[Code of Federal Regulations]
[Title 14, Volume 2]
[Revised as of January 1, 2007]
From the U.S. Government Printing Office via GPO Access
[CITE: 14CFR60.37]
[Page 16-306]
TITLE 14--AERONAUTICS AND SPACE
CHAPTER I--FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION
(CONTINUED)
PART 60_FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING
QUALIFICATION AND USE--Table of Contents
Sec. 60.37 FSTD qualification on the basis of a Bilateral Aviation
Safety Agreement (BASA).
(a) The evaluation and qualification of an FSTD by a contracting
State to the Convention on International Civil Aviation for the sponsor
of an FSTD located in that contracting State may be used as the basis
for issuing a U.S. statement of qualification (see applicable QPS,
attachment 4, figure 4) by the NSPM to the sponsor of that FSTD in
accordance with--
(1) A BASA between the United States and the Contracting State that
issued the original qualification; and
(2) A Simulator Implementation Procedure (SIP) established under the
BASA.
(b) The SIP must contain any conditions and limitations on
validation and issuance of such qualification by the U.S.
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. Simulator Use (Sec. 60.11).
9. Simulator Objective Data Requirements (Sec. 60.13).
10. Special Equipment and Personnel Requirements for Qualification
of the Simulator (Sec. 60.14).
11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15).
12. Additional Qualifications for a Currently Qualified Simulator
(Sec. 60.16).
13. Previously Qualified Simulators (Sec. 60.17).
14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec. 60.19).
[[Page 17]]
15. Logging Simulator Discrepancies (Sec. 60.20).
16. Interim Qualification of Simulators for New Airplane Types or
Models (Sec. 60.21).
17. Modifications to Simulators (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. Record keeping 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 (FFS)
Objective Test.
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.
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
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. 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 & 60.2)
________________________________________________________________________
Begin Information
There is no additional regulatory or informational material that
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.
[[Page 18]]
End Information
________________________________________________________________________
3. Definitions (Sec. 60.3)
________________________________________________________________________
Begin Information
See appendix F 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
There is no additional regulatory or informational material that
applies to Sec. 60.4, Qualification Performance Standards.
End Information
________________________________________________________________________
5. Quality Management System (Sec. 60.5)
________________________________________________________________________
Begin Information
See appendix E 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 that sponsor
sponsors and uses at least one FFS at least once during the prescribed
period. There is no minimum number of hours or minimum FFS periods
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 that 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 October 30, 2007 the 12-month
period begins on the date of the first continuing qualification
evaluation conducted in accordance with Sec. 60.19 after October 30,
2007 and continues for each subsequent 12-month period;
(ii) A device qualified on or after October 30, 2007 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 that 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.
(b) There is no minimum number of hours of FFS use 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).
[[Page 19]]
(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. Simulator Use (Sec. 60.11)
________________________________________________________________________
Begin Information
There is no additional regulatory or informational material that
applies to Sec. 60.11, Simulator Use.
End Information
________________________________________________________________________
9. Simulator 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 A2D.
(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. This notification must be made within 10 working days.
End QPS Requirements
________________________________________________________________________
Begin Information
e. The FFS sponsor is encouraged to maintain a liaison with the
manufacturer of the
[[Page 20]]
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).
f. 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.
g. 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.
h. In those cases where the objective test results authorize a
``snapshot test'' or a ``series of snapshot test'' results in lieu of a
time-history result, Attachment 2 requires the sponsor or other data
provider to ensure that a steady state condition exists at the instant
of time captured by the ``snapshot.'' This is often verified by showing
that a steady state condition existed from some period of time during
which the snap shot is taken. The time period most frequently used is 5
seconds prior through 2 seconds following the instant of time captured
by the snap shot. This paragraph is primarily addressing the source data
and the method by which the data provider ensures that the steady state
condition for the snap shot is representative.
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
________________________________________________________________________
10. Special Equipment and Personnel Requirements for Qualification of
the Simulator (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 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 FFS that raise questions regarding the continued
qualification or use of the FFS.
End Information
________________________________________________________________________
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.
[[Page 21]]
(3) A qualification test guide (QTG), acceptable to the NSPM, that
includes all of the following:
(i) Objective data obtained from aircraft testing or another
approved source.
(ii) Correlating objective test results obtained from the
performance of the FFS as prescribed in the applicable QPS.
(iii) The result of FFS subjective tests prescribed in the
applicable QPS.
(iv) 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) A 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 engine model(s) and its data revision number or reference.
(e) The flight control data revision number or reference.
(f) The flight management system identification and revision level.
(g) The FFS model and manufacturer.
(h) The date of FFS manufacture.
(i) The FFS computer identification.
(j) The visual system model and manufacturer, including display
type.
(k) 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) 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 requirements.
SOCs must also provide a rationale explaining how the referenced
material is used, the mathematical equations and parameter values used,
and the conclusions reached. Refer to the ``Additional Details'' column
in Attachment 1, Table A1A, ``Simulator Standards,'' or in the ``Test
Details'' column in Attachment 2, Table A2A, ``Simulator Objective
Tests,'' to see when SOCs are required.
(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,
[[Page 22]]
the sponsor must submit a QTG for each airplane model, or a supplemented
QTG for each 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.
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
October 30, 2013 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 October 30, 2013. 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.
