view capability may                       (all channels) with
                                                                                be added at the                           a matrix of black
                                                                                sponsor's                                 and white 5[deg]
                                                                                discretion provided                       squares. The
                                                                                the minimum field                         installed alignment
                                                                                of view is                                should be addressed
                                                                                retained. Vertical                        in the SOC.
                                                                                field of view must
                                                                                be at least 36[deg]
                                                                                from each pilot's
                                                                                eye point. Required
                                                                                as part of MQTG but
                                                                                not required as
                                                                                part of continuing
                                                                                qualification
                                                                                evaluations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c...................  (System geometry)
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              5[deg] even angular   N/A.................  The angular spacing    X    X    X    X   The purpose of this
                                               spacing within                              of any chosen                             test is to evaluate
                                               1[deg]                          5[deg] square and                         local linearity of
                                               as measured from                            the relative                              the displayed image
                                               either pilot eye                            spacing of adjacent                       at either pilot eye
                                               point and within                            squares must be                           point. System
                                               1.5[deg] for                                within the stated                         geometry should be
                                               adjacent squares.                           tolerances.                               measured using a
                                                                                visual test pattern
                                                                                filling the entire
                                                                                visual scene (all
                                                                                channels) with a
                                                                                matrix of black and
                                                                                white 5[deg]
                                                                                squares with light
                                                                                points at the
                                                                                intersections.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.d...................  Surface contrast ratio
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Not less than 5:1...  N/A.................  The ratio is                     X    X   Measurements should
                                                                                calculated by                             be made using a
                                                                                dividing the                              1[deg] spot
                                                                                brightness level of                       photometer and a
                                                                                the center, bright                        raster drawn test
                                                                                square (providing                         pattern filling the
                                                                                at least 2 foot-                          entire visual scene
                                                                                lamberts or 7 cd/                         (all channels) with
                                                                                m2) by the                                a test pattern of
                                                                                brightness level of                       black and white
                                                                                any adjacent dark                         squares, 5[deg] per
                                                                                square.                                   square, with a
                                                                                This requirement is                        white square in the
                                                                                applicable to any                         center of each
                                                                                level of simulator                        channel. During
                                                                                equipped with a                           contrast ratio
                                                                                daylight visual                           testing, simulator
                                                                                system..                                  aft-cab and flight
                                                                                deck ambient light
                                                                                levels should be
                                                                                zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.e...................  Highlight brightness
--------------------------------------------------------------------------------------------------------------------------------------------------------

                                              Not less than six     N/A.................  Measure the                      X    X   Measurements should
                                               (6) foot-lamberts                           brightness of a                           be made using a
                                               (20 cd/m\2\).                               white square while                        1[deg] spot
                                                                                superimposing a                           photometer and a
                                                                                highlight on that                         raster drawn test
                                                                                white square. The                         pattern filling the
                                                                                use of calligraphic                       entire visual scene
                                                                                capabilities to                           (all channels) with
                                                                                enhance the raster                        a test pattern of
                                                                                brightness is                             black and white
                                                                                acceptable;                               squares, 5[deg] per
                                                                                however, measuring                        square, with a
                                                                                lightpoints is not                        white square in the
                                                                                acceptable. This                          center of each
                                                                                requirement is                            channel.
                                                                                applicable to any
                                                                                level of simulator
                                                                                equipped with a
                                                                                daylight visual
                                                                                system.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f...................  Surface resolution
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Not greater than two  N/A.................  An SOC is required               X    X   The eye will subtend
                                               (2) arc minutes.                            and must include                          two arc minutes
                                                                                the relevant                              when positioned on
                                                                                calculations and an                       a 3[deg] glide
                                                                                explanation of                            slope, 6,876 ft
                                                                                those calculations.                       slant range from
                                                                                This requirement is                        the centrally
                                                                                applicable to any                         located threshold
                                                                                level of simulator                        of a black runway
                                                                                equipped with a                           surface painted
                                                                                daylight visual                           with white
                                                                                system..                                  threshold bars that
                                                                                are 16 ft wide with
                                                                                4-foot gaps between
                                                                                the bars.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g...................  Light point size
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Not greater than      N/A.................  An SOC is required               X    X   Light point size
                                               five (5) arc-                               and must include                          should be measured
                                               minutes.                                    the relevant                              using a test
                                                                                calculations and an                       pattern consisting
                                                                                explanation of                            of a centrally
                                                                                those calculations.                       located single row
                                                                                This requirement is                        of light points
                                                                                applicable to any                         reduced in length
                                                                                level of simulator                        until modulation is
                                                                                equipped with a                           just discernible in
                                                                                daylight visual                           each visual
                                                                                system..                                  channel. A row of
                                                                                48 lights will form
                                                                                a 4[deg] angle or
                                                                                less.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h...................  Light point contrast ratio
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h.1.................  For Level A and B     Not less than 10:1..  N/A.................  An SOC is required     X    X             A 1[deg] spot
                         simulators.                                                       and must include                          photometer is used
                                                                                the relevant                              to measure a square
                                                                                calculations.                             of at least 1[deg]
                                                                                filled with light
                                                                                points (where light
                                                                                point modulation is
                                                                                just discernible)
                                                                                and compare the
                                                                                results to the
                                                                                measured adjacent
                                                                                background. During
                                                                                contrast ratio
                                                                                testing, simulator
                                                                                aft-cab and flight
                                                                                deck ambient light
                                                                                levels should be
                                                                                zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------

4.h.2.................  For Level C and D     Not less than 25:1..  N/A.................  An SOC is required               X    X   A 1[deg] spot
                         simulators.                                                       and must include                          photometer is used
                                                                                the relevant                              to measure a square
                                                                                calculations.                             of at least 1[deg]
                                                                                filled with light
                                                                                points (where light
                                                                                point modulation is
                                                                                just discernible)
                                                                                and compare the
                                                                                results to the
                                                                                measured adjacent
                                                                                background. During
                                                                                contrast ratio
                                                                                testing, simulator
                                                                                aft-cab and flight
                                                                                deck ambient light
                                                                                levels should be
                                                                                zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.i...................  Visual ground segment
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              The visible segment   Landing               The QTG must contain   X    X    X    X   Pre-position for
                                               in the simulator      configuration,        appropriate                               this test is
                                               must be within 20%    trimmed for           calculations and a                        encouraged but may
                                               of the segment        appropriate           drawing showing the                       be achieved via
                                               computed to be        airspeed, at 100 ft   pertinent data used                       manual or autopilot
                                               visible from the      (30 m) above the      to establish the                          control to the
                                               airplane flight       touchdown zone, on    airplane location                         desired position.
                                               deck. The             glide slope with an   and the segment of
                                               tolerance(s) may be   RVR value set at      the ground that is
                                               applied at either     1,200 ft (350 m).     visible considering
                                               or both ends of the                         design eyepoint,
                                               displayed segment.                          the airplane
                                               However, lights and                         attitude, flight
                                               ground objects                              deck cut-off angle,
                                               computed to be                              and a visibility of
                                               visible from the                            1,200 ft (350 m)
                                               airplane flight                             RVR. Simulator
                                               deck at the near                            performance must be
                                               end of the visible                          measured against
                                               segment must be                             the QTG
                                               visible in the                              calculations.
                                               simulator.                                 The data submitted
                                                                                must include at
                                                                                least the
                                                                                following:.
                                                                                (1) Static airplane
                                                                                dimensions as
                                                                                follows:.
                                                                                (i) Horizontal and
                                                                                vertical distance
                                                                                from main landing
                                                                                gear (MLG) to
                                                                                glideslope
                                                                                reception antenna..
                                                                                (ii) Horizontal and
                                                                                vertical distance
                                                                                from MLG to pilot's
                                                                                eyepoint..
                                                                                (iii) Static flight
                                                                                deck cutoff angle..
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                (2) Approach data as
                                                                                follows:
                                                                                (i)
                                                                                Identification
                                                                                of runway..
                                                                                (ii) Horizontal
                                                                                distance from
                                                                                runway threshold
                                                                                to glideslope
                                                                                intercept with
                                                                                runway..
                                                                                (iii) Glideslope
                                                                                angle..
                                                                                (iv) Airplane
                                                                                pitch angle on
                                                                                approach..
                                                                                (3) Airplane data
                                                                                for manual testing:
                                                                                (i) Gross weight.
                                                                                (ii) Airplane
                                                                                configuration..

