attachment 2
of this appendix reflect the range of tolerances acceptable to the
NSPM for FFS validation and are not to be confused with design
tolerances specified for FFS manufacture. In making decisions
regarding tests and test results, the NSPM relies on the use of
operational and engineering judgment in the application of data
(including consideration of the way in which the flight test was
flown and way the data was gathered and applied) data presentations,
and the applicable tolerances for each test.
q. In addition to the scheduled continuing qualification
evaluation, each FFS is subject to evaluations conducted by the NSPM
at any time without prior notification to the sponsor. Such
evaluations would be accomplished in a normal manner (i.e.,
requiring exclusive use of the FFS for the conduct of objective and
subjective tests and an examination of functions) if the FFS is not
being used for flight crewmember training, testing, or checking.
However, if the FFS were being used, the evaluation would be
conducted in a non-exclusive manner. This non-exclusive evaluation
will be conducted by the FFS evaluator accompanying the check
airman, instructor, Aircrew Program Designee (APD), or FAA inspector
aboard the FFS along with the student(s) and observing the operation
of the FFS during the training, testing, or checking activities.
r. Problems with objective test results are handled as follows:
(1) If a problem with an objective test result is detected by
the NSP evaluation team during an evaluation, the test may be
repeated or the QTG may be amended.
(2) If it is determined that the results of an objective test do
not support the level requested but do support a lower level, the
NSPM may qualify the FFS at that lower level. For example, if a
Level D evaluation is requested and the FFS fails to meet sound test
tolerances, it could be qualified at Level C.
s. After an FFS is successfully evaluated, the NSPM issues a
Statement of Qualification (SOQ) to the sponsor. The NSPM recommends
the FFS to the TPAA, who will approve the FFS for use in a flight
training program. The SOQ will be issued at the satisfactory
conclusion of the initial or continuing qualification evaluation and
will list the tasks for which the FSTD is qualified, referencing the
tasks described in Table A1B in attachment 1. However, it is the
sponsor's responsibility to obtain TPAA approval prior to using the
FSTD in an FAA-approved flight training program.
t. Under normal circumstances, the NSPM establishes a date for
the initial or upgrade evaluation within ten (10) working days after
determining that a complete QTG is acceptable. Unusual circumstances
may warrant establishing an evaluation date before this
determination is made. A sponsor may schedule an evaluation date as
early as 6 months in advance. However, there may be a delay of 45
days or more in rescheduling and completing the evaluation if the
sponsor is unable to meet the scheduled date. See Attachment 4,
Figure A4A, Sample Request for Initial, Upgrade, or Reinstatement
Evaluation.
u. The numbering system used for objective test results in the
QTG should closely follow the numbering system set out in Attachment
2, FFS Objective Tests, Table A2A.
v. Contact the NSPM or visit the NSPM Web site for additional
information regarding the preferred qualifications of pilots used to
meet the requirements of Sec. 60.15(d).
w. Examples of the exclusions for which the FFS might not have
been subjectively tested by the sponsor or the NSPM and for which
qualification might not be sought or granted, as described in Sec.
60.15(g)(6), include windshear training and circling approaches.
End Information
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12. Additional Qualifications for a Currently Qualified FSTD (Sec.
60.16)
-----------------------------------------------------------------------
Begin Information
No additional regulatory or informational material applies to
Sec. 60.16, Additional Qualifications for a Currently Qualified
FFS.
End Information
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[[Page 59612]]
13. Previously Qualified FSTDs (Sec. 60.17)
-----------------------------------------------------------------------
Begin QPS Requirements
a. In instances where a sponsor plans to remove an FFS from
active status for a period of less than two years, the following
procedures apply:
(1) The NSPM must be notified in writing and the notification
must include an estimate of the period that the FFS will be
inactive;
(2) Continuing Qualification evaluations will not be scheduled
during the inactive period;
(3) The NSPM will remove the FFS from the list of qualified
FSTDs on a mutually established date not later than the date on
which the first missed continuing qualification evaluation would
have been scheduled;
(4) Before the FFS is restored to qualified status, it must be
evaluated by the NSPM. The evaluation content and the time required
to accomplish the evaluation is based on the number of continuing
qualification evaluations and sponsor-conducted quarterly
inspections missed during the period of inactivity.
(5) The sponsor must notify the NSPM of any changes to the
original scheduled time out of service;
b. Simulators qualified prior to May 30, 2008, are not required
to meet the general simulation requirements, the objective test
requirements or the subjective test requirements of attachments 1,
2, and 3 of this appendix as long as the simulator continues to meet
the test requirements contained in the MQTG developed under the
original qualification basis.
c. After [date 1 year after effective date of the final rule]
each visual scene or airport model beyond the minimum required for
the FSTD qualification level that is installed in and available for
use in a qualified FSTD must meet the requirements described in
attachment 3 of this appendix.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
d. Other certificate holders or persons desiring to use an FFS
may contract with FFS sponsors to use FFSs previously qualified at a
particular level for an airplane type and approved for use within an
FAA-approved flight training program. Such FFSs are not required to
undergo an additional qualification process, except as described in
Sec. 60.16.
e. Each FFS user must obtain approval from the appropriate TPAA
to use any FFS in an FAA-approved flight training program.
f. The intent of the requirement listed in Sec. 60.17(b), for
each FFS to have a Statement of Qualification within 6 years, is to
have the availability of that statement (including the configuration
list and the limitations to authorizations) to provide a complete
picture of the FFS inventory regulated by the FAA. The issuance of
the statement will not require any additional evaluation or require
any adjustment to the evaluation basis for the FFS.
g. Downgrading of an FFS is a permanent change in qualification
level and will necessitate the issuance of a revised Statement of
Qualification to reflect the revised qualification level, as
appropriate. If a temporary restriction is placed on an FFS because
of a missing, malfunctioning, or inoperative component or on-going
repairs, the restriction is not a permanent change in qualification
level. Instead, the restriction is temporary and is removed when the
reason for the restriction has been resolved.
h. It is not the intent of the NSPM to discourage the
improvement of existing simulation (e.g., the ``updating'' of a
visual system to a newer model, or the replacement of the IOS with a
more capable unit) by requiring the ``updated'' device to meet the
qualification standards current at the time of the update. Depending
on the extent of the update, the NSPM may require that the updated
device be evaluated and may require that an evaluation include all
or a portion of the elements of an initial evaluation. However, the
standards against which the device would be evaluated are those that
are found in the MQTG for that device.
i. The NSPM will determine the evaluation criteria for an FSTD
that has been removed from active status. The criteria will be based
on the number of continuing qualification evaluations and quarterly
inspections missed during the period of inactivity. For example, if
the FFS were out of service for a 1 year period, it would be
necessary to complete the entire QTG, since all of the quarterly
evaluations would have been missed. The NSPM will also consider how
the FFS was stored, whether parts were removed from the FFS and
whether the FFS was disassembled.
j. The FFS will normally be requalified using the FAA-approved
MQTG and the criteria that was in effect prior to its removal from
qualification. However, inactive periods of 2 years or more will
require requalification under the standards in effect and current at
the time of requalification.
End Information
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14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec. 60.19)
-----------------------------------------------------------------------
Begin QPS Requirements
a. The sponsor must conduct a minimum of four evenly spaced
inspections throughout the year. The objective test sequence and
content of each inspection must be developed by the sponsor and must
be acceptable to the NSPM.
b. The description of the functional preflight inspection must
be contained in the sponsor's QMS.
c. Record ``functional preflight'' in the FFS discrepancy log
book or other acceptable location, including any item found to be
missing, malfunctioning, or inoperative.
d. During the continuing qualification evaluation conducted by
the NSPM, the sponsor must also provide a person knowledgeable about
the operation of the aircraft and the operation of the FFS.
e. The NSPM will conduct continuing qualification evaluations
every 12 months unless:
(1) The NSPM becomes aware of discrepancies or performance
problems with the device that warrants more frequent evaluations; or
(2) The sponsor implements a QMS that justifies less frequent
evaluations. However, in no case shall the frequency of a continuing
qualification evaluation exceed 36 months.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
f. The sponsor's test sequence and the content of each quarterly
inspection required in Sec. 60.19(a)(1) should include a balance
and a mix from the objective test requirement areas listed as
follows:
(1) Performance.
(2) Handling qualities.
(3) Motion system (where appropriate).
(4) Visual system (where appropriate).
(5) Sound system (where appropriate).
(6) Other FFS systems.
g. If the NSP evaluator plans to accomplish specific tests
during a normal continuing qualification evaluation that requires
the use of special equipment or technicians, the sponsor will be
notified as far in advance of the evaluation as practical; but not
less than 72 hours. Examples of such tests include latencies,
control dynamics, sounds and vibrations, motion, and/or some visual
system tests.
h. The continuing qualification evaluations, described in Sec.
60.19(b), will normally require 4 hours of FFS time. However,
flexibility is necessary to address abnormal situations or
situations involving aircraft with additional levels of complexity
(e.g., computer controlled aircraft). The sponsor should anticipate
that some tests may require additional time. The continuing
qualification evaluations will consist of the following:
(1) Review of the results of the quarterly inspections conducted
by the sponsor since the last scheduled continuing qualification
evaluation.
(2) A selection of approximately 8 to 15 objective tests from
the MQTG that provide an adequate opportunity to evaluate the
performance of the FFS. The tests chosen will be performed either
automatically or manually and should be able to be conducted within
approximately one-third (\1/3\) of the allotted FFS time.
(3) A subjective evaluation of the FFS to perform a
representative sampling of the tasks set out in attachment 3 of this
appendix. This portion of the evaluation should take approximately
two-thirds (\2/3\) of the allotted FFS time.
(4) An examination of the functions of the FFS may include the
motion system, visual system, sound system, instructor operating
station, and the normal functions and simulated malfunctions of the
airplane systems. This examination is normally accomplished
simultaneously with the subjective evaluation requirements.
End Information
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15. Logging FSTDs Discrepancies (Sec. 60.20)
-----------------------------------------------------------------------
[[Page 59613]]
Begin Information
No additional regulatory or informational material applies to
Sec. 60.20. Logging FFS Discrepancies.
End Information
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16. Interim Qualification of FSTDs for New Airplane Types or Models
(Sec. 60.21)
-----------------------------------------------------------------------
Begin Information
No additional regulatory or informational material applies to
Sec. 60.21, Interim Qualification of FFSs for New Airplane Types or
Models.
End Information
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17. Modifications to FSTDs (Sec. 60.23)
-----------------------------------------------------------------------
Begin QPS Requirements
a. The notification described in Sec. 60.23(c)(2) must include
a complete description of the planned modification, with a
description of the operational and engineering effect the proposed
modification will have on the operation of the FFS and the results
that are expected with the modification incorporated.
b. Prior to using the modified FFS:
(1) All the applicable objective tests completed with the
modification incorporated, including any necessary updates to the
MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to
the NSPM; and
(2) The sponsor must provide the NSPM with a statement signed by
the MR that the factors listed in Sec. 60.15(b) are addressed by
the appropriate personnel as described in that section.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
FSTD Directives are considered modifications of an FFS. See
Attachment 4 for a sample index of effective FSTD Directives. See
Attachment 6 for a list of all effective FSTD Directives applicable
to Airplane FFSs.
End Information
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18. Operation with Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25)
-----------------------------------------------------------------------
Begin Information
a. The sponsor's responsibility with respect to Sec. 60.25(a)
is satisfied when the sponsor fairly and accurately advises the user
of the current status of an FFS, including any missing,
malfunctioning, or inoperative (MMI) component(s).
b. If the 29th or 30th day of the 30-day period described in
Sec. 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA
will extend the deadline until the next business day.
c. In accordance with the authorization described in Sec.
60.25(b), the sponsor may develop a discrepancy prioritizing system
to accomplish repairs based on the level of impact on the capability
of the FFS. Repairs having a larger impact on FFS capability to
provide the required training, evaluation, or flight experience will
have a higher priority for repair or replacement.
End Information
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19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (Sec. 60.27)
-----------------------------------------------------------------------
Begin Information
If the sponsor provides a plan for how the FFS will be
maintained during its out-of-service period (e.g., periodic exercise
of mechanical, hydraulic, and electrical systems; routine
replacement of hydraulic fluid; control of the environmental factors
in which the FFS is to be maintained) there is a greater likelihood
that the NSPM will be able to determine the amount of testing
required for requalification.
End Information
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20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29)
-----------------------------------------------------------------------
Begin Information
If the sponsor provides a plan for how the FFS will be
maintained during its out-of-service period (e.g., periodic exercise
of mechanical, hydraulic, and electrical systems; routine
replacement of hydraulic fluid; control of the environmental factors
in which the FFS is to be maintained) there is a greater likelihood
that the NSPM will be able to determine the amount of testing
required for requalification.
End Information
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21. Recordkeeping and Reporting (Sec. 60.31)
-----------------------------------------------------------------------
Begin QPS Requirements
a. FSTD modifications can include hardware or software changes.
For FSTD modifications involving software programming changes, the
record required by Sec. 60.31(a)(2) must consist of the name of the
aircraft system software, aerodynamic model, or engine model change,
the date of the change, a summary of the change, and the reason for
the change.
b. If a coded form for recordkeeping is used, it must provide
for the preservation and retrieval of information with appropriate
security or controls to prevent the inappropriate alteration of such
records after the fact.
End QPS Requirements
-----------------------------------------------------------------------
22. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (Sec. 60.33)
-----------------------------------------------------------------------
Begin Information
No additional regulatory or informational material applies to
Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud,
Falsification, or Incorrect Statements.
-----------------------------------------------------------------------
23. Specific Full Flight Simulator Compliance Requirements (Sec.
60.35)
-----------------------------------------------------------------------
No additional regulatory or informational material applies to
Sec. 60.35, Specific FFS Compliance Requirements.
-----------------------------------------------------------------------
24. [Reserved]
-----------------------------------------------------------------------
25. FSTD Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37)
-----------------------------------------------------------------------
No additional regulatory or informational material applies to
Sec. 60.37, FSTD Qualification on the Basis of a Bilateral Aviation
Safety Agreement (BASA).
End Information
-----------------------------------------------------------------------
Attachment 1 to Appendix A to Part 60--
General Simulator Requirements
-----------------------------------------------------------------------
Begin QPS Requirements
1. Requirements
a. Certain requirements included in this appendix must be
supported with a Statement of Compliance and Capability (SOC), which
may include objective and subjective tests. The SOC will confirm
that the requirement was satisfied, and describe how the requirement
was met, such as gear modeling approach or coefficient of friction
sources. The requirements for SOCs and tests are indicated in the
``General Simulator Requirements'' column in Table A1A of this
appendix.
b. Table A1A describes the requirements for the indicated level
of FFS. Many devices include operational systems or functions that
exceed the requirements outlined in this section. However, all
systems will be tested and evaluated in accordance with this
appendix to ensure proper operation.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
2. Discussion
a. This attachment describes the general simulator requirements
for qualifying an airplane FFS. The sponsor should also consult the
objective tests in attachment 2 and the examination of functions and
subjective tests listed in attachment 3 to determine the complete
requirements for a specific level simulator.
b. The material contained in this attachment is divided into the
following categories:
(1) General flight deck configuration.
(2) Simulator programming.
(3) Equipment operation.
[[Page 59614]]
(4) Equipment and facilities for instructor/evaluator functions.
(5) Motion system.
(6) Visual system.
(7) Sound system.
c. Table A1A provides the standards for the General Simulator
Requirements.
d. Table A1B provides the tasks that the sponsor will examine to
determine whether the FSTD satisfactorily meets the requirements for
flight crew training, testing, and experience, and provides the
tasks for which the simulator may be qualified.
e. Table A1C provides the functions that an instructor/check
airman must be able to control in the simulator.
f. It is not required that all of the tasks that appear on the
List of Qualified Tasks (part of the SOQ) be accomplished during the
initial or continuing qualification evaluation.
End Information
-----------------------------------------------------------------------
Table A1A.--Minimum Simulator Requirements
------------------------------------------------------------------------
<<>> Simulator levels Information
------------------------------------------------------------------------
General simulator
Number requirements A B C D Notes
------------------------------------------------------------------------
1. General Flight Deck Configuration
------------------------------------------------------------------------
1.a.......... The simulator must X X X X For simulator
have a flight purposes, the
deck that is a flight deck
replica of the consists of all
airplane that space
simulated with forward of a
controls, cross section of
equipment, the flight deck
observable flight at the most
deck indicators, extreme aft
circuit breakers, setting of the
and bulkheads pilots' seats,
properly located, including
functionally additional
accurate and required
replicating the crewmember duty
airplane. The stations and
direction of those required
movement of bulkheads aft of
controls and the pilot seats.
switches must be For
identical to the clarification,
airplane. Pilot bulkheads
seats must allow containing only
the occupant to items such as
achieve the landing gear pin
design ``eye storage
position'' compartments,
established for fire axes or
the airplane extinguishers,
being simulated. spare light
Equipment for the bulbs, and
operation of the aircraft
flight deck document pouches
windows must be are not
included, but the considered
actual windows essential and
need not be may be omitted.
operable.
Additional
equipment such as
fire axes,
extinguishers,
and spare light
bulbs must be
available in the
FFS but may be
relocated to a
suitable location
as near as
practical to the
original
position. Fire
axes, landing
gear pins, and
any similar
purpose
instruments need
only be
represented in
silhouette.
An SOC is
required..
------------------------------------------------------------------------
1.b.......... Those circuit X X X X
breakers that
affect procedures
or result in
observable flight
deck indications
must be properly
located and
functionally
accurate.
An SOC is
required..
------------------------------------------------------------------------
2. Programming
------------------------------------------------------------------------
2.a.......... A flight dynamics X X X X
model that
accounts for
various
combinations of
drag and thrust
normally
encountered in
flight must
correspond to
actual flight
conditions,
including the
effect of change
in airplane
attitude, thrust,
drag, altitude,
temperature,
gross weight,
moments of
inertia, center
of gravity
location, and
configuration.
An SOC is
required..
------------------------------------------------------------------------
2.b.......... The simulator must X X X X
have the computer
capacity,
accuracy,
resolution, and
dynamic response
needed to meet
the qualification
level sought.
An SOC is
required..
------------------------------------------------------------------------
2.c.......... Surface operations X
must be
represented to
the extent that
allows turns
within the
confines of the
runway and
adequate controls
on the landing
and roll-out from
a crosswind
approach to a
landing.
A subjective test
is required..
------------------------------------------------------------------------
2.d.......... Ground handling
and aerodynamic
programming must
include the
following:
A subjective test
is required for
each..
------------------------------------------------------------------------
2.d.1........ Ground effect..... X X X Ground effect
includes
modeling that
accounts for
roundout, flare,
touchdown, lift,
drag, pitching
moment, trim,
and power while
in ground
effect.
------------------------------------------------------------------------
[[Page 59615]]
2.d.2........ Ground reaction... X X X Ground reaction
includes
modeling that
accounts for
strut
deflections,
tire friction,
and side forces.
This is the
reaction of the
airplane upon
contact with the
runway during
landing, and may
differ with
changes in
factors such as
gross weight,
airspeed, or
rate of descent
on touchdown.
------------------------------------------------------------------------
2.d.3........ Ground handling X X X
characteristics,
including
aerodynamic and
ground reaction
modeling
including
steering inputs,
operations with
crosswind,
braking, thrust
reversing,
deceleration, and
turning radius.
------------------------------------------------------------------------
2.e.......... The simulator must
employ windshear
models that
provide training
for recognition
of windshear
phenomena and the
execution of
recovery
procedures.
Models must be
available to the
instructor/
evaluator for the
following
critical phases
of flight:
(1) Prior to
takeoff rotation..
(2) At liftoff....
(3) During initial
climb..
(4) On final
approach, below
500 ft AGL..
------------------------------------------------------------------------
The QTG must X X If desired, Level
reference the FAA A and B
Windshear simulators may
Training Aid or qualify for
present alternate windshear
airplane related training by
data, including meeting these
the standards; see
implementation Attachment 5 of
method(s) used. this appendix.
If the alternate Windshear models
method is may consist of
selected, wind independent
models from the variable winds
Royal Aerospace in multiple
Establishment simultaneous
(RAE), the Joint components. The
Airport Weather FAA Windshear
Studies (JAWS) Training Aid
Project and other presents one
recognized acceptable means
sources may be of compliance
implemented, but with simulator
must be supported wind model
and properly requirements.
referenced in the
QTG. Only those
simulators
meeting these
requirements may
be used to
satisfy the
training
requirements of
part 121
pertaining to a
certificate
holder's approved
low-altitude
windshear flight
training program
as described in
Sec. 121.409.
