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| ![](media    | **Advisory**                                          |
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| U.S.         |                                                       |
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| ansportation |                                                       |
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| **Federal    |                                                       |
| Aviation**   |                                                       |
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| **Admi       |                                                       |
| nistration** |                                                       |
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**AC 120-45A**

**DATE: 02/05/1992**

Date: 2/5/92

Change:

Initiated

by: ASO-205

Subject: AIRPLANE FLIGHT TRAINING DEVICE QUALIFICATION

1\. PURPOSE. This Advisory Circular (AC) provides an acceptable

means, but not the only means, of ensuring compliance with the

Federal Aviation Regulations (FAR) regarding the evaluation and

qualification of all training devices in which flight training,

qualification, or certification of airmen under Title 14, code of

Federal Regulations is accomplished. These devices are referred

to in this document and other documents published by the Federal

Aviation Administration (FAA) as \"flight training devices.\" This

AC specifies the criteria to be used by the FAA when qualifying a

device and determining what the qualification level should be.

While these guidelines are not mandatory, they are derived from

extensive FAA and industry experience in determining compliance

with the pertinent FAR. Mandatory terms used in this AC such as

\"shall\" or \"must\" are used only in the sense of ensuring

applicability of this particular method of compliance when the

acceptable method of compliance described herein is used.

Applicable regulations must also be referenced to assure

compliance with the provisions herein. This AC does not change

regulatory requirements or create additional ones, and does not

authorize changes in, or deviations from, regulatory

requirements. The provisions of the FAR are controlling. This

document does not interpret the regulations. Interpretations are

issued only under established agency procedures. This AC applies

only to the evaluation and qualification of flight training

devices described in this paragraph and further defined in

paragraph 6b. Guidance for the evaluation of simulators is

published in AC 120-40, Airplane Simulator Qualification, as

amended.

2\. CANCELLATION. AC 120-45, Advanced Training Devices

(Airplane Only) Evaluation and Qualification, dated May 11, 1987,

is cancelled. Operators having acquisition or upgrade projects

in progress on the effective date of this AC have 90 days from

the effective date to notify the National Simulator Program

Manager (NSPM) of those projects which the operator desires to

complete under the provisions of AC 120-45. AC 61-66, Annual

Pilot in Command Proficiency Checks, dated November 2, 1973, is

cancelled since its provisions are superseded by this AC and

other newly published FAA guidance and directives.

3\. RELATED FAR SECTIONS. FAR Part 1; FAR Sections 61.57,

61.58, and 61.157; FAR Part 61 Appendix A; FAR Section 63.39; FAR

Part 63 Appendix C; FAR Sections 121.407, 121.409, 121.439, and

121.441; Special Federal Aviation Regulation 58; FAR Part 121

Appendices E, F, and H; FAR Sections 125.285, 125.287, 125.291,

and 125.297; FAR Part 127; and FAR Sections 135.293, 135.297,

135.323, and 135.335.

4\. RELATED READING MATERIAL. AC 120-28C, Criteria for Approval

of Category III Landing Weather Minima; AC 120-29, Criteria for

Approving Category I and Category II Landing Minima for FAR 121

Operators; AC 120-35B, Line Operational Simulations: Line-

Oriented Flight Training, Special Purpose Operational Training,

Line Operational Evaluation; AC 120-41, Criteria for Operational

Approval of Airborne Wind Shear Alerting and Flight Guidance

systems; AC 120-46, Use of Advanced Training Devices (Airplane

Only); and appropriate sections of FAA Order 8400.10, Air

Transportation Operations Inspector\'s Handbook, and of FAA Order

8700.1, General Aviation Operations Inspector\'s Handbook.

5\. INTRODUCTION.

a\. The primary objective of flight training is to provide

a means for flight crewmembers to acquire the skills and

knowledge necessary to perform to a desired safe standard.

Flight simulation provides an effective, viable environment for

the instruction, demonstration, and practice of the maneuvers and

procedures (called training events) pertinent to a particular

airplane and crewmember position. Successful completion of

flight training is validated by appropriate testing, called

checking events. The complexity, operating costs, and operating

environment of modern airplanes, together with the technological

advances made in flight simulation, have encouraged the expanded

use of training devices and simulators in the training and

checking of flight crewmembers. These devices provide more

indepth training than can be accomplished in the airplane and

provide a very high transfer of skills, knowledge, and behavior

to the cockpit. Additionally, their use results in safer flight

training and cost reductions for the operators, while achieving

fuel conservation, a decrease in noise and otherwise helping

maintain environmental quality.

b\. The FAA has traditionally recognized the value of

training devices and has awarded credit for their use in the

completion of specific training and checking events in both

general aviation and air carrier flight training programs and in

pilot certification activities. Such credits are delineated in

FAR Part 61 and Appendix A of that part; FAR Part 121, including

Appendices E and F; and in other appropriate sources such as

handbooks and guidance documents. These FAR sources, however,

refer only to a \"training device,\" with no further descriptive

information. Other sources refer to training devices in several

categories such as Cockpit Procedures Trainers, Cockpit Systems

Simulators, Fixed Base Simulators (commonly referred to as CPT,

CSS, and FBS, respectively), as well as other descriptors. These

categories and names have had no standard definition or design

criteria within the industry and, consequently, have presented

communications difficulties and inconsistent standardization in

their application. Furthermore, no single source guidance

document has existed to categorize these devices, to provide

qualification standards for each category, or to relate one

category to another in terms of capability or technical

complexity. As a result, approval of these devices for use in

training programs has not always been equitable.

c\. Recent events have demanded that standard categories

and definitions be developed and that improved guidance for use

of training devices be provided. These demands have evolved

from:

\(1\) Efforts to develop improved handbooks for FAA

inspectors.

\(2\) The development of a standard method for

determining differences training and type rating requirements.

\(3\) Rulemaking projects which require clear

definitions and standards.

\(4\) The obvious need within industry and government

for an ability to communicate clearly concerning training

devices, including their required standards and permitted use in

the training and checking of airmen.

d\. In coordination with a broad cross section of the

aviation industry, the FAA has defined seven levels of flight

training devices, Level 1 through Level 7. Level 1 is currently

reserved. Levels 2 and 3 are generic in that they are

representative of no specific airplane cockpit and do not require

reference to a specific airplane. Levels 4 through 7 represent a

specific cockpit for the airplane represented. Within the

generic or specific category, each higher level of flight

training device is progressively more complex. Because of the

increase in complexity and more demanding standards when

progressing from Level 2 to Level 7, there is a continuum of

technical definition across those levels. Above the seven levels

of flight training devices there are four levels of simulators

which are defined in AC 120-40, as amended. The uses permitted

for each level of flight training device in training curricula

conducted in accordance with FAR Parts 61, 63, 121, 125, 135, or

141 are tabulated in the applicable FAR Part, FAA Orders 8400.10

and 8700.1, as appropriate, and AC 120-46, as amended.

e\. In addition to those flight training devices meeting

the prescribed criteria contained in this AC for Level 6, this

level will also be the category into which nonvisual simulators

(see AC 120-40, as amended) will be placed for reference

purposes. The placement of these unique simulators into Level 6

will not affect the standards or criteria of Level 6 flight

training devices, nor will these flight training devices affect

the standards or criteria of these simulators.

6\. DEFINITIONS.

a\. An Airplane Simulator is a full size replica of a

specific type or make, model, and series airplane cockpit,

including the assemblage of equipment and computer software

programs necessary to represent the airplane in ground and flight

operations, a visual system providing an out-of-the-cockpit view,

a force (motion) cueing system which provides cues at least

equivalent to that of a three degree of freedom motion system;

and is in compliance with the minimum standards for a Level A

simulator specified in AC 120-40, as amended.

b\. An Airplane Flight Training Device is full scale

replica of an airplane\'s instruments, equipment, panels, and

controls in an open flight deck area or an enclosed airplane

cockpit, including the assemblage of equipment and computer

software programs necessary to represent the airplane in ground

and flight conditions to the extent of the systems installed in

the device; does not require a force (motion) cueing or visual

system; is found to meet the criteria outlined in this AC for a

specific flight training device level; and in which any flight

training event or flight checking event is accomplished.

c\. Approval of the Flight Training Device is authorization

by the Principal Operations Inspector (POI) for the device to be

used for flight training events or flight checking events, as may

be appropriate, based on its assigned qualification level and

approved program.

d\. Approval Test Guide (ATG) is a document designed to

validate that the performance and handling qualities of a flight

training device agree within prescribed limits with those of the

airplane or set of airplanes and that all applicable regulatory

requirements have been met. The ATG includes both approved

reference and flight training device comparison data used to

support the validation. The Master Approval Test Guide (MATG) is

the ATG approved by the FAA. It incorporates the results of FAA

witnessed tests, and serves as a reference for future

evaluations.

e\. A Cockpit (for the purposes of this AC) is an enclosed

structure that is a full scale replica of the airplane simulated,

including all installed instruments, equipment, panels, systems,

and controls. It consists of all space forward of a cross

section of the fuselage at the most extreme aft setting of the

pilots\' seats, including other required crewmember duty stations.

Additionally, those bulkheads or portions of bulkheads aft of the

pilot seats that serve a procedural or training function are

considered part of the cockpit and must replicate the airplane.

The back may be open provided the device is located in a suitably

isolated environment.

f\. Convertible Flight Training Device is a device in which

hardware and software can be changed so that it becomes a replica

of a different model, usually of the same type airplane.

g\. Evaluation of the Flight Training Device is the process

in which a Simulator Evaluation Specialist or the POI, as

appropriate, compares the device and its performance, functions,

and other characteristics to that of the replicated aircraft in

accordance with acceptable methods, procedures, and standards.

h\. Latency is the additional response time of the flight

training device beyond that of the basic aircraft perceivable

response time. This includes the update rate of the computer

system combined with the time delays of the instruments, and, if

installed, the time delays of the motion and visual systems.

i\. National Simulator Program Manager (NSPM) is the FAA

Manager responsible for the overall administration and direction

of the National Simulator Program.

j\. Operator, as used in this AC, identifies the person or

organization requesting FAA qualification of a flight training

device and is responsible for continuing qualification of that

device through liaison with the FAA.

k\. Qualification of the flight training device is issued

by the NSPM or POI, as appropriate, for a specified level and is

determined as a result of the evaluation of the device against

the established criteria for that level.

l\. A Replica (as used in the definition of a flight

training device in this AC) does not imply total duplication of

all furnishings of the respective airplane. Items such as

mounting panels, walls, ceilings, floors, coverings, windows,

etc., must present only a representative appearance.

m\. A Set of Airplanes, for purposes of this AC, is a

grouping of airplanes which all share similar performance (i.e.,

normal airspeed/altitude operating envelope), similar handling

characteristics, and the same number and type of propulsion

system(s) (i.e., turbojet engine, reciprocating engine, etc.).

n\. Simulation Data are the various types of data used by

the flight training device manufacturer and the operator to

design, manufacture, and test a flight training device.

o\. Simulator Evaluation Specialist is an FAA technical

specialist trained to evaluate simulators and flight training

devices and to provide expertise on matters concerning aircraft

simulation.

p\. Snapshot is a presentation of one or more variables at

a given instant of time. A snapshot is appropriate for a steady

state condition in which the variables are constant with time.

q\. Statement of Compliance (SOC) is a certification from

the operator that specific requirements have been met. It must

provide references to needed sources of information for showing

compliance, rationale to explain how the referenced material is

used, mathematical equations and parameter values used, and

conclusions reached.

r\. Time History is a presentation of the change of a

variable with respect to time. It is usually in the form of a

continuous data plot over the time period of interest or a

printout of test parameter values recorded at multiple constant

time intervals over the time period of interest.

s\. Transport Delay is the total flight training device

system processing time required for an input signal from a pilot

primary flight control until output response. It does not

include the characteristic delay of the airplane simulated.

t\. Upgrade, for the purpose of this AC, means the

improvement or enhancement of a flight training device for the

purpose of achieving a higher qualification level.