[[Continued on page 59650]]

]

[[pp. 59650-59699]] Flight Simulation Training Device Initial and Continuing
Qualification and Use

[[Continued from page 59649]]

                                                                                (iii) Approach
                                                                                airspeed..
                                                                                If non-homogenous
                                                                                fog is used to
                                                                                obscure visibility,
                                                                                the vertical
                                                                                variation in
                                                                                horizontal
                                                                                visibility must be
                                                                                described and be
                                                                                included in the
                                                                                slant range
                                                                                visibility
                                                                                calculation used in
                                                                                the computations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5. Sound System
--------------------------------------------------------------------------------------------------------------------------------------------------------
The sponsor will not be required to repeat the airplane tests (i.e., tests 5.a.1. through 5.a.8. (or 5.b.1.
 through 5.b.9.) and 5.c., as appropriate) during continuing qualification evaluations if frequency response
 and background noise test results are within tolerance when compared to the initial qualification evaluation
 results, and the sponsor shows that no software changes have occurred that will affect the airplane test
 results. If the frequency response test method is chosen and fails, the sponsor may elect to fix the
 frequency response problem and repeat the test or the sponsor may elect to repeat the airplane tests. If the
 airplane tests are repeated during continuing qualification evaluations, the results may be compared against
 initial qualification evaluation results or airplane master data.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a...................  Turbo-jet airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.1.................  Ready for engine      5 dB per  Ground..............  Normal conditions                     X
                         start.                \1/3\ octave band.                          prior to engine
                                                                                start with the
                                                                                Auxiliary Power
                                                                                Unit operating, if
                                                                                appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.2.................  All engines at idle.  5 dB per  Ground..............  Normal condition                      X
                                               \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.3.................  All engines at        5 dB per  Ground..............  Normal condition                      X
                         maximum allowable     \1/3\ octave band.                          prior to takeoff.
                         thrust with brakes
                         set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.4.................  Climb...............  5 dB per  En-route climb......  Medium altitude.....                  X
                                               \1/3\ octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.5.................  Cruise..............  5 dB per  Cruise..............  Normal cruise                         X
                                               \1/3\ octave band.                          configuration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.6.................  Speedbrake/spoilers   5 dB per  Cruise..............  Normal and constant                   X
                         extended (as          \1/3\ octave band.                          speedbrake
                         appropriate).                                                     deflection for
                                                                                descent at a
                                                                                constant airspeed
                                                                                and power setting.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.7.................  Initial approach....  5 dB per  Approach............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear up, flaps and
                                                                                slats, as
                                                                                appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.8.................  Final approach......  5 dB per  Landing.............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear down, full
                                                                                flaps.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b...................  Propeller airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.1.................  Ready for engine      5 dB per  Ground..............  Normal conditions                     X
                         start.                \1/3\ octave band.                          prior to engine
                                                                                start with the
                                                                                Auxiliary Power
                                                                                Unit operating, if
                                                                                appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.2.................  All propellers        5 dB per  Ground..............  Normal condition                      X
                         feathered.            \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.3.................  Ground idle or        5 dB per  Ground..............  Normal condition                      X
                         equivalent.           \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.4.................  Flight idle or        5 dB per  Ground..............  Normal condition                      X
                         equivalent.           \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------

5.b.5.................  All engines at        5 dB per  Ground..............  Normal condition                      X
                         maximum allowable     \1/3\ octave band.                          prior to takeoff.
                         power with brakes
                         set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.6.................  Climb...............  5 dB per  En-route climb......  Medium altitude.....                  X
                                               \1/3\ octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.7.................  Cruise..............  5 dB per  Cruise..............  Normal cruise                         X
                                               \1/3\ octave band.                          configuration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.8.................  Initial approach....  5 dB per  Approach............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear up, flaps
                                                                                extended as
                                                                                appropriate, RPM as
                                                                                per operating
                                                                                manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.9.................  Final Approach......  5 dB per  Landing.............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear down, full
                                                                                flaps, RPM as per
                                                                                operating manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.c...................  Special cases
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              5 dB per  As appropriate......  ....................                  X   These special cases
                                               \1/3\ octave band.                                                                    are identified as
                                                                                particularly
                                                                                significant during
                                                                                critical phases of
                                                                                flight and ground
                                                                                operations for a
                                                                                specific airplane
                                                                                type or model.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.d...................  Background noise
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              3 dB per  ....................  Results of the                        X   The simulated sound
                                               \1/3\ octave band.                          background noise at                       will be evaluated
                                                                                initial                                   to ensure that the
                                                                                qualification must                        background noise
                                                                                be included in the                        does not interfere
                                                                                MQTG.                                     with training,
                                                                                Measurements must be                       testing, or
                                                                                made with the                             checking.
                                                                                simulation running,
                                                                                the sound muted and
                                                                                a ``dead'' flight
                                                                                deck..
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.e...................  Frequency response
--------------------------------------------------------------------------------------------------------------------------------------------------------

                                              5 dB on   ....................  Applicable only to                    X   Measurements are
                                               three (3)                                   Continuing                                compared to those
                                               consecutive bands                           Qualification                             taken during
                                               when compared to                            Evaluations. If                           initial
                                               initial evaluation;                         frequency response                        qualification
                                               and 2                           plots are provided                        evaluation.
                                               dB when comparing                           for each channel at
                                               the average of the                          the initial
                                               absolute                                    qualification
                                               differences between                         evaluation, these
                                               initial and                                 plots may be
                                               continuing                                  repeated at the
                                               qualification                               continuing
                                               evaluation.                                 qualification
                                                                                evaluation with the
                                                                                following
                                                                                tolerances applied:
                                                                                (a) The continuing
                                                                                qualification \1/3\
                                                                                octave band
                                                                                amplitudes must not
                                                                                exceed < plus-
                                                                                minus>5 dB for
                                                                                three consecutive
                                                                                bands when compared
                                                                                to initial results..
                                                                                (b) The average of
                                                                                the sum of the
                                                                                absolute
                                                                                differences between
                                                                                initial and
                                                                                continuing
                                                                                qualification
                                                                                results must not
                                                                                exceed 2 dB (refer
                                                                                to table A.2.B. in
                                                                                this attachment)..
--------------------------------------------------------------------------------------------------------------------------------------------------------

-----------------------------------------------------------------------

Begin Information

3. General.

    a. If relevant winds are present in the objective data, the wind
vector should be clearly noted as part of the data presentation,
expressed in conventional terminology, and related to the runway
being used for test near the ground.
    b. The reader is encouraged to review the Airplane Flight
Simulator Evaluation Handbook, Volumes I and II, published by the
Royal Aeronautical Society, London, UK, and FAA Advisory Circulars
(AC) 25-7, as may be amended, Flight Test Guide for Certification of
Transport Category Airplanes, and (AC) 23-8, as may be amended,
Flight Test Guide for Certification of Part 23 Airplanes, for
references and examples regarding flight testing requirements and
techniques.

4. Control Dynamics

    a. General. The characteristics of an airplane flight control
system have a major effect on handling qualities. A significant
consideration in pilot acceptability of an airplane is the ``feel''
provided through the flight controls. Considerable effort is
expended on airplane feel system design so that pilots will be
comfortable and will consider the airplane desirable to fly. In
order for an FFS to be representative, it should ``feel'' like the
airplane being simulated. Compliance with this requirement is
determined by comparing a recording of the control feel dynamics of
the FFS to actual airplane measurements in the takeoff, cruise and
landing configurations.
    (1) Recordings such as free response to an impulse or step
function are classically used to estimate the dynamic properties of
electromechanical systems. In any case, it is only possible to
estimate the dynamic properties as a result of being able to
estimate true inputs and responses. Therefore, it is imperative that
the best possible data be collected since close matching of the FFS
control loading system to the airplane system is essential. The
required dynamic control tests are described in Table A2A of this
attachment.
    (2) For initial and upgrade evaluations, the QPS requires that
control dynamics characteristics be measured and recorded directly
from the flight controls (Handling Qualities--Table A2A). This
procedure is usually accomplished by measuring the free response of
the controls using a step or impulse input to excite the system. The
procedure should be accomplished in the takeoff, cruise and landing
flight conditions and configurations.
    (3) For airplanes with irreversible control systems,
measurements may be obtained on the ground if proper pitot-static
inputs are provided to represent airspeeds typical of those
encountered in flight. Likewise, it may be shown that for some
airplanes, takeoff, cruise, and landing configurations have like
effects. Thus, one may suffice for another. In either case,
engineering validation or airplane manufacturer rationale should be
submitted as justification for ground tests or for eliminating a
configuration. For FFSs requiring static and dynamic tests at the
controls, special test fixtures will not be required during initial
and upgrade evaluations if the QTG shows both test fixture results
and the results of an alternate approach (e.g., computer plots that
were produced concurrently and show satisfactory agreement). Repeat
of the alternate method during the initial evaluation would satisfy
this test requirement.
    b. Control Dynamics Evaluation. The dynamic properties of
control systems are often stated in terms of frequency, damping and
a number of other classical measurements. In order to establish a
consistent means of validating test results for FFS control loading,
criteria are needed that will clearly define the measurement
interpretation and the applied tolerances. Criteria are needed for
underdamped, critically damped and overdamped systems. In the case
of an underdamped system with very light damping, the system may be
quantified in terms of frequency and damping. In critically damped
or overdamped systems, the frequency and damping are not readily
measured from a response time history. Therefore, the following
suggested measurements may be used:
    (1) For Level C and D simulators. Tests to verify that control
feel dynamics represent the airplane should show that the dynamic
damping cycles (free response of the controls) match those of the
airplane within