Objective tests
are required for
qualification;
see Attachment 2
and Attachment 5
of this appendix..
A subjective test
is required..
------------------------------------------------------------------------
2.f.......... The simulator must X X Automatic
provide for ``flagging'' of
manual and out-of-tolerance
automatic testing situations is
of simulator encouraged.
hardware and
software
programming to
determine
compliance with
simulator
objective tests
as prescribed in
Attachment 2.
An SOC is
required..
------------------------------------------------------------------------
2.g.......... Relative responses The intent is to
of the motion verify that the
system, visual simulator
system, and provides
flight deck instrument,
instruments, motion, and
measured by visual cues that
latency tests or are, within the
transport delay stated time
tests. Motion delays, like the
onset should airplane
occur before the responses. For
start of the airplane
visual scene response,
change (the start acceleration in
of the scan of the appropriate,
the first video corresponding
field containing rotational axis
different is preferred.
information) but
must occur before
the end of the
scan of that
video field.
Instrument
response may not
occur prior to
motion onset.
Test results must
be within the
following limits.
------------------------------------------------------------------------
2.g.1........ 300 X X
milliseconds
of the
airplane
response..
------------------------------------------------------------------------
Objective Tests
are required.
------------------------------------------------------------------------
2.g.2........ 150 X X
milliseconds
of the
airplane
response..
Objective Tests
are required..
------------------------------------------------------------------------
[[Page 59616]]
2.h.......... The simulator must
accurately
reproduce the
following runway
conditions:
(1) Dry...........
(2) Wet...........
(3) Icy...........
(4) Patchy Wet....
(5) Patchy Icy....
(6) Wet on Rubber
Residue in
Touchdown Zone..
------------------------------------------------------------------------
An SOC is
required.
------------------------------------------------------------------------
Objective tests
are required only
for dry, wet, and
icy runway
conditions; see
Attachment 2.
------------------------------------------------------------------------
Subjective tests X X
are required for
patchy wet,
patchy icy, and
wet on rubber
residue in
touchdown zone
conditions; see
Attachment 3.
------------------------------------------------------------------------
2.i.......... The simulator must X X Simulator pitch,
simulate: side loading,
(1) Brake and tire and directional
failure dynamics, control
including characteristics
antiskid failure.. should be
(2) Decreased representative
brake efficiency of the airplane.
due to high brake
temperatures, if
applicable..
An SOC is
required..
------------------------------------------------------------------------
2.j.......... The simulator must X X
replicate the
effects of
airframe and
engine icing.
A Subjective Test
is required..
------------------------------------------------------------------------
2.k.......... The aerodynamic X See Attachment 2,
modeling in the paragraph 4, for
simulator must further
include: information on
(1) Low-altitude ground effect.
level-flight
ground effect;.
(2) Mach effect at
high altitude;.
(3) Normal and
reverse dynamic
thrust effect on
control surfaces;.
(4) Aeroelastic
representations;
and.
(5) Nonlinearities
due to sideslip..
An SOC is required
and must include
references to
computations of
aeroelastic
representations
and of
nonlinearities
due to sideslip..
------------------------------------------------------------------------
2.l.......... The simulator must X X X
have aerodynamic
and ground
reaction modeling
for the effects
of reverse thrust
on directional
control, if
applicable.
An SOC is
required..
------------------------------------------------------------------------
3. Equipment Operation
------------------------------------------------------------------------
3.a.......... All relevant X X X X
instrument
indications
involved in the
simulation of the
airplane must
automatically
respond to
control movement
or external
disturbances to
the simulated
airplane; e.g.,
turbulence or
windshear.
Numerical values
must be presented
in the
appropriate
units.
A subjective test
is required..
------------------------------------------------------------------------
3.b.......... Communications, X X X X See Attachment 3
navigation, for further
caution, and information
warning equipment regarding long-
must be installed range navigation
and operate equipment.
within the
tolerances
applicable for
the airplane.
A subjective test
is required..
------------------------------------------------------------------------
3.c.......... Simulated airplane X X X X
systems must
operate as the
airplane systems
operate under
normal, abnormal,
and emergency
operating
conditions on the
ground and in
flight.
A subjective test
is required..
------------------------------------------------------------------------
[[Page 59617]]
3.d.......... The simulator must X X X X
provide pilot
controls with
control forces
and control
travel that
correspond to the
simulated
airplane. The
simulator must
also react in the
same manner as in
the airplane
under the same
flight
conditions.
A objective test
is required..
------------------------------------------------------------------------
3.e.......... Simulator control X X
feel dynamics
must replicate
the airplane.
This must be
determined by
comparing a
recording of the
control feel
dynamics of the
simulator to
airplane
measurements. For
initial and
upgrade
qualification
evaluations, the
control dynamic
characteristics
must be measured
and recorded
directly from the
flight deck
controls, and
must be
accomplished in
takeoff, cruise,
and landing
flight conditions
and
configurations.
Objective tests
are required..
------------------------------------------------------------------------
4. Instructor or Evaluator Facilities
------------------------------------------------------------------------
4.a.......... In addition to the X X X X The NSPM will
flight crewmember consider
stations, the alternatives to
simulator must this standard
have at least two for additional
suitable seats seats based on
for the unique flight
instructor/check deck
airman and FAA configurations.
inspector. These
seats must
provide adequate
vision to the
pilot's panel and
forward windows.
All seats other
than flight crew
seats need not
represent those
found in the
airplane, but
must be
adequately
secured to the
floor and
equipped with
similar positive
restraint
devices.
A subjective test
is required..
------------------------------------------------------------------------
4.b.......... The simulator must X X X X
have controls
that enable the
instructor/
evaluator to
control all
required system
variables and
insert all
abnormal or
emergency
conditions into
the simulated
airplane systems
as described in
the sponsor's FAA-
approved training
program; or as
described in the
relevant
operating manual
as appropriate.
A subjective test
is required..
------------------------------------------------------------------------
4.c.......... The simulator must X X X X
have instructor
controls for
environmental
conditions
including wind
speed and
direction.
A subjective test
is required..
------------------------------------------------------------------------
4.d.......... The simulator must X X For example,
provide the another airplane
instructor or crossing the
evaluator the active runway or
ability to converging
present ground airborne
and air hazards. traffic.
A subjective test
is required..
------------------------------------------------------------------------
5. Motion System
------------------------------------------------------------------------
5.a.......... The simulator must X X X X For example,
have motion touchdown cues
(force) cues should be a
perceptible to function of the
the pilot that rate of descent
are (RoD) of the
representative of simulated
the motion in an airplane.
airplane.
A subjective test
is required..
------------------------------------------------------------------------
5.b.......... The simulator must X X
have a motion
(force cueing)
system with a
minimum of three
degrees of
freedom (at least
pitch, roll, and
heave).
An SOC is
required..
------------------------------------------------------------------------
5.c.......... The simulator must X X
have a motion
(force cueing)
system that
produces cues at
least equivalent
to those of a six-
degrees-of-
freedom,
synergistic
platform motion
system (i.e.,
pitch, roll, yaw,
heave, sway, and
surge).
An SOC is
required..
------------------------------------------------------------------------
5.d.......... The simulator must X X X X
provide for the
recording of the
motion system
response time.
An SOC is
required..
------------------------------------------------------------------------
[[Page 59618]]
5.e.......... The simulator must X X X
provide motion
effects
programming to
include:
(1) Thrust effect
with brakes set..
(2) Runway rumble,
oleo deflections,
effects of ground
speed, uneven
runway,
centerline
lights, and
taxiway
characteristics..
(3) Buffets on the
ground due to
spoiler/
speedbrake
extension and
thrust reversal..
(4) Bumps
associated with
the landing gear..
(5) Buffet during
extension and
retraction of
landing gear..
(6) Buffet in the
air due to flap
and spoiler/
speedbrake
extension..
(7) Approach-to-
Stall buffet..
(8) Representative
touchdown cues
for main and nose
gear..
(9) Nosewheel
scuffing, if
applicable..
(10) Mach and
maneuver buffet..
------------------------------------------------------------------------
A subjective test
is required.
------------------------------------------------------------------------
5.f.......... The simulator must X The simulator
provide should be
characteristic programmed and
motion vibrations instrumented in
that result from such a manner
operation of the that the
airplane if the characteristic
vibration marks buffet modes can
an event or be measured and
airplane state compared to
that can be airplane data.
sensed in the
flight deck.
An objective test
is required..
------------------------------------------------------------------------
6. Visual System
------------------------------------------------------------------------
6.a.......... The simulator must X X X X
have a visual
system providing
an out-of-the-
flight deck view.
A subjective test
is required..
------------------------------------------------------------------------
6.b.......... The simulator must X X
provide a
continuous
collimated field
of view of at
least 45[deg]
horizontally and
30[deg]
vertically per
pilot seat or the
number of degrees
necessary to meet
the visual ground
segment
requirement,
whichever is
greater. Both
pilot seat visual
systems must be
operable
simultaneously.
The minimum
horizontal field
of view coverage
must be plus and
minus one-half
(\1/2\) of the
minimum
continuous field
of view
requirement,
centered on the
zero degree
azimuth line
relative to the
aircraft
fuselage.
Additional field
of view
capability may be
added at the
sponsor's
discretion
provided the
minimum fields of
view are
retained.
An SOC must
explain the
geometry of the
installation. An
SOC is required..
------------------------------------------------------------------------
6.c.......... (Reserved)
------------------------------------------------------------------------
6.d.......... The simulator must X X The horizontal
provide a field of view is
continuous traditionally
collimated visual described as a
field of view of 180[deg] field
at least 176[deg] of view.
horizontally and However, the
36[deg] field of view is
vertically or the technically no
number of degrees less than
necessary to meet 176[deg].
the visual ground
segment
requirement,
whichever is
greater. The
minimum
horizontal field
of view coverage
must be plus and
minus one-half
(\1/2\) of the
minimum
continuous field
of view
requirement,
centered on the
zero degree
azimuth line
relative to the
aircraft
fuselage.
Additional field
of view
capability may be
added at the
sponsor's
discretion
provided the
minimum fields of
view are
retained.
An SOC must
explain the
geometry of the
installation..
An SOC is
required..
------------------------------------------------------------------------
[[Page 59619]]
6.e.......... The visual system X X X X Non-realistic
must be free from cues might
optical include image
discontinuities ``swimming'' and
and artifacts image ``roll-
that create non- off,'' that may
realistic cues. lead a pilot to
A subjective test make incorrect
is required.. assessments of
speed,
acceleration, or
situational
awareness.
------------------------------------------------------------------------
6.f.......... The simulator must X X X X
have operational
landing lights
for night scenes.
Where used, dusk
(or twilight)
scenes require
operational
landing lights.
A subjective test
is required..
------------------------------------------------------------------------
6.g.......... The simulator must
have instructor
controls for the
following:
(1) Visibility in
statute miles
(km) and runway
visual range
(RVR) in ft.(m)..
(2) Airport
selection..
(3) Airport
lighting..
------------------------------------------------------------------------
A subjective test X X X X
is required.
------------------------------------------------------------------------
6.h.......... The simulator must X X X X
provide visual
system
compatibility
with dynamic
response
programming.
A subjective test
is required..
------------------------------------------------------------------------
6.i.......... The simulator must X X X X This will show
show that the the modeling
segment of the accuracy of RVR,
ground visible glideslope, and
from the localizer for a
simulator flight given weight,
deck is the same configuration,
as from the and speed within
airplane flight the airplane's
deck (within operational
established envelope for a
tolerances) when normal approach
at the correct and landing.
airspeed, in the
landing
configuration, at
a main wheel
height of 100
feet (30 meters)
above the
touchdown zone,
and with
visibility of
1,200 ft (350 m)
RVR.
An SOC is
required..
An objective test
is required..
------------------------------------------------------------------------
6.j.......... The simulator must X X X
provide visual
cues necessary to
assess sink rates
(provide depth
perception)
during takeoffs
and landings, to
include:
(1) Surface on
runways,
taxiways, and
ramps..
(2) Terrain
features..
A subjective test
is required..
------------------------------------------------------------------------
6.k.......... The simulator must X X X X Visual attitude
provide for vs. simulator
accurate attitude is a
portrayal of the comparison of
visual pitch and roll
environment of the horizon
relating to the as displayed in
simulator the visual scene
attitude. compared to the
A subjective test display on the
is required.. attitude
indicator.
------------------------------------------------------------------------
6.l.......... The simulator must X X
provide for quick
confirmation of
visual system
color, RVR,
focus, and
intensity.
An SOC is
required..
A subjective test
is required..
------------------------------------------------------------------------
6.m.......... The simulator must X X
be capable of
producing at
least 10 levels
of occulting.
A subjective test
is required..
------------------------------------------------------------------------
6.n.......... Night Visual X X X X
Scenes. When used
in training,
testing, or
checking
activities, the
simulator must
provide night
visual scenes
with sufficient
scene content to
recognize the
airport, the
terrain, and
major landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Scenes must
include a
definable horizon
and typical
terrain
characteristics
such as fields,
roads and bodies
of water and
surfaces
illuminated by
airplane landing
lights.
A subjective test
is required..
------------------------------------------------------------------------
[[Page 59620]]
6.o.......... Dusk (or Twilight) X X
Visual Scenes.
When used in
training,
testing, or
checking
activities, the
simulator must
provide dusk (or
twilight) visual
scenes with
sufficient scene
content to
recognize the
airport, the
terrain, and
major landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Dusk (or
twilight) scenes,
as a minimum,
must provide 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
(taxi). Scenes
must include a
definable horizon
and typical
terrain
characteristics
such as fields,
roads and bodies
of water and
surfaces
illuminated by
airplane landing
lights. If
provided,
directional
horizon lighting
must have correct
orientation and
be consistent
with surface
shading effects.
Total night or
dusk (twilight)
scene content
must be
comparable in
detail to that
produced by
10,000 visible
textured surfaces
and 15,000
visible lights
with sufficient
system capacity
to display 16
simultaneously
moving objects.
An SOC is
required..
A subjective test
is required..
------------------------------------------------------------------------
6.p.......... Daylight Visual X Brightness
Scenes. The capability may
simulator must be demonstrated
provide daylight with a test
visual scenes pattern of white
with sufficient light using a
scene content to spot photometer.
recognize the
airport, the
terrain, and
major landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Any ambient
lighting must not
``washout'' the
displayed visual
scene. Total
daylight scene
content must be
comparable in
detail to that
produced by
10,000 visible
textured surfaces
and 6,000 visible
lights with
sufficient system
capacity to
display 16
simultaneously
moving objects.
The visual
display must be
free of apparent
quantization and
other distracting
visual effects
while the
simulator is in
motion.
------------------------------------------------------------------------
Note: These
requirements are
mandatory for
level D, and
applicable to any
level of
simulator
equipped with a
``daylight''
visual system.
------------------------------------------------------------------------
An SOC is
required.
------------------------------------------------------------------------
A subjective test
is required.
------------------------------------------------------------------------
6.q.......... The simulator must X For example:
provide short runways,
operational landing
visual scenes approaches over
that portray water, uphill or
physical downhill
relationships runways, rising
known to cause terrain on the
landing illusions approach path,
to pilots. unique
topographic
features.
------------------------------------------------------------------------
A subjective test
is required.
------------------------------------------------------------------------
6.r.......... The simulator must X
provide special
weather
representations
of light, medium,
and heavy
precipitation
near a
thunderstorm on
takeoff and
during approach
and landing.
Representations
need only be
presented at and
below an altitude
of 2,000 ft. (610
m) above the
airport surface
and within 10
miles (16 km) of
the airport.
------------------------------------------------------------------------
A subjective test
is required.
------------------------------------------------------------------------
6.s.......... The simulator must X
present visual
scenes of wet and
snow-covered
runways,
including runway
lighting
reflections for
wet conditions,
partially
obscured lights
for snow
conditions, or
suitable
alternative
effects.
------------------------------------------------------------------------
[[Page 59621]]
A subjective test
is required.
------------------------------------------------------------------------
6.t.......... The simulator must X
present realistic
color and
directionality of
all airport
lighting.
------------------------------------------------------------------------
A subjective test
is required.
------------------------------------------------------------------------
7. Sound System
------------------------------------------------------------------------
7.a.......... The simulator must X X X X
provide flight
deck sounds that
result from pilot
actions that
correspond to
those that occur
in the airplane.
------------------------------------------------------------------------
7.b.......... Volume control, if X X X X
installed, must
have an
indication of the
sound level
setting.
------------------------------------------------------------------------
7.c.......... The simulator must X X
accurately
simulate the
sound of
precipitation,
windshield
wipers, and other
significant
airplane noises
perceptible to
the pilot during
normal
operations, and
include the sound
of a crash (when
the simulator is
landed in an
unusual attitude
or in excess of
the structural
gear
limitations);
normal engine and
thrust reversal
sounds; and the
sounds of flap,
gear, and spoiler
extension and
retraction.
------------------------------------------------------------------------
An SOC is
required.
------------------------------------------------------------------------
A subjective test
is required.
------------------------------------------------------------------------
7.d.......... The simulator must X
provide realistic
amplitude and
frequency of
flight deck
noises and
sounds. Simulator
performance must
be recorded,
compared to
amplitude and
frequency of the
same sounds
recorded in the
airplane, and be
made a part of
the QTG.
------------------------------------------------------------------------
Objective tests
are required.
------------------------------------------------------------------------
Table A1B.--Table of Tasks vs. Simulator Level
------------------------------------------------------------------------
<<>> <>
------------------------------------------------------------------------
Subjective Simulator levels
requirements In --------------------
order to be qualified
at the simulator
qualification level
indicated, the
Number simulator must be Notes
able to perform at A B C D
least the tasks
associated with that
level of
qualification.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a........ Preflight Inspection X X X X
(flight deck only).
------------------------------------------------------------------------
1.b........ Engine Start......... X X X X
------------------------------------------------------------------------
1.c........ Taxiing.............. X X
------------------------------------------------------------------------
1.d........ Pre-takeoff Checks... X X X X
------------------------------------------------------------------------
2. Takeoff and Departure Phase
------------------------------------------------------------------------
2.a........ Normal and Crosswind X X
Takeoff.
------------------------------------------------------------------------
2.b........ Instrument Takeoff... X X X X
------------------------------------------------------------------------
2.c........ Engine Failure During A X X X
Takeoff.
------------------------------------------------------------------------
2.d........ Rejected Takeoff..... X X X X
------------------------------------------------------------------------
2.e........ Departure Procedure.. X X X X
------------------------------------------------------------------------
3. Inflight Maneuvers
------------------------------------------------------------------------
[[Page 59622]]
3.a........ Steep Turns.......... X X X X
------------------------------------------------------------------------
3.b........ Approaches to Stalls. X X X X
------------------------------------------------------------------------
3.c........ Engine Failure-- X X X X
Multiengine Airplane.
------------------------------------------------------------------------
3.d........ Engine Failure-- X X X X
Single-Engine
Airplane.
------------------------------------------------------------------------
3.e........ Specific Flight A A A A
Characteristics
incorporated into
the user's FAA
approved flight
training program.
------------------------------------------------------------------------
3.f........ Recovery From Unusual X X X X Within the
Attitudes. normal flight
envelope
supported by
applicable
simulation
validation
data.
------------------------------------------------------------------------
4. Instrument Procedures
------------------------------------------------------------------------
4.a........ Standard Terminal X X X X
Arrival/Flight
Management System
Arrivals Procedures.
------------------------------------------------------------------------
4.b........ Holding.............. X X X X
------------------------------------------------------------------------
4.c........ Precision Instrument.
------------------------------------------------------------------------
4.c.1...... All engines operating X X X X e.g., Autopilot,
Manual (Flt.
Dir. Assisted),
Manual (Raw
Data).
------------------------------------------------------------------------
4.c.2...... One engine X X X X e.g., Manual
inoperative. (Flt. Dir.
Assisted),
Manual (Raw
Data).
------------------------------------------------------------------------
4.d........ d. Non-precision X X X X e.g., NDB, VOR,
Instrument Approach. VOR/DME, VOR/
TAC, RNAV, LOC,
LOC/BC, ADF,
and SDF.
------------------------------------------------------------------------
4.e........ e. Circling Approach. X X X X Specific
authorization
required.
------------------------------------------------------------------------
4.f........ Missed Approach......