7\. EVALUATION POLICY.

a\. The methods, procedures, and standards defined in this

AC constitute one means acceptable to the Administrator for the

evaluation and qualification of flight training devices that are

or may be used in the following:

\(1\) A training program approved under FAR Parts 61,

63, 121, 125, 135, or 141;

\(2\) The course of conducting the pilot-in-command

proficiency check required by FAR Section 61.58;

\(3\) The issuance of an airline transport pilot

certificate or type rating in accordance with the provisions of

FAR Section 61.157; or

\(4\) The satisfactory completion of the provisions of

FAR Sections 61.55, 61.57, 61.65, 61.129, or 141.41.

b\. If an applicant chooses to utilize the approach

described in this AC, the applicant must adhere to all of the

methods, procedures, and standards herein. However, this

position is not intended to suppress innovation and imaginative

development of flight training devices. Those flight training

devices, which for one reason or another, do not, or cannot meet

the provisions described in this AC for a specific level, may be

evaluated on a case-by-case basis, especially when it appears

that such a device could offer valuable or otherwise unique

benefits. If an applicant desires to have a flight training

device evaluated on this case-by-case basis, or desires to use a

means other than that described in this AC to evaluate a flight

training device, a proposal must be submitted to the FAA for

review and approval prior to the submittal of a detailed ATG.

c\. It is the responsibility of the NSPM to evaluate and

qualify all Level 6 and Level 7 flight training devices. The

POI, certificate holding district office (CHDO), or responsible

Flight Standards District Office (FSDO), as appropriate, will

evaluate and qualify Levels 2-5 flight training devices in

accordance with the standards herein. Assistance may be obtained

from the NSPM on a case-by-case basis.

d\. An operator may contract for use of a Levels 2-5 flight

training device currently qualified by a POI, CHDO, or FSDO and

need not obtain separate qualification of the device prior to

obtaining FAA approval to use the device in that operator\'s FAA-

approved training program.

e\. The flight training device must be assessed in those

areas which are essential to accomplishing airman training and

checking events. This includes aerodynamic responses and control

checks, as well as performance in the takeoff, climb, cruise,

descent, approach, and landing phases of flight. Crewmember

station checks, instructor station functions checks, and certain

additional requirements depending on the complexity of the device

(i.e., touch activated cathode ray tube instructor controls;

automatic lesson plan operation; selected mode of operation for

\"fly-by-wire\" airplanes; etc.) must be thoroughly assessed.

Should a motion system or visual system be contemplated for

installation on any level of flight training device, the operator

or the manufacturer should contact the NSPM for information

regarding an acceptable method for measuring motion and/or visual

system operation and applicable tolerances. The motion and

visual systems, if installed, will be evaluated to ensure their

proper operation.

f\. The intent is to evaluate flight training devices as

objectively as possible. Pilot acceptance, however, is also an

important consideration. Therefore, the device will be subjected

to the validation tests listed in appendix 2 of this AC and the

functions and subjective tests from appendix 3. These tests

include a qualitative assessment by an FAA pilot who is qualified

in the respective airplane, or set of airplanes in the case of

Levels 2 or 3. Validation tests are used to compare objectively

flight training device data and airplane data (or other approved

reference data) to assure that they agree within a specified

tolerance. Functions tests provide a basis for evaluating flight

training device capability to perform over a typical training

period and to verify correct operation of the controls,

instruments, and systems.

g\. Tolerances, listed for parameters in appendix 2, should

not be confused with design tolerances specified for flight

training device manufacture. Tolerances for the parameters

listed in appendix 2 are the maximum acceptable to the

Administrator for validation of the device.

h\. A convertible flight training device will be addressed

as a separate device for each model and series to which it will

be converted and FAA qualification sought. An FAA evaluation is

required for each configuration. For example, if an operator

seeks qualification for two models of an airplane type using a

convertible device, two ATG\'s or a supplemented ATG, and two

evaluations are required.

i\. The airplane manufacturer\'s flight test data are the

accepted standard for initial qualification of Levels 6 and 7

flight training devices due to the specific airplane aerodynamic

programming necessary. Exceptions to this policy may be made,

but must first be submitted to the NSPM for review and

consideration.

j\. If flight test data from a source in addition to or

independent of the airplane manufacturer\'s data are to be

submitted in support of a flight training device qualification,

it must be acquired in accordance with normally accepted

professional flight test methods. Proper consideration for the

following must be an intrinsic part of the flight test planning.

\(1\) Appropriate and sufficient data acquisition

equipment or system.

\(2\) Current calibration of data acquisition equipment

and airplane. Performance instrumentation (calibration must be

traceable to a recognized standard).

\(3\) Flight test plan, including:

\(i\) Maneuvers and procedures.

\(ii\) Initial conditions.

\(iii\) Flight condition.

\(iv\) Aircraft configuration.

\(v\) Weight and center of gravity.

\(vi\) Atmospheric ambient and environmental

conditions.

\(vii\) Data required.

\(viii\) Other appropriate factors.

\(4\) Appropriately qualified flight test personnel.

\(5\) Data reduction and analysis methods and

techniques.

\(6\) Data accuracy. The data must be presented in a

format that supports the flight training device validation.

\(7\) Resolution must be sufficient to determine

compliance with the tolerances of appendix 2.

\(8\) Presentation must be clear with necessary

guidance provided.

\(9\) Over-plots must not obscure the reference data.

\(10\) The flight test plan should be reviewed with the

National Simulator Program Staff well in advance of commencing

the flight test. After completion of the tests, a flight test

report should be submitted in support of the validation data.

The report must contain sufficient data and rationale to support

qualification of the device at the level requested.

k\. For a new type or model of airplane, predicted data

validated by flight test data, which has not been finalized and

made official by the manufacturer, can be used for an interim

period as determined by the FAA. In the event predicted data are

used in programming the device, an update should be accomplished

as soon as practicable when actual airplane flight test data

become available. Unless specific conditions warrant otherwise,

this update should occur within 6 months after release of the

final flight test data package by the airplane manufacturer.

l\. Levels 2, 3, and 5 flight training devices do not

require a specific aerodynamic model; however, their performance

must be compared to a reference set of validation data for

initial qualification and for repeated recurrent evaluations.

(Note: Level 4 requires no aerodynamic model.) In the absence

of a specific model, these devices may use a generic model

typical of the set of airplanes as described in this AC. For

example, a twin engine, turbojet transport airplane flight

training device must demonstrate the performance and handling

typical of that set of airplanes. Similarly, a light twin or

single engine airplane flight training device must demonstrate

performance typical of the respective set of airplanes. The

aerodynamic model may be one representing an actual airplane

within that set of airplanes or it may be created or derived

using the same mathematical expressions as those used in a

specific model, but with coefficient values which are not

obtained from flight test results for a particular airplane.

Instead, the coefficient values could be fictitious, but be

typical of the set of airplanes replicated. The reference

validation data could then be created by doing a computer

simulation using these fictitious coefficients. A generic model

may also be acquired from public domain resources or it may be a

composite of various models, none of which is complete within

itself.

\(1\) It is the responsibility of the operator to

demonstrate that the reference data used represent the

appropriate set of airplanes. To assure that it continues to

comply with its original qualification status, each flight

training device will be compared to the accepted reference data

for subsequent recurrent evaluations.

\(2\) The NSPM is the acceptance authority for adequacy

and suitability of this data and will resolve questions which may

arise over its application. Once reference data for a specific

set of airplanes is accepted by the NSPM, this data will be

considered accepted for that set of airplanes without a

requirement for further review and approval.

m\. If a problem with a validation test result is detected

by the FAA evaluator, the test may be repeated. If it still does

not meet the test tolerance, the operator may demonstrate

alternative test results which relate to the test in question.

In the event a validation test does not meet specified criteria,

but is not considered critical to the level of evaluation being

conducted, the NSPM, or the POI in consultation with the NSPM,

may conditionally qualify the training device at that level and

the operator will be given a specified period of time to correct

the problem and submit the ATG changes for evaluation.

Alternatively, if it is determined that the results of a

validation test would have a detrimental effect of the level of

qualification being sought or is a firm regulatory requirement,

the device may be qualified to a lesser level or restricted from

training and checking events affected by the failed test. For

example, if a Level 5 qualification is requested and the device

fails to meet a Level 5 requirement, the device could be

qualified at Level 4 provided all Level 4 requirements have been

met.

n\. Within 20 working days of receiving an acceptable ATG,

the POI or NSPM, as appropriate, will coordinate with the

operator to set a mutually acceptable date for the evaluation.

Evaluation dates will not be established until the ATG has been

reviewed and determined to be acceptable. To avoid unnecessary

delays, operators are encouraged to work closely with the POI,

and the NSPM if appropriate, during the ATG development process

prior to making formal application. All Levels 6 and 7 devices

must be evaluated by the NSPM, and POI\'s must forward the ATG to

the NSPM with the appropriate transmittal memorandum. For

devices not requiring NSPM qualification (Levels 2-5), the POI

will evaluate the ATG in accordance with the guidance of this AC

and may seek assistance from the NSPM.

o\. At the discretion of the FAA Simulator Evaluation

Specialist, the operator\'s pilots may assist during evaluations

in completing the functions and validations tests. However, only

FAA personnel should manipulate the pilot controls during the

functions check portion of an FAA evaluation.

p\. FAA evaluations of flight training devices located

outside the United States will be performed if the device is used

by a U.S. operator in satisfying any training event or checking

event requirements, including certification of U.S. airmen.

Evaluations may be conducted otherwise as deemed appropriate by

the Administrator on a case-by-case basis.

q\. Upon qualification of the flight training device

(whether by the NSPM, the POI, the CHDO, or the FSDO), approval

for the use of the device in an FAA-approved training program is

the responsibility of the POI, the CHDO, or the FSDO, as

appropriate.

8\. INITIAL OR UPGRADE EVALUATIONS.

a\. An operator seeking flight training device initial or

upgrade evaluation must submit a request in writing to the POI or

responsible FSDO. Evaluations will normally be accomplished by a

representative of the POI or a FSDO inspector for Levels 2

through 5 and must be accomplished by the NSPM for Levels 6 and

7\. If the flight training device is proposed to be Level 6 or 7,

the POI or FSDO will promptly forward the ATG to the NSPM with a

transmittal memorandum. All requests should contain a compliance

statement certifying that the device meets all of the provisions

of this AC, that the cockpit configuration conforms to that of

the airplane, that specific hardware and software configuration

control procedures have been established, and that the pilot(s)

designated by the operator confirm that it is representative of

the airplane in all appropriate functions test areas. A sample

letter of request is included in appendix 4.

b\. The operator should submit an ATG which includes:

\(1\) A title page with the operator and FAA signature

blocks.

\(2\) A flight training device information page, for

each configuration in the case of convertible devices, providing

the following information, if applicable:

\(i\) The operator\'s flight training device

identification number or code.

\(ii\) Airplane, or set of airplanes, as

appropriate, being simulated.

\(iii\) Source of aerodynamic data and any

appropriate revision reference.

\(iv\) Engine model (and data revision, as

applicable), if appropriate.

\(v\) Flight control data revision, if appropriate.

\(vi\) Flight Management System identification (and

revision level), if appropriate.

\(vii\) Flight training device model and

manufacturer.

\(viii\) Date of device manufacture.

\(ix\) Computer identification, if appropriate.

\(x\) Visual system model and manufacturer, if

installed.

\(xi\) Motion system type and manufacturer, if

installed.

\(3\) Table of contents.

\(4\) Log of revision and/or list of effective pages.

\(5\) Listing of all other reference or source data, if

applicable.

\(6\) Glossary of terms and symbols used.

\(7\) Statements of Compliance (SOC) as may be required

in appendix 1, \"Flight Training Device Standards,\" comments

column, for SOC requirements.

\(8\) A list of equipment required to accomplish the

validation tests and a description of the appropriate procedures

to be followed to record the test results. If testing and

recording are to be accomplished automatically, a listing of the

equipment and appropriate procedures should be included.

\(9\) The following is needed for each validation test

designated in appendix 2 of this AC:

\(i\) Name of the test.

\(ii\) Objective of the test.

\(iii\) Initial conditions.

\(iv\) Method for evaluating validation test

results.

\(v\) Tolerances for relevant parameters.

\(vi\) Source of validation reference data.

\(vii\) Copy of validation reference data.

\(viii\) Validation test results as obtained by the

operator.

\(ix\) A means, acceptable to the FAA, of easily

comparing the training device test results to validation

reference data.

c\. Test results should be labeled using terminology common

to airplane parameters as opposed to computer software

identifications or other references. These results should be

easily compared with the supporting data by employing cross-

plotting, overlays, transparencies, or other acceptable means.

Use of multichannel recorder, line printer, or similar recording

media is encouraged for all flight training device levels;

however, regardless of the media used, it must be acceptable to

the FAA. Data reference documents included in an ATG may be

reduced photographically only if such reduction will not alter

the graphic scaling or cause difficulties in scale interpretation

or resolution. Incremental scales on graphical presentations

must provide the resolution necessary for evaluation of the

parameters shown in appendix 2. The test guide will provide the

documented proof of compliance with the validation tests in

appendix 2. In the case of an upgrade, an operator should run

the validation tests for the requested qualification level.

Validation test results offered in a test guide for a previous

initial or upgrade evaluation should not be used to validate

flight training device performance in a test guide offered for a

current upgrade. Flight training device test results should be

clearly marked with appropriate reference points to ensure an

accurate comparison between training device ad validation

reference data with respect to time when tests involve time

history parameters. Operators using line printers to record time

histories should clearly mark that information taken from the

line printer data output for cross-plotting on the airplane data.

The cross-plotting of the operator\'s flight training device data

to the reference data is essential to verify performance in each

test. During an evaluation, the FAA will devote its time to

detailed checking of selected tests from the ATG. The FAA

evaluation serves to validate the operator\'s test results.

d\. The completed ATG, as well as the operator\'s compliance

letter and request for the evaluation, will be submitted to the

operator\'s POI. For ATG\'s requiring NSPM review, the POI will

submit the total package with a letter or memorandum of

transmittal to the NSPM. The ATG will be reviewed and determined

to be acceptable prior to scheduling an evaluation of the device.