specified tolerances. The NSPM recognizes that several different
testing methods may be used to verify the control feel dynamic
response. The NSPM will consider the merits of testing methods based
on reliability and consistency. One acceptable method of evaluating
the response and the tolerance to be applied is described below for
the underdamped and critically damped cases. A sponsor using this
method to comply with the QPS requirements should perform the tests
as follows:
    (a) Underdamped response. Two measurements are required for the
period, the time to first zero crossing (in case a rate limit is
present) and the subsequent frequency of oscillation. It is
necessary to measure cycles on an individual basis in case there are
non-uniform periods in the response. Each period will be
independently compared to the respective period of the airplane
control system and, consequently, will enjoy the full tolerance
specified for that period. The damping tolerance will be applied to
overshoots on an individual basis. Care should be taken when
applying the tolerance to small overshoots since the significance of
such overshoots becomes questionable. Only those overshoots larger
than 5 per cent of the total initial displacement should be
considered. The residual band, labeled T(Ad) on Figure
A2A is 5 percent of the initial displacement amplitude
Ad from the steady state value of the oscillation. Only
oscillations outside the residual band are considered significant.
When comparing FFS data to airplane data, the process should begin
by overlaying or aligning the FFS and airplane steady state values
and then comparing amplitudes of oscillation peaks, the time of the
first zero crossing and individual periods of oscillation. The FFS
should show the same number of significant overshoots to within one
when compared against the airplane data. The procedure for
evaluating the response is illustrated in Figure A2A.
    (b) Critically damped and overdamped response. Due to the nature
of critically damped and overdamped responses (no overshoots), the
time to reach 90 percent of the steady state (neutral point) value
should be the same as the airplane within 10 percent.
Figure A2B illustrates the procedure.
    (c) Special considerations. Control systems that exhibit
characteristics other than classical overdamped or underdamped
responses should meet specified tolerances. In addition, special
consideration should be given to ensure that significant trends are
maintained.
    (2) Tolerances.
    (a) The following table summarizes the tolerances, T, for
underdamped systems, and ``n'' is the sequential period of a full
cycle of oscillation. See Figure A2A of this attachment for an
illustration of the referenced measurements.

T(P0).....................................  10% of P0
T(P1).....................................  20% of P1
T(P2).....................................  30% of P2
T(Pn).....................................  10(n+1)% of Pn
T(An).....................................  10% of A1
T(Ad).....................................  5% of Ad =
                                             residual band
Significant overshoots....................  First overshoot and < plus-
                                             minus>1 subsequent
                                             overshoots

    (b) The following tolerance applies to critically damped and
overdamped systems only. See Figure A2B for an illustration of the
reference measurements:

T(P0).....................................  10% of P0

End Information

-----------------------------------------------------------------------

Begin QPS Requirement

    c. Alternative method for control dynamics evaluation.
    (1) An alternative means for validating control dynamics for
aircraft with hydraulically powered flight controls and artificial
feel systems is by the measurement of control force and rate of
movement. For each axis of pitch, roll, and yaw, the control must be
forced to its maximum extreme position for the following distinct
rates. These tests are conducted under normal flight and ground
conditions.
    (a) Static test--Slowly move the control so that a full sweep is
achieved within 95 to 105 seconds. A full sweep is defined as
movement of the controller from neutral to the stop, usually aft or
right stop, then to the opposite stop, then to the neutral position.
    (b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.
    (c) Fast dynamic test--Achieve a full sweep within 3-5 seconds.

    Note: Dynamic sweeps may be limited to forces not exceeding 100
lbs. (44.5 daN).

    (d) Tolerances
    (i) Static test; see Table A2A, Full Flight Simulator (FFS)
Objective Tests, Items 2.a.1., 2.a.2., and 2.a.3.
    (ii) Dynamic test 2 lbs (0.9 daN) or 10%
on dynamic increment above static test.

End QPS Requirement

-----------------------------------------------------------------------

Begin Information

    d. The FAA is open to alternative means such as the one
described above. The alternatives should be justified and
appropriate to the application. For example, the method described
here may not apply to all manufacturers'' systems and certainly not
to aircraft with reversible control systems. Each case is considered
on its own merit on an ad hoc basis. If the FAA finds that
alternative methods do not result in satisfactory performance, more
conventionally accepted methods will have to be used.
BILLING CODE 4910-13-P

[GRAPHIC] [TIFF OMITTED] TP22OC07.000

[GRAPHIC] [TIFF OMITTED] TP22OC07.001

BILLING CODE 4910-13-C

5. Ground Effect

    a. For an FFS to be used for take-off and landing (not
applicable to Level A simulators in that the landing maneuver may
not be credited in a Level A simulator) it should reproduce the
aerodynamic changes that occur in ground effect. The parameters
chosen for FFS validation should indicate these changes.

    (1) A dedicated test should be provided that will validate the
aerodynamic ground effect characteristics.
    (2) The organization performing the flight tests may select
appropriate test methods and procedures to validate ground effect.
However, the flight tests should be performed with enough duration
near the ground to sufficiently validate the ground-effect model.
    b. The NSPM will consider the merits of testing methods based on
reliability and consistency. Acceptable methods of validating ground
effect are described below. If other methods are proposed, rationale
should be provided to conclude that the tests performed validate the
ground-effect model. A sponsor using the methods described below to
comply with the QPS requirements should perform the tests as
follows:
    (1) Level fly-bys. The level fly-bys should be conducted at a
minimum of three altitudes within the ground effect, including one
at no more than 10% of the wingspan above the ground, one each at
approximately 30% and 50% of the wingspan where height refers to
main gear tire above the ground. In addition, one level-flight trim
condition should be conducted out of ground effect (e.g., at 150% of
wingspan).
    (2) Shallow approach landing. The shallow approach landing
should be performed at a glide slope of approximately one degree
with negligible pilot activity until flare.
    c. The lateral-directional characteristics are also altered by
ground effect. For example, because of changes in lift, roll damping
is affected. The change in roll damping will affect other dynamic
modes usually evaluated for FFS validation. In fact, Dutch roll
dynamics, spiral stability, and roll-rate for a given lateral
control input are altered by ground effect. Steady heading sideslips
will also be affected. These effects should be accounted for in the
FFS modeling. Several tests such as crosswind landing, one engine
inoperative landing, and engine failure on take-off serve to
validate lateral-directional ground effect since portions of these
tests are accomplished as the aircraft is descending through heights
above the runway at which ground effect is an important factor.