End QPS Requirements
________________________________________________________________________
Begin Information
l. 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.
m. 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) Cockpit 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
[[Page 23]]
(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.
n. 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.
o. 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.
p. 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.
q. 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.
r. 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. However, it is the sponsor's
responsibility to obtain TPAA approval prior to using the FSTD in an
FAA-approved flight training program.
s. 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.
t. 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.
u. 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).
v. 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
________________________________________________________________________
12. Additional Qualifications for a Currently Qualified Simulator (Sec.
60.16)
There is no additional regulatory or informational material that
applies to Sec. 60.16, Additional Qualifications for a Currently
Qualified FFS.
13. Previously Qualified Simulators (Sec. 60.17)
________________________________________________________________________
[[Page 24]]
Begin QPS Requirements
a. In instances where a sponsor plans to remove a 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 October 30, 2007, are not required
to meet the general simulation requirements, the objective test
requirements, and the subjective test requirements of attachments 1, 2,
and 3, respectively, of this appendix.
c. [Reserved]
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
________________________________________________________________________
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.
[[Page 25]]
End QPS Requirements
________________________________________________________________________
Begin Information
d. 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.
e. 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.
f. 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.
g. The requirement established in Sec. 60.19(b)(4) regarding the
frequency of NSPM-conducted continuing qualification evaluations for
each FFS is typically 12 months. However, the establishment and
satisfactory implementation of an approved QMS for a sponsor will
provide a basis for adjusting the frequency of evaluations to exceed 12-
month intervals.
End Information
________________________________________________________________________
15. Logging Simulator Discrepancies (Sec. 60.20)
There is no additional regulatory or informational material that
applies to Sec. 60.20. Logging FFS Discrepancies.
16. Interim Qualification of Simulators for New Airplane Types or Models
(Sec. 60.21)
There is no additional regulatory or informational material that
applies to Sec. 60.21, Interim Qualification of FFSs for New Airplane
Types or Models.
17. Modifications to Simulators (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.
End Information
________________________________________________________________________
18. Operation With Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25)
________________________________________________________________________
[[Page 26]]
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
________________________________________________________________________
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
________________________________________________________________________
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
________________________________________________________________________
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 record keeping 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)
There are no additional QPS requirements or informational material
that apply to Sec. 60.33, Applications, Logbooks, Reports, and Records:
Fraud, Falsification, or Incorrect Statements.
23. Specific Full Flight Simulator Compliance Requirements (Sec. 60.35)
There are no additional QPS requirements or informational material
that apply 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)
There are no additional QPS requirements or informational material
that apply to Sec. 60.37, FSTD Qualification on the Basis of a
Bilateral Aviation Safety Agreement (BASA).
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.
[[Page 27]]
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 cockpit configuration.
(2) Simulator programming.
(3) Equipment operation.
(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.
End Information
________________________________________________________________________
Table A1A.--Minimum Simulator Requirements
----------------------------------------------------------------------------------------------------------------
<< Simulator levels
----------------------------------------------------------------------------------------------------------------
No. General simulator requirements A B C D notes
----------------------------------------------------------------------------------------------------------------
1. General Cockpit Configuration
----------------------------------------------------------------------------------------------------------------
1.a........................ The simulator must have a X X X X For simulator purposes, the
cockpit that is a replica of cockpit consists of all that
the airplane simulated with space forward of a cross
controls, equipment, section of the flight deck at
observable cockpit indicators, the most extreme aft setting
circuit breakers, and of the pilots' seats,
bulkheads properly located, including additional required
functionally accurate and crewmember duty stations and
replicating the airplane. The those required bulkheads aft
direction of movement of of the pilot seats. For
controls and switches must be clarification, bulkheads
identical to the airplane. containing only items such as
Pilot seats must allow the landing gear pin storage
occupant to achieve the design compartments, fire axes or
``eye position'' established extinguishers, spare light
for the airplane being bulbs, and aircraft document
simulated. Equipment for the pouches are not considered
operation of the cockpit essential and may be omitted.
windows must be included, but
the actual windows need not be
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 breakers that X X X X
affect procedures or result in
observable cockpit indications
must be properly located and
functionally accurate.
An SOC is required.
----------------------------------------------------------------------------------------------------------------
2. Programming
----------------------------------------------------------------------------------------------------------------
2.a........................ A flight dynamics model that X X X X
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.
----------------------------------------------------------------------------------------------------------------
[[Page 28]]
2.b........................ The simulator must have the X X X X
computer capacity, accuracy,
resolution, and dynamic
response needed to meet the
qualification level sought.
An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.c........................ Surface operations must be X
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:
An SOC is required.
----------------------------------------------------------------------------------------------------------------
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.
----------------------------------------------------------------------------------------------------------------
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 ... ... X X If desired, Level A and B
windshear models that provide simulators may qualify for
training for recognition of windshear training by meeting
windshear phenomena and the these standards; see
execution of recovery Attachment 5 of this
procedures. Models must be appendix. Windshear models
available to the instructor/ may consist of independent
evaluator for the following variable winds in multiple
critical phases of flight: simultaneous components. The
(1) Prior to takeoff rotation.. FAA Windshear Training Aid
(2) At liftoff................. presents one acceptable means
(3) During initial climb....... of compliance with simulator
(4) On final approach, below wind model requirements.
500 ft AGL..
The QTG must reference the FAA
Windshear Training Aid or
present alternate airplane
related data, including the
implementation method(s) used.
If the alternate method is
selected, wind models from the
Royal Windshear Training
Aerospace Establishment (RAE),
the Joint Airport Weather
Studies (JAWS) Project and
other recognized sources may
be implemented, but must be
supported and properly
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..
----------------------------------------------------------------------------------------------------------------
[[Page 29]]
2.f........................ The simulator must provide for ... ... X X Automatic ``flagging'' of out-
automatic testing of simulator of-tolerance situations is
hardware and software encouraged.
programming to determine
compliance with simulator
objective tests as prescribed
in Attachment 2.