Should the POI desire NSPM assistance with ATG evaluation for

devices not requiring NSPM review, a request should be prepared

and forwarded with the ATG to the NSPM.

e\. The operator may elect to accomplish the ATG validation

tests while the flight training device is at the manufacturer\'s

facility. Test at the manufacturer\'s facility should be

accomplished at the latest practical time prior to disassembly

and shipment. The operator must then validate the performance of

the device at the final location by repeating at least one-third

of the validation tests in the ATG and submitting those tests to

the POI, and to the NSPM, if appropriate. After review of these

tests, the FAA will schedule an initial evaluation. The ATG must

be clearly annotated to indicate when and where each test was

accomplished.

f\. In the event an operator moves a flight training device

to a new location and its level of qualification is not changed,

the following procedures shall apply:

\(1\) Advise the POI (and NSPM if appropriate) prior to

the move.

\(2\) Prior to returning the flight training device to

service at the new location, the operator should perform a

typical recurrent validation and functions test. The results of

such tests will be retained by the operator and be available for

inspection by the FAA at the next evaluation or as requested.

\(3\) The FAA may schedule an evaluation prior to return

to service.

g\. When there is a change of operator, the new operator

must accomplish all required administrative procedures including

the submission of the currently approved ATG to the POI, or

through the POI to the NSPM for Levels 6 and 7 flight training

devices. The ATG must be identified with the new operator by

displaying the operator\'s name or logo. The POI will then submit

the package as described in paragraph 7d above. The flight

training device may, at the discretion of the POI or NSPM, be

subject to an evaluation in accordance with the original

qualification criteria.

h\. The scheduling priority for initial and upgrade

evaluations will be based on the sequence in which acceptable

ATG\'s and evaluation requests are received by the FAA.

i\. The ATG will be approved after the completion of the

initial or upgrade evaluation and all discrepancies in the ATG

have been corrected. This document, after inclusion of the FAA

witnessed test results, becomes the MATG. The MATG will then

remain in the custody of the operator for use in future recurrent

evaluations.

j\. A copy of an MATG for each type flight training device

(Levels 6 and 7 only) by each manufacturer will be required for

the NSPM\'s file. The NSPM may elect not to retain copies of the

ATG for subsequent devices of the same type by a particular

manufacturer but will determine the need for copies on a

case-by-case basis. Data updates to an original ATG should be

provided to the NSPM in order to keep FAA file copies current.

9\. RECURRENT EVALUATIONS.

a\. For a flight training device to retain its

qualification, it will be evaluated on a recurrent basis using

the approved MATG. Evaluations will normally be accomplished by

a representative of the POI or a FSDO inspector for Levels 2

through 5 and must be accomplished by the NSPM for Levels 6 and

7\. Each recurrent evaluation will consist of functions tests and

at least a portion of the validation tests in the MATG.

b\. The recurrent evaluations will be planned for every 4

months with approximately one-third of the validation tests in

the MATG accomplished each time. This will allow all MATG tests

to be accomplished annually. However, with appropriate

arrangement and understanding between the operator and the FAA,

and extended interval recurrent evaluation schedule can be

arranged. This decision may be made at the conclusion of the

initial evaluation and the operator notified within 30 days.

\(1\) For Levels 2, 3, and 4, the extended interval may

be based on annual evaluations by the FAA with all MATG tests

accomplished at each successive evaluation.

\(2\) For Levels 5, 6, and 7, the extended interval may

be based on semiannual evaluations by the FAA with the operator

accomplishing quarterly checks.

c\. Dates of recurrent evaluations normally will not be

scheduled beyond 30 days of the due date. Exceptions to this

policy will be considered by the FAA on a case-by-case basis to

address extenuating circumstances.

d\. In the interest of conserving training device time, the

following Optional Test Program (OTP), applicable to Levels 6 and

7, is an alternative to the standard recurrent evaluation

procedure:

\(1\) Operators having the appropriate automatic

recording and plotting capabilities may for evaluation under the

OTP.

\(2\) Operators must notify the POI and NSPM in writing

of their intent to enter the OTP. If the FAA determines that the

evaluation can be accommodated with 4 hours or less of training

device time, recurrent evaluations for that device will be

planned for 4 hours. If the 4-hour period is or will be exceeded

and the operator cannot extend the period, then the evaluation

will be terminated and must be completed within 30 days to

maintain qualification status. The FAA will then reassess the

appropriateness of the OTP.

\(3\) Under the OTP, at least one-third of all the

validation tests will be performed and certified by operator

personnel between FAA recurrent evaluations. Complete coverage

will be required through any three consecutive recurrent

evaluations. These tests and the recording of the results should

be accomplished within the 30 days prior to the scheduled

evaluation or accomplished on an evenly distributed basis during

the 4-month period preceding the scheduled evaluation. This

information will be reviewed by the FAA Simulator Evaluation

Specialist at the outset of each recurrent evaluation. At least

20 percent of those tests conducted by the operator for each

recurrent evaluation will then be selected and repeated by the

Simulator Evaluation Specialist along with at least 10 percent of

those tests not performed by the operator.

e\. In instances where an operator plans to remove a flight

training device from active status for prolonged periods, the

following procedures shall apply to requalify the flight training

device pursuant to this AC:

\(1\) The FAA shall be advised in writing. The notice

shall contain an estimate of the period that the device will be

inactive.

\(2\) Recurrent evaluations will not be scheduled during

the inactive period. The FAA will remove the flight training

device from qualified status on a mutually established date not

later than the date on which the first missed recurrent

evaluation would have been scheduled.

\(3\) Before a device can be restored to FAA-qualified

status, it will require an evaluation by the FAA. The evaluation

content and time required for accomplishment will be based on the

number of recurrent evaluations missed during the inactive

period. For example, if the training device were out of service

for 1 year, it would be necessary to complete the entire test

guide since under the recurrent evaluation program, the MATG is

to be completed annually.

\(4\) The operator will notify the FAA of any changes to

the original scheduled time out of service.

\(5\) The flight training device will normally be

requalified using the FAA-approved MATG and criteria that was in

effect prior to its removal from qualification; however, inactive

periods exceeding 1 year will require a review of the

qualification basis.

\(6\) If these procedures are not possible, the

establishment of a new qualification basis will be necessary.

10\. SPECIAL EVALUATIONS.

a\. Between recurring evaluations, if deficiencies are

discovered or it becomes apparent that the flight training device

is not being maintained to initial qualification standards, a

special evaluation may be conducted by the POI, or NSPM if

appropriate, to verify its status.

b\. The flight training device will lose its qualification

when the POI or NSPM can no longer ascertain maintenance of the

original validation criteria based on a recurrent or special

evaluation. Additionally, the POI shall advise the operator and

the NSPM, if appropriate, if a deficiency is jeopardizing

training requirements, and arrangements shall be made to resolve

the deficiency in the most effective manner, including the

withdrawal of approval by the POI.

11\. MODIFICATION OF FLIGHT TRAINING DEVICES.

a\. Operators must notify the POI (and NSPM if appropriate)

at least 21 days prior to making software program or hardware

changes which impact flight or ground dynamics. A complete list

of these planned changes and identification of proposed updates

to the MATG must be provided in writing. Operators should

maintain a configuration control system to ensure the continued

integrity of the device and to account for changes incorporated.

The configuration control system may be examined by the FAA on

request.

b\. Modifications which impact flight or ground dynamics,

systems functions, and significant ATG revisions may require an

FAA evaluation of the flight training device.

12\. QUALIFICATION BASIS. The FAR require that training devices

must maintain their performance, functions, and other

characteristics as originally evaluated and qualified. Except as

provided for in paragraph 2, all recurrent evaluations of those

flight training devices using the acceptable methods of

compliance described in this AC for initial or upgrade evaluation

(including any visual or motion systems installations) will be

conducted in accordance with the provisions herein.

13\. DOWNGRADE OF AN AIRPLANE SIMULATOR TO AN AIRPLANE FLIGHT

TRAINING DEVICE. An operator may elect to have a currently

qualified airplane simulator reclassified as a flight training

device. This may be accomplished through one of two methods.

a\. Normal. The operator would follow the steps outlined

in this AC for the evaluation and qualification of a flight

training device irrespective of the device\'s current status as an

airplane simulator.

b\. Administrative. The operator would request that the

currently qualified airplane simulator be downgraded to a flight

training device. This process would not require an on-site

evaluation of the device and would be in accordance with the

following:

\(1\) Conditions.

\(i\) A Level C or D airplane simulator may be

administratively reclassified as a Level 6 or 7 airplane flight

training device at the operator\'s option. A Level A or B

airplane simulator may be administratively reclassified as a

Level 6 airplane flight training device.

\(ii\) The existing qualification basis for the

simulator will remain the basis for qualification of the flight

training device, including all aspects of the MATG, except for

those tests applicable to the motion or visual systems. The

motion and visual systems should be deactivated, although

physical removal from the device is not required. Should the

operator wish to have the availability of either the motion or

visual systems, those appropriate tests would remain a part of

the MATG for the flight training device.

\(iii\) Frequency and content of recurrent

evaluations would remain unchanged except for MATG modifications

that may occur under (1)(ii), above.

\(2\) Procedures.

\(i\) The operator must notify the NSPM, in

writing, through the POI, of the desire to administratively

downgrade their airplane simulator.

\(ii\) This notification must include appropriate

page changes to the current MATG indicating, at least, the change

in status and the elimination of appropriate tests as described

under (1)(ii), above.

\(iii\) After review of this notification package and

concluding that the modified MATG would support the flight

training device qualification level sought, the NSPM may issue a

qualification letter.

c\. Situations that may not be addressed by either of the

above two methods will be considered on a case-by-case basis.

14\. PREVIOUSLY APPROVED FLIGHT TRAINING DEVICES.

a\. Those flight training devices which, for any reason,

are not capable of meeting, or it is not desired that they meet,

the qualification standards for a specified level as described in

this AC, but which have been previously approved for use in

accordance with FAR Parts 61, 63, 121, 125, 135, or 141, and/or

have been issued an authorization letter from the Flight

Standards Service, General Aviation and Commercial Division, AFS-

800, 800 Independence Avenue, S.W., Washington D.C. 20591, will

be eligible for qualification under a temporary status. This

temporary status will be automatically conferred with issuance of

this AC, will remain valid for a period not to exceed a date 5

years after the effective date of this AC, and will allow

continued use of the device as authorized for this time period.

b\. Any such device which is physically modified with the

intent of meeting a qualification standard set out in this AC,

but which, for any reason, has not demonstrated that it meets the

standards for a specific level, will have this temporary status

conferred, or continued, only if the following conditions are

met:

\(1\) The device was manufactured and has been approved

prior to the effective date of this AC;

\(2\) Local FSDO personnel are notified that such a

modification is planned; and

\(3\) The performance of the modified device is

determined by local FSDO personnel, in consultation with the NSPM

and AFS-800, to meet, or exceed, that of the original equipment.

this determination would be solely subjective in nature and would

be based on those maneuvers/procedures for which the device has

been previously approved. In the interest of information

gathering, the FAA would request that the person(s) involved in

the design and/or installation of such modifications provide

documentation, test results, conclusions, etc., to the FAA.

/s/ William J. White

Acting Director, Flight Standards Service

APPENDIX 1. FLIGHT TRAINING DEVICE STANDARDS

1\. DISCUSSION. This appendix describes the minimum flight

training device requirements for qualification at Levels 1

through 7. The appropriate FAR, as indicated in paragraph 3 of

this AC, must be consulted when considering particular training

device requirements. The validation and functions tests listed

in appendices 2 and 3 must also be consulted when determining the

requirements of a specific level training device. In the

following tabular listing of training device requirements, needed

statements of compliance and statements of explanation are

indicated in the comment column.