------------------------------------------------------------------------
4.f.1...... Normal............... X X X X
------------------------------------------------------------------------
4.f.2...... One engine X X X X
Inoperative.
------------------------------------------------------------------------
5. Landings and Approaches to Landings
------------------------------------------------------------------------
5.a........ Normal and Crosswind R X X
Approaches and
Landings.
------------------------------------------------------------------------
5.b........ Landing From a R X X
Precision/Non-
Precision Approach.
------------------------------------------------------------------------
5.c........ Approach and Landing R X X
with (Simulated)
Engine Failure--
Multiengine Airplane.
------------------------------------------------------------------------
5.d........ Landing From Circling R X X
Approach.
------------------------------------------------------------------------
5.e........ Rejected Landing..... X X X X
------------------------------------------------------------------------
5.f........ Landing From a No R X X
Flap or a
Nonstandard Flap
Configuration
Approach.
------------------------------------------------------------------------
6. Normal and Abnormal Procedures
------------------------------------------------------------------------
6.a........ Engine (including X X X X
shutdown and
restart).
------------------------------------------------------------------------
6.b........ Fuel System.......... X X X X
------------------------------------------------------------------------
6.c........ Electrical System.... X X X X
------------------------------------------------------------------------
6.d........ Hydraulic System..... X X X X
------------------------------------------------------------------------
6.e........ Environmental and X X X X
Pressurization
Systems.
------------------------------------------------------------------------
[[Page 59623]]
6.f........ Fire Detection and X X X X
Extinguisher Systems.
------------------------------------------------------------------------
6.g........ Navigation and X X X X
Avionics Systems.
------------------------------------------------------------------------
6.h........ Automatic Flight X X X X
Control System,
Electronic Flight
Instrument System,
and Related
Subsystems.
------------------------------------------------------------------------
6.i........ Flight Control X X X X
Systems.
------------------------------------------------------------------------
6.j........ Anti-ice and Deice X X X X
Systems.
------------------------------------------------------------------------
6.k........ Aircraft and Personal X X X X
Emergency Equipment.
------------------------------------------------------------------------
7. Emergency Procedures
------------------------------------------------------------------------
7.a........ Emergency Descent X X X X
(Max. Rate).
------------------------------------------------------------------------
7.b........ Inflight Fire and X X X X
Smoke Removal.
------------------------------------------------------------------------
7.c........ Rapid Decompression.. X X X X
------------------------------------------------------------------------
7.d........ Emergency Evacuation. X X X X
------------------------------------------------------------------------
8. Postflight Procedures
------------------------------------------------------------------------
8.a........ After-Landing X X X X
Procedures.
------------------------------------------------------------------------
8.b........ Parking and Securing. X X X X
------------------------------------------------------------------------
------------------------------------------------------------------------
``A''--indicates that the system, task, or procedure may be examined if
the appropriate aircraft system or control is simulated in the FSTD
and is working properly.
``R''--indicates that the simulator may be qualified for this task for
recurrent training.
``X''--indicates that the simulator must be able to perform this task
for this level of qualification.
Table A1C.--Table of Simulator System Tasks
----------------------------------------------------------------------------------------------------------------
<<>> <<>>
----------------------------------------------------------------------------------------------------------------
Subjective requirements In Simulator levels
order to be qualified at --------------------
the simulator qualification
level indicated, the
Number simulator must be able to Notes
perform at least the tasks A B C D
associated with that level
of qualification.
----------------------------------------------------------------------------------------------------------------
1. Instructor Operating Station (IOS), as appropriate
----------------------------------------------------------------------------------------------------------------
1.a............................. Power switch(es)........... X X X X
----------------------------------------------------------------------------------------------------------------
1.b............................. Airplane conditions........ X X X X e.g., GW, CG, Fuel loading
and Systems.
----------------------------------------------------------------------------------------------------------------
1.c............................. Airports / Runways......... X X X X e.g., Selection, Surface,
Presets, Lighting controls.
----------------------------------------------------------------------------------------------------------------
1.d............................. Environmental controls..... X X X X e.g., Clouds, Visibility,
RVR, Temp, Wind, Ice, Snow,
Rain, and Windshear.
----------------------------------------------------------------------------------------------------------------
1.e............................. Airplane system X X X X
malfunctions (Insertion/
deletion).
----------------------------------------------------------------------------------------------------------------
1.f............................. Locks, Freezes, and X X X X
Repositioning.
----------------------------------------------------------------------------------------------------------------
2. Sound Controls
----------------------------------------------------------------------------------------------------------------
2.a............................. On/off/adjustment.......... X X X X
----------------------------------------------------------------------------------------------------------------
3. Motion/Control Loading System
----------------------------------------------------------------------------------------------------------------
3.a............................. On /off/emergency stop..... X X X X
----------------------------------------------------------------------------------------------------------------
4. Observer Seats/Stations
----------------------------------------------------------------------------------------------------------------
[[Page 59624]]
4.a............................. Position/Adjustment/ X X X X
Positive restraint system.
----------------------------------------------------------------------------------------------------------------
Attachment 2 to Appendix A to Part 60--Full Flight Simulator Objective
Tests
Table of Contents
------------------------------------------------------------------------
Paragraph No. Title
------------------------------------------------------------------------
1................................. Introduction.
------------------------------------------------------------------------
2................................. Test Requirements.
------------------------------------------------------------------------
Table A2A, Objective Tests.
------------------------------------------------------------------------
3................................. General.
------------------------------------------------------------------------
4................................. Control Dynamics.
------------------------------------------------------------------------
5................................. Ground Effect.
------------------------------------------------------------------------
6................................. Motion System.
------------------------------------------------------------------------
7................................. Sound System.
------------------------------------------------------------------------
8................................. Additional Information About Flight
Simulator Qualification for New or
Derivative Airplanes.
------------------------------------------------------------------------
9................................. Engineering Simulator--Validation
Data.
------------------------------------------------------------------------
10................................ [Reserved].
------------------------------------------------------------------------
11................................ Validation Test Tolerances.
------------------------------------------------------------------------
12................................ Validation Data Roadmap.
------------------------------------------------------------------------
13................................ Acceptance Guidelines for
Alternative Engines Data.
------------------------------------------------------------------------
14................................ Acceptance Guidelines for
Alternative Avionics (Flight-
Related Computers and Controllers).
------------------------------------------------------------------------
15................................ Transport Delay Testing.
------------------------------------------------------------------------
16................................ Continuing Qualification
Evaluations--Validation Test Data
Presentation.
------------------------------------------------------------------------
17................................ Alternative Data Sources,
Procedures, and Instrumentation:
Level A and Level B Simulators
Only.
------------------------------------------------------------------------
-----------------------------------------------------------------------
Begin Information
1. Introduction
a. For the purposes of this attachment, the flight conditions
specified in the Flight Conditions Column of Table A2A, are defined
as follows:
(1) Ground--on ground, independent of airplane configuration;
(2) Take-off--gear down with flaps/slats in any certified
takeoff position;
(3) First segment climb--gear down with flaps/slats in any
certified takeoff position (normally not above 50 ft AGL);
(4) Second segment climb--gear up with flaps/slats in any
certified takeoff position (normally between 50 ft and 400 ft AGL);
(5) Clean--flaps/slats retracted and gear up;
(6) Cruise--clean configuration at cruise altitude and airspeed;
(7) Approach--gear up or down with flaps/slats at any normal
approach position as recommended by the airplane manufacturer; and
(8) Landing--gear down with flaps/slats in any certified landing
position.
b. The format for numbering the objective tests in Appendix A,
Attachment 2, Table A2A, and the objective tests in Appendix B,
Attachment 2, Table B2A, is identical. However, each test required
for FFSs is not necessarily required for FTDs. Also, each test
required for FTDs is not necessarily required for FFSs. Therefore,
when a test number (or series of numbers) is not required, the term
``Reserved'' is used in the table at that location. Following this
numbering format provides a degree of commonality between the two
tables and substantially reduces the potential for confusion when
referring to objective test numbers for either FFSs or FTDs.
c. The reader is encouraged to review the Airplane Flight
Simulator Evaluation Handbook, Volumes I and II, published by the
Royal Aeronautical Society, London, UK, and FAA Advisory Circulars
(AC) 25-7, as may be amended, Flight Test Guide for Certification of
Transport Category Airplanes, and (AC) 23-8, as may be amended,
Flight Test Guide for Certification of Part 23 Airplanes, for
references and examples regarding flight testing requirements and
techniques.
d. If relevant winds are present in the objective data, the wind
vector should be clearly noted as part of the data presentation,
expressed in conventional terminology, and related to the runway
being used for the test.
End Information
-----------------------------------------------------------------------
Begin QPS Requirements
2. Test Requirements
a. The ground and flight tests required for qualification are
listed in Table of A2A, FFS Objective Tests. Computer generated
simulator test results must be provided for each test except where
an alternative test is specifically authorized by the NSPM. If a
flight condition or operating condition is required for the test but
does not apply to the airplane being simulated or to the
qualification level sought, it may be disregarded (e.g., an engine
out missed approach for a single-engine airplane or a maneuver using
reverse thrust for an airplane without reverse thrust capability).
Each test result is compared against the validation data described
in Sec. 60.13 and in this appendix. Although use of a driver
program designed to automatically accomplish the tests is encouraged
for all simulators and required for Level C and Level D simulators,
it must be possible to conduct each test manually while recording
all appropriate parameters. The results must be produced on an
appropriate recording device acceptable to the NSPM and must include
simulator number, date, time, conditions, tolerances, and
appropriate dependent variables portrayed in comparison to the
validation data. Time histories are required unless otherwise
indicated in Table A2A. All results must be labeled using the
tolerances and units given.
b. Table A2A in this attachment sets out the test results
required, including the parameters, tolerances, and flight
conditions for simulator validation. Tolerances are provided for the
listed tests because mathematical modeling and acquisition and
development of reference data are often inexact. All tolerances
listed in the following tables are applied to simulator performance.
When two tolerance values are given for a parameter, the less
restrictive may be used unless otherwise indicated.
c. Certain tests included in this attachment must be supported
with a Statement of Compliance and Capability (SOC). In Table A2A,
requirements for SOCs are indicated in the ``Test Details'' column.
d. When operational or engineering judgment is used in making
assessments for flight test data applications for simulator
validity, such judgment must not be limited to a single parameter.
For example, data that exhibit rapid variations of the measured
parameters may require interpolations or a ``best fit'' data
selection. All relevant parameters related to a given maneuver or
flight condition must be provided to allow overall interpretation.
When it is difficult or impossible to match simulator to airplane
data throughout a time history, differences must be justified by
providing a comparison of other related variables for the condition
being assessed.
[[Page 59625]]
e. It is not acceptable to program the FFS so that the
mathematical modeling is correct only at the validation test points.
Unless otherwise noted, simulator tests must represent airplane
performance and handling qualities at operating weights and centers
of gravity (CG) typical of normal operation. If a test is supported
by airplane data at one extreme weight or CG, another test supported
by airplane data at mid-conditions or as close as possible to the
other extreme must be included. Certain tests that are relevant only
at one extreme CG or weight condition need not be repeated at the
other extreme. Tests of handling qualities must include validation
of augmentation devices.
f. When comparing the parameters listed to those of the
airplane, sufficient data must also be provided to verify the
correct flight condition and airplane configuration changes. For
example, to show that control force is within the parameters for a
static stability test, data to show the correct airspeed, power,
thrust or torque, airplane configuration, altitude, and other
appropriate datum identification parameters must also be given. If
comparing short period dynamics, normal acceleration may be used to
establish a match to the airplane, but airspeed, altitude, control
input, airplane configuration, and other appropriate data must also
be given. If comparing landing gear change dynamics, pitch,
airspeed, and altitude may be used to establish a match to the
airplane, but landing gear position must also be provided. All
airspeed values must be properly annotated (e.g., indicated versus
calibrated). In addition, the same variables must be used for
comparison (e.g., compare inches to inches rather than inches to
centimeters).
g. The QTG provided by the sponsor must clearly describe how the
simulator will be set up and operated for each test. Each simulator
subsystem may be tested independently, but overall integrated
testing of the simulator must be accomplished to assure that the
total simulator system meets the prescribed standards. A manual test
procedure with explicit and detailed steps for completing each test
must also be provided.
h. For previously qualified simulators, the tests and tolerances
of this attachment may be used in subsequent continuing
qualification evaluations for any given test if the sponsor has
submitted a proposed MQTG revision to the NSPM and has received NSPM
approval.
i. Simulators are evaluated and qualified with an engine model
simulating the airplane data supplier's flight test engine. For
qualification of alternative engine models (either variations of the
flight test engines or other manufacturers' engines) additional
tests with the alternative engine models may be required. This
Attachment contains guidelines for alternative engines.
j. For testing Computer Controlled Airplane (CCA) simulators, or
other highly augmented airplane simulators, flight test data is
required for the Normal (N) and/or Non-normal (NN) control states,
as indicated in this Attachment. Where test results are independent
of control state, Normal or Non-normal control data may be used. All
tests in Table A2A require test results in the Normal control state
unless specifically noted otherwise in the Test Details section
following the CCA designation. The NSPM will determine what tests
are appropriate for airplane simulation data. When making this
determination, the NSPM may require other levels of control state
degradation for specific airplane tests. Where Non-normal control
states are required, test data must be provided for one or more Non-
normal control states, and must include the least augmented state.
Where applicable, flight test data must record Normal and Non-normal
states for:
(1) Pilot controller deflections or electronically generated
inputs, including location of input; and
(2) Flight control surface positions unless test results are not
affected by, or are independent of, surface positions.
k. Tests of handling qualities must include validation of
augmentation devices. FFSs for highly augmented airplanes will be
validated both in the unaugmented configuration (or failure state
with the maximum permitted degradation in handling qualities) and
the augmented configuration. Where various levels of handling
qualities result from failure states, validation of the effect of
the failure is necessary. Requirements for testing will be mutually
agreed to between the sponsor and the NSPM on a case-by-case basis.
l. Some tests will not be required for airplanes using airplane
hardware in the simulator flight deck (e.g., ``side stick
controller''). These exceptions are noted in Section 2 ``Handling
Qualities'' in Table A2A of this attachment. However, in these
cases, the sponsor must provide a statement that the airplane
hardware meets the appropriate manufacturer's specifications and the
sponsor must have supporting information to that fact available for
NSPM review.
m. For objective test purposes, ``Near maximum'' gross weight is
a weight chosen by the sponsor or data provider that is not less
than the basic operating weight (BOW) of the airplane being
simulated plus 80% of the difference between the maximum
certificated gross weight (either takeoff weight or landing weight,
as appropriate for the test) and the BOW. ``Light'' gross weight is
a weight chosen by the sponsor or data provider that is not more
than 120% of the BOW of the airplane being simulated or as limited
by the minimum practical operating weight of the test airplane.
``Medium'' gross weight is a weight chosen by the sponsor or data
provider that is within 10 percent of the average of the numerical
values of the BOW and the maximum certificated gross weight. (Note:
BOW is the empty weight of the aircraft plus the weight of the
following: normal oil quantity; lavatory servicing fluid; potable
water; required crewmembers and their baggage; and emergency
equipment. (References: Advisory Circular 120-27, ``Aircraft Weight
and Balance;'' and FAA-H-8083-1, ``Aircraft Weight and Balance
Handbook.'')
n. In those cases where the objective test results authorize a
``snapshot test'' or a ``series of snapshot tests'' results in lieu
of a time-history result, the sponsor or other data provider must
ensure that a steady state condition exists at the instant of time
captured by the ``snapshot.'' The steady state condition must exist
from 4 seconds prior to, through 1 second following, the instant of
time captured by the snapshot.
End QPS Requirements
-----------------------------------------------------------------------
Table A2A.--Full Flight Simulator (FFS) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
<<>>
-----------------------------------------------------------------------------------------------------------------------------------
Test Simulator level Information notes
--------------------------------------------- Tolerance Flight conditions Test details --------------------
Number Title A B C D
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a................... Taxi
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1................. Minimum Radius Turn. 3 ft Ground.............. Record both Main and X X X
(0.9 m) or 20% of Nose gear turning
airplane turn radius. This test
radius. is to be
accomplished
without the use of
brakes and only
minimum thrust,
except for
airplanes requiring
asymmetric thrust
or braking to turn.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59626]]
1.a.2................. Rate of Turn vs. 10% or Ground.............. Record a minimum of X X X
Nosewheel Steering 2[deg]/ two speeds, greater
Angle (NWA). sec. turn rate. than minimum
turning radius
speed, with a
spread of at least
5 knots groundspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b................... Takeoff All commonly used
takeoff flap
settings are to be
demonstrated at
least once in the
tests for minimum
unstick (1.b.3.),
normal takeoff
(1.b.4.), critical
engine failure on
takeoff (1.b.5.),
or crosswind
takeoff (1.b.6.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.1................. Ground Acceleration 5% time Takeoff............. Record acceleration X X X X May be combined with
Time and Distance. and distance or time and distance normal takeoff
5% time for a minimum of (1.b.4.) or
and 200 80% of the time rejected takeoff
ft (61 m) of from brake release (1.b.7.). Plotted
distance. to VR. data should be
Preliminary aircraft shown using
certification data appropriate scales
may be used.. for each portion of
the maneuver.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.2................. Minimum Control 25% of Takeoff............. Engine failure speed X X X X If a Vmcg test is
Speed--ground maximum airplane must be within not available an
(Vmcg) using lateral deviation 1 knot acceptable
aerodynamic or 5 ft of airplane engine alternative is a
controls only (per (1.5 m). failure speed. flight test snap
applicable Additionally, for Engine thrust decay engine deceleration
airworthiness those simulators of must be that to idle at a speed
standard) or airplanes with resulting from the between V1 and V1 -
alternative low reversible flight mathematical model 10 knots, followed
speed engine control systems: for the engine by control of
inoperative test to Rudder pedal force; variant applicable heading using
demonstrate ground 10% or to the full flight aerodynamic control
control 5 lb simulator under only. Recovery
characteristics. (2.2 daN). test. If the should be achieved
modeled engine is with the main gear
not the same as the on the ground. To
airplane ensure only
manufacturer's aerodynamic control
flight test engine, is used, nosewheel
a further test may steering should be
be run with the disabled (i.e.,
same initial castored) or the
conditions using nosewheel held
the thrust from the slightly off the
flight test data as ground.
the driving
parameter.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.3................. Minimum Unstick 3 kts Takeoff............. Record main landing X X X X Vmu is defined as
Speed (Vmu) or airspeed < plus- gear strut the minimum speed
equivalent test to minus>1.5[deg] compression or at which the last
demonstrate early pitch angle. equivalent air/ main landing gear
rotation takeoff ground signal. leaves the ground.
characteristics. Record from 10 kt Main landing gear
before start of strut compression
rotation until at or equivalent air/
least 5 seconds ground signal
after the should be recorded.
occurrence of main If a Vmu test is
gear lift-off. not available,
alternative
acceptable flight
tests are a
constant high-
attitude take-off
run through main
gear lift-off or an
early rotation take-
off.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59627]]
1.b.4................. Normal Takeoff...... 3 kts Takeoff............. Record takeoff X X X X This test may be
airspeed < plus- profile from brake used for ground
minus>1.5[deg] release to at least acceleration time
pitch angle < plus- 200 ft (61 m) above and distance
minus>1.5[deg] ground level (AGL). (1.b.1.). Plotted
angle of attack If the airplane has data should be
20 ft more than one shown using
(6 m) height. certificated appropriate scales
Additionally, for takeoff for each portion of
those simulators of configurations, a the maneuver.
airplanes with different
reversible flight configuration must
control systems: be used for each
Stick/Column Force; weight. Data are
10% or required for a
5 lb takeoff weight at
(2.2 daN). near maximum
takeoff weight with
a mid-center of
gravity and for a
light takeoff
weight with an aft
center of gravity,
as defined in
Appendix F.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.5................. Critical Engine 3 kts Takeoff............. Record takeoff X X X X
Failure on Takeoff. airspeed < plus- profile at near
minus>1.5[deg] maximum takeoff
pitch angle, < plus- weight from prior
minus>1.5[deg] to engine failure
angle of attack, to at least 200 ft
20 ft (61 m) AGL. Engine
(6 m) height, < plus- failure speed must
minus>3[deg] be within 3 kts of
2[deg] airplane data.
bank angle, < plus-
minus>2[deg]
sideslip angle.