An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.g........................ Relative responses of the ... ... ... ... The intent is to verify that
motion system, visual system, the simulator provides
and cockpit instruments, instrument, motion, and
measured by latency tests or visual cues that are, within
transport delay tests. Motion the stated time delays, like
onset should occur before the the airplane responses. For
start of the visual scene airplane response,
change (the start of the scan acceleration in the
of the first video field appropriate, corresponding
containing different rotational axis 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 milliseconds of the X X
airplane response.
Objective Tests are required.
----------------------------------------------------------------------------------------------------------------
2.g.2...................... 150 milliseconds of the ... ... X X
airplane response.
Objective Tests are required.
----------------------------------------------------------------------------------------------------------------
2.h........................ The simulator must accurately ... ... X X
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.
----------------------------------------------------------------------------------------------------------------
2.i........................ The simulator must simulate: ... ... X X Simulator pitch, side loading,
(1) brake and tire failure and directional control
dynamics, including antiskid characteristics should be
failure.. representative of the
(2) decreased brake efficiency airplane.
due to high brake
temperatures, if applicable..
An SOC is required.............
----------------------------------------------------------------------------------------------------------------
2.j........................ The simulator must replicate ... ... X X
the effects of airframe icing.
A Subjective Test is required.
----------------------------------------------------------------------------------------------------------------
2.k........................ The aerodynamic modeling in the ... ... ... X See Attachment 2, paragraph 4,
simulator must include: for further information on
(1) Low-altitude level-flight ground effect.
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 have ... X X X
aerodynamic and ground
reaction modeling for the
effects of reverse thrust on
directional control, if
applicable.
An SOC is required.
----------------------------------------------------------------------------------------------------------------
3. Equipment Operation
----------------------------------------------------------------------------------------------------------------
[[Page 30]]
3.a........................ All relevant instrument X X X X
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, navigation, X X X X See Attachment 3 for further
caution, and warning equipment information regarding long-
must be installed and operate range navigation equipment.
within the tolerances
applicable for the airplane.
A subjective test is required..
----------------------------------------------------------------------------------------------------------------
3.c........................ Simulator systems must operate X X X X
as the airplane systems
operate under normal,
abnormal, and emergency
operating conditions on the
ground and in flight.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
3.d........................ The simulator must provide X X X X
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.
----------------------------------------------------------------------------------------------------------------
4. Instructor or Evaluator Facilities
----------------------------------------------------------------------------------------------------------------
4.a........................ In addition to the flight X X X X The NSPM will consider
crewmember stations, the alternatives to this standard
simulator must have at least for additional seats based on
two suitable seats for the unique cockpit
instructor/check airman and configurations.
FAA 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 have X X X X
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 have X X X X
instructor controls for
environmental conditions
including wind speed and
direction.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
4.d........................ The simulator must provide the ... ... X X For example, another airplane
instructor or evaluator the crossing the active runway or
ability to present ground and converging airborne traffic.
air hazards.
A subjective test is required..
----------------------------------------------------------------------------------------------------------------
5. Motion System
----------------------------------------------------------------------------------------------------------------
5.a........................ The simulator must have motion X X X X For example, touchdown cues
(force) cues perceptible to should be a function of the
the pilot that are rate of descent (RoD) of the
representative of the motion simulated airplane.
in an airplane.
A subjective test is required..
----------------------------------------------------------------------------------------------------------------
[[Page 31]]
5.b........................ The simulator must have a X X
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 have a ... ... X X
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 provide for X X X X
the recording of the motion
system response time.
An SOC is required.
----------------------------------------------------------------------------------------------------------------
5.e........................ The simulator must provide X X X
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 provide ... ... ... X The simulator should be
characteristic motion programmed and instrumented
vibrations that result from in such a manner that the
operation of the airplane if characteristic buffet modes
the vibration marks an event can be measured and compared
or airplane state that can be to airplane data.
sensed in the cockpit.
A objective test is required...
----------------------------------------------------------------------------------------------------------------
6. Visual System
----------------------------------------------------------------------------------------------------------------
6.a........................ The simulator must have a X X X X
visual system providing an out-
of-the-cockpit view.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.b........................ The simulator must have X X X X
operational landing lights for
night scenes. Where used, dusk
(or twilight) scenes require
operational landing lights.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.c........................ The simulator must have X X X X
instructor controls for the
following:
(1) Cloudbase.
(2) Visibility in statute miles
(km) and runway visual range
(RVR) in ft. (m).
(3) Airport selection.
(4) Airport lighting.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.d........................ Each airport scene displayed X X X X
must include the following:
(1) Airport runways and
taxiways.
(2) Runway definition.
(i) Runway surface and
markings.
[[Page 32]]
(ii) Lighting for the runway in
use, including runway
threshold, edge, centerline,
touchdown zone, VASI or PAPI,
and approach lighting of
appropriate colors, as
appropriate.
(iii) Taxiway lights.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.e........................ The distances at which runway X X X X
features are visible, as
measured from runway threshold
to an airplane aligned with
the runway on an extended 3
[deg] glide slope must not be
less than listed below:
(1) Runway definition, strobe
lights, approach lights,
runway edge white lights VASI
or PAPI system lights from 5
statute miles (8 kilometers
(km)) of the runway threshold.
(2) Runway centerline lights
and taxiway definition from 3
statute miles (4.8 km).
(3) Threshold lights and
touchdown zone lights from 2
statute miles (3.2 km).