LEVEL

2\. GENERAL 1 2 3 4 5 6 7 Comments

a\. A cockpit . . X . . X X Level 3 must be

which will have representative of a

actuation of single set of

controls and airplanes, and must

switches which have navigation

replicate those in controls, displays,

the airplane. and instrumentation

as set out in FAR

Section 91.33 for

operation in

accordance with

instrument flight

rules (IFR).

b\. . X . X X . . Level 2 must be

Instruments, representative of a

equipment, panels, single set of

systems, and airplanes. Levels 2

controls sufficient and 5 require

for the training/ simulated

checking events to aerodynamic

be accomplished capability and

must be located in and control forces

a spatially correct and travel

open flight deck sufficient to

area. Actuation of manually fly an

these controls and instrument approach.

switches must

replicate those in

the airplane.

c\. Daily . X X X X X X

preflight

documentation.

d\. Lighting . X X X X X X Lighting must be as

environment for per airplane

panels and lighting for Level

instruments must be 7.

sufficient for the

operation being

conducted.

e\. Circuit . X X X X X X Must be properly

breakers should located in Levels 6

function accurately and 7.

when they are

involved in

operating

procedures or

malfunctions

requiring or

involving flight

crew response.

f\. Effect of . X X . X X X Levels 3, 6, and 7

aerodynamic changes require

for various additionally, the

combinations of effects of gross

drag and thrust weight and center of

normally gravity.

encountered in

flight, including

the effect of

change in airplane

attitude, thrust,

drag, altitude,

temperature, and

configuration.

g\. Digital . X X X X X X

or analog computing

or sufficient

capacity to conduct

complete operation

of the device

including its

evaluation and

testing.

h\. All . X X . X X X

relevant instrument

indications

involved in the

simulation of the

applicable airplane

entirely automatic

in response to

control input.

i\. . X X . X X X Levels 3, 6, and 7

Navigation must also include

equipment communication

corresponding to equipment

that installed in (interphone and

the replicated air/ground)

airplane with corresponding to

operation within that installed in

the tolerances the replicated

prescribed for the aircraft, and, if

actual airborne appropriate, to the

equipment. operation being

conducted, an oxygen

mask microphone/

communication

system. Levels 2

and 5 need have

operational only

that navigation

equipment sufficient

to fly a

non-precision

instrument approach.

j\. . . X . X X X Level 7 crewmember

Crewmember seats seats must

must afford the accurately simulate

capability for the those installed in

occupant to be able the airplane.

to achieve the

design eye

reference position

for specific

airplanes, or to

approximate such a

position for a

generic set of

airplanes.

k\. In . X X X X X X These seats need not

addition to the be a replica of an

flight crewmember aircraft seat and

stations, suitable can be as simple as

seating an office chair

arrangements for an placed in an

instructor/check appropriate

airman and FAA position.

inspector. These

seats must provide

adequate view of

crewmember\'s

panel(s).

l\. Installed . X X X X X X Levels 6 and 7 must

system(s) must simulate all

simulate the applicable airplane

applicable airplane flight, navigation,

system operation, and systems

both on the ground operation.

and in flight. At Level 3 must have

least one airplane flight and

system must be navigational

represented. controls, displays,

System(s) must be and instrumentation

operative to the for powered aircraft

extent that as set out in FAR

applicable normal, Section 91.33 for

abnormal, and IFR operation.

emergency operating Levels 2 and 5 must

procedures included have functional

in the operator\'s flight and

training programs navigational

can be controls, displays,

accomplished. and instrumentation.

m\. . X X X X X X

Instructor controls

that permit

activation of

normal, abnormal,

and emergency

conditions, as may

be appropriate.

Once activated,

proper system

operation must

result from system

management by the

crew and not

require input from

the instructor

controls.

n\. Control . X X . X X X Levels 2 and 5 need

forces and control control forces and

travel which control travel only

correspond to that of sufficient

of the replicated precision to

airplane, or set of manually fly an

airplanes. Control instrument approach.

forces should react

in the same manner

as in the airplane,

or set of

airplanes, under

the same flight

conditions.

o\. . . X . . X X

Significant cockpit

sounds which result

from pilot actions

corresponding to

those of the

airplane.

p\. Sound of . . . . . . X Statement of

precipitation, Compliance.

windshield wipers,

and other

significant

airplane noises

precipitable to the

pilot during

normal, abnormal,

or emergency

operations, as may

be appropriate.

q\. . . . . . . X Statement of

Aerodynamic Compliance. Tests

modeling which, for required. See

airplanes issued an appendix 2 for

original type further information.

certificate after The statement must

June 1980, includes address ground

low-altitude effect, Mach effect,

level-flight ground aeroelastic

effect, Mach effect representations, and

at high altitude, nonlinearities due

effects of airframe to sideslip.

icing, normal Separate tests for

dynamic thrust thrust effects and

effect on control demonstration of

surfaces, icing effects are

aeroelastic required.

representations,

and representations

of nonlinearities

due to sideslip

based on airplane

flight test data

provided by the

manufacturer.

r\. Control . . . . . . X Statement of

feel dynamics which Compliance Tests

replicate the required. See

airplane simulated. appendix 2, par. 3.

Free response of

the controls shall

match that of the

airplane within the

tolerance given in

appendix 2.

Initial and upgrade

evaluation will

include control

free response

(column, wheel, and

pedal) measurements

recorded at the

controls. The

measured responses

must correspond to

those of the

airplane in

takeoff, cruise,

and landing

configurations.

\(1\) For

airplanes with

irreversible

control systems,

measurements may be

obtained on the

ground if proper

pilot static inputs

are provided to

represent

conditions typical

of those

encountered in

flight.

Engineering

validation or

airplane

manufacturer

rationale will be

submitted as

justification to

ground test or omit

a configuration.

\(2\) For

flight training

devices requiring

static and dynamic

tests at the

controls, special

test fixtures will

not be required

during initial

evaluations if the

operator\'s ATG

shows both test

fixture results and

alternate test

method results,

such as computer

data plots, which

were obtained

concurrently.

Repeat of the

alternate method

during the initial

evaluation may then

satisfy this test

requirement.

s\. . . . . . . X Statement of

Aerodynamic and Compliance. Tests

ground reaction required.

modeling for the

effects of reverse

thrust on

directional

control.

t\. Timely . X X X X X X

permanent update of

flight training

device hardware and

programming

consistent with

airplane

modifications.

u\. Visual . X X X X X X Visual system

system; if standards set out in

installed (not AC 120-40, as

required). amended, for at

least Level A

simulators will be

acceptable.

v\. Motion . X X X X X X Motion system

system; if standards set out in

installed (not AC 120-40, as

required). amended, for at

least Level A

simulators will be

acceptable.

APPENDIX 2. FLIGHT TRAINING DEVICE VALIDATION TESTS

1\. DISCUSSION. Performance must be objectively evaluated by

comparing the results of tests conducted in the training device

to aircraft flight test data unless specifically noted otherwise.

Test requirements listed in the table may not be applicable in

cases in which the flight training device does not include the

system or function to be checked. In other cases a system or

function may be included and evaluated in the flight training

device which would normally not be required for the level of

qualification being sought.

The ATG provided by the operator must describe clearly and

distinctly how the flight training device will be set up and

operated for each test. Use of a driver program designed to

automatically accomplish the tests is encouraged for all flight

training devices. A manual test procedure with explicit and

detailed steps for completion of each test must also be provided.

The tests and tolerances contained in this appendix must be

included in the operator\'s ATG.

The Table of Validation Tests of this appendix generally

indicates the test results required. Unless noted otherwise,

tests should represent airplane performance and handling

qualities at normal operating weights and centers of gravity

(CG). If a test is supported by aircraft data at one extreme

weight or CG, another test supported by aircraft data at

midconditions or as close as possible to the other extreme should

be included. Certain tests which are relevant only at one

extreme CG or weight condition need not be repeated at the other

extreme. It should be recognized that the tests listed in the

table merely sample, on a very limited basis, the flight training

device performance and handling qualities. The results of these

tests for Levels 3, 6, and 7 are expected to be indicative of the

device\'s performance and handling qualities throughout the

airplane weight and CG envelope, the operational envelope, and

for varying atmospheric ambient and environmental conditions to

the extremes authorized for the respective airplane or set of

airplanes. It is not sufficient, nor is it acceptable, to

program these flight training devices so that the modelling is

correct only at the validation test points.

Test of handling qualities must include validation of

augmentation devices. Flight training devices for highly

augmented airplanes will be validated both in the unaugmented

configuration (or failure state with the maximum permitted

degradation in handling qualities) and the augmented

configuration. Where various levels of handling qualities result

from failure states, validation of the effect of the failure is

necessary. Requirements for testing will be mutually agreed to

between the operator and the NSPM on a case-by-case basis.

2\. TEST REQUIREMENTS. The ground and flight tests required for

qualification are listed in the Table of Validation Tests.

Results of these tests should be available in a form which can be

compared to validation reference data. For those devices listed

in the following table requiring \"generic\" aerodynamic modeling,

the FAA-approved data supplied by the manufacturer or the

operator sponsoring the device will be used as the comparison

basis for objective testing.

Flight test data which exhibit rapid variations of the measured

parameters may require engineering judgment when making

assessments of flight training device validity. Such judgment

must not be limited to a single parameter. All relevant

parameters related to a given maneuver or flight condition must

be provided to allow overall interpretation. When it is

difficult or impossible to match data throughout a time history,

differences must be justified by providing a comparison of other

related variables for the condition being assessed.

a\. Parameters, Tolerances, and Flight Conditions. The

Table of Validation Tests in this appendix describes the

parameters, tolerances, and flight conditions for training device

validation. If a flight condition or operating condition is

shown which does not apply to the qualification level sought, it

should be disregarded. Results must be labeled using the

tolerances and units given.

b\. Flight Conditions Verification. When comparing the

parameters listed to those of the airplane, sufficient data must

also be provided to verify the correct flight condition. For

example, to show that control force is within +5 1b (2.224 daN)

in a static stability test, data to show the correct airspeed,

power, thrust or torque, airplane configuration, altitude, and

other appropriate datum identification parameters should also be

given. If comparing short period dynamics, normal acceleration

may be used to establish a match to the airplane, but airspeed,

altitude, control input, airplane configuration, and other

appropriate data must also be given. All airspeed values should

be clearly annotated as to indicated, calibrated, etc., and like

values used for comparison.

\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\--

TABLE OF VALIDATION TESTS

Flight

Test Tolerance Conditions

1\. PERFORMANCE +- 5%

a\. TAKEOFF

\(1\) Ground Acceleration +- 5% Time or Ground/

Time +- 1 Second Takeoff

\(2\) Minimum Unstick Speed +- 3 Kts Ground/

or equivalent as Airspeed Takeoff

provided by the +- 1.5 Pitch

aircraft manufacturer

\(3\) Normal Takeoff +- 3 Kts Ground/

Airspeed Takeoff

+- 1.5 Pitch, and First

+- 1.5 degrees Segment

Angle of Climb

Attack

+- 20 Feet

(6 Meters)

Altitude

\(4\) Critical Engine +- 3 Kts Ground/

Failure on Takeoff degree pitch Takeoff

Airspeed and First

+- 1.5 Pitch or Segment

+- 1.5 degrees Climb

Angle of Attack

+- 20 Feet

(6 Meters)

Altitude

+- 2 degrees Bank and

Sideslip Angle

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

1\. PERFORMANCE \| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|Level 7

\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|devices will

a\. TAKEOFF \| \| \| \| \| \| \| \|require

\| \| \| \| \| \| \| \|distance

\(1\) Ground \| . \| . \| X \| . \| . \| X \| X \|measures also.

Acceleration \| \| \| \| \| \| \| \|Tolerance will

Time \| \| \| \| \| \| \| \|be +- 5% times

\| \| \| \| \| \| \| \|and distance

\| \| \| \| \| \| \| \|or +- 5% time

\| \| \| \| \| \| \| \|and +- 200

\| \| \| \| \| \| \| \|feet

\| \| \| \| \| \| \| \|(60 meters) of

\| \| \| \| \| \| \| \|distance.

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|Acceleration

\| \| \| \| \| \| \| \|time (and

\| \| \| \| \| \| \| \|distance for

\| \| \| \| \| \| \| \|level 7)

\| \| \| \| \| \| \| \|should be

\| \| \| \| \| \| \| \|recorded for a

\| \| \| \| \| \| \| \|minimum of 80%

\| \| \| \| \| \| \| \|of total

\| \| \| \| \| \| \| \|segment (brake

\| \| \| \| \| \| \| \|release to

\| \| \| \| \| \| \| \|V sub r).

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Minimum \| . \| . \| . \| . \| . \| . \| X \|V sub mu is

Unstick Speed\| \| \| \| \| \| \| \|defined as

or equivalent\| \| \| \| \| \| \| \|that speed at

as provided \| \| \| \| \| \| \| \|which the last

by the \| \| \| \| \| \| \| \|main landing

aircraft \| \| \| \| \| \| \| \|gear leaves

manufacturer \| \| \| \| \| \| \| \|the ground.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) Normal \| . \| . \| . \| . \| . \| . \| X \|

Takeoff \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(4\) Critical \| . \| . \| . \| . \| . \| . \| X \|

Engine \| \| \| \| \| \| \| \|

Failure on \| \| \| \| \| \| \| \|

Takeoff \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Tolerance Conditions

1\. PERFORMANCE

\(5\) Crosswind Takeoff +- 3 kts Ground/

Airspeed Takeoff

+- 1.5 degrees and First

Pitch, +- 1.5 Segment

degrees Climb

Angle of

Attack

+- 20 Feet (6

Meters) Altitude

+- 2 degrees Bank

and Sideslip

Angle

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

b\. CLIMB

\(1\) Normal Climb +- 3 Kts Climb

All Engines Airspeed With all

Operating +- 5% or +- 100 Engines

FPM (0.5 Operating

Meters/Sec)

Climb Rate

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) One Engine Inoperative +- 3 Kts Second

Second Segment Climb Airspeed Segment

+- 5% or +- 100 Climb With

FPM (0.5 One Engine

Meters/Sec) Inoperative

Climb Rate but

not less than

the FAA Approved

Flight Manual

Rate of Climb

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) One Engine Inoperative +- 3 Kts Approach

Approach Climb for Airspeed Climb

Airplanes With Icing +- 5% or +- 100 With One

Accountability per FPM (0.5 Engine

Approved Airplane Meters/Sec)

Flight Manual (AFM) Climb Rate but

not less than

the FAA Approved

Flight Manaul

Rate of Climb

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

1\. PERFORMANCE \| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(5\) Crosswind \| \| \| \| \| \| \| X \|

Takeoff \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

b\. Climb \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\(1\) Normal Climb\| \| X \| X \| \| X \| X \| X \|May be a

All Engines \| \| \| \| \| \| \| \|snapshot test.