Additionally, for
those simulators of
airplanes with
reversible flight
control systems:
Stick/ Column
Force; < plus-
minus>10% or 5 lb (2.2
daN)); Wheel Force;
10% or
3 lb
(1.3 daN); and
Rudder Pedal Force;
10% or
5 lb
(2.2 daN).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.6................. Crosswind Takeoff... 3 kts Takeoff............. Record takeoff X X X X In those situations
airspeed, < plus- profile from brake where a maximum
minus>1.5[deg] release to at least crosswind or a
pitch angle, < plus- 200 ft (61 m) AGL. maximum
minus>1.5[deg] Requires test data, demonstrated
angle of attack, including crosswind is not
20 ft information on wind known, contact the
(6 m) height, < plus- profile for a NSPM.
minus>2[deg] bank crosswind component
angle, < plus- of at least 60% of
minus>2[deg]sidesli the maximum wind
p angle; < plus- measured at 33 ft
minus>3[deg] (10 m) above the
heading angle. runway.
Correct trend at
groundspeeds below
40 kts. for rudder/
pedal and heading.
Additionally, for
those simulators of
airplanes with
reversible flight
control systems:
Stick/Column Force;
10% or
5 lb
(2.2 daN) stick/
column force, < plus-
minus>10% or 3 lb (1.3daN)
wheel force, < plus-
minus>10% or 5 lb (2.2
daN) rudder pedal
force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59628]]
1.b.7................. Rejected Takeoff.... 5% time Takeoff............. Record time and X X X X Autobrakes will be
or 1.5 distance from brake used where
sec < plus- release to full applicable.
minus>7.5% distance stop. Speed for
or 250 initiation of the
ft (76 reject must be at
m). least 80% of V1
speed. The airplane
must be at or near
the maximum takeoff
gross weight. Use
maximum braking
effort, auto or
manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.8................. Dynamic Engine 20% or Takeoff............. Engine failure speed X X For safety
Failure After 2[deg]/ must be within considerations,
Takeoff. sec body angular 3 Kts airplane flight
rates. of airplane data. test may be
Record Hands Off performed out of
from 5 secs. before ground effect at a
to at least 5 secs. safe altitude, but
after engine with correct
failure or 30[deg] airplane
Bank, whichever configuration and
occurs first. airspeed.
Engine failure may
be a snap
deceleration to
idle.
(CCA: Test in Normal
and Non-normal
control state.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c................... Climb
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1................. Normal Climb, all 3 kts Clean............... Flight test data is X X X X
engines operating. airspeed, < plus- preferred, however,
minus>5% or 100 FPM (0.5 performance manual
m/Sec.) climb rate. data is an
acceptable
alternative. Record
at nominal climb
speed and mid-
initial climb
altitude. Flight
simulator
performance must be
recorded over an
interval of at
least 1,000 ft.
(300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2................. One engine 3 kts For part 23 Flight test data is X X X X
Inoperative. airspeed, < plus- airplanes, in preferred, however,
minus>5% or 100 FPM (0.5 part 23. For part performance manual
m/Sec.) climb rate, 25 airplanes, data is an
but not less than Second Segment acceptable
the climb gradient Climb. alternative. Test
requirements of 14 at weight,
CFR part 23 or part altitude, or
25, as appropriate. temperature
limiting
conditions. Record
at nominal climb
speed. Flight
simulator
performance must be
recorded over an
interval of at
least 1,000 ft.
(300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.3................. One Engine 10% Clean............... Record results for X X
Inoperative En time, < plus- at least a 5,000 ft
route Climb. minus>10% distance, (1550 m) climb
10% segment. Flight
fuel used. test data or
airplane
performance manual
data may be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59629]]
1.c.4................. One Engine 3 kts Approach............ Record results at X X X X The airplane should
Inoperative airspeed, < plus- near maximum gross be configured with
Approach Climb (if minus>5% or 100 FPM (0.5 defined in Appendix ice systems
conditions are m/Sec.) climb rate, F. Flight test data operating normally,
authorized). but not less than or airplane with the gear up
the climb gradient performance manual and go-around flaps
requirements of 14 data may be used. set. All icing
CFR parts 23 or 25 Flight simulator accountability
climb gradient, as performance must be considerations
appropriate. recorded over an should be applied
interval of at in accordance with
least 1,000 ft. the aircraft
(300 m). certification or
authorization for
an approach in
icing conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d................... Cruise/Descent
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.1................. Level flight 5% Time. Cruise.............. Record results for a X X X X
acceleration. minimum of 50 kts
speed increase
using maximum
continuous thrust
rating or
equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.2................. Level flight 5% Time. Cruise.............. Record results for a X X X X
deceleration. minimum of 50 kts.
speed decrease
using idle power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.3................. Cruise performance.. 0.05 EPR Cruise.............. May be a single X X
or 5% snapshot showing
of N1, or < plus- instantaneous fuel
minus>5% of Torque, flow or a minimum
5% of of 2 consecutive
fuel flow. snapshots with a
spread of at least
3 minutes in steady
flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.4................. Idle descent........ 3 kt Clean............... Record a stabilized, X X X X
airspeed, < plus- idle power descent
minus>5% or 200 ft/min speed at mid-
(1.0m/sec) descent altitude. Flight
rate. simulator
performance must be
recorded over an
interval of at
least 1,000 ft.
(300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.5................. Emergency descent... 5 kt N/A................. Performance must be X X X X The stabilized
airspeed, < plus- recorded over an descent should be
minus>5% or 300 ft/min least 3,000 ft (900 speed brakes
(1.5m/s) descent m). extended, if
rate. applicable, at mid-
altitude and near
Vmo speed or in
accordance with
emergency descent
procedures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e................... Stopping
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59630]]
1.e.1................. Stopping time and 5% of Landing............. Record time and X X X X
distance, using time. For distance distance for at
manual application up to 4000 ft (1220 least 80% of the
of wheel brakes and m): 200 total time from
no reverse thrust ft (61 m) or < plus- touch down to full
on a dry runway. minus>10%, stop. Data is
whichever is required for
smaller. For weights at medium
distance greater and near maximum
than 4000 ft (1220 landing weights.
m): 5% Data for brake
of distance. system pressure and
position of ground
spoilers (including
method of
deployment, if
used) must be
provided.
Engineering data
may be used for the
medium gross weight
condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.2................. Stopping time and 5% time Landing............. Record time and X X X X
distance, using and the smaller of distance for at
reverse thrust and 10% or least 80% of the
no wheel brakes on 200 ft total time from
a dry runway. (61 m) of distance. initiation of
reverse thrust to
the minimum
operating speed
with full reverse
thrust. Data is
required for medium
and near maximum
landing gross
weights. Data on
the position of
ground spoilers,
(including method
of deployment, if
used) must be
provided.
Engineering data
may be used for the
medium gross weight
condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.3................. Stopping distance, 10% of Landing............. Either flight test X X
using wheel brakes distance or < plus- data or
and no reverse minus>200 ft (61 m). manufacturer's
thrust on a wet performance manual
runway. data must be used
where available.
Engineering data
based on dry runway
flight test
stopping distance
modified by the
effects of
contaminated runway
braking
coefficients are an
acceptable
alternative.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.4................. Stopping distance, 10% of Landing............. Either flight test X X
using wheel brakes distance or < plus- or manufacturer's
and no reverse minus>200 ft (61 m). performance manual
thrust on an icy data must be used,
runway. where available.
Engineering data
based on dry runway
flight test
stopping distance
modified by the
effects of
contaminated runway
braking
coefficients are an
acceptable
alternative.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f................... Engines
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59631]]
1.f.1................. Acceleration........ 10% Tt Approach or landing. Record engine power X X X X Ti, is the total
and 10% (N1, N2, EPR, time from initial
Ti, or < plus- Torque) from flight throttle movement
minus>0.25 sec. idle to go-around until reaching a
power for a rapid 10% response of
(slam) throttle engine power. Tt is
movement. the total time from
initial throttle
movement to
reaching 90% of go
around power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.2................. Deceleration........ 10% Tt Ground.............. Record engine power X X X X Ti, is the total
and 10% (N1, N2, EPR, time from initial
Ti, or < plus- Torque) from Max T/ throttle movement
minus>0.25 sec. O power to 90% until reaching a
decay of Max T/O 10% response of
power for a rapid engine power. Tt is
(slam) throttle the total time from
movement. initial throttle
movement to
reaching 90% decay
of maximum takeoff
power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------
For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel, Contact the NSPM for
rudder pedal), special test fixtures will not be required during initial or upgrade clarification of
evaluations if the sponsor's QTG/MQTG shows both test fixture results and the results any issue regarding
of an alternative approach, such as computer plots produced concurrently, that airplanes with
provide satisfactory agreement. Repeat of the alternative method during the initial reversible
or upgrade evaluation would then satisfy this test requirement. For initial and controls.
upgrade evaluations, the control dynamic characteristics must be measured at and
recorded directly from the flight deck controls, and must be accomplished in takeoff,
cruise, and landing flight conditions and configurations. Testing of position versus
force is not applicable if forces are generated solely by use of airplane hardware in
the full flight simulator
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a................... Static Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.a............... Pitch Controller 2 lb Ground.............. Record results for X X X X Test results should
Position vs. Force (0.9 daN) breakout, an uninterrupted be validated (where
and Surface 10% or control sweep to possible) with in-
Position 5 lb the stops. flight data from
Calibration. (2.2 daN) force, tests such as
2[deg] longitudinal static
elevator. stability or
stalls. Static and
dynamic flight
control tests
should be
accomplished at the
same feel or impact
pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.b............... (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.a............... Roll Controller 2 lb Ground.............. Record results for X X X X Test results should
Position vs. Force (0.9 daN) breakout, an uninterrupted be validated with
and Surface 10% or control sweep to in-flight data from
Position 3 lb the stops. tests such as
Calibration. (1.3 daN) force, engine out trims,
2[deg] steady state or
aileron, < plus- sideslips. Static
minus>3[deg] and dynamic flight
spoiler angle. control tests
should be
accomplished at the
same feel or impact
pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.b............... (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.a............... Rudder Pedal 5 lb Ground.............. Record results for X X X X Test results should
Position vs. Force (2.2 daN) breakout, an uninterrupted be validated with
and Surface 10% or control sweep to in-flight data from
Position 5 lb the stops. tests such as
Calibration. (2.2 daN) force, engine out trims,
2[deg] steady state or
rudder angle. sideslips. Static
and dynamic flight
control tests
should be
accomplished at the
same feel or impact
pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59632]]
2.a.3.b............... (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4................. Nosewheel Steering 2 lb Ground.............. Record results of an X X X X
Controller Force (0.9 daN) breakout, uninterrupted
and Position 10% or control sweep to
Calibration. 3 lb the stops.
(1.3 daN) force,
2[deg]
nosewheel angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5................. Rudder Pedal 2[deg] Ground.............. Record results of an X X X X
Steering nosewheel angle. uninterrupted
Calibration. control sweep to
the stops.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6................. Pitch Trim Indicator 0.5[deg] Ground.............. .................... X X X X The purpose of the
vs. Surface of computed trim test is to compare
Position surface angle. full flight
Calibration. simulator against
design data or
equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.7................. Pitch Trim Rate..... 10% trim Ground and approach. The trim rate must X X X X
rate ([deg]/sec). be checked using
the pilot primary
trim (ground) and
using the autopilot
or pilot primary
trim in flight at
go-around flight
conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.8................. Alignment of Flight 5[deg] Ground.............. Requires X X X X
Deck Throttle Lever of throttle lever simultaneous
vs. Selected Engine angle, or < plus- recording for all
Parameter. minus>3% N1, or engines. The
.03 tolerances apply
EPR, or < plus- against airplane
minus>3% maximum data and between
rated manifold engines. In the
pressure, or < plus- case of propeller
minus>3% torque. powered airplanes,
For propeller- if a propeller
driven airplanes lever is present,
where the propeller it must also be
control levers do checked. For
not have angular airplanes with
travel, a tolerance throttle
of 0.8 ``detents,'' all
inch (2 detents must be
cm) applies. presented. May be a
series of snapshot
test results.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.9................. Brake Pedal Position 5 lb Ground.............. Hydraulic system X X X X Full flight
vs. Force and Brake (2.2 daN) or 10% pressure must be simulator computer
System Pressure force, < plus- related to pedal output results may
Calibration. minus>150 psi (1.0 position through a be used to show
MPa) or < plus- ground static test. compliance.
minus>10% brake
system pressure.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b................... Dynamic Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
Tests 2.b.1., 2.b.2., and 2.b.3. are not applicable if dynamic response is generated
solely by use of airplane hardware in the full flight simulator. Power setting is
that required for level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59633]]
2.b.1................. Pitch Control....... For underdamped Takeoff, Cruise, and Data must show X X ``n'' is the
systems: < plus- Landing. normal control sequential period
minus>10% of time displacement in of a full cycle of
from 90% of initial both directions. oscillation. Refer
displacement (0.9 Tolerances apply to paragraph 4 of
Ad) to first zero against the this attachment for
crossing and < plus- absolute values of more information.
minus>10 (n+1)% of each period Static and dynamic
period thereafter. (considered flight control
10% independently). tests should be
amplitude of first Normal control accomplished at the
overshoot applied displacement for same feel or impact
to all overshoots this test is 25% to pressures.
greater than 5% of 50% of full throw
initial or 25% to 50% of
displacement (.05 the maximum
Ad). 1 allowable pitch
overshoot (first controller
significant deflection for
overshoot must be flight conditions
matched). limited by the
For overdamped maneuvering load
systems: < plus- envelope.
minus>10% of time
from 90% of initial
displacement (0.9
Ad) to 10% of
initial
displacement (0.1
Ad)..
For the alternate
method see
paragraph 4 of this
attachment..
The slow sweep is
the equivalent to
the static test
2.a.1. For the
moderate and rapid
sweeps: < plus-
minus>2 lb (0.9
daN) or < plus-
minus>10% dynamic
increment above the
static force..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.2................. Roll Control........ For underdamped Takeoff, Cruise, and Data must show X X ``n'' is the
systems: < plus- Landing. normal control sequential period
minus>10% of time displacement in of a full cycle of
from 90% of initial both directions. oscillation. Refer
displacement (0.9 Tolerances apply to paragraph 4 of
Ad) to first zero against the this attachment for
crossing, and < plus- absolute values of more information.
minus>10 (n+1)% of each period Static and dynamic
period thereafter. (considered flight control
10% independently). tests should be
amplitude of first Normal control accomplished at the
overshoot, applied displacement for same feel or impact
to all overshoots this test is 25% to pressures.
greater than 5% of 50% of full throw
initial or 25% to 50% of
displacement (.05 maximum allowable
Ad), 1 roll controller
overshoot (first deflection for
significant flight conditions
overshoot must be limited by the
matched).. maneuvering load
For overdamped envelope.
systems: < plus-
minus>10% of time
from 90% of initial
displacement (0.9
Ad) to 10% of
initial
displacement
(0.1Ad)..
For the alternate
method see
paragraph 4 of this
attachment..
The slow sweep is
the equivalent to
the static test
2.a.2. For the
moderate and rapid
sweeps: < plus-
minus>2 lb (0.9
daN) or < plus-
minus>10% dynamic
increment above the
static force..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59634]]
2.b.3................. Yaw Control......... For underdamped Takeoff, Cruise, and Data must show X X ``n'' is the
systems: < plus- Landing. normal control sequential period
minus>10% of time displacement in of a full cycle of
from 90% of initial both directions. oscillation. Refer
displacement (0.9 Tolerances apply to paragraph 4 of
Ad) to first zero against the this attachment for
crossing, and < plus- absolute values of more information.
minus>10 (n+1)% of each period Static and dynamic
period thereafter. (considered flight control
10% independently). tests should be
amplitude of first Normal control accomplished at the
overshoot applied displacement for same feel or impact
to all overshoots this test is 25% to pressures.
greater than 5% of 50% of full throw.
initial
displacement (.05
Ad)..
1
overshoot (first
significant
overshoot must be
matched)..
For overdamped
systems: < plus-
minus>10% of time
from 90% of initial
displacement (0.9
Ad) to 10% of
initial
displacement
(0.1Ad)..
For the alternate
method (see
paragraph 4 of this
attachment)..
The slow sweep is
the equivalent to
the static test
2.a.3. For the
moderate and rapid
sweeps: < plus-
minus>2 lb (0.9
daN) or < plus-
minus>10% dynamic
increment above the
static force..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.4................. Small Control < plus- Approach or Landing. Control inputs must X X
Inputs--Pitch. minus>0.15[deg]/sec be typical of minor
body pitch rate or corrections made
20% of while established
peak body pitch on an ILS approach
rate applied course, using from
throughout the time 0.5[deg]/sec to
history. 2[deg]/sec pitch
rate. The test must
be in both
directions, showing
time history data
from 5 seconds
before until at
least 5 seconds
after initiation of
control input.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59635]]
2.b.5................. Small Control < plus- Approach or landing. Control inputs must X X
Inputs--Roll. minus>0.15[deg]/sec be typical of minor
body roll rate or corrections made
20% of while established
peak body roll rate on an ILS approach
applied throughout course, using from
the time history. 0.5[deg]/sec to
2[deg]/sec roll
rate. The test may
be run in only one
direction; however,
for airplanes that
exhibit non-
symmetrical
behavior, the test
must include both
directions. Time
history data must
be recorded from 5
seconds before
until at least 5
seconds after
initiation of
control input.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.6................. Small Control < plus- Approach or landing. Control inputs must X X
Inputs--Yaw. minus>0.15[deg]/sec be typical of minor
body yaw rate or corrections made
20% of while established
peak body yaw rate on an ILS approach
applied throughout course, using from
the time history. 0.5[deg]/sec to
2[deg]/sec yaw
rate. The test may
be run in only one
direction; however,
for airplanes that
exhibit non-
symmetrical
behavior, the test
must include both
directions. Time
history data must
be recorded from 5
seconds before
until at least 5
seconds after
initiation of
control input.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c................... Longitudinal Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
Power setting is that required for level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.1................. Power Change 3 kt Approach............ Power is changed X X X X
Dynamics. airspeed, < plus- from the thrust
minus>100 ft (30 m) setting required
altitude, < plus- for approach or
minus>20% or 1.5[deg] maximum continuous
pitch angle. thrust or go-around
power setting.
Record the
uncontrolled free
response from at
least 5 seconds
before the power
change is initiated
to 15 seconds after
the power change is
completed.
CCA: Test in Normal
and Non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59636]]
2.c.2................. Flap/Slat Change 3 kt Takeoff through Record the X X X X
Dynamics. airspeed, < plus- initial flap uncontrolled free
minus>100 ft (30 m) retraction, and response from at
altitude, < plus- approach to landing. least 5 seconds
minus>20% or 1.5[deg] configuration
pitch angle. change is initiated
to 15 seconds after
the configuration
change is completed.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3................. Spoiler/Speedbrake 3 kt Cruise.............. Record the X X X X
Change Dynamics. airspeed, < plus- uncontrolled free
minus>100 ft (30 m) response from at
altitude, < plus- least 5 seconds
minus>20% or 1.5[deg] configuration
pitch angle. change is initiated
to 15 seconds after
the configuration
change is
completed. Record
results for both
extension and
retraction.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.4................. Gear Change Dynamics 3 kt Takeoff Record the time X X X X
airspeed, < plus- (retraction), and history of
minus>100 ft (30 m) Approach uncontrolled free
altitude, < plus- (extension). response for a time
minus>20% or 1.5[deg] least 5 seconds
pitch angle. before the
configuration
change is initiated
to 15 seconds after
the configuration
change is completed.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.5................. Longitudinal Trim... 0.5[deg] Cruise, Approach, Record steady-state X X X X
trim surface angle and Landing. condition with
1[deg] wings level and
elevator < plus- thrust set for
minus>1[deg] pitch level flight. May
angle < plus- be a series of
minus>5% net thrust snapshot tests.
or equivalent. CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59637]]
2.c.6................. Longitudinal 5 lb Cruise, Approach, Continuous time X X X X
Maneuvering (2.2 and Landing. history data or a
Stability (Stick daN) or < plus- series of snapshot
Force/g). minus>10% pitch tests may be used.
controller force. Record results up
Alternative method: to 30[deg] of bank
1[deg] for approach and
or 10% landing
change of elevator.. configurations.
Record results for
up to 45[deg] of
bank for the cruise
configuration. The
force tolerance is
not applicable if
forces are
generated solely by
the use of airplane
hardware in the
full flight
simulator.
