--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.2.................  Buffet with landing   Simulator test        Flight..............  The test must be                      X
                         gear extended.        results must                                conducted at a
                                               exhibit the overall                         nominal, mid-range
                                               appearance and                              airspeed; i.e.,
                                               trends of the                               sufficiently below
                                               airplane data, with                         landing gear
                                               at least three (3)                          limiting airspeed
                                               of the predominant                          to avoid
                                               frequency                                   inadvertently
                                               ``spikes'' being                            exceeding this
                                               present within                              limitation.
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Continued on page 26527]]

]

[[pp. 26527-26576]] Flight Simulation Training Device Initial and Continuing
Qualification and Use

[[Continued from page 26526]]

3.f.3.................  Buffet with flaps     Simulator test        Flight..............  The test must be                      X
                         extended.             results must                                conducted at a
                                               exhibit the overall                         nominal, mid-range
                                               appearance and                              airspeed; i.e.,
                                               trends of the                               sufficiently below
                                               airplane data, with                         flap extension
                                               at least three (3)                          limiting airspeed
                                               of the predominant                          to avoid
                                               frequency                                   inadvertently
                                               ``spikes'' being                            exceeding this
                                               present within                              limitation.
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.4.................  Buffet with           Simulator test        Flight..............                                        X
                         speedbrakes           results must
                         deployed.             exhibit the overall
                                               appearance and
                                               trends of the
                                               airplane data, with
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.5.................  Buffet at approach-   Simulator test        Flight..............  The test must be                      X
                         to-stall.             results must                                conducted for
                                               exhibit the overall                         approach to stall.
                                               appearance and                              Post stall
                                               trends of the                               characteristics are
                                               airplane data, with                         not required.
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.6.................  Buffet at high        Simulator test        Flight..............                                        X   The test may be
                         airspeeds or high     results must                                                                          conducted during
                         Mach.                 exhibit the overall                                                                   either a high speed
                                               appearance and                                                                        maneuver (e.g.,
                                               trends of the                                                                         ``wind-up'' turn)
                                               airplane data, with                                                                   or at high Mach.
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.7.................  In-flight vibrations  Simulator test        Flight (clean                                               X
                         for propeller         results must          configuration).
                         driven airplanes.     exhibit the overall
                                               appearance and
                                               trends of the
                                               airplane data, with
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4. Visual System.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a...................  Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test                           See additional
                         4.a., Visual System Response Time Test. This test also suffices for motion system                           information in this
                         response timing and flight deck instrument response timing. Motion onset should occur                       attachment; also
                         before the start of the visual scene change (the start of the scan of the first video                       see Table A1A,
                         field containing different information) but must occur before the end of the scan of                        entry 2.g.
                         that video field. Instrument response may not occur prior to motion onset.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.1.................  Latency.............
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              300 ms (or less)      Take-off, cruise,     One test is required   X    X             The visual scene or
                                               after airplane        and approach or       in each axis                              test pattern used
                                               response.             landing.              (pitch, roll and                          during the response
                                                                                yaw) for each of                          testing should be
                                                                                the three                                 representative of
                                                                                conditions (take-                         the system
                                                                                off, cruise, and                          capacities required
                                                                                approach or                               to meet the
                                                                                landing).                                 daylight, twilight
                                                                                (dusk/dawn) and/or
                                                                                night visual
                                                                                capability as
                                                                                appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------