(4) Runway markings within
range of landing lights for
night scenes and as required
by three (3) arc-minutes
resolution on day scenes.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.f........................ The simulator must provide X X X X
visual system compatibility
with dynamic response
programming.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.g........................ The simulator must show that X X X X This will show the modeling
the segment of the ground accuracy of RVR, glideslope,
visible from the simulator and localizer for a given
flight deck is the same as weight, configuration, and
from the airplane flight deck speed within the airplane's
(within established operational envelope for a
tolerances) when at the normal approach and landing.
correct 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.h........................ The simulator must provide ... X X X
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.i........................ The simulator must provide for X X X X Visual attitude vs. simulator
accurate portrayal of the attitude is a comparison of
visual environment relating to pitch and roll of the horizon
the simulator attitude. as displayed in the visual
A subjective test is required.. scene compared to the display
on the attitude indicator.
----------------------------------------------------------------------------------------------------------------
6.j........................ The simulator must provide for ... ... X X
quick confirmation of visual
system color, RVR, focus, and
intensity.
An SOC is required.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.k........................ The simulator must provide a ... ... X X
minimum of three airport
scenes including:
(1) Surfaces on runways,
taxiways, and ramps.
[[Page 33]]
(2) Lighting of appropriate
color for all runways,
including runway threshold,
edge, centerline, VASI or
PAPI, and approach lighting
for the runway in use.
(3) Airport taxiway lighting.
(4) Ramps and buildings that
correspond to the sponsor's
Line Oriented scenarios, as
appropriate.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.l........................ The simulator must be capable ... ... X X
of producing at least 10
levels of occulting.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.m....................... Night Visual Scenes. When used X X X X
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.
----------------------------------------------------------------------------------------------------------------
6.n........................ Dusk (or Twilight) Visual ... ... X X
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. 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.
An SOC is required.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.o........................ Daylight Visual Scenes. The ... ... ... X Brightness capability may be
simulator must have night dusk demonstrated with a test
(twilight), and daylight pattern of white light using
visual scenes with sufficient a spot photometer. Daylight
scene content to recognize the visual system is defined as a
airport, the terrain, and visual system capable of
major landmarks around the producing, at a minimum, full
airport. The scene content color presentations, scene
must allow a pilot to content comparable in detail
successfully accomplish a to that produced by 4,000
visual landing. Any ambient edges or 1,000 surfaces for
lighting must not ``washout'' daylight and 4,000
the displayed visual scene. lightpoints for night and
Note: These requirements are dusk scenes, 6 foot-lamberts
applicable to any level of (20 cd/m \2\) of light
simulator equipped with a measured at the pilot's eye
``daylight'' visual system.. position (highlight
An SOC is required............. brightness) and a display
A subjective test is required.. which is free of apparent
quantization and other
distracting visual effects
while the simulator is in
motion.
----------------------------------------------------------------------------------------------------------------
6.p........................ The simulator must provide ... ... ... X For example: short runways,
operational visual scenes that landing approaches over
portray physical relationships water, uphill or downhill
known to cause landing runways, rising terrain on
illusions to pilots. the approach path, unique
A subjective test is required.. topographic features.
----------------------------------------------------------------------------------------------------------------
6.q........................ The simulator must provide ... ... ... X
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.
[[Page 34]]
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.r........................ The simulator must present ... ... ... X
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.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.s........................ The simulator must present ... ... ... X
realistic color and
directionality of all airport
lighting.
A subjective test is required.
----------------------------------------------------------------------------------------------------------------
7. Sound System
----------------------------------------------------------------------------------------------------------------
7.a........................ The simulator must provide X X X X
cockpit sounds that result
from pilot actions that
correspond to those that occur
in the airplane.
----------------------------------------------------------------------------------------------------------------
7.b........................ The simulator must accurately ... ... X X
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.c........................ The simulator must provide ... ... ... X
realistic amplitude and
frequency of cockpit 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 [Reserved]
Attachment 2 to Appendix A to Part 60--Full Flight Simulator (FFS)
Objective Test
________________________________________________________________________
Begin Information
1. For the purposes of this attachment, the flight conditions
specified in the Flight Conditions Column of Table A2A, are defined as
follows:
(a) Ground--on ground, independent of airplane configuration;
(b) Take-off--gear down with flaps/slats in any certified takeoff
position;
(c) First segment climb-- gear down with flaps/slats in any
certified takeoff position (normally not above 50 ft AGL);
(d) Second segment climb--gear up with flaps/slats in any certified
takeoff position (normally between 50 ft and 400 ft AGL);
(e) Clean--flaps/slats retracted and gear up;
(f) Cruise--clean configuration at cruise altitude and airspeed;
(g) Approach--gear up or down with flaps/slats at any normal
approach position as recommended by the airplane manufacturer; and
(h) Landing--gear down with flaps/slats in any certified landing
position.
2. 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.
[[Page 35]]
3. The QPS Requirements section imposes a duty on the sponsor or
other data provider to ensure that a steady state condition exists at
the instant of time captured by the ``snapshot'' for cases where the
objective test results authorize a ``snapshot test'' or a ``series of
snapshot tests'' results in lieu of a time-history. This is often
verified by showing that a steady state condition existed from some
period prior to, through some period following, the snap shot. The time
period most frequently used is from 5 seconds prior through 2 seconds
following the instant of time captured by the snap shot. Other time
periods may be acceptable as authorized by the NSPM.
4. 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.
5. 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
1. 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.