The alternative
method applies to
airplanes that do
not exhibit ``stick-
force-per-g''
characteristics..
CCA: Test in Normal
and Non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.7................. Longitudinal Static 5 lb Approach............ Record results for X X X X
Stability. (2.2 at least 2 speeds
daN) or < plus- above and 2 speeds
minus>10% pitch below trim speed.
controller force. May be a series of
Alternative method: snapshot test
1[deg] results. The force
or 10% tolerance is not
change of elevator.. applicable if
forces are
generated solely by
the use of airplane
hardware in the
full flight
simulator.
The alternative
method applies to
airplanes that do
not exhibit speed
stability
characteristics..
CCA: Test in Normal
or Non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.8................. Stall 3 kt Second Segment The stall maneuver X X X X
Characteristics. airspeed for Climb, and Approach must be entered
initial buffet, or Landing. with thrust at or
stall warning, and near idle power and
stall speeds. < plus- wings level (1g).
minus>2[deg] bank Record the stall
for speeds greater warning signal and
than stick shaker initial buffet, if
or initial buffet. applicable. Time
Additionally, for history data must
those simulators be recorded for
with reversible full stall and
flight control initiation of
systems: < plus- recovery. The stall
minus>10% or 5 lb (2.2 occur in the proper
daN)) Stick/Column relation to buffet/
force (prior to ``g stall. Full flight
break'' only).. simulators of
airplanes
exhibiting a sudden
pitch attitude
change or ``g
break'' must
demonstrate this
characteristic.
CCA: Test in Normal
and Non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59638]]
2.c.9................. Phugoid Dynamics.... 10% Cruise.............. The test must X X X X
period, < plus- include whichever
minus>10% of time is less of the
to \1/2\ or double following: Three
amplitude or < plus- full cycles (six
minus>.02 of overshoots after
damping ratio. the input is
completed), or the
number of cycles
sufficient to
determine time to
\1/2\ or double
amplitude.
CCA: Test in Non-
normal control
states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.10................ Short Period 1.5[deg] Cruise.............. CCA: Test in Normal X X X
Dynamics. pitch angle or and Non-normal
2[deg]/ control states.
sec pitch rate,
0.10g
acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.11................ (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d................... Lateral Directional Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
Power setting is that required for level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1................. Minimum Control 3 kt Takeoff or Landing Takeoff thrust must X X X X Low Speed Engine
Speed, Air (Vmca or airspeed. (whichever is most be used on the Inoperative
Vmcl), per critical in the operating Handling may be
Applicable airplane). engine(s). A time governed by a
Airworthiness history or a series performance or
Standard or Low of snapshot tests control limit that
Speed Engine may be used. prevents
Inoperative CCA: Test in Normal demonstration of
Handling and Non-normal Vmca in the
Characteristics in control states.. conventional
the Air. manner.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2................. Roll Response (Rate) 10% or Cruise, and Approach Record results for X X X X
2[deg]/ or Landing. normal roll
sec roll rate. controller
Additionally, for deflection (about
those simulators of one-third of
airplanes with maximum roll
reversible flight controller travel).
control systems: May be combined
10% or with step input of
3lb flight deck roll
(1.3 daN) wheel controller test
force.. (2.d.3.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3................. Roll Response to 10% or Approach or Landing. Record from X X X X With wings level,
Flight deck Roll 2[deg] initiation of roll apply a step roll
Controller Step bank angle. through 10 seconds control input using
Input. after control is approximately one-
returned to neutral third of the roll
and released. May controller travel.
be combined with When reaching
roll response approximately
(rate) test (2.d.2). 20[deg] to 30[deg]
CCA: Test in Normal of bank, abruptly
and Non-normal return the roll
control states.. controller to
neutral and allow
approximately 10
seconds of airplane
free response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.4................. Spiral Stability.... Correct trend and Cruise, and Approach Record results for X X X X
2[deg] or Landing. both directions.
or 10% Airplane data
bank angle in 20 averaged from
seconds. multiple tests may
Alternate test be used. As an
requires correct alternate test,
trend and < plus- demonstrate the
minus>2[deg] lateral control
aileron.. required to
maintain a steady
turn with a bank
angle of 28[deg] to
32[deg].
CCA: Test in Normal
and Non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59639]]
2.d.5................. Engine Inoperative 1[deg] Second Segment May be a series of X X X X The test should be
Trim. rudder angle or Climb, and Approach snapshot tests. performed in a
1[deg] or Landing. manner similar to
tab angle or that for which a
equivalent pedal, pilot is trained to
2[deg] trim an engine
sideslip angle. failure condition.
Second segment
climb test should
be at takeoff
thrust. Approach or
landing test should
be at thrust for
level flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.6................. Rudder Response..... 2[deg]/ Approach or Landing. Record results for X X X X
sec or < plus- stability
minus>10% yaw rate.. augmentation system
ON and OFF. A
rudder step input
of 20%-30% rudder
pedal throw is used.
CCA: Test in Normal
and Non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.7................. Dutch Roll, (Yaw 0.5 sec Cruise, and Approach Record results for X X X X
Damper OFF). or 10% or Landing. at least 6 complete
of period, < plus- cycles with
minus>10% of time stability
to \1/2\ or double augmentation OFF.
amplitude or < plus- CCA: Test in Non-
minus>.02 of normal control
damping ratio. states..
20% or
1 sec
of time difference
between peaks of
bank and sideslip.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.8................. Steady State For given rudder Approach or Landing. May be a series of X X X X
Sideslip. position < plus- snapshot test
minus>2[deg] bank results using at
angle, < plus- least two rudder
minus>1[deg] positions.
sideslip angle, Propeller driven
10% or airplanes must test
2[deg] in each direction.
aileron, < plus-
minus>10% or 5[deg]
spoiler or
equivalent roll,
controller position
or force.
Additionally, for
those simulators of
airplanes with
reversible flight
control systems:
10% or
3 lb
(1.3 daN) wheel
force < plus-
minus>10% or 5 lb (2.2
daN) rudder pedal
force..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e................... Landings
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.1................. Normal Landing...... 3 kt Landing............. Record results from X X X Tests should be
airspeed, < plus- a minimum of 200 ft conducted with two
minus>1.5[deg] (61 m) AGL to nose- normal landing flap
pitch angle, < plus- wheel touchdown. settings (if
minus>1.5[deg] CCA: Test in Normal applicable). One
angle of attack, and Non-normal should be at or
10% or control states.. near maximum
10 ft certificated
(3 m) height. landing weight. The
Additionally, for other should be at
those simulators of light or medium
airplanes with landing weight.
reversible flight
control systems:
10% or
5 lbs
(2.2
daN) stick/column
force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59640]]
2.e.2................. Minimum Flap Landing 3 kt Minimum Certified Record results from X X
airspeed, < plus- Landing Flap a minimum of 200 ft
minus>1.5[deg] Configuration. (61 m) AGL to
pitch angle, < plus- nosewheel touchdown
minus>1.5[deg] with airplane at or
angle of attack, near Maximum
10% or Landing Weight.
10 ft
(3 m) height.
Additionally, for
those simulators of
airplanes with
reversible flight
control systems:
10% or
5 lbs
(2.2 daN) stick/
column force..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.3................. Crosswind Landing... 3 kt Landing............. Record results from X X X In those situations
airspeed, < plus- a minimum of 200 ft where a maximum
minus>1.5[deg] (61 m) AGL, through crosswind or a
pitch angle, < plus- nosewheel maximum
minus>1.5[deg] touchdown, to 50% demonstrated
angle of attack, decrease in main crosswind is not
10% or landing gear known, contact the
10 ft touchdown speed. NSPM.
(3 m) height < plus- Test data must
minus>2[deg] bank include information
angle, < plus- on wind profile,
minus>2[deg] for a crosswind
sideslip angle component of 60% of
3[deg] the maximum wind
heading angle. measured at 33 ft
Additionally, for (10 m) above the
those simulators of runway.
airplanes with
reversible flight
control systems:
10% or
3 lb
(1.3 daN) wheel
force < plus-
minus>10% or 5 lb (2.2
daN) rudder pedal
force..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.4................. One Engine 3 kt Landing............. Record results from X X X
Inoperative Landing. airspeed, < plus- a minimum of 200 ft
minus>1.5[deg] (61 m) AGL, through
pitch angle, < plus- nosewheel
minus>1.5[deg] touchdown, to 50%
angle of attack, decrease in main
10% landing gear
height or < plus- touchdown speed or
minus>10 ft (3 m); less.
2[deg]
bank angle, < plus-
minus>2[deg]
sideslip angle,
3[deg]
heading.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.5................. Autopilot landing 5 ft Landing............. If autopilot X X X Tf = duration of
(if applicable). (1.5 m) flare provides rollout flare.
height, < plus- guidance, record
minus>0.5 sec Tf, lateral deviation
or < plus- from touchdown to a
minus>10%Tf, 140 ft/min main landing gear
(0.7 m/sec) rate of touchdown speed or
descent at touch- less. Time of
down. autopilot flare
10 ft (3 mode engage and
m) lateral main gear touchdown
deviation during must be noted.
rollout..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.6................. All engines 3 kt .................... Normal, all-engines- X X X
operating, airspeed, < plus- operating, Go
autopilot, go minus>1.5[deg] Around with the
around. pitch angle, < plus- autopilot engaged
minus>1.5[deg] (if applicable) at
angle of attack. medium landing
weight.
CCA: Test in Normal
and Non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59641]]
2.e.7................. One engine 3 kt .................... The one engine X X X
inoperative go airspeed, < plus- inoperative go
around. minus>1.5[deg] around is required
pitch angle, < plus- at near maximum
minus>1.5[deg] certificated
angle of attack, landing weight with
2[deg] the critical engine
bank angle, < plus- inoperative using
minus>2[deg] manual controls. If
slideslip angle. applicable, an
additional engine
inoperative go
around test must be
accomplished with
the autopilot
engaged.
CCA: Test in Normal
and Non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.8................. Directional control 2[deg]/ Landing............. Record results X X X
(rudder sec yaw rate < plus- starting from a
effectiveness) with minus>5 kts speed approximating
symmetric reverse airspeed. touchdown speed to
thrust. the minimum thrust
reverser operation
speed. With full
reverse thrust,
apply yaw control
in both directions
until reaching
minimum thrust
reverser operation
speed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.9................. Directional control 5 kt Landing............. Maintain heading X X X
(rudder airspeed, < plus- with yaw control
effectiveness) with minus>3[deg] with full reverse
asymmetric reverse heading angle. thrust on the
thrust. operating
engine(s). Record
results starting
from a speed
approximating
touchdown speed to
a speed at which
control of yaw
cannot be
maintained or until
reaching minimum
thrust reverser
operation speed,
whichever is
higher. The
tolerance applies
to the low speed
end of the data
recording.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.f................... Ground Effect
--------------------------------------------------------------------------------------------------------------------------------------------------------
Test to demonstrate 1[deg] Landing............. The Ground Effect X X X See paragraph on
Ground Effect. elevator < plus- model must be Ground Effect in
minus>0.5[deg]stabi validated by the this attachment for
lizer angle, < plus- test selected and a additional
minus>5% net thrust rationale must be information.
or equivalent, provided for
1[deg] selecting the
angle of attack, particular test.
10%
height or < plus-
minus>5 ft (1.5 m),
3 kt
airspeed, < plus-
minus>1[deg] pitch
angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.g................... Windshear
--------------------------------------------------------------------------------------------------------------------------------------------------------
Four tests, two See Attachment 5.... Takeoff and Landing. Requires windshear X X See Attachment 5 for
takeoff and two models that provide information related
landing, with one training in the to Level A and B
of each conducted specific skills simulators.
in still air and needed to recognize
the other with windshear phenomena
windshear active to and to execute
demonstrate recovery
windshear models. procedures. See
Attachment 5 for
tests, tolerances,
and procedures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h................... Flight Maneuver and Envelope Protection Functions
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59642]]
The requirements of tests h(1) through (6) of this attachment are applicable to
computer controlled airplanes only. Time history results are required for simulator
response to control inputs during entry into envelope protection limits including
both normal and degraded control states if the function is different. Set thrust as
required to reach the envelope protection function.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.1................. Overspeed........... 5 kt Cruise.............. .................... X X X
airspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.2................. Minimum Speed....... 3 kt Takeoff, Cruise, and .................... X X X
airspeed. Approach or Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.3................. Load Factor......... 0.1g Takeoff, Cruise..... .................... X X X
normal load factor.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.4................. Pitch Angle......... 1.5[deg] Cruise, Approach.... .................... X X X
pitch angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.5................. Bank Angle.......... 2[deg] Approach............ .................... X X X
or 10%
bank angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.6................. Angle of Attack..... 1.5[deg] Second Segment .................... X X X
angle of attack. Climb, and Approach
or Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3. Motion System
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a................... Frequency response
--------------------------------------------------------------------------------------------------------------------------------------------------------
Based on Simulator N/A................. The test must X X X X This test is not
Capability. demonstrate required as part of
frequency response continuing
of the motion qualification
system. evaluations, and
should be part of
the MQTG.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.b................... Leg balance
--------------------------------------------------------------------------------------------------------------------------------------------------------
Based on Simulator N/A................. Required as part of X X X X
Capability. MQTG but not
required to be
scheduled as part
of continuing
qualification
evaluations.
The test must
demonstrate motion
system leg balance
as specified by the
applicant for
flight simulator
qualification..
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.c................... Turn-around check
--------------------------------------------------------------------------------------------------------------------------------------------------------
Based on Simulator N/A................. Required as part of X X X X
Capability. MQTG but not
required to be
scheduled as part
of continuing
qualification
evaluations.
The test must
demonstrate a
smooth turn-around
(shift to opposite
direction of
movement) of the
motion system as
specified by the
applicant for
flight simulator
qualification..
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.d................... Motion system repeatability
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59643]]
With the same input Accomplished in both A demonstration is X X X X This test ensures
signal, the test the ``ground'' mode required and must that motion system
results must be and in the be made part of the hardware and
repeatable to ``flight'' mode of MQTG. The software (in normal
within < plus- the motion system assessment flight simulator
minus>0.05g actual operation. procedures must be operating mode)
platform linear designed to ensure continue to perform
acceleration. that the motion as originally
system hardware and qualified.
software (in normal Performance changes
flight simulator from the original
operating mode) baseline can be
continue to perform readily identified
as originally with this
qualified. information.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e................... Motion cueing performance signature.
--------------------------------------------------------------------------------------------------------------------------------------------------------
Required as part of MQTG but not required as part of continuing evaluations. These tests should
be run with the
motion buffet mode
disabled. See
paragraph 5.d., of
this attachment,
Motion cueing
performance
signature.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.1................. Takeoff rotation (VR As specified by the Ground.............. Pitch attitude due X X X X Associated with test
to V2). sponsor for flight to initial climb 1.b.4.
simulator must dominate over
qualification. cab tilt due to
longitudinal
acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.2................. Engine failure As specified by the Ground.............. .................... X X X X Associated with test
between V1 and VR. sponsor for flight 1.b.5.
simulator
qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.3................. Pitch change during As specified by the Flight.............. .................... X X X Associated with test
go-around. sponsor for flight 2.e.6.
simulator
qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.4................. Configuration As specified by the Flight.............. .................... X X X X Associated with
changes. sponsor for flight tests 2.c.2. and
simulator 2.c.4.
qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.5................. Power change As specified by the Flight.............. .................... X X X X Associated with test
dynamics. sponsor for flight 2.c.1.
simulator
qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.6................. Landing flare....... As specified by the Flight.............. .................... X X X Associated with test
sponsor for flight 2.e.1.
simulator
qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.7................. Touchdown bump...... As specified by the Ground.............. .................... X X Associated with test
sponsor for flight 2.e.1.
simulator
qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f................... Characteristic motion vibrations
--------------------------------------------------------------------------------------------------------------------------------------------------------
The recorded test results for characteristic buffets must allow the comparison of
relative amplitude versus frequency.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.1................. Thrust effect with Simulator test Ground.............. The test must be X
brakes set. results must conducted within 5%
exhibit the overall of the maximum
appearance and possible thrust
trends of the with brakes set.
airplane data, with
at least three (3)
of the predominant
frequency
``spikes'' being
present within
2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59644]]
3.f.2................. Buffet with landing Simulator test Flight.............. The test must be X
gear extended. results must conducted at a
exhibit the overall nominal, mid-range
appearance and airspeed; i.e.,
trends of the sufficiently below
airplane data, with landing gear
at least three (3) limiting airspeed
of the predominant to avoid
frequency inadvertently
``spikes'' being exceeding this
present within limitation.
2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.3................. Buffet with flaps Simulator test Flight.............. The test must be X
extended. results must conducted at a
exhibit the overall nominal, mid-range
appearance and airspeed; i.e.,
trends of the sufficiently below
airplane data, with flap extension
at least three (3) limiting airspeed
of the predominant to avoid
frequency inadvertently
``spikes'' being exceeding this
present within limitation.
2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.4................. Buffet with Simulator test Flight.............. .................... X
speedbrakes results must
deployed. exhibit the overall
appearance and
trends of the
airplane data, with
at least three (3)
of the predominant
frequency
``spikes'' being
present within
2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.5................. Buffet at approach- Simulator test Flight.............. The test must be X
to-stall. results must conducted for
exhibit the overall approach to stall.
appearance and Post stall
trends of the characteristics are
airplane data, with not required.
at least three (3)
of the predominant
frequency
``spikes'' being
present within
2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.6................. Buffet at high Simulator test Flight.............. .................... X The test may be
airspeeds or high results must conducted during
Mach. exhibit the overall either a high speed
appearance and maneuver (e.g.,
trends of the ``wind-up'' turn)
airplane data, with or at high Mach.
at least three (3)
of the predominant
frequency
``spikes'' being
present within
2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.7................. In-flight vibrations Simulator test Flight (clean .................... X
for propeller results must configuration).
driven airplanes. exhibit the overall
appearance and
trends of the
airplane data, with
at least three (3)
of the predominant
frequency
``spikes'' being
present within
2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4. Visual System
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a................... Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test See additional
4.a., Visual System Response Time Test. This test also suffices for motion system information in this
response timing and flight deck instrument response timing.) attachment.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.1................. Latency
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59645]]
300 ms (or less) Take-off, cruise, One test is required X X The visual scene or
after airplane and approach or in each axis test pattern used
response. landing. (pitch, roll and during the response
yaw) for each of testing should be
the three representative of
conditions (take- the system
off, cruise, and capacities required
approach or to meet the
landing). daylight, twilight
(dusk/dawn) and/or
night visual
capability as
appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
150 ms (or less) Take-off, cruise, One test is required X X
after airplane and approach or in each axis
response. landing. (pitch, roll and
yaw) for each of
the three
conditions (take-
off, cruise, and
approach or
landing).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2................. Transport Delay
--------------------------------------------------------------------------------------------------------------------------------------------------------
300 ms (or less) N/A................. A separate test is X X If Transport Delay
after controller required in each is the chosen
movement. axis (pitch, roll, method to
and yaw). demonstrate
relative responses,
the sponsor and the
NSPM will use the
latency values to
ensure proper
simulator response
when reviewing
those existing
tests where latency
can be identified
(e.g., short
period, roll
response, rudder
response).
--------------------------------------------------------------------------------------------------------------------------------------------------------
150 ms (or less) N/A................. A separate test is X X
after controller required in each
movement. axis (pitch, roll,
and yaw).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b................... Field of View
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.1................. Continuous Continuous N/A................. Required as part of X X A vertical field of
collimated visual collimated field of MQTG but not view of 30[deg] may
field of view. view providing at required as part of be insufficient to
least 45[deg] continuing meet visual ground
horizontal and evaluations. segment
30[deg] vertical requirements.
field of view for
each pilot seat.