6. Motion System

    a. General.
    (1) Pilots use continuous information signals to regulate the
state of the airplane. In concert with the instruments and outside-
world visual information, whole-body motion feedback is essential in
assisting the pilot to control the airplane dynamics, particularly
in the presence of external disturbances. The motion system should
meet basic objective performance criteria, and should be
subjectively tuned at the pilot's seat position to represent the
linear and angular accelerations of the airplane during a prescribed
minimum set of maneuvers and conditions. The response of the motion
cueing system should also be repeatable.
    (2) The Motion System tests in Section 3 of Table A2A are
intended to qualify the FFS motion cueing system from a mechanical
performance standpoint. Additionally, the list of motion effects
provides a representative sample of dynamic conditions that should
be present in the flight simulator. An additional list of
representative, training-critical maneuvers, selected from Section 1
(Performance tests), and Section 2 (Handling Qualities tests), in
Table A2A, that should be recorded during initial qualification (but
without tolerance) to indicate the flight simulator motion cueing
performance signature have been identified (reference Section 3.e).
These tests are intended to help improve the overall standard of FFS
motion cueing.
    b. Motion System Checks. The intent of test 3a, Frequency
Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as
described in the Table of Objective Tests, is to demonstrate the
performance of the motion system hardware, and to check the
integrity of the motion set-up with regard to calibration and wear.
These tests are independent of the motion cueing software and should
be considered robotic tests.
    c. Motion System Repeatability. The intent of this test is to
ensure that the motion system software and motion system hardware
have not degraded or changed over time. This diagnostic test should
be completed during continuing qualification checks in lieu of the
robotic tests. This will allow an improved ability to determine
changes in the software or determine degradation in the hardware.
The following information delineates the methodology that should be
used for this test.
    (1) Input: The inputs should be such that rotational
accelerations, rotational rates, and linear accelerations are
inserted before the transfer from airplane center of gravity to
pilot reference point with a minimum amplitude of 5 deg/sec/sec, 10
deg/sec and 0.3 g, respectively, to provide adequate analysis of the
output.
    (2) Recommended output:
    (a) Actual platform linear accelerations; the output will
comprise accelerations due to both the linear and rotational motion
acceleration;
    (b) Motion actuators position.
    d. Motion Cueing Performance Signature.
    (1) Background. The intent of this test is to provide
quantitative time history records of motion system response to a
selected set of automated QTG maneuvers during initial
qualification. This is not intended to be a comparison of the motion
platform accelerations against the flight test recorded
accelerations (i.e., not to be compared against airplane cueing). If
there is a modification to the initially qualified motion software
or motion hardware (e.g., motion washout filter, simulator payload
change greater than 10%) then a new baseline may need to be
established.
    (2) Test Selection. The conditions identified in Section 3.e. in
Table A2A are those maneuvers where motion cueing is the most
discernible. They are general tests applicable to all types of
airplanes and should be completed for motion cueing performance
signature at any time acceptable to the NSPM prior to or during the
initial qualification evaluation, and the results included in the
MQTG.
    (3) Priority. Motion system should be designed with the intent
of placing greater importance on those maneuvers that directly
influence pilot perception and control of the airplane motions. For
the maneuvers identified in section 3.e. in Table A2A, the flight
simulator motion cueing system should have a high tilt co-ordination
gain, high rotational gain, and high correlation with respect to the
airplane simulation model.
    (4) Data Recording. The minimum list of parameters provided
should allow for the determination of the flight simulator's motion
cueing performance signature for the initial qualification
evaluation. The following parameters are recommended as being
acceptable to perform such a function:
    (a) Flight model acceleration and rotational rate commands at
the pilot reference point;
    (b) Motion actuators position;
    (c) Actual platform position;
    (d) Actual platform acceleration at pilot reference point.
    e. Motion Vibrations.
    (1) Presentation of results. The characteristic motion
vibrations may be used to verify that the flight simulator can
reproduce the frequency content of the airplane when flown in
specific conditions. The test results should be presented as a Power
Spectral Density (PSD) plot with frequencies on the horizontal axis
and amplitude on the vertical axis. The airplane data and flight
simulator data should be presented in the same format with the same
scaling. The algorithms used for generating the flight simulator
data should be the same as those used for the airplane data. If they
are not the same then the algorithms used for the flight simulator
data should be proven to be sufficiently comparable. As a minimum,
the results along the dominant axes should be presented and a
rationale for not presenting the other axes should be provided.
    (2) Interpretation of results. The overall trend of the PSD plot
should be considered while focusing on the dominant frequencies.
Less emphasis should be placed on the differences at the high
frequency and low amplitude portions of the PSD plot. During the
analysis, certain structural components of the flight simulator have
resonant frequencies that are filtered and may not appear in the PSD
plot. If filtering is required, the notch filter bandwidth should be
limited to 1 Hz to ensure that the buffet feel is not adversely
affected. In addition, a rationale should be provided to explain
that the characteristic motion vibration is not being adversely
affected by the filtering. The amplitude should match airplane data
as described below. However, if the PSD plot was altered for
subjective reasons, a rationale should be provided to justify the
change. If the plot is on a logarithmic scale, it may be difficult
to interpret the amplitude of the buffet in terms of acceleration.
For example, a 1x10-3 grams\2\/Hz would describe a heavy
buffet and may be seen in the deep stall regime. Alternatively, a
1x10-6 grams\2\/Hz buffet is almost not perceivable; but
may represent a flap buffet at low speed. The previous two examples
differ in magnitude by 1000. On a PSD plot this represents three
decades (one decade is a change in order of magnitude of 10; and two
decades is a change in order of magnitude of 100).

7. Sound System

    a. General. The total sound environment in the airplane is very
complex, and changes

with atmospheric conditions, airplane configuration, airspeed,
altitude, and power settings. Flight deck sounds are an important
component of the flight deck operational environment and provide
valuable information to the flight crew. These aural cues can either
assist the crew (as an indication of an abnormal situation), or
hinder the crew (as a distraction or nuisance). For effective
training, the flight simulator should provide flight deck sounds
that are perceptible to the pilot during normal and abnormal
operations, and comparable to those of the airplane. The flight
simulator operator should carefully evaluate background noises in
the location where the device will be installed. To demonstrate
compliance with the sound requirements, the objective or validation
tests in this attachment were selected to provide a representative
sample of normal static conditions typically experienced by a pilot.
    b. Alternate propulsion. For FFS with multiple propulsion
configurations, any condition listed in Table A2A of this attachment
should be presented for evaluation as part of the QTG if identified
by the airplane manufacturer or other data supplier as significantly
different due to a change in propulsion system (engine or
propeller).
    c. Data and Data Collection System.
    (1) Information provided to the flight simulator manufacturer
should be presented in the format suggested by the International Air
Transport Association (IATA) ``Flight Simulator Design and
Performance Data Requirements,'' as amended. This information should
contain calibration and frequency response data.
    (2) The system used to perform the tests listed in Table A2A
should comply with the following standards:
    (a) The specifications for octave, half octave, and third octave
band filter sets may be found in American National Standards
Institute (ANSI) S1.11-1986;
    (b) Measurement microphones should be type WS2 or better, as
described in International Electrotechnical Commission (IEC) 1094-4-
1995.
    (3) Headsets. If headsets are used during normal operation of
the airplane they should also be used during the flight simulator
evaluation.
    (4) Playback equipment. Playback equipment and recordings of the
QTG conditions should be provided during initial evaluations.
    (5) Background noise.
    (a) Background noise is the noise in the flight simulator that
is not associated with the airplane, but is caused by the flight
simulator's cooling and hydraulic systems and extraneous noise from
other locations in the building. Background noise can seriously
impact the correct simulation of airplane sounds and should be kept
below the airplane sounds. In some cases, the sound level of the
simulation can be increased to compensate for the background noise.
However, this approach is limited by the specified tolerances and by
the subjective acceptability of the sound environment to the
evaluation pilot.
    (b) The acceptability of the background noise levels is
dependent upon the normal sound levels in the airplane being
represented. Background noise levels that fall below the lines
defined by the following points, may be acceptable:
    (Note: These limits are for unweighted 1/3 octave band sound
levels. Meeting these limits for background noise does not ensure an
acceptable flight simulator. Airplane sounds that fall below this
limit require careful review and may require lower limits on
background noise.)
    (6) Validation testing. Deficiencies in airplane recordings
should be considered when applying the specified tolerances to
ensure that the simulation is representative of the airplane.
Examples of typical deficiencies are:
    (a) Variation of data between tail numbers;
    (b) Frequency response of microphones;
    (c) Repeatability of the measurements.