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, except as
may be authorized by the NSPM. 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,
[[Page 36]]
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. In those cases where the objective test results authorize a
``snapshot test'' or ``a series of snapshot test'' 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.''
i. 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.
j. 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 manufacturer's engines) additional tests
with the alternative engine models may be required. This Attachment
contains guidelines for alternative engines.
k. 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.
l. 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.
m. Some tests will not be required for airplanes using airplane
hardware in the simulator cockpit (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.
n. 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 approximately 10% 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.'').
End QPS Requirements
[[Page 37]]
________________________________________________________________________
Table A2A.--Full Flight Simulator (FFS) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
<<
----------------------------------------------------------------------------------------------------------------------------------
Test Simulator Level Information notes
----------------------------------------- Tolerance Flight Conditions Test details --------------------
No. Title A B C D
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a. Taxi
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1............ Minimum Radius Turn.. 3 ft (0.9 m) or Nose gear turning
20% of airplane turn radius. This test is
radius. to be accomplished
without the use of
brakes and only
minimum thrust,
except for airplanes
requiring asymmetric
thrust or braking to
turn.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.2............ Rate of Turn vs. 10% or 2% than minimum turning
Sec. turn rate. radius speed, with a
spread of at least 5
knots groundspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 38]]
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 and time and distance normal takeoff
distance or 5% of the time from takeoff (1.b.7.).
time and 200 Preliminary aircraft be shown using
ft (61 m) of certification data appropriate scales
distance. may be used. for each portion of
the maneuver.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 39]]
1.b.2............ Minimum Control 25% of maximum must be within 1 acceptable
controls only (per deviation or 5 ft engine failure flight test snap
airworthiness (1.5 m). speed. Engine thrust engine deceleration
standard or Additionally, for decay must be that to idle at a speed
alternative) or those simulators of resulting from the between V11 and V1--
engine inoperative airplanes with mathematical model 10 knots, followed
test to demonstrate reversible flight for the engine by control of
ground control control systems: variant applicable heading using
characteristics. Rudder pedal force; to the full flight aerodynamic control
10% or 5 lb engine is not the with the main gear
(2.2 daN). same as the airplane on the ground. To
manufacturer's ensure only
flight test engine, aerodynamic control
a further test may is used, nosewheel
be run with the same steering should be
initial conditions disabled (i.e.,
using the thrust castored) or the
from the flight test nosewheel held
data as the driving slightly off the
parameter. ground.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 40]]
1.b.3............ Minimum Unstick Speed 3 kts airspeed, gear strut minimum speed at
test to demonstrate 1.5[deg] pitch equivalent air/ landing gear leaves
takeoff angle. ground signal. the ground. Main
characteristics. Record from 10 kt landing gear strut
before start of compression or
rotation until at equivalent air/
least 5 seconds ground signal should
after the occurrence be recorded. If a
of main gear lift- Vmu test is not
off. available,
alternative
acceptable flight
tests are a constant
high-attitude take-
off run through main
gear lift-off of an
early rotation take-
off.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 41]]
1.b.4............ Normal Takeoff....... 3 kts airspeed, profile from brake for ground
1.5[deg] pitch 200 ft (61 m) above and distance
angle, 1.5[ If the airplane has data should be shown
deg] angle of more than one using appropriate
attack, 20 configuration, a portion of the
ft (6 m) height. different maneuver.
Additionally, for configuration must
those simulators of be used for each
airplanes with weight. Data are
reversible flight required for a
control systems: takeoff weight at
Stick/Column Force; near maximum takeoff
10% or 5 and for a light
lb (2.2 daN). takeoff weight with
an aft center of
gravity, as defined
in appendix F.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.5............ Critical Engine 3 kts airspeed, profile at near
1.5[deg] pitch weight from prior to
angle, 1.5[ least 200 ft (61 m)
deg] angle of AGL. Engine failure
attack, 20 3 kts of airplane
3[deg] heading
angle, 2[de
g] bank angle, 2[de
g] sideslip angle.
Additionally, for
those simulators of
airplanes with
reversible flight
control systems:
Stick/Column Force;
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).
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 42]]
1.b.6............ Crosswind Takeoff.... 3 kts airspeed, profile from brake where a maximum
1.5[deg] pitch 200 ft (61 m) AGL. maximum demonstrated
angle, 1.5[ including included in the AFM,
deg] angle of information on wind contact the NSPM.
attack, 20 crosswind component
ft (6 m) height, of at least 60% of
2[deg] bank described in the
angle, 2[de Manual (AFM), as
g] sideslip angle; measured at 33 ft
3[deg] heading runway.
angle. Additionally,
for those simulators
of airplanes with
reversible flight
control systems:
Stick/Column Force;
10% or 5 lb
(2.2 daN) stick/
column force, 10%
or 3 lb (1.3
daN) wheel force,
10% or 5 lb
(2.2 daN) rudder
pedal force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.7............ Rejected Takeoff..... 5% time or 1.5 release to full applicable.
sec, 7.5% distance initiation of the
or 250 ft (76 speed. The airplane
m). must be at or near
the maximum takeoff
gross weight. Use
maximum braking
effort, auto or
manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 43]]
1.b.8............ Dynamic Engine 20% or 2[de minus3 airplane flight test
g]/sec body angular kts of airplane may be performed out
rates. data. Record Hands of ground effect at
Off from 5 secs. a safe altitude, but
before to at least 5 with correct
secs. after engine airplane
failure or 30[deg] configuration and
Bank, whichever airspeed.