                                              150 ms (or less)      Take-off, cruise,     One test is required             X    X
                                               after airplane        and approach or       in each axis
                                               response.             landing.              (pitch, roll and
                                                                                yaw) for each of
                                                                                the three
                                                                                conditions (take-
                                                                                off, cruise, and
                                                                                approach or
                                                                                landing)..
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2.................  Transport Delay.....
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              300 ms (or less)      N/A.................  A separate test is     X    X             If Transport Delay
                                               after controller                            required in each                          is the chosen
                                               movement.                                   axis (pitch, roll,                        method to
                                                                                and yaw).                                 demonstrate
                                                                                relative responses,
                                                                                the sponsor and the
                                                                                NSPM will use the
                                                                                latency values to
                                                                                ensure proper
                                                                                simulator response
                                                                                when reviewing
                                                                                those existing
                                                                                tests where latency
                                                                                can be identified
                                                                                (e.g., short
                                                                                period, roll
                                                                                response, rudder
                                                                                response)
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              150 ms (or less)      N/A.................  A separate test is               X    X
                                               after controller                            required in each
                                               movement.                                   axis (pitch, roll,
                                                                                and yaw).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b...................  Field-of-view.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.1.................  Continuous            Continuous            N/A.................  Required as part of    X    X             A vertical field-of-
                         collimated visual     collimated field-of-                        MQTG but not                              view of 30[deg] may
                         field-of-view.        view providing at                           required as part of                       be insufficient to
                                               least 45[deg]                               continuing                                meet visual ground
                                               horizontal and                              evaluations.                              segment
                                               30[deg] vertical                                                                      requirements.
                                               field-of-view for
                                               each pilot seat.
                                               Both pilot seat
                                               visual systems must
                                               be operable
                                               simultaneously.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.2.................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.3.................  Continuous,           Continuous field-of-  N/A.................  An SOC is required               X    X   The horizontal field-
                         collimated, field-    view of at least                            and must explain                          of-view is
                         of-view.              176[deg]                                    the geometry of the                       traditionally
                                               horizontally and                            installation.                             described as a
                                               36[deg] vertically.                         Horizontal field-of-                      180[deg] field-of-
                                                                                view must be at                           view. However, the
                                                                                least 176[deg]                            field-of-view is
                                                                                (including not less                       technically no less
                                                                                than 88[deg] either                       than 176[deg].
                                                                                side of the center                        Field-of-view
                                                                                line of the design                        should be measured
                                                                                eye point).                               using a visual test
                                                                                Additional                                pattern filling the
                                                                                horizontal field-of-                      entire visual scene
                                                                                view capability may                       (all channels) with
                                                                                be added at the                           a matrix of black
                                                                                sponsor's                                 and white 5[deg]
                                                                                discretion provided                       squares. The
                                                                                the minimum field-                        installed alignment
                                                                                of-view is                                should be addressed
                                                                                retained. Vertical                        in the SOC.
                                                                                field-of-view must
                                                                                be at least 36[deg]
                                                                                from each pilot's
                                                                                eye point. Required
                                                                                as part of MQTG but
                                                                                not required as
                                                                                part of continuing
                                                                                qualification
                                                                                evaluations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c...................  System geometry.
--------------------------------------------------------------------------------------------------------------------------------------------------------