                       Table A2B.--Example of Recurrent Frequency Response Test Tolerance
----------------------------------------------------------------------------------------------------------------
                                                                      Initial        Recurrent
                      Band center frequency                           results         results        Absolute
                                                                      (dBSPL)         (dBSPL)       difference
----------------------------------------------------------------------------------------------------------------
50..............................................................            75.0            73.8             1.2
63..............................................................            75.9            75.6             0.3
80..............................................................            77.1            76.5             0.6
100.............................................................            78.0            78.3             0.3
125.............................................................            81.9            81.3             0.6
160.............................................................            79.8            80.1             0.3
200.............................................................            83.1            84.9             1.8
250.............................................................            78.6            78.9             0.3
315.............................................................            79.5            78.3             1.2
400.............................................................            80.1            79.5             0.9
500.............................................................            80.7            79.8             0.9
630.............................................................            81.9            80.4             1.5
800.............................................................            73.2            74.1             0.9
1000............................................................            79.2            80.1             0.9
1250............................................................            80.7            82.8             2.1
1600............................................................            81.6            78.6             3.0
2000............................................................            76.2            74.4             1.8
2500............................................................            79.5            80.7             1.2
3150............................................................            80.1            77.1             3.0
4000............................................................            78.9            78.6             0.3
5000............................................................            80.1            77.1             3.0
6300............................................................            80.7            80.4             0.3
8000............................................................            84.3            85.5             1.2
10000...........................................................            81.3            79.8             1.5
12500...........................................................            80.7            80.1             0.6
16000...........................................................            71.1            71.1             0.0
                                                                 -----------------------------------------------
    Average.....................................................  ..............             1.1
----------------------------------------------------------------------------------------------------------------

End Information

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8. Additional Information About Flight Simulator Qualification for New
or Derivative Airplanes

    a. Typically, an airplane manufacturer's approved final data for
performance, handling qualities, systems or avionics is not
available until well after a new or derivative airplane has entered
service. However, flight crew training and certification often
begins several months prior to the entry of the first airplane into
service. Consequently, it may be necessary to use preliminary data
provided by the airplane manufacturer for interim qualification of
flight simulators.
    b. In these cases, the NSPM may accept certain partially
validated preliminary airplane and systems data, and early release
(``red label'') avionics data in order to permit the necessary
program schedule for training, certification, and service
introduction.
    c. Simulator sponsors seeking qualification based on preliminary
data should consult the NSPM to make special arrangements for using
preliminary data for flight simulator qualification. The sponsor
should also consult the airplane and flight simulator manufacturers
to develop a data plan and flight simulator qualification plan.
    d. The procedure to be followed to gain NSPM acceptance of
preliminary data will vary from case to case and between airplane
manufacturers. Each airplane manufacturer's new airplane development
and test program is designed to suit the needs of the particular
project and may not contain the same events or sequence of events as
another manufacturer's program, or even the same manufacturer's
program for a different airplane. Therefore, there cannot be a
prescribed invariable procedure for acceptance of preliminary data,
but instead there should be a statement describing the final
sequence of events, data sources, and validation procedures agreed
by the simulator sponsor, the airplane manufacturer, the flight
simulator manufacturer, and the NSPM.

    Note: A description of airplane manufacturer-provided data
needed for flight simulator modeling and validation is to be found
in the IATA Document ``Flight Simulator Design and Performance Data
Requirements,'' as amended.

    e. The preliminary data should be the manufacturer's best
representation of the airplane, with assurance that the final data
will not significantly deviate from the preliminary estimates. Data
derived from these predictive or preliminary techniques should be
validated available sources including, at least, the following:
    (1) Manufacturer's engineering report. The report should explain
the predictive method used and illustrate past success of the method
on similar projects. For example, the manufacturer could show the
application of the method to an earlier airplane model or predict
the characteristics of an earlier model and compare the results to
final data for that model.
    (2) Early flight test results. This data is often derived from
airplane certification tests, and should be used to maximum
advantage for early flight simulator validation. Certain critical
tests that would normally be done early in the airplane
certification program should be included to validate essential pilot
training and certification maneuvers. These include cases where a
pilot is expected to cope with an airplane failure mode or an engine
failure. Flight test data that will be available early in the flight
test program will depend on the airplane manufacturer's flight test
program design and may not be the same in each case. The flight test
program of the airplane manufacturer should include provisions for
generation of very early flight test results for flight simulator
validation.
    f. The use of preliminary data is not indefinite. The airplane
manufacturer's final data should be available within 12 months after
the airplane's first entry into service or as agreed by the NSPM,
the simulator sponsor, and the airplane manufacturer. When applying
for interim qualification using preliminary data, the simulator
sponsor and the NSPM should agree on the update program. This
includes specifying that the final data update will be installed in
the flight simulator within a period of 12 months following the
final data release, unless special conditions exist and a different
schedule is acceptable. The flight simulator performance and
handling validation would then be based on data derived from flight
tests. Initial airplane systems data should be updated after
engineering tests. Final airplane systems data should also be used
for flight simulator programming and validation.
    g. Flight simulator avionics should stay essentially in step
with airplane avionics (hardware and software) updates. The
permitted time lapse between airplane and flight simulator updates
should be minimal. It may depend on the magnitude of the update and
whether the QTG and pilot training and certification are affected.
Differences in airplane and flight simulator avionics versions and
the resulting effects on flight simulator qualification should be
agreed between the simulator sponsor and the NSPM. Consultation with
the flight simulator manufacturer is desirable throughout the
qualification process.
    h. The following describes an example of the design data and
sources that might be used in the development of an interim
qualification plan.
    (1) The plan should consist of the development of a QTG based
upon a mix of flight test and engineering simulation data. For data
collected from specific airplane flight tests or other flights, the
required design model or data changes necessary to support an
acceptable Proof of Match (POM) should be generated by the airplane
manufacturer.
    (2) For proper validation of the two sets of data, the airplane
manufacturer should compare their simulation model responses against
the flight test data, when driven by the same control inputs and
subjected to the same atmospheric conditions as recorded in the
flight test. The model responses should result from a simulation
where the following systems are run in an integrated fashion and are
consistent with the design data released to the flight simulator
manufacturer:
    (a) Propulsion
    (b) Aerodynamics;
    (c) Mass properties;
    (d) Flight controls;
    (e) Stability augmentation; and
    (f) Brakes/landing gear.
    i. A qualified test pilot should be used to assess handling
qualities and performance evaluations for the qualification of
flight simulators of new airplane types.

End Information

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Begin QPS Requirement

9. Engineering Simulator--Validation Data

    a. When a fully validated simulation (i.e., validated with
flight test results) is modified due to changes to the simulated
airplane configuration, the airplane manufacturer or other
acceptable data supplier must coordinate with the NSPM to supply
validation data from an ``audited'' engineering simulator/simulation
to selectively supplement flight test data. The NSPM must be
provided an opportunity to audit the use of the engineering
simulation or the engineering simulator during the acquisition of
the data that will be used as validation data. Audited data may be
used for changes that are incremental in nature. Manufacturers or
other data suppliers should be able to demonstrate that the
predicted changes in aircraft performance are based on acceptable
aeronautical principles with proven success history and valid
outcomes. This should include comparisons of predicted and flight
test validated data.
    b. Airplane manufacturers or other acceptable data suppliers
seeking to use an engineering simulator for simulation validation
data as an alternative to flight-test derived validation data, must
contact the NSPM and provide the following:
    (1) A description of the proposed aircraft changes, a
description of the proposed simulation model changes, and the use of
an integral configuration management process, including an audit of
the actual simulation model modifications that includes a step-by-
step description leading from the original model(s) to the current
model(s).
    (2) A schedule for review by the NSPM of the proposed plan and
the subsequent validation data to establish acceptability of the
proposal.
    (3) Information that demonstrates an ability to qualify the FFS
in which this data is to be used in accordance with the criteria
contained in Sec.  60.15.
    c. To be qualified to supply engineering simulator validation
data, for aerodynamic, engine, flight control, or ground handling
models, an airplane manufacturer or other acceptable data supplier
must:
    (1) Be able to verify their ability to:
    (a) Develop and implement high fidelity simulation models; and
    (b) Predict the handling and performance characteristics of an
airplane with sufficient accuracy to avoid additional flight test
activities for those handling and performance characteristics.
    (2) Have an engineering simulator that:
    (a) Is a physical entity, complete with a flight deck
representative of the simulated class of airplane;

    (b) Has controls sufficient for manual flight;
    (c) Has models that run in an integrated manner;
    (d) Has fully flight-test validated simulation models as the
original or baseline simulation models;
    (e) Has an out-of-the-flight deck visual system;
    (f) Has actual avionics boxes interchangeable with the
equivalent software simulations to support validation of released
software;
    (g) Uses the same models as released to the training community
(which are also used to produce stand-alone proof-of-match and
checkout documents);
    (h) Is used to support airplane development and certification;
and
    (i) Has been found to be a high fidelity representation of the
airplane by the manufacturer's pilots (or other acceptable data
supplier), certificate holders, and the NSPM.
    (3) Use the engineering simulator to produce a representative
set of integrated proof-of-match cases.
    (4) Use a configuration control system covering hardware and
software for the operating components of the engineering simulator.
    (5) Demonstrate that the predicted effects of the change(s) are
within the provisions of subparagraph ``a'' of this section, and
confirm that additional flight test data are not required.
    d. Additional Requirements for Validation Data
    (1) When used to provide validation data, an engineering
simulator must meet the simulator standards currently applicable to
training simulators except for the data package.
    (2) The data package used should be:
    (a) Comprised of the engineering predictions derived from the
airplane design, development, or certification process;
    (b) Based on acceptable aeronautical principles with proven
success history and valid outcomes for aerodynamics, engine
operations, avionics operations, flight control applications, or
ground handling;
    (c) Verified with existing flight-test data; and
    (d) Applicable to the configuration of a production airplane, as
opposed to a flight-test airplane.
    (3) Where engineering simulator data are used as part of a QTG,
an essential match must exist between the training simulator and the
validation data.
    (4) Training flight simulator(s) using these baseline and
modified simulation models must be qualified to at least
internationally recognized standards, such as contained in the ICAO
Document 9625, the ``Manual of Criteria for the Qualification of
Flight Simulators.''