Operating \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) One Engine \| \| \| \| \| \| \| X \|

Inoperative \| \| \| \| \| \| \| \|

Second \| \| \| \| \| \| \| \|

Segment Climb\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) One Engine \| \| \| \| \| \| \| X \|

Inoperative \| \| \| \| \| \| \| \|

Approach \| \| \| \| \| \| \| \|

Climb for \| \| \| \| \| \| \| \|

Airplanes \| \| \| \| \| \| \| \|

with Icing \| \| \| \| \| \| \| \|

Accountability\| \| \| \| \| \| \| \|

per Approved \| \| \| \| \| \| \| \|

Airplane \| \| \| \| \| \| \| \|

Flight Manual\| \| \| \| \| \| \| \|

(AFM) \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Tolerance Conditions

1\. PERFORMANCE

c\. In Flight

\(1\) Stall Warning, +- 3 Kts Second

Stall Speeds Airspeed Segment

+- 2 degrees Climb and

Bank Approach

or Landing

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Stall Warning +- 3 Kts Second

(actuation of stall Airspeed Segment

warning device) +- 2 degrees Climb and

Bank Approach or

Landing

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

d\. STOPPING

\(1\) Stopping Time, +- 5% time or Landing

Wheel Brakes +- 1 Second

Dry Runway

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Stopping Time, +- 5% Time or Landing

Reverse Thrust +- 1 Second

Dry Runway

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

1\. PERFORMANCE \| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

c\. In Flight \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\(1\) Stall \| \| \| \| \| \| \| X \|

Warning, \| \| \| \| \| \| \| \|

Stall \| \| \| \| \| \| \| \|

Speeds \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Stall \| \| X \| X \| \| X \| X \| \|

Warning \| \| \| \| \| \| \| \|

(actuation\| \| \| \| \| \| \| \|

of stall \| \| \| \| \| \| \| \|

warning \| \| \| \| \| \| \| \|

device) \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

d\. Stopping \| \| \| \| \| \| \| \|Level 7

\| \| \| \| \| \| \| \|devices will

\(1\) Stopping \| \| \| X \| \| \| X \| X \|require

Time, \| \| \| \| \| \| \| \|distance

Wheel \| \| \| \| \| \| \| \|measurements

Brakes Dry\| \| \| \| \| \| \| \|also.

Runway \| \| \| \| \| \| \| \|Tolerances

\| \| \| \| \| \| \| \|will be +- 5%

\| \| \| \| \| \| \| \|time and the

\| \| \| \| \| \| \| \|smaller of

\| \| \| \| \| \| \| \|+- 10% of

\| \| \| \| \| \| \| \|distance or

\| \| \| \| \| \| \| \|200 feet (60

\| \| \| \| \| \| \| \|meters).

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|Time (and

\| \| \| \| \| \| \| \|distance for

\| \| \| \| \| \| \| \|Level 7)

\| \| \| \| \| \| \| \|should be

\| \| \| \| \| \| \| \|recorded for

\| \| \| \| \| \| \| \|at least 80%

\| \| \| \| \| \| \| \|of total

\| \| \| \| \| \| \| \|segment.

\| \| \| \| \| \| \| \|(Initiation of

\| \| \| \| \| \| \| \|Rejected Take

\| \| \| \| \| \| \| \|Off ›RTO\| to

\| \| \| \| \| \| \| \|full stop).

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Stopping \| \| \| X \| \| \| X \| X \|Level 7

Time, \| \| \| \| \| \| \| \|devices will

Reverse \| \| \| \| \| \| \| \|require

Thrust \| \| \| \| \| \| \| \|distance

Dry Runway\| \| \| \| \| \| \| \|measurements

\| \| \| \| \| \| \| \|also.

\| \| \| \| \| \| \| \|Tolerance will

\| \| \| \| \| \| \| \|be +- 5% time

\| \| \| \| \| \| \| \|and the

\| \| \| \| \| \| \| \|smaller of

\| \| \| \| \| \| \| \|+- 10% of

\| \| \| \| \| \| \| \|distance or

\| \| \| \| \| \| \| \|200 feet (60

\| \| \| \| \| \| \| \|meters).

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|Time (and

\| \| \| \| \| \| \| \|Distance for

\| \| \| \| \| \| \| \|level 7)

\| \| \| \| \| \| \| \|should be

\| \| \| \| \| \| \| \|recorded for

\| \| \| \| \| \| \| \|at least 80%

\| \| \| \| \| \| \| \|of total

\| \| \| \| \| \| \| \|segment.

\| \| \| \| \| \| \| \|(Initiation of

\| \| \| \| \| \| \| \|RTO to full

\| \| \| \| \| \| \| \|stop.)

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Tolerance Conditions

1\. PERFORMANCE (STOPPING

cont\'d)

\(3\) Stopping Time and Representative Landing

Distance, Stopping Time

Wheel Brakes Only and Distance

Wet Runway

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(4\) Stopping Time and Representative Landing

Distance, Stopping Time

Wheel Brakes Only and Distance

Icy Runway

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

e\. ENGINES

\(1\) Acceleration +- 10% Time Approach or

Landing

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Deceleration +- 10% Time Ground/

Takeoff

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

1\. PERFORMANCE \| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

(STOPPING cont\'d)
\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| \| \| \| \| \| \| \|

\(3\) Stopping \| \| \| \| \| \| \| X \|Time and

Time and \| \| \| \| \| \| \| \|Distance

Distance,\| \| \| \| \| \| \| \|should be

Wheel \| \| \| \| \| \| \| \|recorded for

Brakes \| \| \| \| \| \| \| \|at least 80%

Only \| \| \| \| \| \| \| \|of total

Wet \| \| \| \| \| \| \| \|segment.

Runway \| \| \| \| \| \| \| \|(Initiatiion

\| \| \| \| \| \| \| \|of RTO to full

\| \| \| \| \| \| \| \|stop.) FAA

\| \| \| \| \| \| \| \|approved AFM

\| \| \| \| \| \| \| \|data is

\| \| \| \| \| \| \| \|acceptable.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(4\) Stopping \| \| \| \| \| \| \| X \|Time and

Time and \| \| \| \| \| \| \| \|Distance

Distance,\| \| \| \| \| \| \| \|should be

Wheel \| \| \| \| \| \| \| \|recorded for

Brakes \| \| \| \| \| \| \| \|at least 80%

Only \| \| \| \| \| \| \| \|of total

Icy \| \| \| \| \| \| \| \|segment.

Runway \| \| \| \| \| \| \| \|(Initiation of

\| \| \| \| \| \| \| \|RTO to full

\| \| \| \| \| \| \| \|stop.) FAA

\| \| \| \| \| \| \| \|approved AFM

\| \| \| \| \| \| \| \|data is

\| \| \| \| \| \| \| \|acceptable.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

e\. ENGINES \| \| \| \| \| \| \| \|Test from

\| \| \| \| \| \| \| \|flight idle to

\| \| \| \| \| \| \| \|go-around

\| \| \| \| \| \| \| \|power

\| \| \| \| \| \| \| \|

\(1\) \| \| \| \| \| \| \| \|

Acceleration \| \| X \| X \| \| X \| X \| X \|Tolerances of

\| \| \| \| \| \| \| \|+- 1 second

\| \| \| \| \| \| \| \|authorized for

\| \| \| \| \| \| \| \|Levels 2, 3,

\| \| \| \| \| \| \| \|and 5.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) \| \| X \| X \| \| X \| X \| X \|Test from

Deceleration \| \| \| \| \| \| \| \|maximum

\| \| \| \| \| \| \| \|takeoff power

\| \| \| \| \| \| \| \|to 10% of

\| \| \| \| \| \| \| \|maximum

\| \| \| \| \| \| \| \|takeoff power

\| \| \| \| \| \| \| \|(90% decay in

\| \| \| \| \| \| \| \|power

\| \| \| \| \| \| \| \|available

\| \| \| \| \| \| \| \|above idle).

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|Tolerance of

\| \| \| \| \| \| \| \|+- 1 second

\| \| \| \| \| \| \| \|authorized for

\| \| \| \| \| \| \| \|Levels 2, 3,

\| \| \| \| \| \| \| \|and 5.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Tolerance Conditions

2\. HANDLING QUALITIES

a\. STATIC CONTROL CHECKS \*\*

\(1\) Column Position vs. +- 2 lb. (0.89 Ground

Force and Surface daN) Breakout

Position Calibration +- 5 lb. (2.224

daN) or +- 10%

Force

+- 2 degrees

Elevator

Column Position vs. +- 2 lb (0.89 Ground

Force daN) Breakout

+- 5 lb (2.223

daN) or +- 10%

Force

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Wheel Position vs. +- 2 lb (.89 Ground

Force and Surface daN) Breakout

Position Calibration +- 3 lb (1.334

daN) or +- 10%

Force

+- 1 degree

Aileron

+- 2% Spoiler

Wheel Position vs. +- 2 lb (.89 daN)

Force Breakout

+- 3 lb (1.334

daN) or +- 10%

Force

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) Pedal Position vs. +- 5 lb (2.332 Ground

Force and Surface daN) Breakout

Position Calibration +- 5 lb (2.224

daN) or +10%

Force

+- 2 Rudder

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

2\. HANDLING QUALITIES\| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

a\. STATIC CONTROL\| \| \| \| \| \| \| \|

CHECKS \*\* \| \| \| \| \| \| X \| X \|Uninterrupted

\| \| \| \| \| \| \| \|control sweep.

\(1\) Column \| \| \| \| \| \| \| \|

Position \| \| \| \| \| \| \| \|

vs. Force\| \| \| \| \| \| \| \|

and \| \| \| \| \| \| \| \|

Surface \| \| \| \| \| \| \| \|

Position \| \| \| \| \| \| \| \|

Calibration\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

Column \| \| X \| X \| \| X \| \| \|

Position \| \| \| \| \| \| \| \|

vs. Force\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Wheel \| \| \| \| \| \| X \| X \|Uninterrupted

Position \| \| \| \| \| \| \| \|control sweep.

vs. Force\| \| \| \| \| \| \| \|

and \| \| \| \| \| \| \| \|

Surface \| \| \| \| \| \| \| \|

Position \| \| \| \| \| \| \| \|

Calibration\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

Wheel \| \| X \| X \| \| X \| \| \|

Position \| \| \| \| \| \| \| \|

vs. Force\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) Pedal \| \| \| \| \| \| X \| X \|Uninterrupted

Position \| \| \| \| \| \| \| \|control sweep.

vs. Force\| \| \| \| \| \| \| \|

and \| \| \| \| \| \| \| \|

Surface \| \| \| \| \| \| \| \|

Position \| \| \| \| \| \| \| \|

Calibration\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\*\* Column, wheel, and pedal position vs. force shall be measured

at the control. An alternative method acceptable to the NSPM in

lieu of the test fixture at the controls would be to instrument

the training device in an equivalent manner to the flight test

airplane. The force and position data from this instrumentation

can be directly recorded and matched to the airplane data. Such

a permanent installation could be used repeatedly without any

time for installation of external devices.

Test Tolerance Conditions

2\. HANDLING QUALITIES (STATIC

CONTROL CHECKS cont\'d)

Pedal Position vs. +- 5 lb. Ground

Force (2.224 daN)

Breakout

+- 5 lb. (2.224

daN) or +- 10%

Force

\(4\) Nosewheel Steering +- 2 lb (0.89 Ground

Force daN) Breakout

+- 3 lb (1.334

daN) or +- 10%

Force

\(5\) Rudder Pedal Steering +- 2 degrees Ground

Force Nosewheel

Angle

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(6\) Pitch Trim +- 0.5 degrees Ground

Calibration Indicator Computed Trim

vs. Computed Angle

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(7\) Alignment of Power +- 5 degrees Ground

Lever (or Cross Lever Angle or

Shaft Angle) vs. Cross Shaft

Selected Engine Angle or

Parimeter (i.e., Equivalent

EPR, N sub 1,

Torque Manifold

Pressure, etc.)