                                              5[deg] even angular   N/A.................  The angular spacing    X    X    X    X   The purpose of this
                                               spacing within                              of any chosen                             test is to evaluate
                                               1[deg]                          5[deg] square and                         local linearity of
                                               as measured from                            the relative                              the displayed image
                                               either pilot eye                            spacing of adjacent                       at either pilot eye
                                               point and within                            squares must be                           point. System
                                               1.5[deg] for                                within the stated                         geometry should be
                                               adjacent squares.                           tolerances.                               measured using a
                                                                                visual test pattern
                                                                                filling the entire
                                                                                visual scene (all
                                                                                channels) with a
                                                                                matrix of black and
                                                                                white 5[deg]
                                                                                squares with light
                                                                                points at the
                                                                                intersections.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.d...................  Surface contrast ratio.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Not less than 5:1...  N/A.................  The ratio is                     X    X   Measurements should
                                                                                calculated by                             be made using a
                                                                                dividing the                              1[deg] spot
                                                                                brightness level of                       photometer and a
                                                                                the center, bright                        raster drawn test
                                                                                square (providing                         pattern filling the
                                                                                at least 2 foot-                          entire visual scene
                                                                                lamberts or 7 cd/                         (all channels) with
                                                                                m\2\) by the                              a test pattern of
                                                                                brightness level of                       black and white
                                                                                any adjacent dark                         squares, 5[deg] per
                                                                                square. This                              square, with a
                                                                                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   When the eye is
                                               (2) arc minutes.                            and must include                          positioned on a
                                                                                the relevant                              3[deg] glide slope
                                                                                calculations and an                       at the slant range
                                                                                explanation of                            distances indicated
                                                                                those calculations.                       with white runway
                                                                                This requirement is                       markings on a black
                                                                                applicable to any                         runway surface, the
                                                                                level of simulator                        eye will subtend
                                                                                equipped with a                           two (2) arc
                                                                                daylight visual                           minutes: (1) A
                                                                                system.                                   slant range of
                                                                                6,876 ft with
                                                                                stripes 150 ft long
                                                                                and 16 ft wide,
                                                                                spaced 4 ft apart.
                                                                                (2) For
                                                                                Configuration A; a
                                                                                slant range of
                                                                                5,157 feet with
                                                                                stripes 150 ft long
                                                                                and 12 ft wide,
                                                                                spaced 3 ft apart.
                                                                                (3) For
                                                                                Configuration B; a
                                                                                slant range of
                                                                                9,884 feet, with
                                                                                stripes 150 ft long
                                                                                and 5.75 ft wide,
                                                                                spaced 5.75 ft
                                                                                apart.
--------------------------------------------------------------------------------------------------------------------------------------------------------
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, with   appropriate                               this test is
                                               must be 20% of the      trimmed for the       drawing showing the                       be achieved via
                                               segment computed to   appropriate           pertinent data used                       manual or autopilot
                                               be visible from the   airspeed, where the   to establish the                          control to the
                                               airplane flight       MLG are at 100 ft     airplane location                         desired position.
                                               deck. This            (30 m) above the      and the segment of
                                               tolerance may be      plane of the          the ground that is
                                               applied at the far    touchdown zone,       visible considering
                                               end of the            while on the          design eyepoint,
                                               displayed segment.    electronic glide      the airplane
                                               However, lights and   slope with an RVR     attitude, flight
                                               ground objects        value set at 1,200    deck cut-off angle,
                                               computed to be        ft (350 m).           and a visibility of
                                               visible from the                            1200 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. The
                                               simulator.                                  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..
                                                                                (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. All tests in this section must be presented
 using an unweighted \1/3\-octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 second
 average must be taken at the location corresponding to the airplane data set. The airplane and flight
 simulator results must be produced using comparable data analysis techniques..
--------------------------------------------------------------------------------------------------------------------------------------------------------
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 /          5 dB per  Cruise..............  Normal and constant                   X
                         spoilers extended     \1/3\ octave band.                          speedbrake
                         (as 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 sound in the
                                               \1/3\ octave band.                          background noise at                       simulator will be
                                                                                initial                                   evaluated to ensure
                                                                                qualification must                        that the background
                                                                                be included in the                        noise does not
                                                                                MQTG. Measurements                        interfere with
                                                                                must be made with                         training, testing,
                                                                                the simulation                            or checking.
                                                                                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 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 A2B 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 AC 25-7, as amended,
Flight Test Guide for Certification of Transport Category Airplanes,
and AC 23-8, as 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 satisfies 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 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, FFS Objective Tests, Entries
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

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Begin Information

BILLING CODE 4910-13-P
    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 4913-13-P

[GRAPHIC] [TIFF OMITTED] TR09MY08.000

[GRAPHIC] [TIFF OMITTED] TR09MY08.001

BILLING CODE 4913-13-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 g-rms2/Hz would describe
a heavy buffet and may be seen in the deep stall regime.
Alternatively, a 1x10-6 g-rms2/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).

    Note: In the example, ``g-rms2 is the mathematical
expression for ``g's root mean squared.''

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:
    (i) 70 dB @ 50 Hz;
    (ii) 55 dB @ 1000 Hz;
    (iii) 30 dB @ 16 kHz
    (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 Continuing Qualification Frequency Response Test Tolerance
----------------------------------------------------------------------------------------------------------------
                                                                                Continuing
                                                                      Initial      qualification     Absolute
                      Band center frequency                           results         results       difference
                                                                      (dBSPL)         (dBSPL)
----------------------------------------------------------------------------------------------------------------
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             0.6
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
----------------------------------------------------------------------------------------------------------------

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 against 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 or from other approved sources. 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 if they
propose 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 engineering
simulation or the engineering simulator used to generate the
validation data. Validation data from an audited engineering
simulation may be used for changes that are incremental in nature.
Manufacturers or other data suppliers must 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 must 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 a
description 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) Validation data from an audited engineering simulator/
simulation to supplement specific segments of the flight test data.
    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 able 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/simulation 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/
simulation.
    (5) Demonstrate that the predicted effects of the change(s) are
within the provisions of sub-paragraph ``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 must 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]