End QPS Requirement

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10. [Reserved]

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Begin QPS Requirement

11. Validation Test Tolerances

    a. Non-Flight-Test Tolerances
    (1) If engineering simulator data or other non-flight-test data
are used as an allowable form of reference validation data for the
objective tests listed in Table A2A of this attachment, the data
provider must supply a well-documented mathematical model and
testing procedure that enables a replication of the engineering
simulation results within 20% of the corresponding flight test
tolerances.

End QPS Requirement

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Begin Information

    b. Background
    (1) The tolerances listed in Table A2A of this attachment are
designed to measure the quality of the match using flight-test data
as a reference.
    (2) Good engineering judgment should be applied to all
tolerances in any test. A test is failed when the results fall
outside of the prescribed tolerance(s).
    (3) Engineering simulator data are acceptable because the same
simulation models used to produce the reference data are also used
to test the flight training simulator (i.e., the two sets of results
should be ``essentially'' similar).
    (4) The results from the two sources may differ for the
following reasons:
    (a) Hardware (avionics units and flight controls);
    (b) Iteration rates;
    (c) Execution order;
    (d) Integration methods;
    (e) Processor architecture;
    (f) Digital drift, including:
    (i) Interpolation methods;
    (ii) Data handling differences; and
    (iii) Auto-test trim tolerances.
    (5) Any differences must be within 20% of the flight test
tolerances. The reasons for any differences, other than those listed
above, should be explained.
    (6) Guidelines are needed for the application of tolerances to
engineering-simulator-generated validation data because:
    (a) Flight-test data are often not available due to sound
technical reasons;
    (b) Alternative technical solutions are being advanced; and
    (c) High costs.

12. Validation Data Roadmap.

    a. Airplane manufacturers or other data suppliers should supply
a validation data roadmap (VDR) document as part of the data
package. A VDR document contains guidance material from the airplane
validation data supplier recommending the best possible sources of
data to be used as validation data in the QTG. A VDR is of special
value when requesting interim qualification, qualification of
simulators for airplanes certificated prior to 1992, and
qualification of alternate engine or avionics fits. A sponsor
seeking to have a device qualified in accordance with the standards
contained in this QPS appendix should submit a VDR to the NSPM as
early as possible in the planning stages. The NSPM is the final
authority to approve the data to be used as validation material for
the QTG. The NSPM and the Joint Aviation Authorities' Synthetic
Training Devices Advisory Board have committed to maintain a list of
agreed VDRs.
    b. The VDR should identify (in matrix format) sources of data
for all required tests. It should also provide guidance regarding
the validity of these data for a specific engine type, thrust rating
configuration, and the revision levels of all avionics affecting
airplane handling qualities and performance. The VDR should include
rationale or explanation in cases where data or parameters are
missing, engineering simulation data are to be used, flight test
methods require explanation, or there is any deviation from data
requirements. Additionally, the document should refer to other
appropriate sources of validation data (e.g., sound and vibration
data documents).
    c. The VDR table shown in Table A2C depicts a generic roadmap
matrix identifying sources of validation data for an abbreviated
list of tests. A complete matrix should address all test conditions.
    d. Two examples of rationale pages are presented in Appendix F
of the IATA ``Flight Simulator Design and Performance Data
Requirements.'' These illustrate the type of airplane and avionics
configuration information and descriptive engineering rationale used
to describe data anomalies, provide alternative data, or provide an
acceptable basis for obtaining deviations from QTG validation
requirements.

End Information

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BILLING CODE 4910-13-P

[GRAPHIC] [TIFF OMITTED] TP22OC07.002

BILLING CODE 4910-13-C
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Begin Information

13. Acceptance Guidelines for Alternative Engines Data

    a. Background
    (1) For a new airplane type, the majority of flight validation
data are collected on the first airplane configuration with a
``baseline'' engine type. These data are then used to validate all
flight simulators representing that airplane type.
    (2) Additional flight test validation data may be needed for
flight simulators representing an airplane with engines of a
different type than the baseline, or for engines with thrust rating
that is different from previously validated configurations.
    (3) When a flight simulator with alternate engines is to be
qualified, the QTG should contain tests against flight test
validation data for selected cases where engine differences are
expected to be significant.
    b. Approval Guidelines for Validating Alternate Engine
Applications.
    (1) The following guidelines apply to flight simulators
representing airplanes with alternate engine applications or with
more than one engine type or thrust rating.
    (2) Validation tests can be segmented into two groups, those
that are dependent on engine type or thrust rating and those that
are not.
    (3) For tests that are independent of engine type or thrust
rating, the QTG can be based on validation data from any engine
application. Tests in this category should be designated as
independent of engine type or thrust rating.
    (4) For tests that are affected by engine type, the QTG should
contain selected engine-specific flight test data sufficient to
validate that particular airplane-engine configuration. These
effects may be due to engine dynamic characteristics, thrust levels
or engine-related airplane configuration changes. This category is
primarily characterized by variations between different engine
manufacturers' products, but also includes differences due to
significant engine design changes from a previously flight-validated
configuration within a single engine type. See Table A2D, Alternate
Engine Validation Flight Tests in this section for a list of
acceptable tests.
    (5) The validation data should be based on flight test data,
except where other data are specifically allowed. If certification
of the flight characteristics of the airplane with a new thrust
rating (regardless of percentage change) does require certification
flight testing with a comprehensive stability and control flight
instrumentation package, then the conditions described in Table A2D
in this section should be obtained from flight testing and presented
in the QTG. Flight test data, other than throttle calibration data,
are not required if the new thrust rating is certified on the
airplane without need for a comprehensive stability and control
flight instrumentation package.
    (6) As a supplement to the engine-specific flight tests listed
in Table A2D and baseline engine-independent tests, additional
engine-specific engineering validation data should be provided in
the QTG, as appropriate, to facilitate running the entire QTG with
the alternate engine configuration. The sponsor and the NSPM should
agree in advance on the specific validation tests to be supported by
engineering simulation data.
    (7) A matrix or VDR should be provided with the QTG indicating
the appropriate validation data source for each test.
    (8) The flight test conditions in Table A2D are appropriate and
should be sufficient to validate implementation of alternate engines
in a flight simulator.

End Information

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Begin QPS Requirement

    c. Test Requirements
    (1) The QTG must contain selected engine-specific flight test
data sufficient to validate the alternative thrust level when:
    (a) the engine type is the same, but the thrust rating exceeds
that of a previously flight-test validated configuration by five
percent (5%) or more; or
    (b) the engine type is the same, but the thrust rating is less
than the lowest previously flight-test validated rating by fifteen
percent (15%) or more.
    (2) Flight test data is not required if the thrust increase is
greater than 5%, but flight tests have confirmed that the thrust
increase does not change the airplane's flight characteristics.
    (3) Throttle calibration data (i.e., commanded power setting
parameter versus throttle position) must be provided to validate all
alternate engine types and engine thrust ratings that are higher or
lower than a previously validated engine. Data from a test airplane
or engineering test bench with the correct engine controller (both
hardware and software) are required.

End QPS Requirement

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Begin QPS Requirement

                             Table A2D.--Alternative Engine Validation Flight Tests
----------------------------------------------------------------------------------------------------------------
                                                                                Alternative
                Test Number                           Test description            Alternative     thrust rating
                                                                                engine type          \2\
----------------------------------------------------------------------------------------------------------------
1.b.1., 1.b.4..............................  Normal take-off/ground                          X                X
                                              acceleration time and distance.
1.b.2......................................  Vmcg, if performed for airplane                 X                X
                                              certification.
1.b.5......................................  Engine-out take-off..............
1.b.8......................................  Dynamic engine failure after take-
                                              off.
                                             Either test may be performed.....               X
1.b.7......................................  Rejected take-off if performed                  X
                                              for airplane certification.
1.d.1......................................  Cruise performance...............               X
1.f.1., 1.f.2..............................  Engine acceleration and                         X                X
                                              deceleration.
2.a.7......................................  Throttle calibration \1\.........               X                X
2.c.1......................................  Power change dynamics                           X                X
                                              (acceleration).
2.d.1......................................  Vmca if performed for airplane                  X                X
                                              certification.
2.d.5......................................  Engine inoperative trim..........               X                X
2.e.1......................................  Normal landing...................               X
----------------------------------------------------------------------------------------------------------------
\1\ Must be provided for all changes in engine type or thrust rating; see paragraph 12.b.(7).
\2\ See paragraphs 12.b.(5) through 12.b.(8), for a definition of applicable thrust ratings.