occurs first. 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 airspeed, preferred, however,
5% or 100 acceptable
FPM (0.5 m/Sec. ) alternative. Record
climb rate. at nominal climb
speed and mid-
initial climb
altitude. Flight
simulator
performance must be
recorded over an
interval of at least
1,000 ft. (300m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 44]]
1.c.2............ One engine 3 kts airspeed, airplanes, in preferred, however,
5% or 100 airplanes, Second acceptable
FPM (0.5 m/Sec. ) Segment Climb. alternative. Test at
climb rate, but not weight, altitude, or
less than the FAA- temperature limiting
Apprioved Airplane conditions. Record
Flight Manual (AFM) at nominal climb
values. speed. Flight
simulator
performance must be
recorded over an
interval of at least
1,000 ft. (300m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.3............ One Engine 10% time, 10% (1550 m) climb
distance, 10% data or airplane
fuel used. performance manual
data may be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 45]]
1.c.4............ One Engine 3 kts airspeed, near maximum gross be configured with
Climb (if the 5% or 100 F. Flight test data operating normally,
performance in icing FPM (0.5 m/Sec. ) or airplane with the gear up and
conditions). climb rate, but not performance manual go-around flaps set.
less than the climb data may be used. All icing
gradient Flight simulator accountability
requirements of 14 performance must be considerations
CFR parts 23 or 25 recorded over an should be applied in
climb gradient, as interval of at least accordance with the
appropriate. 1,000 ft. (300m). AFM for an approach
in icing conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.............. Cruise/Descent
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.1............ Level flight 5% Time. minimum of 50 kts
speed increase using
maximum continuous
thrust rating or
equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.2............ Level flight 5% Time. minimum of 50 kts
speed decrease using
idle power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.3............ Cruise performance... 0.05 EPR or 5% instantaneous fuel
of N1, or 5% of Torque, 2 consecutive
5% of snapshots with a
fuel flow. spread of at least 3
minutes in steady
flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.............. Stopping
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 46]]
1.e.1............ Stopping time and 5% of time. For distance for at
manual application distance up to 4000 least 80% of the
of wheel brakes and ft (1220 m): 200 touch down to full
a dry runway. ft (61 m) or 10%, required for weights
whichever is at medium and near
smaller. For maximum landing
distance greater weights. Data for
than 4000 ft (1220 brake system
m): 5% of position of ground
distance. spoilers (including
method of
deployment, if used)
must be provided.
Engineering data may
be used for the
medium gross weight
condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 47]]
1.e.2............ Stopping time and 5% time and the distance for at
reverse thrust and smaller of 10% total time from
dry runway. or 200 ft (61 m) reverse thrust to
of distance. 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 distance data or
and no reverse or 200 ft (61 m). 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.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 48]]
1.e.4............ Stopping distance, 10% of distance manufacturer's
and no reverse or 200 ft (61 m). 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
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.1............ Acceleration......... 10% Tt and 10% Ti, or Torque) from flight throttle movement
0.25 Sec. idle to go-around until reaching a 10%
power for a rapid response of engine
(slam) throttle power.
movement. Tt is the total time
from initial
throttle movement to
reaching 90% of go
around power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 49]]
1.f.2............ Deceleration......... 10% Tt and 10% Ti, or Torque) from Max T/O throttle movement
0.25 Sec. power to 90% decay until reaching a 10%
of Max T/O power for response of engine
a rapid (slam) power.
throttle movement. Tt is the total time
from 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 any
evaluations if the sponsor's QTG/MQTG shows both text fixture results and the results of issue regarding
an alternative approach, such as computer plots produced concurrently, that provide airplanes with
satisfactory agreement. Repeat of the alternative method during the initial or upgrade reversible controls.
evaluation would then satisfy this test requirement. For initial and upgrade evaluations,
the control dynamic characteristics must be measured at and recorded directly from the
cockpit 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 (0.9 daN) uninterrupted be validated (where
and Surface Position breakout, 10% stops. flight data from
or 5 lb (2.2 longitudinal static
daN) force, 2[de Static and dynamic
g] elevator. flight control tests
should be
accomplished at the
same feel or impact
pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.b.......... (Reserved)
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[[Page 50]]
2.a.2.a.......... Roll Controller 2 lb (0.9 daN) uninterrupted be validated with in-
Surface Position breakout, 10% stops. tests such as engine
or 3 lb (1.3 state or sideslips.
daN) force, 2[de flight control tests
g] aileron, 3[de accomplished at the
g] spoiler angle. same feel or impact
pressures.
2.a.2.b.......... (Reserved)...........
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.a.......... Rudder Pedal Position 5 lb (2.2 daN) uninterrupted be validated with in-
Surface Position breakout, 10% stops. tests such as engine
or 5 lb (2.2 state or sideslips.
daN) force, 2\1/ flight control tests
2\ rudder angle. should be
accomplished at the
same feel or impact
pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.b.......... (Reserved)...........
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 51]]
2.a.4............ Nosewheel Steering 2 lb (0.9 daN) uninterrupted
Position Calibration. breakout, 10% stops.
or 3 lb (1.3
daN) force, 2\1/
2\ nosewheel angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5............ Rudder Pedal Steering [deg]nosewheel uninterrupted
angle. control sweep to the
stops.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6............ Pitch Trim Indicator 0.5[deg] of test is to compare
Calibration. computed trim full flight
surface angle. simulator against
design data or
equivalent
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.7............ (Reserved)........... .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.8............ Alignment of Cockpit 5[deg] of recording for all
Selected Engine throttle lever engines. The
Parameter. angle, or 3% against airplane
N1 or 03 EPR, or engines. In the case
torque. For airplanes, if a
propeller-driven propeller lever is
airplanes where the present, it must
propeller control also be checked. For
levers do not have airplanes with
angular travel, a throttle
tolerance of 0.8 detents must be
inch (2 cm.) series of snapshot
applies. test results..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 52]]
2.a.9............ Brake Pedal Position 5 lb (2.2 daN) or pressure must be computer output
System Pressure 10% force, 150 position through a to show compliance.
psi (1.0 MPa) or ground static test.