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

2\. HANDLING QUALITIES\| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

(STATIC CONTROL
\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

CHECKS cont\'d) \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

Pedal \| \| X \| X \| \| X \| \| \|

Position \| \| \| \| \| \| \| \|

vs. Force\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(4\) Nosewheel\| \| \| X \| \| \| X \| X \|If appropriate

Steering \| \| \| \| \| \| \| \|to the

Force \| \| \| \| \| \| \| \|airplane or

\| \| \| \| \| \| \| \|set of

\| \| \| \| \| \| \| \|airplanes

\| \| \| \| \| \| \| \|being

\| \| \| \| \| \| \| \|simulated.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(5\) Rudder \| \| \| X \| \| \| X \| X \|If appropriate

Pedal \| \| \| \| \| \| \| \|to the

Steering \| \| \| \| \| \| \| \|airplane or

Calibration\| \| \| \| \| \| \| \|set of

Surface \| \| \| \| \| \| \| \|airplanes

Position \| \| \| \| \| \| \| \|being

Calibration\| \| \| \| \| \| \| \|simulated.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(6\) Pitch \| \| \| \| \| \| X \| X \|

Trim \| \| \| \| \| \| \| \|

Calibration\| \| \| \| \| \| \| \|

Indicator\| \| \| \| \| \| \| \|

vs. \| \| \| \| \| \| \| \|

Computed \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(7\) Alignment\| \| \| \| \| \| X \| X \|

of Power \| \| \| \| \| \| \| \|

Lever (or\| \| \| \| \| \| \| \|

Cross \| \| \| \| \| \| \| \|

Shaft \| \| \| \| \| \| \| \|

Angle) \| \| \| \| \| \| \| \|

vs. \| \| \| \| \| \| \| \|

Selected \| \| \| \| \| \| \| \|

Engine \| \| \| \| \| \| \| \|

Parameter\| \| \| \| \| \| \| \|

(i.e., \| \| \| \| \| \| \| \|

EPR, \| \| \| \| \| \| \| \|

N sub 1, \| \| \| \| \| \| \| \|

Torque \| \| \| \| \| \| \| \|

Manifold \| \| \| \| \| \| \| \|

Pressure,\| \| \| \| \| \| \| \|

etc.) \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Tolerance Conditions

2\. HANDLING QUALITIES (STATIC

CONTROL CHECKS cont\'d)

\(8\) Brake Pedal +- 2 degrees Ground

Position vs. Force Pedal

Position

+- 5 lb. (2.224

daN) or +- 10%

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

b\. DYNAMIC CONTROL CHECKS \*\*

\(1\) Pitch Control +- 10% Time Takeoff,

for Each Zero Cruise,

Crossing +- 10%

Amplitude of

2nd and

Subsequent

Overshoots

Greater than 5%

of Initial

Displacement.

+- 1 Overshoot.

Refer to

Paragraph 3

this Appendix.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Roll Control Same as (1) Takeoff,

above. Cruise,

Landing

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) Yaw Control Same as (1) Takeoff,

above. Cruise,

Landing

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

2\. HANDLING QUALITIES\| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

(STATIC CONTROL
\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

CHECKS cont\'d) \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\(8\) Brake \| \| \| X \| \| \| X \| X \|Computer

Pedal \| \| \| \| \| \| \| \|output

Position \| \| \| \| \| \| \| \|results may

vs. Force\| \| \| \| \| \| \| \|be used to

\| \| \| \| \| \| \| \|show

\| \| \| \| \| \| \| \|compliance.

\| \| \| \| \| \| \| \|Levels 3 and 6

\| \| \| \| \| \| \| \|only need data

\| \| \| \| \| \| \| \|points at zero

\| \| \| \| \| \| \| \|and maximum

\| \| \| \| \| \| \| \|breaking

\| \| \| \| \| \| \| \|application.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

b\. DYNAMIC CONTROL\| \| \| \| \| \| \| \|

CHECKS \*\* \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\(1\) Pitch \| \| \| \| \| \| \| X \|Data should be

Control \| \| \| \| \| \| \| \|normal control

\| \| \| \| \| \| \| \|displacement

\| \| \| \| \| \| \| \|in both

\| \| \| \| \| \| \| \|directions.

\| \| \| \| \| \| \| \|Approximately

\| \| \| \| \| \| \| \|25% to 50% of

\| \| \| \| \| \| \| \|full throw.

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|Refer to par.

\| \| \| \| \| \| \| \|3 of this

\| \| \| \| \| \| \| \|Appendix

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Roll \| \| \| \| \| \| \| X \|

Control \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) Yaw \| \| \| \| \| \| \| X \|

Control \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\*\* Column, wheel, and pedal position vs. force shall be measured

at the control. An alternative method acceptable to the NSPM in

lieu of the test fixture at the controls would be to instrument

the training device in an equivalent manner to the flight test

airplane. The force and position data from this instrumentation

can be directly recorded and matched to the airplane data. Such

a permanent installation could be used repeatedly without any

time for installation of external devices.

Test Tolerance Conditions

2\. HANDLING QUALITIES

c\. LONGITUDINAL

\(1\) Power Change Dynamics +- 3 kts Cruise or

Airspeed Approach

+- 100 Feet

(30 Meters)

Altitude

+- 20% or

+- 1.5 degree

Pitch

Power Change Force +- 5 lb or Cruise or

+- 20% Approach

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Flap Change Dynamics +- 3 kt Takeoff to

Airspeed Second

+- 100 Feet Segment

(30 Meters Climb,

Altitude Approach to

+- 20% or Landing

+- 1.5 degree

Pitch

Flap Change Force +- 5 lb or Takeoff to

+- 20% Second

Segment

Climb,

Approach to

Landing

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) Spoiler/Speedbrake +- 3 Kts Cruise and

Change Dynamics Airspeed Approach

+-100 Feet Landing

(30 Meters)

Altitude

+- 20% or

+- 1.5 degree

Pitch

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(4\) Gear Change Dynamics +- 3 Kts Takeoff to

Airspeed Second

+- 100 Feet Segment

(30 Meters) Climb,

Altitude Approach to

+- 20% or Landing

+- 1.5 degree

Pitch

Gear Change Force +- 5 lb or Takeoff to

+- 20% Second

Segment

Climb,

Approach to

Landing

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

2\. HANDLING QUALITIES\| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

c\. LONGITUDINAL \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\(1\) Power \| \| \| \| \| \| \| X \|

Change \| \| \| \| \| \| \| \|

Dynamics \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

Power \| \| X \| X \| \| X \| X \| \|Snapshots will

Change \| \| \| \| \| \| \| \|be acceptable.

Force \| \| \| \| \| \| \| \|Power Change

\| \| \| \| \| \| \| \|dynamics will

\| \| \| \| \| \| \| \|be accepted.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Flap \| \| \| \| \| \| \| X \|

Change \| \| \| \| \| \| \| \|

Dynamics \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

Flap \| \| X \| X \| \| X \| X \| \|Snapshots will

Change \| \| \| \| \| \| \| \|be acceptable.

Force \| \| \| \| \| \| \| \|Flap change

\| \| \| \| \| \| \| \|dynamics will

\| \| \| \| \| \| \| \|be accepted.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) Spoiler/ \| \| \| \| \| \| \| X \|

Speedbrake \| \| \| \| \| \| \| \|

Change \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(4\) Gear \| \| \| \| \| \| \| X \|

Change \| \| \| \| \| \| \| \|

Dynamics \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

Gear \| \| X \| X \| \| X \| X \| \|Snapshots will

Change \| \| \| \| \| \| \| \|be acceptable.

Force \| \| \| \| \| \| \| \|Gear change

\| \| \| \| \| \| \| \|dynamics will

\| \| \| \| \| \| \| \|be acceptable.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Tolerance Conditions

2\. HANDLING QUALITIES

(LONGITUDINAL cont\'d)

\(5\) Gear and Flap +- 3 Seconds Takeoff,

Operating Times or 10% of Time Approach

\(6\) Longitudinal Trim +- 1 degree Cruise

Pitch Control Approach,

(Stab and Elev) Landing

+- 1 degree

Pitch Angle

+- 2% Net

Thrust or

equivalent in

Cruise

+- 5% Net

Thrust, or

equivalent in

Approach and

Landing

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(7\) Longitudinal +- 5 lb Cruise,

Maneuvering (2.224 daN) or Approach

Stability (Stick +- 10% Column Landing

Force/g) Force or

Equivalent

Surface

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(8\) Longitudinal Static +- 5 lb Approach

Stability (+- 2.224)

daN) or +- 10%

Column Force

or Equivalent

Surface

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(9\) Phugoid Dynamics +- 10% of Cruise

Period

+- 10% of Time

to 1/2 or

Double

Amplitude or

+- .02 of

Damping Ratio

+- 10% of Cruise

Period With

Representative

Damping

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

2\. HANDLING QUALITIES\| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

(LONGITUDINAL
\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

cont\'d) \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\(5\) Gear and \| \| X \| X \| \| X \| X \| X \|

Flap \| \| \| \| \| \| \| \|

Operating\| \| \| \| \| \| \| \|

Times \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(6\) \| \| X \| X \| \| X \| X \| X \|May be a

Longitudinal\| \| \| \| \| \| \| \|snapshot.

Trim \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|Levels 2, 3,

\| \| \| \| \| \| \| \|and 5 may use

\| \| \| \| \| \| \| \|equivalent

\| \| \| \| \| \| \| \|stick and trim

\| \| \| \| \| \| \| \|controllers in

\| \| \| \| \| \| \| \|lieu of

\| \| \| \| \| \| \| \|stabilizer and

\| \| \| \| \| \| \| \|elevator.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(7\) \| \| \| \| \| \| X \| X \|May be a

Longitudinal\| \| \| \| \| \| \| \|series of

Maneuvering\| \| \| \| \| \| \| \|snapshot

Stability\| \| \| \| \| \| \| \|tests. Force

(Stick \| \| \| \| \| \| \| \|or surface

Force/g) \| \| \| \| \| \| \| \|deflection

\| \| \| \| \| \| \| \|must be in the

\| \| \| \| \| \| \| \|correct

\| \| \| \| \| \| \| \|direction.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(8\) \| \| X \| X \| \| X \| X \| X \|May be

Longitudinal\| \| \| \| \| \| \| \|snapshot

Static \| \| \| \| \| \| \| \|tests. Levels

Stability\| \| \| \| \| \| \| \|2, 3. and 5

\| \| \| \| \| \| \| \|must exhibit

\| \| \| \| \| \| \| \|positive

\| \| \| \| \| \| \| \|static

\| \| \| \| \| \| \| \|stability, but

\| \| \| \| \| \| \| \|need not

\| \| \| \| \| \| \| \|comply with

\| \| \| \| \| \| \| \|the numerical

\| \| \| \| \| \| \| \|tolerance.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(9\) Phugoid \| \| \| \| \| \| X \| X \|Test should

Dynamics \| \| \| \| \| \| \| \|include 6

\| \| \| \| \| \| \| \|cycles or that

\| \| \| \| \| \| \| \|sufficient to

\| \| \| \| \| \| \| \|determine time

\| \| \| \| \| \| \| \|to 1/2

\| \| \| \| \| \| \| \|amplitude,

\| \| \| \| \| \| \| \|whichever is

\| \| \| \| \| \| \| \|less.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Tolerance Conditions

2\. HANDLING QUALITIES

(LATERAL DIRECTIONAL Cont\'d)

\(10\) Short Period Dynamics +- 1.5 degrees Cruise

Pitch or 2

degrees/sec

Pitch +- .10g

Normal

Acceleration

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

d\. LATERAL DIRECTIONAL

\(1\) Minimum control Speed, +- 3 Kts Takeoff or

Air (V sub mca), per Airspeed Landingh,

device\'s Applicable (whichever

Airworthiness Standard, is most

or Low Speed Engine critical in

Inoperative Handling airplane

Characteristics in Air

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Roll Response (Rate) +- 10% or Cruise and

+- 2 degrees/ Landing or

sec Roll Rate Approach

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) Roll Overshoot +- 2 degrees or Approach or

or +- 10% of Bank Landing

Response to Roll

Controler Step Input +- 10% or +- 2

degrees/sec

Roll Rate

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(4\) Spiral Stability Correct Trend Cruise,

Correct Trend Cruise

+- 3 degrees or

Bank Angle or

+- 10% in 30

secs.