End QPS Requirement

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Begin Information

14. Acceptance Guidelines for Alternative Avionics (Flight-Related
Computers and Controllers)

    a. Background
    (1) For a new airplane type, the majority of flight validation
data are collected on the first airplane configuration with a
``baseline'' flight-related avionics ship-set; (see subparagraph
b.(2) in this paragraph). These data are then used to validate all
flight simulators representing that airplane type.
    (2) Additional validation data may be required for flight
simulators representing an airplane with avionics of a different
hardware design than the baseline, or a different software revision
than previously validated configurations.
    (3) When a flight simulator with additional or alternate
avionics configurations is to be qualified, the QTG should contain
tests against validation data for selected cases where avionics
differences are expected to be significant.

    b. Approval Guidelines for Validating Alternate Avionics
    (1) The following guidelines apply to flight simulators
representing airplanes with a revised avionics configuration, or
more than one avionics configuration.
    (2) The baseline validation data should be based on flight test
data, except where other data are specifically allowed (e.g.,
engineering flight simulator data).
    (3) The airplane avionics can be segmented into two groups,
systems or components whose functional behavior contributes to the
aircraft response presented in the QTG results, and systems that do
not. The following avionics are examples of contributory systems for
which hardware design changes or software revisions may lead to
significant differences in the aircraft response relative to the
baseline avionics configuration: flight control computers and
controllers for engines, autopilot, braking system, nose wheel
steering system, and high lift system. Related avionics such as
stall warning and augmentation systems should also be considered.
    (4) The acceptability of validation data used in the QTG for an
alternative avionics fit should be determined as follows:
    (a) For changes to an avionics system or component that do not
affect QTG validation test response, the QTG test can be based on
validation data from the previously validated avionics
configuration.
    (b) For an avionics change to a contributory system, where a
specific test is not affected by the change (e.g., the avionics
change is a Built In Test Equipment (BITE) update or a modification
in a different flight phase), the QTG test can be based on
validation data from the previously-validated avionics
configuration. The QTG should include authoritative justification
(e.g., from the airplane manufacturer or system supplier) that this
avionics change does not affect the test.
    (c) For an avionics change to a contributory system, the QTG may
be based on validation data from the previously-validated avionics
configuration if no new functionality is added and the impact of the
avionics change on the airplane response is based on acceptable
aeronautical principles with proven success history and valid
outcomes. This should be supplemented with avionics-specific
validation data from the airplane manufacturer's engineering
simulation, generated with the revised avionics configuration. The
QTG should also include an explanation of the nature of the change
and its effect on the airplane response.
    (d) For an avionics change to a contributory system that
significantly affects some tests in the QTG or where new
functionality is added, the QTG should be based on validation data
from the previously validated avionics configuration and
supplemental avionics-specific flight test data sufficient to
validate the alternate avionics revision. Additional flight test
validation data may not be needed if the avionics changes were
certified without the need for testing with a comprehensive flight
instrumentation package. The airplane manufacturer should coordinate
flight simulator data requirements, in advance with the NSPM.
    (5) A matrix or ``roadmap'' should be provided with the QTG
indicating the appropriate validation data source for each test. The
roadmap should include identification of the revision state of those
contributory avionics systems that could affect specific test
responses if changed.

15. Transport Delay Testing

    a. This paragraph explains how to determine the introduced
transport delay through the flight simulator system so that it does
not exceed a specific time delay. The transport delay should be
measured from control inputs through the interface, through each of
the host computer modules and back through the interface to motion,
flight instrument, and visual systems. The transport delay should
not exceed the maximum allowable interval.
    b. Four specific examples of transport delay are:
    (1) Simulation of classic non-computer controlled airplanes;
    (2) Simulation of computer controlled airplanes using real
airplane black boxes;
    (3) Simulation of computer controlled airplanes using software
emulation of airplane boxes;
    (4) Simulation using software avionics or re-hosted instruments.
    c. Figure A2C illustrates the total transport delay for a non-
computer-controlled airplane or the classic transport delay test.
Since there are no airplane-induced delays for this case, the total
transport delay is equivalent to the introduced delay.
    d. Figure A2D illustrates the transport delay testing method
using the real airplane controller system.
    e. To obtain the induced transport delay for the motion,
instrument and visual signal, the delay induced by the airplane
controller should be subtracted from the total transport delay. This
difference represents the introduced delay and should not exceed the
standards prescribed in Table A1A.
    f. Introduced transport delay is measured from the flight deck
control input to the reaction of the instruments and motion and
visual systems (See Figure A2C).
    g. The control input may also be introduced after the airplane
controller system and the introduced transport delay measured
directly from the control input to the reaction of the instruments,
and simulator motion and visual systems (See Figure A2D).
    h. Figure A2E illustrates the transport delay testing method
used on a flight simulator that uses a software emulated airplane
controller system.
    i. It is not possible to measure the introduced transport delay
using the simulated airplane controller system architecture for the
pitch, roll and yaw axes. Therefore, the signal should be measured
directly from the pilot controller. The flight simulator
manufacturer should measure the total transport delay and subtract
the inherent delay of the actual airplane components because the
real airplane controller system has an inherent delay provided by
the airplane manufacturer. The flight simulator manufacturer should
ensure that the introduced delay does not exceed the standards
prescribed in Table A1A.
    j. Special measurements for instrument signals for flight
simulators using a real airplane instrument display system instead
of a simulated or re-hosted display. For flight instrument systems,
the total transport delay should be measured and the inherent delay
of the actual airplane components subtracted to ensure that the
introduced delay does not exceed the standards prescribed in Table
A1A.
    (1) Figure A2FA illustrates the transport delay procedure
without airplane display simulation. The introduced delay consists
of the delay between the control movement and the instrument change
on the data bus.
    (2) Figure A2FB illustrates the modified testing method required
to measure introduced delay due to software avionics or re-hosted
instruments. The total simulated instrument transport delay is
measured and the airplane delay should be subtracted from this
total. This difference represents the introduced delay and should
not exceed the standards prescribed in Table A1A. The inherent delay
of the airplane between the data bus and the displays is indicated
in figure A2FA. The display manufacturer should provide this delay
time.
    k. Recorded signals. The signals recorded to conduct the
transport delay calculations should be explained on a schematic
block diagram. The flight simulator manufacturer should also provide
an explanation of why each signal was selected and how they relate
to the above descriptions.
    l. Interpretation of results. Flight simulator results vary over
time from test to test due to ``sampling uncertainty.'' All flight
simulators run at a specific rate where all modules are executed
sequentially in the host computer. The flight controls input can
occur at any time in the iteration, but these data will not be
processed before the start of the new iteration. For example, a
flight simulator running at 60 Hz may have a difference of as much
as 16.67 msec between test results. This does not mean that the test
has failed. Instead, the difference is attributed to variations in
input processing. In some conditions, the host simulator and the
visual system do not run at the same iteration rate, so the output
of the host computer to the visual system will not always be
synchronized.
    m. The transport delay test should account for both daylight and
night modes of operation of the visual system. In both cases, the
tolerances prescribed in Table A1A must be met and the motion
response should occur before the end of the first video scan
containing new information.

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16. Continuing Qualification Evaluations--Validation Test Data
Presentation

    a. Background
    (1) The MQTG is created during the initial evaluation of a
flight simulator. This is the master document, as amended, to which
flight simulator continuing qualification evaluation test results
are compared.
    (2) The currently accepted method of presenting continuing
qualification evaluation test results is to provide flight simulator
results over-plotted with reference data. Test results are carefully
reviewed to determine if the test is within the specified
tolerances. This can be a time consuming process, particularly when
reference data exhibits rapid variations or an apparent anomaly
requiring engineering judgment in the application of the tolerances.
In these cases, the solution is to compare the results to the MQTG.
The ontinuing qualification results are compared to the results in
the MQTG for acceptance. The flight simulator operator and the NSPM
should look for any change in the flight simulator performance since
initial qualification.
    b. Continuing Qualification Evaluation Test Results Presentation
    (1) Flight simulator operators are encouraged to over-plot
continuing qualification validation test results with MQTG flight
simulator results recorded during the initial evaluation and as
amended. Any change in a validation test will be readily apparent.
In addition to plotting continuing qualification validation test and
MQTG results, operators may elect to plot reference data as well.
    (2) There are no suggested tolerances between flight simulator
continuing qualification and MQTG validation test results.
Investigation of any discrepancy between the MQTG and continuing

qualification flight simulator performance is left to the discretion
of the flight simulator operator and the NSPM.
    (3) Differences between the two sets of results, other than
variations attributable to repeatability issues that cannot be
explained, should be investigated.
    (4) The flight simulator should retain the ability to over-plot
both automatic and manual validation test results with reference
data.