10% brake system
pressure.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.............. Dynamic Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
(3) 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 53]]
2.b.1............ Pitch Control........ For underdamped Takeoff, Cruise, and Data must show normal ... ... X X ``n'' is the
systems 10% in both directions. a full cycle of
of time from 90% of Tolerances apply oscillation. Refer
initial displacement against the absolute to paragraph 3 of
(0.9 Ad) to first values of each this attachment for
zero crossing and period (considered more information.
10 independently). Static and dynamic
(n+1)% of period Normal control flight control tests
thereafter 10% amplitude this test is 25% to accomplished at the
of first overshoot 50% of the maximum same feel or impact
applied to all allowable pitch pressures.
overshoots greater controller For the alternate
than 5% of initial deflection for method (see
displacement (.05 flight conditions paragraph 3 of this
Ad). 1 limited by the attachment).
overshoot (first maneuvering load The slow sweep is the
significant envelope. equivalent to the
overshoot must be static test 2.a.1.
matched). For the moderate and
For overdamped rapid sweeps: 2 lb
minus10% (0.9 daN) or 10%
initial displacement dynamic increment
(0.9 Ad) to 10% of above the static
initial displacement force.
(0.1 Ad).
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 54]]
2.b.2............ Roll Control......... For underdamped Takeoff, Cruise, and Data must show normal ... ... X X ``n'' is the
systems: 10% in both directions. a full cycle of
of time from 90% of Tolerances apply oscillation. Refer
initial displacement against the absolute to paragraph 3 of
(0.9 Ad) to first values of each this attachment for
zero crossing, and period (considered more information.
10 independently). Static and dynamic
(n+1)% of period Normal control flight control tests
thereafter. displacement for should be
10% amplitude of 50% of maximum same feel or impact
first overshoot, allowable roll pressures.
applied to all controller For the alternate
overshoots greater deflection for method (see
than 5% of initial flight conditions paragraph 3 of this
displacement (.05 limited by the attachment).
Ad), 1 maneuvering load The slow sweep is the
overshoot (first envelope. equivalent to the
significant static test 2.a.2.
overshoot must be For the moderate and
matched). rapid sweeps: 2 lb
systems: 10% minus10%
of time from 90% of dynamic increment
initial displacement above the static
(0.9 Ad) to 10% of force.
initial displacement
(0.1 Ad).
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 55]]
2.b.3............ Yaw Control.......... For underdamped Takeoff, Cruise, and Data must show normal ... ... X X ``n'' is the
systems: 10% in both directions. a full cycle of
of time from 90% of Tolerances apply oscillation. Refer
initial displacement against the absolute to paragraph 3 of
(0.9 Ad) to first values of each this attachment for
zero crossing, and period (considered more information.
10 independently). Static and dynamic
(n+1)% of period Normal control flight control tests
thereafter 10% amplitude this test is 25% to accomplished at the
of first overshoot, 50% of full throw. same feel or impact
applied to all pressures.
overshoots greater For the alternate
than 5% of initial method (see
displacement (.05 paragraph 3 of this
Ad), 1 attachment).
overshoot (first The slow sweep is the
significant equivalent to the
overshoot must be static test 2.a.3.
matched). For the moderate and
For overdamped rapid sweeps: 2 lb
minus10% (0.9 daN) or 10%
initial displacement dynamic increment
(0.9 Ad) to 10% of above the static
initial displacement force.
(0.1 Ad).
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 56]]
2.b.4............ Small Control Inputs-- 0.15[deg]/sec be typical of minor
body pitch rate or corrections made
20% of peak body an ILS approach
pitch rate applied course
throughout the time (approximately
history. 0.5[deg]/sec to
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 57]]
2.b.5............ Small Control Inputs-- 0.15[deg]/sec be typical of minor
body roll rate or corrections made
20% of peak body an ILS approach
roll rate applied course
throughout the time (approximately
history. 0.5[deg]/sec to
2[deg]/sec roll
rate). The test must
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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 58]]
2.b.6............ Small Control Inputs-- 0.15[deg]/sec be typical of minor
body yaw rate or corrections made
20% of peak body an ILS approach
yaw rate applied course
throughout the time (approximately
history. 0.5[deg]/sec to
2[deg]/sec yaw
rate). The test must
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
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 59]]
2.c.1............ Power Change Dynamics 3 kt airspeed, the thrust setting
100 ft (30 m) approach or level
altitude, 20% continuous thrust or
or 1.5[deg] setting. Record the
pitch angle. 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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.2............ Flap/Slat Change 3 kt airspeed, initial flap uncontrolled free
100 ft (30 m) approach to landing. least 5 seconds
altitude, 20% configuration change
or 1.5[deg] seconds after the
angle. configuration change
is completed.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 60]]
2.c.3............ Spoiler/Speedb rake 3 kt airspeed, uncontrolled free
100 ft (30 m) least 5 seconds
altitude, 20% configuration change
or 1.5[deg] seconds after the
pitch angle. 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 airspeed, and Approach history of
100 ft (30 m) response for a time
altitude, 20% least 5 seconds
or 1.5[deg] configuration change
pitch angle. is initiated to 15
seconds after the
configuration change
is completed.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 61]]
2.c.5............ Longitudinal Trim.... 0.5[deg] Landing. condition with wings
stabilizer, 1[de for level flight.
g] elevator, 1[de snapshot tests.
g] pitch angle, CCA: Test in normal
5% net thrust or control states..
equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.6............ Longitudinal 5 lb (2.2 series of snapshot
Force/g). daN) or 10% Record results up to
pitch controller approximately
force.. 30[deg] of bank for
Alternative method: approach and landing
1[deg] or 10% up to approximately
change of elevator. 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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 62]]
2.c.7............ Longitudinal......... 5 lb (2.2 and 2 speeds below
daN) or 10% series of snapshot
pitch controller test results. The
force.. force tolerance is
Alternative method: not applicable if
1[deg] or 10% airplane hardware in
change of elevator.. the full flight
simulator.