Correct Trend Cruise

+- 3 degrees of

Bank Angle or

+- 10% in 30

secs.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

2\. HANDLING QUALITIES\| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

(LATERAL
\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

DIRECTIONAL \| \| \| \| \| \| \| \|

Cont\'d) \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\(10\) Short \| \| \| \| \| \| X \| X \|

Period \| \| \| \| \| \| \| \|

Dynamics \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

d\. LATERAL \| \| \| \| \| \| \| \|

DIRECTIONAL \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\(1\) Minimum \| \| \| \| \| \| \| X \|

Control \| \| \| \| \| \| \| \|

Speed, \| \| \| \| \| \| \| \|

Air (V \| \| \| \| \| \| \| \|

sub mca),\| \| \| \| \| \| \| \|

per \| \| \| \| \| \| \| \|

device\'s \| \| \| \| \| \| \| \|

Applicable \| \| \| \| \| \| \| \|

Airworthiness\| \| \| \| \| \| \| \|

Standards,\| \| \| \| \| \| \| \|

or Low \| \| \| \| \| \| \| \|

Speed \| \| \| \| \| \| \| \|

Engine \| \| \| \| \| \| \| \|

Inoperative\| \| \| \| \| \| \| \|

Handling \| \| \| \| \| \| \| \|

Characteristics\| \| \| \| \| \| \| \|

in Air \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(2\) Roll \| \| X \| X \| \| X \| X \| X \|

Response \| \| \| \| \| \| \| \|

(Rate) \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(3\) Roll \| \| \| X \| \| \| X \| X \|

Overshoot\| \| \| \| \| \| \| \|

or \| \| \| \| \| \| \| \|

Response \| \| \| \| \| \| \| \|

to Roll \| \| \| \| \| \| \| \|

Controller\| \| \| \| \| \| \| \|

Step \| \| \| \| \| \| \| \|

Input \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(4\) Spiral \| \| X \| \| \| X \| \| \|

Stability\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\| \| \| X \| \| \| X \| \|Data averaged

\| \| \| \| \| \| \| \|from multiple

\| \| \| \| \| \| \| \|tests in the

\| \| \| \| \| \| \| \|same direction

\| \| \| \| \| \| \| \|may be used,

\| \| \| \| \| \| \| \|less

\| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| X \|Level 7

\| \| \| \| \| \| \| \|requires tests

\| \| \| \| \| \| \| \|in both

\| \| \| \| \| \| \| \|directions.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Tolerance Conditions

2\. HANDLING QUALITIES (LATERAL

DIRECTIONAL Cont\'d)

\(5\) Engine Inoperative +- 1 degrees Second

Trim Rudder Angle Segment

or +- 1 degrees Approach or

or Tab Angle Landing

or Equivalent

Pedal +- 2

degrees

Sideslip Angle

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(6\) Rudder Response +- 2 degrees/ Approach or

sec or +- 10% Landing

Yaw Rate or

Heading Changes

Roll Rate +- 2 Approach or

degrees sec. Landing

Bank Angle

+- 3 degrees

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(7\) Dutch Roll +- 10% of Cruise, and

Yaw Dumper OFF Period. Approach or

+- 10% of Landing

Time to 1/2

or Double

Amplitude

+- .02 of

Damping Ratio

+- 10% of Cruise and

Period With Approach or

Correct Trend Landing

and Number of

Overshoots

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(8\) Steady State Sideslip For given Approach or

or Heading Angle rudder Landing

position

+- 2 degrees

Bank, +- 1

degrees

Sideslip,

+- 10% or +- 2

degrees Aileron,

+- 10% or +- 5

degrees

Spoiler or

Equivalent Wheel

Position or Force

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

2\. HANDLING QUALITIES\| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

(LATERAL
\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

DIRECTIONAL \| \| \| \| \| \| \| \|

cont\'d) \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\(5\) Engine \| \| \| \| \| \| \| X \|May be

Inoperative\| \| \| \| \| \| \| \|snapshot test.

Trim \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(6\) Rudder \| \| \| \| \| \| X \| X \|Test may be

Response \| \| \| \| \| \| \| \|deleted if

\| \| \| \| \| \| \| \|rudder input

\| \| \| \| \| \| \| \|and response

\| \| \| \| \| \| \| \|is shown in

\| \| \| \| \| \| \| \|dutch roll

\| \| \| \| \| \| \| \|test.

\| \| \| \| \| \| \| \|

\| \| X \| X \| \| X \| \| \|Test may be

\| \| \| \| \| \| \| \|roll response

\| \| \| \| \| \| \| \|to a given

\| \| \| \| \| \| \| \|rudder

\| \| \| \| \| \| \| \|deflection.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(7\) Dutch Roll\| \| \| \| \| \| X \| X \|For Level 7,

Yaw Dumper\| \| \| \| \| \| \| \|additional

Off \| \| \| \| \| \| \| \|requirement

\| \| \| \| \| \| \| \|of +- 20% or 1

\| \| \| \| \| \| \| \|sec. of time

\| \| \| \| \| \| \| \|difference

\| \| \| \| \| \| \| \|between peaks

\| \| \| \| \| \| \| \|of bank and

\| \| \| \| \| \| \| \|sideslip.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\(8\) Steady \| \| X \| X \| \| X \| X \| X \|May be a

State \| \| \| \| \| \| \| \|series of

Sideslip \| \| \| \| \| \| \| \|snapshot

or \| \| \| \| \| \| \| \|tests.

Heading \| \| \| \| \| \| \| \|

Angle \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Tolerance Conditions

3\. TESTING

a\. AUTOMATIC TESTING. A means

for quickly and effectively testing

training device programming and

hardware. This could include an

automated system which could be used

for conducting at least a portion of

the tests in the ATG.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

b\. COCKPIT INSTRUMENT RESPONSE

\(1\) Instrument Systems 150 Takeoff,

response to an abrupt milliseconds Cruise

pilot controller or less after Approach

input, compared to airplane Landing

airplane response for response

a similar imput. One

test is required in 300 Takeoff,

each axis (pitch, milliseconds Cruise

roll and yaw) for or less after

each of the 3 airplane

conditions. (Total response

9 tests.)

Or

Transport Delay. 150 Pitch, Roll,

One test is required milliseconds Yaw

in each axis. (Total or less after

3 tests.) control movement.

300

milliseconds or

less.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Test Qualification Requirement Comments

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\| LEVEL \|

\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|

3\. TESTING \| 1 \| 2 \| 3 \| 4 \| 5 \| 6 \| 7 \|

\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

a\. AUTOMATIC \| \| \| \| \| \| \| \|

TESTING. A means for \| \| \| \| \| \| \| X \|

quickly and effectively \| \| \| \| \| \| \|

testing training \| \| \| \| \| \| \| \|

device programming and\| \| \| \| \| \| \| \|

hardware. This could \| \| \| \| \| \| \| \|

include an automated \| \| \| \| \| \| \| \|

system which could be \| \| \| \| \| \| \| \|

used for conducting at\| \| \| \| \| \| \| \|

least a portion of the\| \| \| \| \| \| \| \|

tests in the ATG. \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

b\. COCKPIT \| \| \| \| \| \| \| \|

INSTRUMENT \| \| \| \| \| \| \| \|

RESPONSE \| \| \| \| \| \| \| \|

\| \| \| \| \| \| \| \|

\(1\) Instrument\| \| \| \| \| \| \| X \|A Statement of

Systems response to an\| \| \| \| \| \| \| \|Compliance

abrupt pilot controller \| \| \| \| \| \| \|referencing

input, compared to \| \| \| \| \| \| \| \|computer

airplane response for \| \| X \| X \| \| X \| X \| \|operation

a similar input. One \| \| \| \| \| \| \| \|update rates,

test is required in \| \| \| \| \| \| \| \|etc., which

each axis (pitch, roll\| \| \| \| \| \| \| \|describe how

and yaw) for each of \| \| \| \| \| \| \| \|the 150/300

the 3 conditions. \| \| \| \| \| \| \| \|millisecond

(Total 9 tests.) \| \| \| \| \| \| \| \|timing is

\| \| \| \| \| \| \| \|achieved

Or \| \| \| \| \| \| \| \|will be

\| \| \| \| \| \| \| \|acceptable.

Transport Delay. \| \| \| \| \| \| \| X \|

One test is required \| \| X \| X \| \| X \| X \| \|

in each axis. (Total \| \| \| \| \| \| \| \|

3 tests.) \| \| \| \| \| \| \| \|

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\|\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\--

3\. CONTROL DYNAMICS. The characteristics of an aircraft

flight control system have a major effect on the handling

qualities. A significant consideration in pilot acceptability of

an aircraft is the \"feel\" provided through the cockpit controls.

Considerable effort is expended on aircraft feel system design in

order to deliver a system with which pilots will be comfortable

and consider the airplane desirable to fly. In order for a

flight training device to be representative, it too must present

the pilot with the proper \"feel;\" essentially that of the

respective airplane.

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 only being able to

estimate true inputs and responses. Therefore, it is imperative

that the best possible data be collected since close matching of

the control loading system to the airplane systems is essential.

For initial and upgrade evaluations, it is required that control

dynamic characteristics be measured at and recorded directly from

the cockpit controls. This procedure is usually accomplished by

measuring the free response of the controls using a step or pulse

input to excite the system. The procedure must be accomplished

in takeoff, cruise, and landing flight conditions and

configurations.

For airplanes with irreversible control systems, measurement 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. If either or both

considerations apply, engineering validation or airplane

manufacturer rationale must be submitted as justification for

ground tests or for eliminating a configuration. For devices

requiring static and dynamic tests at the controls, special test

fixtures will not be required during initial and upgrade

evaluations if the operator\'s ATG shows both test fixture results

and the results of an alternate approach, such as computer plots

which were produced concurrently and show satisfactory agreement.

Repeat of the alternate method during the initial evaluation

would then satisfy this test requirement.

a\. Control Dynamics. The dynamic properties of control

systems are often stated in terms of frequency, damping, and a

number of other classical measures which can be found in texts on

control systems. In order to establish a consistent means of

showing test results for control loading, criteria are needed

that will clearly define the interpretation of the measurements

and the tolerances to be applied. Criteria are needed for both

the underdamped system and the overdamped system, including the

critically damped case. In 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, some other measurement must

be used.

Tests to verify that control feel dynamics represent the airplane

must show that the dynamic damping cycles (free response of the

controls) match that of the airplane within 10 percent of period

and 10 percent of damping. The method of evaluating the response

is described below for the underdamped and critically damped

cases.

\(1\) 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 nonuniform periods in the response.

The damping tolerance should 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 larger than 5 percent of the total initial

displacement should be considered significant. The results

should show the same number of significant overshoots to within

one when compared against the aircraft data. This procedure for

evaluating the response is illustrated in Figure 1.

\(2\) Critically Damped or Overdamped Response. Due to

the nature of critically damped 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. The

flight training device response should be critically damped also.

Figure 2 illustrates the procedure.

Tolerances

The following table summarizes the tolerances, T. See Figures 1

and 2 for an illustration of the referenced measurements.

T(P0) +/- 10% of P0

T(P1) +/- 10% of P1

T(Pn) +/- 10% of Pn

T(An) +/- 10% of A1, 20% of

Subsequent Peaks

T(Ad) +/- 5% of Ad

Overshoots +/- 1

b\. Alternate Method for Control Dynamics. One airplane

manufacturer asserts that adjusting a control loading system for

column releases may introduce an unnecessary error for normal

pilot commands away from neutral. Instead of free response

measurements, the system would be validated by measurements of

column force as a function of hands on column rate.

For each axis of pitch, roll, and yaw, the control shall be

forced to its extreme position at two distinct rates. One that

achieves maximum deflection in approximately 2 seconds and one

that achieves maximum deflection in approximately 1 second.

Tolerances on the total force shall be the same as for the static

check with the additional requirement that the dynamic increment

be in the correct sense relative to the static force level.

Where flight configurations influence the feel forces of the

controls, these tests shall be conducted at a typical taxi,

takeoff, cruise, and landing condition.

The FAA is open to alternative means such as the one described

above. Such alternatives must, however, be justified and

appropriate to the application. For example, the method

described here would not likely apply to other manufacturers\'

systems and certainly not to airplanes with reversible control

systems. Hence, each case must be considered on its own merit on

an ad hoc basis. Should the FAA find that alternative methods do

not result in satisfactory performance, then more conventionally

accepted methods must be used.

\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\--

Figure 1. Under-Damped Step Response

›FIGURE NOT INCLUDED\|

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\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\--

Figure 2. Critically-damped Step Response

›FIGURE NOT INCLUDED\|

\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\--

APPENDIX 3. FUNCTIONS AND SUBJECTIVE TESTS

1\. DISCUSSION. Accurate replication of the airplane\'s systems

functions will be checked at each flight crewmember position by

an FAA specialist. This includes procedures using the operator\'s

approved manuals and checklists. Handling qualities,

performance, and systems operation will be subjectively assessed

by an appropriately qualified FAA inspector.

The operator may request that the inspector assess the flight

training device for a special aspect of an operator\'s training

program during the functions and subjective portion of a

recurrent evaluation. For example, such an assessment may

include a portion of a Line-Oriented Flight Training scenario or

special emphasis items in the operator\'s training program, if

appropriate. Unless directly related to requirement for the

current qualification level, the results of such an evaluation

would not affect the training device\'s current status.

Operational principal navigation systems including inertial

navigation systems, OMEGA, or other long-range systems, and the

associated electronic display systems will be evaluated if

installed. The inspector will include in his report the effect

of the system operation and system limitations.

2\. TEST REQUIREMENTS. The ground and flight tests and other

checks required for qualification are listed in the Table of

Functions and Subjective Tests. The table includes maneuvers and

procedures that are accomplished during the evaluation process to

assure that the flight training device functions and performs

appropriately. It must be understood that there is no direct

correlation between the maneuvers and procedures in this appendix

and any maneuver or procedure that may be authorized for a

training event or checking event under FAR Parts 61, 63, 121,

125, 135, or 141. Maneuvers and procedures are also included to

address some features of advanced technology airplanes and

innovative training programs. For example, \"high angle of attack

maneuvering\" is included to provide an alternative to \"approach

to stalls.\" Such an alternative is necessary for aircraft

employing flight envelope limiting systems. The portion of the

table addressing pilot functions and maneuvers is divided by

flight phases.

All systems functions will be assessed for normal and, where

appropriate, alternate operations. Normal, abnormal, and

emergency procedures associated with a flight phase will be

assessed during the evaluation of maneuvers or events within that

flight phase. Systems are listed separately under \"Any Flight

Phase\" to assure appropriate attention to systems checks.