Both pilot seat
visual systems must
be operable
simultaneously.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.2................. (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59646]]
4.b.3................. Continuous, Continuous field of N/A................. An SOC is required X X The horizontal field
collimated, field view of at least and must explain of view is
of view. 176[deg] the geometry of the traditionally
horizontally and 36 installation. described as a
vertically. Horizontal field of 180[deg] field of
view must be at view. However, the
least 176[deg] field of view is
(including not less technically no less
than 88[deg] either than 176[deg].
side of the center Field of view
line of the design should be measured
eye point). using a visual test
Additional pattern filling the
horizontal field of entire visual scene
view capability may (all channels) with
be added at the a matrix of black
sponsor's and white 5[deg]
discretion provided squares. The
the minimum field installed alignment
of view is should be addressed
retained. Vertical in the SOC.
field of view must
be at least 36[deg]
from each pilot's
eye point. Required
as part of MQTG but
not required as
part of continuing
qualification
evaluations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c................... (System geometry)
--------------------------------------------------------------------------------------------------------------------------------------------------------
5[deg] even angular N/A................. The angular spacing X X X X The purpose of this
spacing within of any chosen test is to evaluate
1[deg] 5[deg] square and local linearity of
as measured from the relative the displayed image
either pilot eye spacing of adjacent at either pilot eye
point and within squares must be point. System
1.5[deg] for within the stated geometry should be
adjacent squares. tolerances. measured using a
visual test pattern
filling the entire
visual scene (all
channels) with a
matrix of black and
white 5[deg]
squares with light
points at the
intersections.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.d................... Surface contrast ratio
--------------------------------------------------------------------------------------------------------------------------------------------------------
Not less than 5:1... N/A................. The ratio is X X Measurements should
calculated by be made using a
dividing the 1[deg] spot
brightness level of photometer and a
the center, bright raster drawn test
square (providing pattern filling the
at least 2 foot- entire visual scene
lamberts or 7 cd/ (all channels) with
m2) by the a test pattern of
brightness level of black and white
any adjacent dark squares, 5[deg] per
square. square, with a
This requirement is white square in the
applicable to any center of each
level of simulator channel. During
equipped with a contrast ratio
daylight visual testing, simulator
system.. aft-cab and flight
deck ambient light
levels should be
zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.e................... Highlight brightness
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59647]]
Not less than six N/A................. Measure the X X Measurements should
(6) foot-lamberts brightness of a be made using a
(20 cd/m\2\). white square while 1[deg] spot
superimposing a photometer and a
highlight on that raster drawn test
white square. The pattern filling the
use of calligraphic entire visual scene
capabilities to (all channels) with
enhance the raster a test pattern of
brightness is black and white
acceptable; squares, 5[deg] per
however, measuring square, with a
lightpoints is not white square in the
acceptable. This center of each
requirement is channel.
applicable to any
level of simulator
equipped with a
daylight visual
system.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f................... Surface resolution
--------------------------------------------------------------------------------------------------------------------------------------------------------
Not greater than two N/A................. An SOC is required X X The eye will subtend
(2) arc minutes. and must include two arc minutes
the relevant when positioned on
calculations and an a 3[deg] glide
explanation of slope, 6,876 ft
those calculations. slant range from
This requirement is the centrally
applicable to any located threshold
level of simulator of a black runway
equipped with a surface painted
daylight visual with white
system.. threshold bars that
are 16 ft wide with
4-foot gaps between
the bars.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g................... Light point size
--------------------------------------------------------------------------------------------------------------------------------------------------------
Not greater than N/A................. An SOC is required X X Light point size
five (5) arc- and must include should be measured
minutes. the relevant using a test
calculations and an pattern consisting
explanation of of a centrally
those calculations. located single row
This requirement is of light points
applicable to any reduced in length
level of simulator until modulation is
equipped with a just discernible in
daylight visual each visual
system.. channel. A row of
48 lights will form
a 4[deg] angle or
less.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h................... Light point contrast ratio
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h.1................. For Level A and B Not less than 10:1.. N/A................. An SOC is required X X A 1[deg] spot
simulators. and must include photometer is used
the relevant to measure a square
calculations. of at least 1[deg]
filled with light
points (where light
point modulation is
just discernible)
and compare the
results to the
measured adjacent
background. During
contrast ratio
testing, simulator
aft-cab and flight
deck ambient light
levels should be
zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59648]]
4.h.2................. For Level C and D Not less than 25:1.. N/A................. An SOC is required X X A 1[deg] spot
simulators. and must include photometer is used
the relevant to measure a square
calculations. of at least 1[deg]
filled with light
points (where light
point modulation is
just discernible)
and compare the
results to the
measured adjacent
background. During
contrast ratio
testing, simulator
aft-cab and flight
deck ambient light
levels should be
zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.i................... Visual ground segment
--------------------------------------------------------------------------------------------------------------------------------------------------------
The visible segment Landing The QTG must contain X X X X Pre-position for
in the simulator configuration, appropriate this test is
must be within 20% trimmed for calculations and a encouraged but may
of the segment appropriate drawing showing the be achieved via
computed to be airspeed, at 100 ft pertinent data used manual or autopilot
visible from the (30 m) above the to establish the control to the
airplane flight touchdown zone, on airplane location desired position.
deck. The glide slope with an and the segment of
tolerance(s) may be RVR value set at the ground that is
applied at either 1,200 ft (350 m). visible considering
or both ends of the design eyepoint,
displayed segment. the airplane
However, lights and attitude, flight
ground objects deck cut-off angle,
computed to be and a visibility of
visible from the 1,200 ft (350 m)
airplane flight RVR. Simulator
deck at the near performance must be
end of the visible measured against
segment must be the QTG
visible in the calculations.
simulator. The data submitted
must include at
least the
following:.
(1) Static airplane
dimensions as
follows:.
(i) Horizontal and
vertical distance
from main landing
gear (MLG) to
glideslope
reception antenna..
(ii) Horizontal and
vertical distance
from MLG to pilot's
eyepoint..
(iii) Static flight
deck cutoff angle..
--------------------------------------------------------------------------------------------------------------------------------------------------------
(2) Approach data as
follows:
(i)
Identification
of runway..
(ii) Horizontal
distance from
runway threshold
to glideslope
intercept with
runway..
(iii) Glideslope
angle..
(iv) Airplane
pitch angle on
approach..
(3) Airplane data
for manual testing:
(i) Gross weight.
(ii) Airplane
configuration..
[[Continued on page 59650]]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
]
[[pp. 59650-59699]] Flight Simulation Training Device Initial and Continuing
Qualification and Use
[[Continued from page 59649]]
[[Page 59649]]
(iii) Approach
airspeed..
If non-homogenous
fog is used to
obscure visibility,
the vertical
variation in
horizontal
visibility must be
described and be
included in the
slant range
visibility
calculation used in
the computations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5. Sound System
--------------------------------------------------------------------------------------------------------------------------------------------------------
The sponsor will not be required to repeat the airplane tests (i.e., tests 5.a.1. through 5.a.8. (or 5.b.1.
through 5.b.9.) and 5.c., as appropriate) during continuing qualification evaluations if frequency response
and background noise test results are within tolerance when compared to the initial qualification evaluation
results, and the sponsor shows that no software changes have occurred that will affect the airplane test
results. If the frequency response test method is chosen and fails, the sponsor may elect to fix the
frequency response problem and repeat the test or the sponsor may elect to repeat the airplane tests. If the
airplane tests are repeated during continuing qualification evaluations, the results may be compared against
initial qualification evaluation results or airplane master data.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a................... Turbo-jet airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.1................. Ready for engine 5 dB per Ground.............. Normal conditions X
start. \1/3\ octave band. prior to engine
start with the
Auxiliary Power
Unit operating, if
appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.2................. All engines at idle. 5 dB per Ground.............. Normal condition X
\1/3\ octave band. prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.3................. All engines at 5 dB per Ground.............. Normal condition X
maximum allowable \1/3\ octave band. prior to takeoff.
thrust with brakes
set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.4................. Climb............... 5 dB per En-route climb...... Medium altitude..... X
\1/3\ octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.5................. Cruise.............. 5 dB per Cruise.............. Normal cruise X
\1/3\ octave band. configuration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.6................. Speedbrake/spoilers 5 dB per Cruise.............. Normal and constant X
extended (as \1/3\ octave band. speedbrake
appropriate). deflection for
descent at a
constant airspeed
and power setting.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.7................. Initial approach.... 5 dB per Approach............ Constant airspeed, X
\1/3\ octave band. gear up, flaps and
slats, as
appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.8................. Final approach...... 5 dB per Landing............. Constant airspeed, X
\1/3\ octave band. gear down, full
flaps.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b................... Propeller airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.1................. Ready for engine 5 dB per Ground.............. Normal conditions X
start. \1/3\ octave band. prior to engine
start with the
Auxiliary Power
Unit operating, if
appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.2................. All propellers 5 dB per Ground.............. Normal condition X
feathered. \1/3\ octave band. prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.3................. Ground idle or 5 dB per Ground.............. Normal condition X
equivalent. \1/3\ octave band. prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.4................. Flight idle or 5 dB per Ground.............. Normal condition X
equivalent. \1/3\ octave band. prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59650]]
5.b.5................. All engines at 5 dB per Ground.............. Normal condition X
maximum allowable \1/3\ octave band. prior to takeoff.
power with brakes
set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.6................. Climb............... 5 dB per En-route climb...... Medium altitude..... X
\1/3\ octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.7................. Cruise.............. 5 dB per Cruise.............. Normal cruise X
\1/3\ octave band. configuration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.8................. Initial approach.... 5 dB per Approach............ Constant airspeed, X
\1/3\ octave band. gear up, flaps
extended as
appropriate, RPM as
per operating
manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.9................. Final Approach...... 5 dB per Landing............. Constant airspeed, X
\1/3\ octave band. gear down, full
flaps, RPM as per
operating manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.c................... Special cases
--------------------------------------------------------------------------------------------------------------------------------------------------------
5 dB per As appropriate...... .................... X These special cases
\1/3\ octave band. are identified as
particularly
significant during
critical phases of
flight and ground
operations for a
specific airplane
type or model.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.d................... Background noise
--------------------------------------------------------------------------------------------------------------------------------------------------------
3 dB per .................... Results of the X The simulated sound
\1/3\ octave band. background noise at will be evaluated
initial to ensure that the
qualification must background noise
be included in the does not interfere
MQTG. with training,
Measurements must be testing, or
made with the checking.
simulation running,
the sound muted and
a ``dead'' flight
deck..
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.e................... Frequency response
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59651]]
5 dB on .................... Applicable only to X Measurements are
three (3) Continuing compared to those
consecutive bands Qualification taken during
when compared to Evaluations. If initial
initial evaluation; frequency response qualification
and 2 plots are provided evaluation.
dB when comparing for each channel at
the average of the the initial
absolute qualification
differences between evaluation, these
initial and plots may be
continuing repeated at the
qualification continuing
evaluation. qualification
evaluation with the
following
tolerances applied:
(a) The continuing
qualification \1/3\
octave band
amplitudes must not
exceed < plus-
minus>5 dB for
three consecutive
bands when compared
to initial results..
(b) The average of
the sum of the
absolute
differences between
initial and
continuing
qualification
results must not
exceed 2 dB (refer
to table A.2.B. in
this attachment)..
--------------------------------------------------------------------------------------------------------------------------------------------------------
-----------------------------------------------------------------------
Begin Information
3. General.
a. If relevant winds are present in the objective data, the wind
vector should be clearly noted as part of the data presentation,
expressed in conventional terminology, and related to the runway
being used for test near the ground.
b. The reader is encouraged to review the Airplane Flight
Simulator Evaluation Handbook, Volumes I and II, published by the
Royal Aeronautical Society, London, UK, and FAA Advisory Circulars
(AC) 25-7, as may be amended, Flight Test Guide for Certification of
Transport Category Airplanes, and (AC) 23-8, as may be amended,
Flight Test Guide for Certification of Part 23 Airplanes, for
references and examples regarding flight testing requirements and
techniques.
4. Control Dynamics
a. General. The characteristics of an airplane flight control
system have a major effect on handling qualities. A significant
consideration in pilot acceptability of an airplane is the ``feel''
provided through the flight controls. Considerable effort is
expended on airplane feel system design so that pilots will be
comfortable and will consider the airplane desirable to fly. In
order for an FFS to be representative, it should ``feel'' like the
airplane being simulated. Compliance with this requirement is
determined by comparing a recording of the control feel dynamics of
the FFS to actual airplane measurements in the takeoff, cruise and
landing configurations.
(1) Recordings such as free response to an impulse or step
function are classically used to estimate the dynamic properties of
electromechanical systems. In any case, it is only possible to
estimate the dynamic properties as a result of being able to
estimate true inputs and responses. Therefore, it is imperative that
the best possible data be collected since close matching of the FFS
control loading system to the airplane system is essential. The
required dynamic control tests are described in Table A2A of this
attachment.
(2) For initial and upgrade evaluations, the QPS requires that
control dynamics characteristics be measured and recorded directly
from the flight controls (Handling Qualities--Table A2A). This
procedure is usually accomplished by measuring the free response of
the controls using a step or impulse input to excite the system. The
procedure should be accomplished in the takeoff, cruise and landing
flight conditions and configurations.
(3) For airplanes with irreversible control systems,
measurements may be obtained on the ground if proper pitot-static
inputs are provided to represent airspeeds typical of those
encountered in flight. Likewise, it may be shown that for some
airplanes, takeoff, cruise, and landing configurations have like
effects. Thus, one may suffice for another. In either case,
engineering validation or airplane manufacturer rationale should be
submitted as justification for ground tests or for eliminating a
configuration. For FFSs requiring static and dynamic tests at the
controls, special test fixtures will not be required during initial
and upgrade evaluations if the QTG shows both test fixture results
and the results of an alternate approach (e.g., computer plots that
were produced concurrently and show satisfactory agreement). Repeat
of the alternate method during the initial evaluation would satisfy
this test requirement.
b. Control Dynamics Evaluation. The dynamic properties of
control systems are often stated in terms of frequency, damping and
a number of other classical measurements. In order to establish a
consistent means of validating test results for FFS control loading,
criteria are needed that will clearly define the measurement
interpretation and the applied tolerances. Criteria are needed for
underdamped, critically damped and overdamped systems. In the case
of an underdamped system with very light damping, the system may be
quantified in terms of frequency and damping. In critically damped
or overdamped systems, the frequency and damping are not readily
measured from a response time history. Therefore, the following
suggested measurements may be used:
(1) For Level C and D simulators. Tests to verify that control
feel dynamics represent the airplane should show that the dynamic
damping cycles (free response of the controls) match those of the
airplane within
[[Page 59652]]
specified tolerances. The NSPM recognizes that several different
testing methods may be used to verify the control feel dynamic
response. The NSPM will consider the merits of testing methods based
on reliability and consistency. One acceptable method of evaluating
the response and the tolerance to be applied is described below for
the underdamped and critically damped cases. A sponsor using this
method to comply with the QPS requirements should perform the tests
as follows:
(a) Underdamped response. Two measurements are required for the
period, the time to first zero crossing (in case a rate limit is
present) and the subsequent frequency of oscillation. It is
necessary to measure cycles on an individual basis in case there are
non-uniform periods in the response. Each period will be
independently compared to the respective period of the airplane
control system and, consequently, will enjoy the full tolerance
specified for that period. The damping tolerance will be applied to
overshoots on an individual basis. Care should be taken when
applying the tolerance to small overshoots since the significance of
such overshoots becomes questionable. Only those overshoots larger
than 5 per cent of the total initial displacement should be
considered. The residual band, labeled T(Ad) on Figure
A2A is 5 percent of the initial displacement amplitude
Ad from the steady state value of the oscillation. Only
oscillations outside the residual band are considered significant.
When comparing FFS data to airplane data, the process should begin
by overlaying or aligning the FFS and airplane steady state values
and then comparing amplitudes of oscillation peaks, the time of the
first zero crossing and individual periods of oscillation. The FFS
should show the same number of significant overshoots to within one
when compared against the airplane data. The procedure for
evaluating the response is illustrated in Figure A2A.
(b) Critically damped and overdamped response. Due to the nature
of critically damped and overdamped responses (no overshoots), the
time to reach 90 percent of the steady state (neutral point) value
should be the same as the airplane within 10 percent.
Figure A2B illustrates the procedure.
(c) Special considerations. Control systems that exhibit
characteristics other than classical overdamped or underdamped
responses should meet specified tolerances. In addition, special
consideration should be given to ensure that significant trends are
maintained.
(2) Tolerances.
(a) The following table summarizes the tolerances, T, for
underdamped systems, and ``n'' is the sequential period of a full
cycle of oscillation. See Figure A2A of this attachment for an
illustration of the referenced measurements.
T(P0)..................................... 10% of P0
T(P1)..................................... 20% of P1
T(P2)..................................... 30% of P2
T(Pn)..................................... 10(n+1)% of Pn
T(An)..................................... 10% of A1
T(Ad)..................................... 5% of Ad =
residual band
Significant overshoots.................... First overshoot and < plus-
minus>1 subsequent
overshoots
(b) The following tolerance applies to critically damped and
overdamped systems only. See Figure A2B for an illustration of the
reference measurements:
T(P0)..................................... 10% of P0
End Information
-----------------------------------------------------------------------
Begin QPS Requirement
c. Alternative method for control dynamics evaluation.
(1) An alternative means for validating control dynamics for
aircraft with hydraulically powered flight controls and artificial
feel systems is by the measurement of control force and rate of
movement. For each axis of pitch, roll, and yaw, the control must be
forced to its maximum extreme position for the following distinct
rates. These tests are conducted under normal flight and ground
conditions.
(a) Static test--Slowly move the control so that a full sweep is
achieved within 95 to 105 seconds. A full sweep is defined as
movement of the controller from neutral to the stop, usually aft or
right stop, then to the opposite stop, then to the neutral position.
(b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.
(c) Fast dynamic test--Achieve a full sweep within 3-5 seconds.
Note: Dynamic sweeps may be limited to forces not exceeding 100
lbs. (44.5 daN).
(d) Tolerances
(i) Static test; see Table A2A, Full Flight Simulator (FFS)
Objective Tests, Items 2.a.1., 2.a.2., and 2.a.3.
(ii) Dynamic test 2 lbs (0.9 daN) or 10%
on dynamic increment above static test.
End QPS Requirement
-----------------------------------------------------------------------
Begin Information
d. The FAA is open to alternative means such as the one
described above. The alternatives should be justified and
appropriate to the application. For example, the method described
here may not apply to all manufacturers'' systems and certainly not
to aircraft with reversible control systems. Each case is considered
on its own merit on an ad hoc basis. If the FAA finds that
alternative methods do not result in satisfactory performance, more
conventionally accepted methods will have to be used.
BILLING CODE 4910-13-P
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[GRAPHIC] [TIFF OMITTED] TP22OC07.000
[[Page 59654]]
[GRAPHIC] [TIFF OMITTED] TP22OC07.001
BILLING CODE 4910-13-C
5. Ground Effect
a. For an FFS to be used for take-off and landing (not
applicable to Level A simulators in that the landing maneuver may
not be credited in a Level A simulator) it should reproduce the
aerodynamic changes that occur in ground effect. The parameters
chosen for FFS validation should indicate these changes.
[[Page 59655]]
(1) A dedicated test should be provided that will validate the
aerodynamic ground effect characteristics.
(2) The organization performing the flight tests may select
appropriate test methods and procedures to validate ground effect.
However, the flight tests should be performed with enough duration
near the ground to sufficiently validate the ground-effect model.
b. The NSPM will consider the merits of testing methods based on
reliability and consistency. Acceptable methods of validating ground
effect are described below. If other methods are proposed, rationale
should be provided to conclude that the tests performed validate the
ground-effect model. A sponsor using the methods described below to
comply with the QPS requirements should perform the tests as
follows:
(1) Level fly-bys. The level fly-bys should be conducted at a
minimum of three altitudes within the ground effect, including one
at no more than 10% of the wingspan above the ground, one each at
approximately 30% and 50% of the wingspan where height refers to
main gear tire above the ground. In addition, one level-flight trim
condition should be conducted out of ground effect (e.g., at 150% of
wingspan).
(2) Shallow approach landing. The shallow approach landing
should be performed at a glide slope of approximately one degree
with negligible pilot activity until flare.
c. The lateral-directional characteristics are also altered by
ground effect. For example, because of changes in lift, roll damping
is affected. The change in roll damping will affect other dynamic
modes usually evaluated for FFS validation. In fact, Dutch roll
dynamics, spiral stability, and roll-rate for a given lateral
control input are altered by ground effect. Steady heading sideslips
will also be affected. These effects should be accounted for in the
FFS modeling. Several tests such as crosswind landing, one engine
inoperative landing, and engine failure on take-off serve to
validate lateral-directional ground effect since portions of these
tests are accomplished as the aircraft is descending through heights
above the runway at which ground effect is an important factor.
6. Motion System
a. General.