The alternative
method applies to
airplanes that do
not exhibit speed
stability
characteristics..
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 63]]
2.c.8............ Stall Characteristics 3 kt airspeed for and Approach or must be entered with
initial buffet, Landing. thrust at or near
stall warning, and idle power and wings
stall speeds. level (1g). Record
Additionally, for the stall warning
those simulators signal and initial
with reversible buffet, if
flight control applicable. Time
systems: 10% recorded for full
or 5 lb (2.2 of recovery. The
daN)) Stick/Column stall warning signal
force (prior to ``g must occur in the
break'' only). proper relation to
buffet/stall. Full
flight 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 64]]
2.c.9............ Phugoid Dynamics..... 10% period, 10% the following: Three
of time to \1/2\ or full cycles (six
double amplitude or overshoots after the
.02 of damping or the number of
ratio. cycles sufficient to
determine time to \1/
2\ or double
amplitude.
CCA: Test in Non-
normal and non-
normal control
states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.10........... Short Period Dynamics 1.5[deg] pitch and Non-normal
angle or 2[de
g]/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
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 65]]
2.d.1............ Minimum Control 3 kt airspeed. (whichever is most be used on the Inoperative Handling
Vmcl), per critical in the operating engine(s). may be governed by a
Applicable airplane). A time history or a performance or
Airworthiness series of snapshot control limit that
Standard or Low tests may be used. prevents
Speed Engine CCA: Test in Normal demonstration of
Inoperative Handling and Non-normal Vmca in the
Characteristics in control states. conventional manner.
the Air.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2............ Roll Response (Rate). 10% or 2[de controller
g]/sec roll rate. deflection (about
Additionally, for one-third of maximum
those simulators of roll controller
airplanes with travel). May be
reversible flight combined with step
control systems: input of flight deck
10% or 3lb
(1.3 daN) wheel
force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3............ Roll Response to 10% or 2[de through 10 seconds control input using
Input. g] bank angle. after control is approximately one-
returned to neutral third of the roll
and released. May be controller travel.
combined with roll When reaching
response (rate) test approximately
(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.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 66]]
2.d.4............ Spiral Stability..... Correct trend and Cruise............... Record results for X X X X .....................
2[deg] or 10% averaged from
bank angle in 20 multiple tests may
seconds. be used.
Alternate test As an alternate test,
requires correct demonstrate the
trend and 2[de required to maintain
g] aileron.. a steady turn with a
bank angle of
approximately
30[deg].
CCA: Test in Normal
and Non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.5............ Engine Inoperative 1[deg] rudder and Approach or snapshot tests. performed in a
angle or 1[de that for which a
g] tab angle or pilot is trained to
equivalent pedal, trim an engine
2[deg] sideslip Second segment climb
angle. test should be at
takeoff thrust.
Approach or landing
test should be at
thrust for level
flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 67]]
2.d.6............ Rudder Response...... 2[deg]/sec or stability
10% yaw rate. 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 or 10% cycles with
of period, 10% augmentation OFF.
of time to \1/2\ or CCA: Test in Normal
double amplitude or and Non-normal
.02 of damping
ratio. 20%
or 1 sec of time
difference between
peaks of bank and
sideslip.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.8............ Steady State Sideslip For given rudder Approach or Landing.. May be a series of X X X X .....................
position, 2[de results using at
g] bank angle, 1[de positions. Propeller
g] sideslip angle, driven airplanes
10% or 2[de
g] aileron, 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 10% or 5 lb
(2.2 daN) rudder
pedal force.
2.e.............. Landings
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 68]]
2.e.1............ Normal Landing....... 3 kt airspeed, minimum of 200 ft conducted with two
1.5[deg] pitch wheel touchdown.. settings (if
angle, 1.5[ and Non-normal should be at or near
deg] angle of control states. maximum certificated
attack, 10% other should be at
or 10 ft (3 m) landing weight.
height.
Additionally, for
those simulators of
airplanes with
reversible flight
control systems:
10% or 5
lbs (2.2 daN)
stick/column force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.2............ Miminum Flap Landing. 3 kt airspeed, Landing Flap minimum of 200 ft
1.5[deg] pitch nosewheel touchdown
angle, 1.5[ near Maximum Landing
deg] angle of Weight.
attack, 10%
or 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 airspeed, minimum of 200 ft include information
1.5[deg] pitch nosewheel touchdown, a crosswind
angle, 1.5[ main landing gear the maximum
deg] angle of touchdown speed. described in the AFM
attack, 10% (10m) above the
or 10 ft (3 m)
height 2[de
g] bank angle, 2[de
g] sideslip angle,
3[deg] heading
angle. Additionally,
for those simulators
of airplanes with
reversible flight
control systems:
10% or 3
lbs (1.3 daN) wheel
force 10% or 5 lb
(2.2 daN) rudder
pedal force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 69]]
2.e.4............ One Engine 3 kt airspeed, minimum of 200 ft
1.5[deg] pitch nosewheel touchdown,
angle,