The functions and subjective test requirements listed in the

Table are not applicable in cases in which the flight training

device does not include the system or function to be checked even

though it may be indicated by the \"X\" in the Table. This is

particularly true for Levels 2, 4, and 5 which require as little

as one functioning system. When using the Tables, one must apply

logic to assure the required flexibility for these devices and

not require unintended systems.

There are maneuvers that will be subjectively evaluated under

asymmetric thrust conditions. For Level 7, this will be

applicable only for those highly augmented airplanes in which

flight test data verify the absence of motion without pilot input

during the maneuver being accomplished. In the absence of this

data for Level 7 and for all situations in Levels 1-6, these

asymmetric thrust maneuvers are evaluated here only to verify

that the procedures for the specific event may be accomplished

satisfactorily. This evaluation does not imply that the maneuver

itself, or the demonstration of proficiency in the application of

the procedures, may be accomplished in any vehicle other than an

appropriately qualified simulator or the airplane.

TABLE OF FUNCTIONS AND SUBJECTIVE TESTS

LEVEL

1 2 3 4 5 6 7 Comments

1\. FUNCTIONS AND

MANEUVERS

a\. PREPARATION

FOR FLIGHT

\(1\) . X X X X X X For Levels 2 and 3

Preflight. cockpit flight deck

Accomplish a area design and

functions check of functions must be

all installed representative of

switches, the appropriate set

indicators, of airplanes.

systems, and

equipment at all

crewmembers\' and

instructors\'

stations, and

determine that the

cockpit or flight

deck area design

and functions

replicate the

appropriate

airplane.

b\. SURFACE

OPERATIONS

(PRE-TAKEOFF)

\(1\) Engine

start. . X\* X X\* X\* X X \* If appropriate to

installed systems.

\(i\)

Normal start.

\(ii\)

Alternate start

procedure.

\(iii\)

Abnormal starts and

shutdowns (hot

start, hung start,

etc.).

\(2\) Pushback. . . X X\* X X X \* If appropriate to

installed systems.

\(3\) Thrust

response. . X X . X X X

\(4\) Power . X X . X X X

lever friction.

\(5\) Brake . X\* X . X\* X X \* If appropriate to

operation (normal installed systems.

and alternate/

emergency).

\(6\) Brake . . . . . . X

fade (if

applicable).

\(7\) Other. . . . . . . .

c\. TAKEOFF

\(1\) Normal.

\(i\) . X\* X X\* X\* X X \* If appropriate to

Powerplant checks installed systems.

(engine parameter

relationships).

\(ii\) . X\* X . X\* X X \* If appropriate to

Acceleration installed systems.

characteristics.

\(iii\) . X\* X . X\* X X \* If appropriate to

Nosewheel and installed systems.

rudder steering.

\(iv\) Effect. X X . X X X

of crosswind.

\(v\) . . . . X X X

Special

performance.

\(vi\) . X X . X X X

Instrument.

\(vii\) . X\* X . X\* X X \* If appropriate to

Landing gear, wing installed systems.

flap leading edge

device operation.

\(viii\) Other . . . . . . .

\(2\) Abnormal/

Emergency.

\(i\) . . X . . X X

Rejected.

\(ii\) . . X . . X X

Rejected special

performance.

\(iii\) With . . . . . . X Applicable only to

failure of most those highly

critical engine at augmented airplanes

most critical point in which flight test

along takeoff path data verify absence

(continued of motion without

takeoff). pilot input during

this maneuver.

\(iv\) Flight . X X X X X X If appropriate for

control system the airplane and the

failure modes. installed systems.

\(v\) Other. . . . . . . .

d\. INFLIGHT

OPERATION

\(1\) Climb.

\(i\) . X X . X X X

Normal.

\(ii\) One . X X . X X X

engine inoperative

procedures.

\(iii\) Other.. . . . . . .

\(2\) Cruise.

\(i\) . X X . X X X

Performance

characteristics

(speed vs. power).

\(ii\) Turns . X X . X X X

with/without

spoilers (speed

brake) deployed.

\(iii\) High . X X . X X X

altitude handling.

\(iv\) High . X X . X X X

speed handling.

\(v\) Mach . X X . X X X If appropriate to

effects on control the airplane or set

and trim, overspeed of airplanes.

warning.

\(vi\) . X X . X X X

Normal and steep

turns.

\(vii\) . X X . X X X

Performance turns.

\(viii\) . X X . X X X

Approach to stalls,

i.e., stall warning

(cruise,

takeoff/approach,

and landing

configuration).

\(ix\) High . X X . X X X

angle of attack

maneuvers (cruise,

takeoff/approach,

and landing).

\(x\) . X\* X X\* X\* X X \* If appropriate to

Inflight engine installed systems.

shutdown.

\(xi\) . X\* X X\* X\* X X \* If appropriate to

Inflight engine installed systems.

restart.

\(xii\) . X X . X X X Level

Maneuvering with 7 - Applicable only

engine(s) to those highly

inoperative. augmented airplanes

in which flight test

data verify the

absence of motion

without pilot input

during this

maneuver. In the

absence of this data

for Level 7 and for

Level 6 and below,

this test is

accomplished only to

verify that the

procedures for this

situation of

condition can be

accomplished

satisfactorily.

\(xiii\) . . . . . X X

Specific flight

characteristics.

\(xiv\) . . . . . X X If appropriate for

Manual flight the airplane.

control reversion.

\(xv\) . . . . . X X

Flight control

system failure

modes.

\(xvi\) . . . . . . .

Other.

\(3\) Descent.

\(i\) . X X . X X X

Normal.

\(ii\) . X X . X X X

Maximum rate.

\(iii\) . . . . . X X

Manual flight

control reversion.

\(iv\) . . . . . X X

Flight control

system failure

modes.

\(v\) . . . . . . .

Other.

e\. APPROACHES

\(1\)

Nonprecision.

\(i\) All . X X . X X X

engines operating.

\(ii\) One . . X . X X Level

or more engines 7 - Applicable only

inoperative. to those highly

augmented airplanes

in which flight test

data verify the

absence of motion

without pilot input

during this

maneuver. In the

absence of this data

for Level 7 and for

Levels 6 and 3, this

test is accomplished

only to verify that

the procedures for

this situation or

condition can be

accomplished

satisfactorily.

\(iii\) . X X . X X X

Approach

procedures.

\-- NDB

\-- VOR, RNAV TACAN

\-- DME ARC

\-- LOC/BC

\-- LDA, LOC, SDF

\-- ASR

\(iv\)

Missed approach.

\-- All engines . X X . X X X

operating.

\-- One or more . . . . . . X Applicable only to

engines inoperative those highly

(as applicable). augmented airplanes

in which flight test

data verify the

absence of motion

without pilot input

during this

maneuver.

\(2\) Precision.

\(i\) PAR - . . X . . X X As applicable.

Normal.

\(ii\) ILS. . X\* X . X\* X X As applicable.

\* Autocoupled

approach procedures.

\(A\)

Normal.

\(B\)

Category I

published:

Manually controlled

with and without

flight director to

100 feet below

published decision

height.

\(C\)

Category II

published: With

use of autocoupler,

autothrottle, and

autoland, as

applicable.

\(D\)

Category III

published:

\(1\)

With electrical Tests accomplished

power, source with maximum

failure. tailwing and

crosswind authorized

if less than 10

knots.

\(2\)

With 10 knot

tailwind.

\(3\)

With 10 knot

crosswind.

\(iii\) MLS. . . X . . X X As applicable.

\(A\)

Normal.

\(B\)

Steep glide slope.

\(iv\) . X X . X X X As applicable.

Effects of

crosswind.

\(v\) With . X X . X X X Level

engine(s) 7 - Applicable only

inoperative. to those highly

augmented airplanes

in which flight test

data verify the

absence of motion

without pilot input

during this

maneuver. In the

absence of this data

for Level 7 and for

Level 6 and below,

this test is

accomplished only to

verify that the

procedures for this

situation or

condition can be

accomplished

satisfactorily.

\(vi\)

Missed approach.

\(A\) . X X . X X X As applicable.

Normal.

\(B\) . X X . X X X Level

With engine(s) 7 - Applicable only

inoperative. to those highly

augmented airplanes

in which flight test

data verify the

absence of motion

without pilot input

during this

maneuver. In the

absence of this data

for Level 7 and for

Level 6 and below,

this test is

accomplished only to

verify that the

procedures for this

situation or

condition can be

accomplished

satisfactorily.

\(C\) . X X . X X X As applicable.

From steep glide

slope.

f\. SURFACE

OPERATIONS (POST

LANDING)

\(1\) Landing

roll.

\(i\) . X\* X\* . X\* X X \* If applicable to

Spoiler operation. installed systems.

\(ii\) . . X . . X X

Reverse thrust

operation.

\(iii\) Other.

g\. ANY FLIGHT . . . . . . .

PHASE

\(1\) Aircraft . X X X X X X If applicable to

and powerplant installed systems.

systems operation.

\(i\) Air

conditioning.

\(ii\)

Antiicing/deicing.

\(iii\)

Auxiliary

powerplant.

\(iv\)

Communications.

\(v\)

Electrical.

\(vi\) Fire

detection and

suppression.

\(vii\)

Flaps.

\(viii\)

Flight controls

(including spoiler/

speedbrake).

\(ix\) Fuel

and oil.

\(x\)

Hydraulic.

\(xi\)

Landing gear.

\(xii\)

Oxygen.

\(xiii\)

Pneumatic.

\(xiv\)

Powerplant.

\(xv\)

Pressurization.

\(2\) Flight . X X X X X X If applicable to

management and installed systems.

guidance systems.

\(i\)

Automatic landing

aids.

\(ii\)

Automatic pilot.

\(iii\)

Thrust management/

autothrottle.

\(iv\)

Flight data

displays.

\(v\)

Flight management

computers.

\(vi\)

Flight director/

system displays.

\(A\)

Head down.

\(B\)

Head up.

\(vii\)

Navigation systems.

\(viii\) Stall

warning/avoidance.

\(ix\)

Stability and

control

augmentation.

\(x\)

Other.

\(3\) Airborne . X X X X X X If applicable to

procedures installed systems.

\(i\)

Holding.

\(ii\)

Other.

\(4\) Engine . X X X X X X If applicable to

shutdown and installed systems.

parking.

\(i\)

Systems operation.

\(ii\)

Parking brake

operation.

\(5\) Other . . . . . . .

APPENDIX 4. EXAMPLES

PAGE NO.

FIGURE 1. APPLICATION LETTER 1

FIGURE 2. ATG COVER PAGE 2

FIGURE 3. INFORMATION PAGE 3

\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\--

Name, POI, \_\_\_\_\_\_\_\_\_\_ Airlines

FAA FSDO \_\_\_\_\_\_\_\_\_\_

Address

City, State, Zip

Dear Mr. \_\_\_\_\_\_\_\_\_\_:

\_\_\_\_ (Operator Name) \_\_\_ requests evaluation of our

\_\_\_\_ (Type) \_\_\_\_ airplane flight training device for

qualification at level \_\_\_\_\_\_\_\_\_\_. The

\_\_\_\_ (Operator Name) \_\_\_\_ flight training device is fully
defined

on page \_\_\_\_\_\_\_\_\_\_ of the accompanying approval test guide
(ATG).

We have completed tests of the flight training device and certify

that it meets all applicable requirements and the guidance of

Advisory Circular (AC) 120-45A. Appropriate hardware and

software configuration control procedures have been established.

Pilots we have designated as our representatives have assessed

the flight training device and we concur with their finding that

it conforms to the \_\_\_\_ Operator Name \_\_\_\_ \_\_\_\_ (Type)
\_\_\_\_

airplane cockpit configuration and that the simulated systems and

subsystems function equivalently to those in the airplane. These

pilots have also assessed the performance and flying qualities of

the flight training device and we concur with their finding that

it represents the respective airplane.

(Added comments as desired.)

Sincerely,

FIGURE 1. Application Letter

\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\--

\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\--

(OPERATOR NAME)

(OPERATOR ADDRESS)

FAA APPROVAL TEST GUIDE

(AIRPLANE MODEL)

(Level of Flight Training Device)

(Training Device Identification Including

Manufacturer, Serial Number)

(Location)

FAA Initial Evaluation

Date: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\_\_\_\_\_ (Operator Approval) \_\_\_ Date: \_\_\_\_\_\_\_\_

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date: \_\_\_\_\_\_\_\_

FAA, Manager, National

Simulator Program

FIGURE 2. Example ATG Cover Page

\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\--

\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\-\--

OPERATOR

OPERATOR DEVICE CODE: MTD-441 #1

AIRPLANE MODEL: MTD-441-B

AERODYNAMIC DATA REVISION: MTD-441-B CPX-8D

July 1988

ENGINE MODEL AND REVISION: CPX-8D-RPT-1 June

1988

FLIGHT CONTROLS DATA REVISION: MTD-441-B May 1988

FLIGHT MANAGEMENT SYSTEM: Berry XP

TRAINING DEVICE MODEL AND MANUFACTURER: MFD-7X Tinker

DATE OF MANUFACTURE: 1988

COMPUTER: CIA

FIGURE 3. Information Page

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