11. Validation Test Tolerances

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

Begin Information

    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.
    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 clearly
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) The tolerance limit between the reference data and the
flight simulator results

is generally 20% of the corresponding ``flight-test'' tolerances.
However, there may be cases where the simulator models used are of
higher fidelity, or the manner in which they are cascaded in the
integrated testing loop have the effect of a higher fidelity, than
those supplied by the data provider. Under these circumstances, it
is possible that an error greater than 20% may be generated. An
error greater than 20% may be acceptable if simulator sponsor can
provide an adequate explanation.
    (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 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 Sample Validation Data Roadmap (VDR) for airplanes, shown
in Table A2C, depicts a generic roadmap matrix identifying sources
of validation data for an abbreviated list of tests. This document
is merely a sample and does not provide actual data. A complete
matrix should address all test conditions and provide actual data
and data sources.
    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 or provide an acceptable basis for using
alternative data for QTG validation requirements.

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13. Acceptance Guidelines for Alternative Engines Data.

a. Background

    (1) For a new airplane type, the majority of flight validation
data are collected on the first airplane configuration with a
``baseline'' engine type. These data are then used to validate all
flight simulators representing that airplane type.
    (2) Additional flight test validation data may be needed for
flight simulators representing an airplane with engines of a
different type than the baseline, or for engines with thrust rating
that is different from previously validated configurations.
    (3) When a flight simulator with alternate engines is to be
qualified, the QTG should contain tests against flight test
validation data for selected cases where engine differences are
expected to be significant.

b. Approval Guidelines For Validating Alternate Engine Applications

    (1) The following guidelines apply to flight simulators
representing airplanes with alternate engine applications or with
more than one engine type or thrust rating.
    (2) Validation tests can be segmented into two groups, those
that are dependent on engine type or thrust rating and those that
are not.
    (3) For tests that are independent of engine type or thrust
rating, the QTG can be based on validation data from any engine
application. Tests in this category should be designated as
independent of engine type or thrust rating.
    (4) For tests that are affected by engine type, the QTG should
contain selected engine-specific flight test data sufficient to
validate that particular airplane-engine configuration. These
effects may be due to engine dynamic characteristics, thrust levels
or engine-related airplane configuration changes. This category is
primarily characterized by variations between different engine
manufacturers' products, but also includes differences due to
significant engine design changes from a previously flight-validated
configuration within a single engine type. See Table A2D, Alternate
Engine Validation Flight Tests in this section for a list of
acceptable tests.
    (5) Alternate engine validation data should be based on flight
test data, except as noted in sub-paragraphs 13.c.(1) and (2), or
where other data are specifically allowed (e.g., engineering
simulator/simulation data). 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.

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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. See Table A2D for a list of acceptable tests.
    (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.

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                             Table A2D.--Alternative Engine Validation Flight Tests

                                                                                Alternative      Alternative
           Entry No.                 Test description                             engine type    thrust rating 2

1.b.1., 1.b.4..................--Normal take-off/ground acceleration time and----------------X----------------X-
                                  distance
----------------------------------------------------------------------------------------------------------------
1.b.2..........................  Vmcg, if performed for airplane certification               X                X
----------------------------------------------------------------------------------------------------------------
1.b.5..........................  Engine-out take-off     Either test may be
1.b.8..........................  Dynamic engine failure   performed.                         X
                                  after take-off..
----------------------------------------------------------------------------------------------------------------
1.b.7..........................  Rejected take-off if performed for airplane                 X
                                  certification
1.d.1..........................  Cruise performance                                          X
1.f.1., 1.f.2..................  Engine acceleration and deceleration                        X                X
2.a.7..........................  Throttle calibration \1\                                    X                X
2.c.1..........................  Power change dynamics (acceleration)                        X                X
2.d.1..........................  Vmca if performed for airplane certification                X                X
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 13.c.(3).
\2\ See paragraphs 13.c.(1) through 13.c.(3), for a definition of applicable thrust ratings.

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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) of this section). 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, nosewheel
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 small and 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