(1) Pilots use continuous information signals to regulate the
state of the airplane. In concert with the instruments and outside-
world visual information, whole-body motion feedback is essential in
assisting the pilot to control the airplane dynamics, particularly
in the presence of external disturbances. The motion system should
meet basic objective performance criteria, and should be
subjectively tuned at the pilot's seat position to represent the
linear and angular accelerations of the airplane during a prescribed
minimum set of maneuvers and conditions. The response of the motion
cueing system should also be repeatable.
(2) The Motion System tests in Section 3 of Table A2A are
intended to qualify the FFS motion cueing system from a mechanical
performance standpoint. Additionally, the list of motion effects
provides a representative sample of dynamic conditions that should
be present in the flight simulator. An additional list of
representative, training-critical maneuvers, selected from Section 1
(Performance tests), and Section 2 (Handling Qualities tests), in
Table A2A, that should be recorded during initial qualification (but
without tolerance) to indicate the flight simulator motion cueing
performance signature have been identified (reference Section 3.e).
These tests are intended to help improve the overall standard of FFS
motion cueing.
b. Motion System Checks. The intent of test 3a, Frequency
Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as
described in the Table of Objective Tests, is to demonstrate the
performance of the motion system hardware, and to check the
integrity of the motion set-up with regard to calibration and wear.
These tests are independent of the motion cueing software and should
be considered robotic tests.
c. Motion System Repeatability. The intent of this test is to
ensure that the motion system software and motion system hardware
have not degraded or changed over time. This diagnostic test should
be completed during continuing qualification checks in lieu of the
robotic tests. This will allow an improved ability to determine
changes in the software or determine degradation in the hardware.
The following information delineates the methodology that should be
used for this test.
(1) Input: The inputs should be such that rotational
accelerations, rotational rates, and linear accelerations are
inserted before the transfer from airplane center of gravity to
pilot reference point with a minimum amplitude of 5 deg/sec/sec, 10
deg/sec and 0.3 g, respectively, to provide adequate analysis of the
output.
(2) Recommended output:
(a) Actual platform linear accelerations; the output will
comprise accelerations due to both the linear and rotational motion
acceleration;
(b) Motion actuators position.
d. Motion Cueing Performance Signature.
(1) Background. The intent of this test is to provide
quantitative time history records of motion system response to a
selected set of automated QTG maneuvers during initial
qualification. This is not intended to be a comparison of the motion
platform accelerations against the flight test recorded
accelerations (i.e., not to be compared against airplane cueing). If
there is a modification to the initially qualified motion software
or motion hardware (e.g., motion washout filter, simulator payload
change greater than 10%) then a new baseline may need to be
established.
(2) Test Selection. The conditions identified in Section 3.e. in
Table A2A are those maneuvers where motion cueing is the most
discernible. They are general tests applicable to all types of
airplanes and should be completed for motion cueing performance
signature at any time acceptable to the NSPM prior to or during the
initial qualification evaluation, and the results included in the
MQTG.
(3) Priority. Motion system should be designed with the intent
of placing greater importance on those maneuvers that directly
influence pilot perception and control of the airplane motions. For
the maneuvers identified in section 3.e. in Table A2A, the flight
simulator motion cueing system should have a high tilt co-ordination
gain, high rotational gain, and high correlation with respect to the
airplane simulation model.
(4) Data Recording. The minimum list of parameters provided
should allow for the determination of the flight simulator's motion
cueing performance signature for the initial qualification
evaluation. The following parameters are recommended as being
acceptable to perform such a function:
(a) Flight model acceleration and rotational rate commands at
the pilot reference point;
(b) Motion actuators position;
(c) Actual platform position;
(d) Actual platform acceleration at pilot reference point.
e. Motion Vibrations.
(1) Presentation of results. The characteristic motion
vibrations may be used to verify that the flight simulator can
reproduce the frequency content of the airplane when flown in
specific conditions. The test results should be presented as a Power
Spectral Density (PSD) plot with frequencies on the horizontal axis
and amplitude on the vertical axis. The airplane data and flight
simulator data should be presented in the same format with the same
scaling. The algorithms used for generating the flight simulator
data should be the same as those used for the airplane data. If they
are not the same then the algorithms used for the flight simulator
data should be proven to be sufficiently comparable. As a minimum,
the results along the dominant axes should be presented and a
rationale for not presenting the other axes should be provided.
(2) Interpretation of results. The overall trend of the PSD plot
should be considered while focusing on the dominant frequencies.
Less emphasis should be placed on the differences at the high
frequency and low amplitude portions of the PSD plot. During the
analysis, certain structural components of the flight simulator have
resonant frequencies that are filtered and may not appear in the PSD
plot. If filtering is required, the notch filter bandwidth should be
limited to 1 Hz to ensure that the buffet feel is not adversely
affected. In addition, a rationale should be provided to explain
that the characteristic motion vibration is not being adversely
affected by the filtering. The amplitude should match airplane data
as described below. However, if the PSD plot was altered for
subjective reasons, a rationale should be provided to justify the
change. If the plot is on a logarithmic scale, it may be difficult
to interpret the amplitude of the buffet in terms of acceleration.
For example, a 1x10-3 grams\2\/Hz would describe a heavy
buffet and may be seen in the deep stall regime. Alternatively, a
1x10-6 grams\2\/Hz buffet is almost not perceivable; but
may represent a flap buffet at low speed. The previous two examples
differ in magnitude by 1000. On a PSD plot this represents three
decades (one decade is a change in order of magnitude of 10; and two
decades is a change in order of magnitude of 100).
7. Sound System
a. General. The total sound environment in the airplane is very
complex, and changes
[[Page 59656]]
with atmospheric conditions, airplane configuration, airspeed,
altitude, and power settings. Flight deck sounds are an important
component of the flight deck operational environment and provide
valuable information to the flight crew. These aural cues can either
assist the crew (as an indication of an abnormal situation), or
hinder the crew (as a distraction or nuisance). For effective
training, the flight simulator should provide flight deck sounds
that are perceptible to the pilot during normal and abnormal
operations, and comparable to those of the airplane. The flight
simulator operator should carefully evaluate background noises in
the location where the device will be installed. To demonstrate
compliance with the sound requirements, the objective or validation
tests in this attachment were selected to provide a representative
sample of normal static conditions typically experienced by a pilot.
b. Alternate propulsion. For FFS with multiple propulsion
configurations, any condition listed in Table A2A of this attachment
should be presented for evaluation as part of the QTG if identified
by the airplane manufacturer or other data supplier as significantly
different due to a change in propulsion system (engine or
propeller).
c. Data and Data Collection System.
(1) Information provided to the flight simulator manufacturer
should be presented in the format suggested by the International Air
Transport Association (IATA) ``Flight Simulator Design and
Performance Data Requirements,'' as amended. This information should
contain calibration and frequency response data.
(2) The system used to perform the tests listed in Table A2A
should comply with the following standards:
(a) The specifications for octave, half octave, and third octave
band filter sets may be found in American National Standards
Institute (ANSI) S1.11-1986;
(b) Measurement microphones should be type WS2 or better, as
described in International Electrotechnical Commission (IEC) 1094-4-
1995.
(3) Headsets. If headsets are used during normal operation of
the airplane they should also be used during the flight simulator
evaluation.
(4) Playback equipment. Playback equipment and recordings of the
QTG conditions should be provided during initial evaluations.
(5) Background noise.
(a) Background noise is the noise in the flight simulator that
is not associated with the airplane, but is caused by the flight
simulator's cooling and hydraulic systems and extraneous noise from
other locations in the building. Background noise can seriously
impact the correct simulation of airplane sounds and should be kept
below the airplane sounds. In some cases, the sound level of the
simulation can be increased to compensate for the background noise.
However, this approach is limited by the specified tolerances and by
the subjective acceptability of the sound environment to the
evaluation pilot.
(b) The acceptability of the background noise levels is
dependent upon the normal sound levels in the airplane being
represented. Background noise levels that fall below the lines
defined by the following points, may be acceptable:
(Note: These limits are for unweighted 1/3 octave band sound
levels. Meeting these limits for background noise does not ensure an
acceptable flight simulator. Airplane sounds that fall below this
limit require careful review and may require lower limits on
background noise.)
(6) Validation testing. Deficiencies in airplane recordings
should be considered when applying the specified tolerances to
ensure that the simulation is representative of the airplane.
Examples of typical deficiencies are:
(a) Variation of data between tail numbers;
(b) Frequency response of microphones;
(c) Repeatability of the measurements.
Table A2B.--Example of Recurrent Frequency Response Test Tolerance
----------------------------------------------------------------------------------------------------------------
Initial Recurrent
Band center frequency results results Absolute
(dBSPL) (dBSPL) difference
----------------------------------------------------------------------------------------------------------------
50.............................................................. 75.0 73.8 1.2
63.............................................................. 75.9 75.6 0.3
80.............................................................. 77.1 76.5 0.6
100............................................................. 78.0 78.3 0.3
125............................................................. 81.9 81.3 0.6
160............................................................. 79.8 80.1 0.3
200............................................................. 83.1 84.9 1.8
250............................................................. 78.6 78.9 0.3
315............................................................. 79.5 78.3 1.2
400............................................................. 80.1 79.5 0.9
500............................................................. 80.7 79.8 0.9
630............................................................. 81.9 80.4 1.5
800............................................................. 73.2 74.1 0.9
1000............................................................ 79.2 80.1 0.9
1250............................................................ 80.7 82.8 2.1
1600............................................................ 81.6 78.6 3.0
2000............................................................ 76.2 74.4 1.8
2500............................................................ 79.5 80.7 1.2
3150............................................................ 80.1 77.1 3.0
4000............................................................ 78.9 78.6 0.3
5000............................................................ 80.1 77.1 3.0
6300............................................................ 80.7 80.4 0.3
8000............................................................ 84.3 85.5 1.2
10000........................................................... 81.3 79.8 1.5
12500........................................................... 80.7 80.1 0.6
16000........................................................... 71.1 71.1 0.0
-----------------------------------------------
Average..................................................... .............. 1.1
----------------------------------------------------------------------------------------------------------------
[[Page 59657]]
End Information
-----------------------------------------------------------------------
8. Additional Information About Flight Simulator Qualification for New
or Derivative Airplanes
a. Typically, an airplane manufacturer's approved final data for
performance, handling qualities, systems or avionics is not
available until well after a new or derivative airplane has entered
service. However, flight crew training and certification often
begins several months prior to the entry of the first airplane into
service. Consequently, it may be necessary to use preliminary data
provided by the airplane manufacturer for interim qualification of
flight simulators.
b. In these cases, the NSPM may accept certain partially
validated preliminary airplane and systems data, and early release
(``red label'') avionics data in order to permit the necessary
program schedule for training, certification, and service
introduction.
c. Simulator sponsors seeking qualification based on preliminary
data should consult the NSPM to make special arrangements for using
preliminary data for flight simulator qualification. The sponsor
should also consult the airplane and flight simulator manufacturers
to develop a data plan and flight simulator qualification plan.
d. The procedure to be followed to gain NSPM acceptance of
preliminary data will vary from case to case and between airplane
manufacturers. Each airplane manufacturer's new airplane development
and test program is designed to suit the needs of the particular
project and may not contain the same events or sequence of events as
another manufacturer's program, or even the same manufacturer's
program for a different airplane. Therefore, there cannot be a
prescribed invariable procedure for acceptance of preliminary data,
but instead there should be a statement describing the final
sequence of events, data sources, and validation procedures agreed
by the simulator sponsor, the airplane manufacturer, the flight
simulator manufacturer, and the NSPM.
Note: A description of airplane manufacturer-provided data
needed for flight simulator modeling and validation is to be found
in the IATA Document ``Flight Simulator Design and Performance Data
Requirements,'' as amended.
e. The preliminary data should be the manufacturer's best
representation of the airplane, with assurance that the final data
will not significantly deviate from the preliminary estimates. Data
derived from these predictive or preliminary techniques should be
validated available sources including, at least, the following:
(1) Manufacturer's engineering report. The report should explain
the predictive method used and illustrate past success of the method
on similar projects. For example, the manufacturer could show the
application of the method to an earlier airplane model or predict
the characteristics of an earlier model and compare the results to
final data for that model.
(2) Early flight test results. This data is often derived from
airplane certification tests, and should be used to maximum
advantage for early flight simulator validation. Certain critical
tests that would normally be done early in the airplane
certification program should be included to validate essential pilot
training and certification maneuvers. These include cases where a
pilot is expected to cope with an airplane failure mode or an engine
failure. Flight test data that will be available early in the flight
test program will depend on the airplane manufacturer's flight test
program design and may not be the same in each case. The flight test
program of the airplane manufacturer should include provisions for
generation of very early flight test results for flight simulator
validation.
f. The use of preliminary data is not indefinite. The airplane
manufacturer's final data should be available within 12 months after
the airplane's first entry into service or as agreed by the NSPM,
the simulator sponsor, and the airplane manufacturer. When applying
for interim qualification using preliminary data, the simulator
sponsor and the NSPM should agree on the update program. This
includes specifying that the final data update will be installed in
the flight simulator within a period of 12 months following the
final data release, unless special conditions exist and a different
schedule is acceptable. The flight simulator performance and
handling validation would then be based on data derived from flight
tests. Initial airplane systems data should be updated after
engineering tests. Final airplane systems data should also be used
for flight simulator programming and validation.
g. Flight simulator avionics should stay essentially in step
with airplane avionics (hardware and software) updates. The
permitted time lapse between airplane and flight simulator updates
should be minimal. It may depend on the magnitude of the update and
whether the QTG and pilot training and certification are affected.
Differences in airplane and flight simulator avionics versions and
the resulting effects on flight simulator qualification should be
agreed between the simulator sponsor and the NSPM. Consultation with
the flight simulator manufacturer is desirable throughout the
qualification process.
h. The following describes an example of the design data and
sources that might be used in the development of an interim
qualification plan.
(1) The plan should consist of the development of a QTG based
upon a mix of flight test and engineering simulation data. For data
collected from specific airplane flight tests or other flights, the
required design model or data changes necessary to support an
acceptable Proof of Match (POM) should be generated by the airplane
manufacturer.
(2) For proper validation of the two sets of data, the airplane
manufacturer should compare their simulation model responses against
the flight test data, when driven by the same control inputs and
subjected to the same atmospheric conditions as recorded in the
flight test. The model responses should result from a simulation
where the following systems are run in an integrated fashion and are
consistent with the design data released to the flight simulator
manufacturer:
(a) Propulsion
(b) Aerodynamics;
(c) Mass properties;
(d) Flight controls;
(e) Stability augmentation; and
(f) Brakes/landing gear.
i. A qualified test pilot should be used to assess handling
qualities and performance evaluations for the qualification of
flight simulators of new airplane types.
End Information
-----------------------------------------------------------------------
Begin QPS Requirement
9. Engineering Simulator--Validation Data
a. When a fully validated simulation (i.e., validated with
flight test results) is modified due to changes to the simulated
airplane configuration, the airplane manufacturer or other
acceptable data supplier must coordinate with the NSPM to supply
validation data from an ``audited'' engineering simulator/simulation
to selectively supplement flight test data. The NSPM must be
provided an opportunity to audit the use of the engineering
simulation or the engineering simulator during the acquisition of
the data that will be used as validation data. Audited data may be
used for changes that are incremental in nature. Manufacturers or
other data suppliers should be able to demonstrate that the
predicted changes in aircraft performance are based on acceptable
aeronautical principles with proven success history and valid
outcomes. This should include comparisons of predicted and flight
test validated data.
b. Airplane manufacturers or other acceptable data suppliers
seeking to use an engineering simulator for simulation validation
data as an alternative to flight-test derived validation data, must
contact the NSPM and provide the following:
(1) A description of the proposed aircraft changes, a
description of the proposed simulation model changes, and the use of
an integral configuration management process, including an audit of
the actual simulation model modifications that includes a step-by-
step description leading from the original model(s) to the current
model(s).
(2) A schedule for review by the NSPM of the proposed plan and
the subsequent validation data to establish acceptability of the
proposal.
(3) Information that demonstrates an ability to qualify the FFS
in which this data is to be used in accordance with the criteria
contained in Sec. 60.15.
c. To be qualified to supply engineering simulator validation
data, for aerodynamic, engine, flight control, or ground handling
models, an airplane manufacturer or other acceptable data supplier
must:
(1) Be able to verify their ability to:
(a) Develop and implement high fidelity simulation models; and
(b) Predict the handling and performance characteristics of an
airplane with sufficient accuracy to avoid additional flight test
activities for those handling and performance characteristics.
(2) Have an engineering simulator that:
(a) Is a physical entity, complete with a flight deck
representative of the simulated class of airplane;
[[Page 59658]]
(b) Has controls sufficient for manual flight;
(c) Has models that run in an integrated manner;
(d) Has fully flight-test validated simulation models as the
original or baseline simulation models;
(e) Has an out-of-the-flight deck visual system;
(f) Has actual avionics boxes interchangeable with the
equivalent software simulations to support validation of released
software;
(g) Uses the same models as released to the training community
(which are also used to produce stand-alone proof-of-match and
checkout documents);
(h) Is used to support airplane development and certification;
and
(i) Has been found to be a high fidelity representation of the
airplane by the manufacturer's pilots (or other acceptable data
supplier), certificate holders, and the NSPM.
(3) Use the engineering simulator to produce a representative
set of integrated proof-of-match cases.
(4) Use a configuration control system covering hardware and
software for the operating components of the engineering simulator.
(5) Demonstrate that the predicted effects of the change(s) are
within the provisions of subparagraph ``a'' of this section, and
confirm that additional flight test data are not required.
d. Additional Requirements for Validation Data
(1) When used to provide validation data, an engineering
simulator must meet the simulator standards currently applicable to
training simulators except for the data package.
(2) The data package used should be:
(a) Comprised of the engineering predictions derived from the
airplane design, development, or certification process;
(b) Based on acceptable aeronautical principles with proven
success history and valid outcomes for aerodynamics, engine
operations, avionics operations, flight control applications, or
ground handling;
(c) Verified with existing flight-test data; and
(d) Applicable to the configuration of a production airplane, as
opposed to a flight-test airplane.
(3) Where engineering simulator data are used as part of a QTG,
an essential match must exist between the training simulator and the
validation data.
(4) Training flight simulator(s) using these baseline and
modified simulation models must be qualified to at least
internationally recognized standards, such as contained in the ICAO
Document 9625, the ``Manual of Criteria for the Qualification of
Flight Simulators.''
End QPS Requirement
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10. [Reserved]
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Begin QPS Requirement
11. Validation Test Tolerances
a. Non-Flight-Test Tolerances
(1) If engineering simulator data or other non-flight-test data
are used as an allowable form of reference validation data for the
objective tests listed in Table A2A of this attachment, the data
provider must supply a well-documented mathematical model and
testing procedure that enables a replication of the engineering
simulation results within 20% of the corresponding flight test
tolerances.
End QPS Requirement
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Begin Information
b. Background
(1) The tolerances listed in Table A2A of this attachment are
designed to measure the quality of the match using flight-test data
as a reference.
(2) Good engineering judgment should be applied to all
tolerances in any test. A test is failed when the results fall
outside of the prescribed tolerance(s).
(3) Engineering simulator data are acceptable because the same
simulation models used to produce the reference data are also used
to test the flight training simulator (i.e., the two sets of results
should be ``essentially'' similar).
(4) The results from the two sources may differ for the
following reasons:
(a) Hardware (avionics units and flight controls);
(b) Iteration rates;
(c) Execution order;
(d) Integration methods;
(e) Processor architecture;
(f) Digital drift, including:
(i) Interpolation methods;
(ii) Data handling differences; and
(iii) Auto-test trim tolerances.
(5) Any differences must be within 20% of the flight test
tolerances. The reasons for any differences, other than those listed
above, should be explained.
(6) Guidelines are needed for the application of tolerances to
engineering-simulator-generated validation data because:
(a) Flight-test data are often not available due to sound
technical reasons;
(b) Alternative technical solutions are being advanced; and
(c) High costs.
