114 

14 CFR Ch. I (1–1–19 Edition) 

Pt. 60, App. A 

quality of the match using flight-test data as 
a reference. 

(2) Good engineering judgment should be 

applied to all tolerances in any test. A test 
is failed when the results clearly fall outside 
of the prescribed tolerance(s). 

(3) Engineering simulator data are accept-

able because the same simulation models 
used to produce the reference data are also 
used to test the flight training simulator 
(i.e., the two sets of results should be ‘‘es-
sentially’’ similar). 

(4) The results from the two sources may 

differ for the following reasons: 

(a) Hardware (avionics units and flight 

controls); 

(b) Iteration rates; 
(c) Execution order; 
(d) Integration methods; 
(e) Processor architecture; 
(f) Digital drift, including: 
(i) Interpolation methods; 
(ii) Data handling differences; and 
(iii) Auto-test trim tolerances. 
(5) The tolerance limit between the ref-

erence data and the flight simulator results 
is generally 40 percent of the corresponding 
‘flight-test’ tolerances. However, there may 
be cases where the simulator models used are 
of higher fidelity, or the manner in which 
they are cascaded in the integrated testing 
loop have the effect of a higher fidelity, than 
those supplied by the data provider. Under 
these circumstances, it is possible that an 
error greater than 40 percent may be gen-
erated. An error greater than 40 percent may 
be acceptable if simulator sponsor can pro-
vide an adequate explanation. 

(6) Guidelines are needed for the applica-

tion of tolerances to engineering-simulator- 
generated validation data because: 

(a) Flight-test data are often not available 

due to technical reasons; 

(b) Alternative technical solutions are 

being advanced; and 

(c) High costs. 

12. V

ALIDATION

D

ATA

R

OADMAP

 

a. Airplane manufacturers or other data 

suppliers should supply a validation data 
roadmap (VDR) document as part of the data 
package. A VDR document contains guid-

ance material from the airplane validation 
data supplier recommending the best pos-
sible sources of data to be used as validation 
data in the QTG. A VDR is of special value 
when requesting interim qualification, quali-
fication of simulators for airplanes certifi-
cated prior to 1992, and qualification of alter-
nate engine or avionics fits. A sponsor seek-
ing to have a device qualified in accordance 
with the standards contained in this QPS ap-
pendix should submit a VDR to the NSPM as 
early as possible in the planning stages. The 
NSPM is the final authority to approve the 
data to be used as validation material for the 
QTG. 

b. The VDR should identify (in matrix for-

mat) sources of data for all required tests. It 
should also provide guidance regarding the 
validity of these data for a specific engine 
type, thrust rating configuration, and the re-
vision levels of all avionics affecting air-
plane handling qualities and performance. 
The VDR should include rationale or expla-
nation in cases where data or parameters are 
missing, engineering simulation data are to 
be used, flight test methods require expla-
nation, or there is any deviation from data 
requirements. Additionally, the document 
should refer to other appropriate sources of 
validation data (e.g., sound and vibration 
data documents). 

c. The Sample Validation Data Roadmap 

(VDR) for airplanes, shown in Table A2C, de-
picts a generic roadmap matrix identifying 
sources of validation data for an abbreviated 
list of tests. This document is merely a sam-
ple and does not provide actual data. A com-
plete matrix should address all test condi-
tions and provide actual data and data 
sources. 

d. Two examples of rationale pages are pre-

sented in Appendix F of the IATA ‘‘Flight 
Simulator Design and Performance Data Re-
quirements.’’ These illustrate the type of 
airplane and avionics configuration informa-
tion and descriptive engineering rationale 
used to describe data anomalies or provide 
an acceptable basis for using alternative 
data for QTG validation requirements. 

E

ND

I

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