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Begin QPS Requirements

17. Alternative Data Sources, Procedures, and Instrumentation: Level A
and Level B Simulators Only

    a. Sponsors are not required to use the alternative data
sources, procedures, and instrumentation. However, any sponsor
choosing to use alternative sources must comply with the
requirements in Table A2E.

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    b. It has become standard practice for experienced simulator
manufacturers to use modeling techniques to establish data bases for
new simulator configurations while awaiting the availability of
actual flight test data. The data generated from the aerodynamic
modeling techniques is then compared to the flight test data when it
becomes available. The results of such comparisons have become
increasingly consistent, indicating that these techniques, applied
with the appropriate experience, are dependable and accurate for the
development of aerodynamic models for use in Level A and Level B
simulators.
    c. Based on this history of successful comparisons, the NSPM has
concluded that those who are experienced in the development of
aerodynamic models may use modeling techniques to alter the method
for acquiring flight test data for Level A or Level B simulators.
    d. The information in Table A2E (Alternative Data Sources,
Procedures, and Instrumentation) is presented to describe an
acceptable alternative to data sources for simulator modeling and
validation and an acceptable alternative to the procedures and
instrumentation traditionally used to gather such modeling and
validation data.
    (1) Alternative data sources that may be used for part or all of
a data requirement are the Airplane Maintenance Manual, the Airplane
Flight Manual (AFM), Airplane Design Data, the Type Inspection
Report (TIR), Certification Data or acceptable supplemental flight
test data.
    (2) The sponsor should coordinate with the NSPM prior to using
alternative data sources in a flight test or data gathering effort.
    e. The NSPM position regarding the use of these alternative data
sources, procedures, and instrumentation is based on the following
presumptions:
    (1) Data gathered through the alternative means does not require
angle of attack (AOA) measurements or control surface position
measurements for any flight test. However, AOA can be sufficiently
derived if the flight test program ensures the collection of
acceptable level, unaccelerated, trimmed flight data. All of the
simulator time history tests that begin in level, unaccelerated, and
trimmed flight, including the three basic trim tests and ``fly-by''
trims, can be a successful validation of angle of attack by
comparison with flight test pitch angle. (Note: Due to the
criticality of angle of attack in the development of the ground
effects model, particularly critical for normal landings and
landings involving cross-control input applicable to Level B
simulators, stable ``fly-by'' trim data will be the acceptable norm
for normal and cross-control input landing objective data for these
applications.)
    (2) The use of a rigorously defined and fully mature simulation
controls system model that includes accurate gearing and cable
stretch characteristics (where applicable), determined from actual
aircraft measurements. Such a model does not require control surface
position measurements in the flight test objective data in these
limited applications.
    f. The sponsor is urged to contact the NSPM for clarification of
any issue regarding airplanes with reversible control systems. Table
A2E is not applicable to Computer Controlled Aircraft full flight
simulators.
    g. Utilization of these alternate data sources, procedures, and
instrumentation (Table A2E) does not relieve the sponsor from
compliance with the balance of the information contained in this
document relative to Level A or Level B FFSs.
    h. The term ``inertial measurement system'' is used in the
following table to include the use of a functional global
positioning system (GPS).
    i. Synchronized video for the use of alternative data sources,
procedures, and instrumentation should have:
    (1) Sufficient resolution to allow magnification of the display
to make appropriate measurement and comparisons; and
    (2) Sufficient size and incremental marking to allow similar
measurement and comparison. The detail provided by the video should
provide sufficient clarity and accuracy to measure the necessary
parameter(s) to at least \1/2\ of the tolerance authorized for the
specific test being conducted and allow an integration of the
parameter(s) in question to obtain a rate of change.

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                      Table A2E.--Alternative Data Sources, Procedures, and Instrumentation
                                             <<>>
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       Table of objective tests            Sim level       Alternative data sources,
--------------------------------------------------------        procedures, and            Notes and reminders
   Test reference number and title        A        B            instrumentation
----------------------------------------------------------------------------------------------------------------
The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A
 are not used.
----------------------------------------------------------------------------------------------------------------
1.a.1. Performance. Taxi. Minimum           X        X   TIR, AFM, or Design data may   ........................
 Radius turn.                                             be used.
----------------------------------------------------------------------------------------------------------------
1.a.2. Performance. Taxi Rate of Turn                X   Data may be acquired by using  A single procedure may
 vs. Nosewheel Steering Angle.                            a constant tiller position,    not be adequate for all
                                                          measured with a protractor     airplane steering
                                                          or full rudder pedal           systems, therefore
                                                          application for steady state   appropriate measurement
                                                          turn, and synchronized video   procedures must be
                                                          of heading indicator. If       devised and proposed
                                                          less than full rudder pedal    for NSPM concurrence.
                                                          is used, pedal position must
                                                          be recorded.
1.b.1. Performance. Takeoff. Ground         X        X   Preliminary certification      ........................
 Acceleration Time and Distance.                          data may be used. Data may
                                                          be acquired by using a stop
                                                          watch, calibrated airspeed,
                                                          and runway markers during a
                                                          takeoff with power set
                                                          before brake release. Power
                                                          settings may be hand
                                                          recorded. If an inertial
                                                          measurement system is
                                                          installed, speed and
                                                          distance may be derived from
                                                          acceleration measurements.

1.b.2. Performance. Takeoff. Minimum        X        X   Data may be acquired by using  Rapid throttle
 Control Speed-ground (Vmcg) using                        an inertial measurement        reductions at speeds
 aerodynamic controls only (per                           system and a synchronized      near Vmcg may be used
 applicable airworthiness standard)                       video of calibrated airplane   while recording
 or low speed, engine inoperative                         instruments and force/         appropriate parameters.
 ground control characteristics.                          position measurements of       The nose wheel must be
                                                          flight deck controls.          free to caster, or
                                                                                equivalently freed of
                                                                                sideforce generation.
1.b.3. Performance. Takeoff. Minimum        X        X   Data may be acquired by using  ........................
 Unstick Speed (Vmu) or equivalent                        an inertial measurement
 test to demonstrate early rotation                       system and a synchronized
 takeoff characteristics.                                 video of calibrated airplane
                                                          instruments and the force/
                                                          position measurements of
                                                          flight deck controls.
1.b.4. Performance. Takeoff. Normal         X        X   Data may be acquired by using  ........................
 Takeoff.                                                 an inertial measurement
                                                          system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls. AOA
                                                          can be calculated from pitch
                                                          attitude and flight path.
1.b.5. Performance. Takeoff. Critical       X        X   Data may be acquired by using  Record airplane dynamic
 Engine Failure during Takeoff.                           an inertial measurement        response to engine
                                                          system and a synchronized      failure and control
                                                          video of calibrated airplane   inputs required to
                                                          instruments and force/         correct flight path.
                                                          position measurements of
                                                          flight deck controls.
1.b.6. Performance. Takeoff.                X        X   Data may be acquired by using  The ``1:7 law'' to 100
 Crosswind Takeoff.                                       an inertial measurement        feet (30 meters) is an
                                                          system and a synchronized      acceptable wind
                                                          video of calibrated airplane   profile.
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
1.b.7. Performance. Takeoff. Rejected       X        X   Data may be acquired with a    ........................
 Takeoff.                                                 synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and distance (e.g., runway
                                                          markers). A stop watch is
                                                          required.
1.c.1. Performance. Climb. Normal           X        X   Data may be acquired with a    ........................
 Climb all engines operating.                             synchronized video of
                                                          calibrated airplane
                                                          instruments and engine power
                                                          throughout the climb range.
1.c.2. Performance. Climb. One Engine       X        X   Data may be acquired with a    ........................
 Inoperative Climb.                                       synchronized video of
                                                          calibrated airplane
                                                          instruments and engine power
                                                          throughout the climb range.