12. Validation Data Roadmap.
a. Airplane manufacturers or other data suppliers should supply
a validation data roadmap (VDR) document as part of the data
package. A VDR document contains guidance material from the airplane
validation data supplier recommending the best possible sources of
data to be used as validation data in the QTG. A VDR is of special
value when requesting interim qualification, qualification of
simulators for airplanes certificated prior to 1992, and
qualification of alternate engine or avionics fits. A sponsor
seeking to have a device qualified in accordance with the standards
contained in this QPS appendix should submit a VDR to the NSPM as
early as possible in the planning stages. The NSPM is the final
authority to approve the data to be used as validation material for
the QTG. The NSPM and the Joint Aviation Authorities' Synthetic
Training Devices Advisory Board have committed to maintain a list of
agreed VDRs.
b. The VDR should identify (in matrix format) sources of data
for all required tests. It should also provide guidance regarding
the validity of these data for a specific engine type, thrust rating
configuration, and the revision levels of all avionics affecting
airplane handling qualities and performance. The VDR should include
rationale or explanation in cases where data or parameters are
missing, engineering simulation data are to be used, flight test
methods require explanation, or there is any deviation from data
requirements. Additionally, the document should refer to other
appropriate sources of validation data (e.g., sound and vibration
data documents).
c. The VDR table shown in Table A2C depicts a generic roadmap
matrix identifying sources of validation data for an abbreviated
list of tests. A complete matrix should address all test conditions.
d. Two examples of rationale pages are presented in Appendix F
of the IATA ``Flight Simulator Design and Performance Data
Requirements.'' These illustrate the type of airplane and avionics
configuration information and descriptive engineering rationale used
to describe data anomalies, provide alternative data, or provide an
acceptable basis for obtaining deviations from QTG validation
requirements.
End Information
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13. Acceptance Guidelines for Alternative Engines Data
a. Background
(1) For a new airplane type, the majority of flight validation
data are collected on the first airplane configuration with a
``baseline'' engine type. These data are then used to validate all
flight simulators representing that airplane type.
(2) Additional flight test validation data may be needed for
flight simulators representing an airplane with engines of a
different type than the baseline, or for engines with thrust rating
that is different from previously validated configurations.
(3) When a flight simulator with alternate engines is to be
qualified, the QTG should contain tests against flight test
validation data for selected cases where engine differences are
expected to be significant.
b. Approval Guidelines for Validating Alternate Engine
Applications.
(1) The following guidelines apply to flight simulators
representing airplanes with alternate engine applications or with
more than one engine type or thrust rating.
(2) Validation tests can be segmented into two groups, those
that are dependent on engine type or thrust rating and those that
are not.
(3) For tests that are independent of engine type or thrust
rating, the QTG can be based on validation data from any engine
application. Tests in this category should be designated as
independent of engine type or thrust rating.
(4) For tests that are affected by engine type, the QTG should
contain selected engine-specific flight test data sufficient to
validate that particular airplane-engine configuration. These
effects may be due to engine dynamic characteristics, thrust levels
or engine-related airplane configuration changes. This category is
primarily characterized by variations between different engine
manufacturers' products, but also includes differences due to
significant engine design changes from a previously flight-validated
configuration within a single engine type. See Table A2D, Alternate
Engine Validation Flight Tests in this section for a list of
acceptable tests.
(5) The validation data should be based on flight test data,
except where other data are specifically allowed. If certification
of the flight characteristics of the airplane with a new thrust
rating (regardless of percentage change) does require certification
flight testing with a comprehensive stability and control flight
instrumentation package, then the conditions described in Table A2D
in this section should be obtained from flight testing and presented
in the QTG. Flight test data, other than throttle calibration data,
are not required if the new thrust rating is certified on the
airplane without need for a comprehensive stability and control
flight instrumentation package.
(6) As a supplement to the engine-specific flight tests listed
in Table A2D and baseline engine-independent tests, additional
engine-specific engineering validation data should be provided in
the QTG, as appropriate, to facilitate running the entire QTG with
the alternate engine configuration. The sponsor and the NSPM should
agree in advance on the specific validation tests to be supported by
engineering simulation data.
(7) A matrix or VDR should be provided with the QTG indicating
the appropriate validation data source for each test.
(8) The flight test conditions in Table A2D are appropriate and
should be sufficient to validate implementation of alternate engines
in a flight simulator.
End Information
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Begin QPS Requirement
c. Test Requirements
(1) The QTG must contain selected engine-specific flight test
data sufficient to validate the alternative thrust level when:
(a) the engine type is the same, but the thrust rating exceeds
that of a previously flight-test validated configuration by five
percent (5%) or more; or
(b) the engine type is the same, but the thrust rating is less
than the lowest previously flight-test validated rating by fifteen
percent (15%) or more.
(2) Flight test data is not required if the thrust increase is
greater than 5%, but flight tests have confirmed that the thrust
increase does not change the airplane's flight characteristics.
(3) Throttle calibration data (i.e., commanded power setting
parameter versus throttle position) must be provided to validate all
alternate engine types and engine thrust ratings that are higher or
lower than a previously validated engine. Data from a test airplane
or engineering test bench with the correct engine controller (both
hardware and software) are required.
End QPS Requirement
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Begin QPS Requirement
Table A2D.--Alternative Engine Validation Flight Tests
----------------------------------------------------------------------------------------------------------------
Alternative
Test Number Test description Alternative thrust rating
engine type \2\
----------------------------------------------------------------------------------------------------------------
1.b.1., 1.b.4.............................. Normal take-off/ground X X
acceleration time and distance.
1.b.2...................................... Vmcg, if performed for airplane X X
certification.
1.b.5...................................... Engine-out take-off..............
1.b.8...................................... Dynamic engine failure after take-
off.
Either test may be performed..... X
1.b.7...................................... Rejected take-off if performed X
for airplane certification.
1.d.1...................................... Cruise performance............... X
1.f.1., 1.f.2.............................. Engine acceleration and X X
deceleration.
2.a.7...................................... Throttle calibration \1\......... X X
2.c.1...................................... Power change dynamics X X
(acceleration).
2.d.1...................................... Vmca if performed for airplane X X
certification.
2.d.5...................................... Engine inoperative trim.......... X X
2.e.1...................................... Normal landing................... X
----------------------------------------------------------------------------------------------------------------
\1\ Must be provided for all changes in engine type or thrust rating; see paragraph 12.b.(7).
\2\ See paragraphs 12.b.(5) through 12.b.(8), for a definition of applicable thrust ratings.
End QPS Requirement
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Begin Information
14. Acceptance Guidelines for Alternative Avionics (Flight-Related
Computers and Controllers)
a. Background
(1) For a new airplane type, the majority of flight validation
data are collected on the first airplane configuration with a
``baseline'' flight-related avionics ship-set; (see subparagraph
b.(2) in this paragraph). These data are then used to validate all
flight simulators representing that airplane type.
(2) Additional validation data may be required for flight
simulators representing an airplane with avionics of a different
hardware design than the baseline, or a different software revision
than previously validated configurations.
(3) When a flight simulator with additional or alternate
avionics configurations is to be qualified, the QTG should contain
tests against validation data for selected cases where avionics
differences are expected to be significant.
[[Page 59661]]
b. Approval Guidelines for Validating Alternate Avionics
(1) The following guidelines apply to flight simulators
representing airplanes with a revised avionics configuration, or
more than one avionics configuration.
(2) The baseline validation data should be based on flight test
data, except where other data are specifically allowed (e.g.,
engineering flight simulator data).
(3) The airplane avionics can be segmented into two groups,
systems or components whose functional behavior contributes to the
aircraft response presented in the QTG results, and systems that do
not. The following avionics are examples of contributory systems for
which hardware design changes or software revisions may lead to
significant differences in the aircraft response relative to the
baseline avionics configuration: flight control computers and
controllers for engines, autopilot, braking system, nose wheel
steering system, and high lift system. Related avionics such as
stall warning and augmentation systems should also be considered.
(4) The acceptability of validation data used in the QTG for an
alternative avionics fit should be determined as follows:
(a) For changes to an avionics system or component that do not
affect QTG validation test response, the QTG test can be based on
validation data from the previously validated avionics
configuration.
(b) For an avionics change to a contributory system, where a
specific test is not affected by the change (e.g., the avionics
change is a Built In Test Equipment (BITE) update or a modification
in a different flight phase), the QTG test can be based on
validation data from the previously-validated avionics
configuration. The QTG should include authoritative justification
(e.g., from the airplane manufacturer or system supplier) that this
avionics change does not affect the test.
(c) For an avionics change to a contributory system, the QTG may
be based on validation data from the previously-validated avionics
configuration if no new functionality is added and the impact of the
avionics change on the airplane response is based on acceptable
aeronautical principles with proven success history and valid
outcomes. This should be supplemented with avionics-specific
validation data from the airplane manufacturer's engineering
simulation, generated with the revised avionics configuration. The
QTG should also include an explanation of the nature of the change
and its effect on the airplane response.
(d) For an avionics change to a contributory system that
significantly affects some tests in the QTG or where new
functionality is added, the QTG should be based on validation data
from the previously validated avionics configuration and
supplemental avionics-specific flight test data sufficient to
validate the alternate avionics revision. Additional flight test
validation data may not be needed if the avionics changes were
certified without the need for testing with a comprehensive flight
instrumentation package. The airplane manufacturer should coordinate
flight simulator data requirements, in advance with the NSPM.
(5) A matrix or ``roadmap'' should be provided with the QTG
indicating the appropriate validation data source for each test. The
roadmap should include identification of the revision state of those
contributory avionics systems that could affect specific test
responses if changed.
15. Transport Delay Testing
a. This paragraph explains how to determine the introduced
transport delay through the flight simulator system so that it does
not exceed a specific time delay. The transport delay should be
measured from control inputs through the interface, through each of
the host computer modules and back through the interface to motion,
flight instrument, and visual systems. The transport delay should
not exceed the maximum allowable interval.
b. Four specific examples of transport delay are:
(1) Simulation of classic non-computer controlled airplanes;
(2) Simulation of computer controlled airplanes using real
airplane black boxes;
(3) Simulation of computer controlled airplanes using software
emulation of airplane boxes;
(4) Simulation using software avionics or re-hosted instruments.
c. Figure A2C illustrates the total transport delay for a non-
computer-controlled airplane or the classic transport delay test.
Since there are no airplane-induced delays for this case, the total
transport delay is equivalent to the introduced delay.
d. Figure A2D illustrates the transport delay testing method
using the real airplane controller system.
e. To obtain the induced transport delay for the motion,
instrument and visual signal, the delay induced by the airplane
controller should be subtracted from the total transport delay. This
difference represents the introduced delay and should not exceed the
standards prescribed in Table A1A.
f. Introduced transport delay is measured from the flight deck
control input to the reaction of the instruments and motion and
visual systems (See Figure A2C).
g. The control input may also be introduced after the airplane
controller system and the introduced transport delay measured
directly from the control input to the reaction of the instruments,
and simulator motion and visual systems (See Figure A2D).
h. Figure A2E illustrates the transport delay testing method
used on a flight simulator that uses a software emulated airplane
controller system.
i. It is not possible to measure the introduced transport delay
using the simulated airplane controller system architecture for the
pitch, roll and yaw axes. Therefore, the signal should be measured
directly from the pilot controller. The flight simulator
manufacturer should measure the total transport delay and subtract
the inherent delay of the actual airplane components because the
real airplane controller system has an inherent delay provided by
the airplane manufacturer. The flight simulator manufacturer should
ensure that the introduced delay does not exceed the standards
prescribed in Table A1A.
j. Special measurements for instrument signals for flight
simulators using a real airplane instrument display system instead
of a simulated or re-hosted display. For flight instrument systems,
the total transport delay should be measured and the inherent delay
of the actual airplane components subtracted to ensure that the
introduced delay does not exceed the standards prescribed in Table
A1A.
(1) Figure A2FA illustrates the transport delay procedure
without airplane display simulation. The introduced delay consists
of the delay between the control movement and the instrument change
on the data bus.
(2) Figure A2FB illustrates the modified testing method required
to measure introduced delay due to software avionics or re-hosted
instruments. The total simulated instrument transport delay is
measured and the airplane delay should be subtracted from this
total. This difference represents the introduced delay and should
not exceed the standards prescribed in Table A1A. The inherent delay
of the airplane between the data bus and the displays is indicated
in figure A2FA. The display manufacturer should provide this delay
time.
k. Recorded signals. The signals recorded to conduct the
transport delay calculations should be explained on a schematic
block diagram. The flight simulator manufacturer should also provide
an explanation of why each signal was selected and how they relate
to the above descriptions.
l. Interpretation of results. Flight simulator results vary over
time from test to test due to ``sampling uncertainty.'' All flight
simulators run at a specific rate where all modules are executed
sequentially in the host computer. The flight controls input can
occur at any time in the iteration, but these data will not be
processed before the start of the new iteration. For example, a
flight simulator running at 60 Hz may have a difference of as much
as 16.67 msec between test results. This does not mean that the test
has failed. Instead, the difference is attributed to variations in
input processing. In some conditions, the host simulator and the
visual system do not run at the same iteration rate, so the output
of the host computer to the visual system will not always be
synchronized.
m. The transport delay test should account for both daylight and
night modes of operation of the visual system. In both cases, the
tolerances prescribed in Table A1A must be met and the motion
response should occur before the end of the first video scan
containing new information.
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Begin Information
16. Continuing Qualification Evaluations--Validation Test Data
Presentation
a. Background
(1) The MQTG is created during the initial evaluation of a
flight simulator. This is the master document, as amended, to which
flight simulator continuing qualification evaluation test results
are compared.
(2) The currently accepted method of presenting continuing
qualification evaluation test results is to provide flight simulator
results over-plotted with reference data. Test results are carefully
reviewed to determine if the test is within the specified
tolerances. This can be a time consuming process, particularly when
reference data exhibits rapid variations or an apparent anomaly
requiring engineering judgment in the application of the tolerances.
In these cases, the solution is to compare the results to the MQTG.
The ontinuing qualification results are compared to the results in
the MQTG for acceptance. The flight simulator operator and the NSPM
should look for any change in the flight simulator performance since
initial qualification.
b. Continuing Qualification Evaluation Test Results Presentation
(1) Flight simulator operators are encouraged to over-plot
continuing qualification validation test results with MQTG flight
simulator results recorded during the initial evaluation and as
amended. Any change in a validation test will be readily apparent.
In addition to plotting continuing qualification validation test and
MQTG results, operators may elect to plot reference data as well.
(2) There are no suggested tolerances between flight simulator
continuing qualification and MQTG validation test results.
Investigation of any discrepancy between the MQTG and continuing
[[Page 59664]]
qualification flight simulator performance is left to the discretion
of the flight simulator operator and the NSPM.
(3) Differences between the two sets of results, other than
variations attributable to repeatability issues that cannot be
explained, should be investigated.
(4) The flight simulator should retain the ability to over-plot
both automatic and manual validation test results with reference
data.
End Information
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Begin QPS Requirements
17. Alternative Data Sources, Procedures, and Instrumentation: Level A
and Level B Simulators Only
a. Sponsors are not required to use the alternative data
sources, procedures, and instrumentation. However, any sponsor
choosing to use alternative sources must comply with the
requirements in Table A2E.
End QPS Requirements
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Begin Information
b. It has become standard practice for experienced simulator
manufacturers to use modeling techniques to establish data bases for
new simulator configurations while awaiting the availability of
actual flight test data. The data generated from the aerodynamic
modeling techniques is then compared to the flight test data when it
becomes available. The results of such comparisons have become
increasingly consistent, indicating that these techniques, applied
with the appropriate experience, are dependable and accurate for the
development of aerodynamic models for use in Level A and Level B
simulators.
c. Based on this history of successful comparisons, the NSPM has
concluded that those who are experienced in the development of
aerodynamic models may use modeling techniques to alter the method
for acquiring flight test data for Level A or Level B simulators.
d. The information in Table A2E (Alternative Data Sources,
Procedures, and Instrumentation) is presented to describe an
acceptable alternative to data sources for simulator modeling and
validation and an acceptable alternative to the procedures and
instrumentation traditionally used to gather such modeling and
validation data.
(1) Alternative data sources that may be used for part or all of
a data requirement are the Airplane Maintenance Manual, the Airplane
Flight Manual (AFM), Airplane Design Data, the Type Inspection
Report (TIR), Certification Data or acceptable supplemental flight
test data.
(2) The sponsor should coordinate with the NSPM prior to using
alternative data sources in a flight test or data gathering effort.
e. The NSPM position regarding the use of these alternative data
sources, procedures, and instrumentation is based on the following
presumptions:
(1) Data gathered through the alternative means does not require
angle of attack (AOA) measurements or control surface position
measurements for any flight test. However, AOA can be sufficiently
derived if the flight test program ensures the collection of
acceptable level, unaccelerated, trimmed flight data. All of the
simulator time history tests that begin in level, unaccelerated, and
trimmed flight, including the three basic trim tests and ``fly-by''
trims, can be a successful validation of angle of attack by
comparison with flight test pitch angle. (Note: Due to the
criticality of angle of attack in the development of the ground
effects model, particularly critical for normal landings and
landings involving cross-control input applicable to Level B
simulators, stable ``fly-by'' trim data will be the acceptable norm
for normal and cross-control input landing objective data for these
applications.)
(2) The use of a rigorously defined and fully mature simulation
controls system model that includes accurate gearing and cable
stretch characteristics (where applicable), determined from actual
aircraft measurements. Such a model does not require control surface
position measurements in the flight test objective data in these
limited applications.
f. The sponsor is urged to contact the NSPM for clarification of
any issue regarding airplanes with reversible control systems. Table
A2E is not applicable to Computer Controlled Aircraft full flight
simulators.
g. Utilization of these alternate data sources, procedures, and
instrumentation (Table A2E) does not relieve the sponsor from
compliance with the balance of the information contained in this
document relative to Level A or Level B FFSs.
h. The term ``inertial measurement system'' is used in the
following table to include the use of a functional global
positioning system (GPS).
i. Synchronized video for the use of alternative data sources,
procedures, and instrumentation should have:
(1) Sufficient resolution to allow magnification of the display
to make appropriate measurement and comparisons; and
(2) Sufficient size and incremental marking to allow similar
measurement and comparison. The detail provided by the video should
provide sufficient clarity and accuracy to measure the necessary
parameter(s) to at least \1/2\ of the tolerance authorized for the
specific test being conducted and allow an integration of the
parameter(s) in question to obtain a rate of change.
End Information
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Table A2E.--Alternative Data Sources, Procedures, and Instrumentation
<<>>
----------------------------------------------------------------------------------------------------------------
Table of objective tests Sim level Alternative data sources,
-------------------------------------------------------- procedures, and Notes and reminders
Test reference number and title A B instrumentation
----------------------------------------------------------------------------------------------------------------
The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A
are not used.
----------------------------------------------------------------------------------------------------------------
1.a.1. Performance. Taxi. Minimum X X TIR, AFM, or Design data may ........................
Radius turn. be used.
----------------------------------------------------------------------------------------------------------------
1.a.2. Performance. Taxi Rate of Turn X Data may be acquired by using A single procedure may
vs. Nosewheel Steering Angle. a constant tiller position, not be adequate for all
measured with a protractor airplane steering
or full rudder pedal systems, therefore
application for steady state appropriate measurement
turn, and synchronized video procedures must be
of heading indicator. If devised and proposed
less than full rudder pedal for NSPM concurrence.
is used, pedal position must
be recorded.
1.b.1. Performance. Takeoff. Ground X X Preliminary certification ........................
Acceleration Time and Distance. data may be used. Data may
be acquired by using a stop
watch, calibrated airspeed,
and runway markers during a
takeoff with power set
before brake release. Power
settings may be hand
recorded. If an inertial
measurement system is
installed, speed and
distance may be derived from
acceleration measurements.
[[Page 59665]]
1.b.2. Performance. Takeoff. Minimum X X Data may be acquired by using Rapid throttle
Control Speed-ground (Vmcg) using an inertial measurement reductions at speeds
aerodynamic controls only (per system and a synchronized near Vmcg may be used
applicable airworthiness standard) video of calibrated airplane while recording
or low speed, engine inoperative instruments and force/ appropriate parameters.
ground control characteristics. position measurements of The nose wheel must be
flight deck controls. free to caster, or
equivalently freed of
sideforce generation.
1.b.3. Performance. Takeoff. Minimum X X Data may be acquired by using ........................
Unstick Speed (Vmu) or equivalent an inertial measurement
test to demonstrate early rotation system and a synchronized
takeoff characteristics. video of calibrated airplane
instruments and the force/
position measurements of
flight deck controls.
1.b.4. Performance. Takeoff. Normal X X Data may be acquired by using ........................
Takeoff. an inertial measurement
system and a synchronized
video of calibrated airplane
instruments and force/
position measurements of
flight deck controls. AOA
can be calculated from pitch
attitude and flight path.
1.b.5. Performance. Takeoff. Critical X X Data may be acquired by using Record airplane dynamic
Engine Failure during Takeoff. an inertial measurement response to engine