117 

Federal Aviation Administration, DOT 

Pt. 60, App. A 

T

ABLE

A2D—A

LTERNATIVE

E

NGINE

V

ALIDATION

F

LIGHT

T

ESTS

 

Entry No. 

Test description 

Alternative 

engine type 

Alternative 

thrust rating

2

 

1.b.1., 1.b.4. ......................

Normal take-off/ground acceleration time and distance 

X 

X 

1.b.2. .................................

V

mcg

, if performed for airplane certification 

X 

X 

1.b.5. .................................
1.b.8. .................................

Engine-out take-off 
Dynamic engine failure after take-off. 

Either test 

may be 
performed.

X 

1.b.7. .................................

Rejected take-off if performed for airplane certification 

X 

1.d.1. .................................

Cruise performance 

X 

1.f.1., 1.f.2. ........................

Engine acceleration and deceleration 

X 

X 

2.a.7. .................................

Throttle calibration

1

 X 

X 

2.c.1. .................................

Power change dynamics (acceleration) 

X 

X 

2.d.1. .................................

V

mca

if performed for airplane certification 

X 

X 

2.d.5. .................................

Engine inoperative trim 

X 

X 

2.e.1. .................................

Normal landing 

X 

1

Must be provided for all changes in engine type or thrust rating; see paragraph 13.c.(3). 

2

See paragraphs 13.c.(1) through 13.c.(3), for a definition of applicable thrust ratings. 

E

ND

QPS R

EQUIREMENT

 

lllllllllllllllllllllll

B

EGIN

I

NFORMATION

 

14. A

CCEPTANCE

G

UIDELINES FOR

A

LTERNATIVE

 

A

VIONICS

(F

LIGHT

-R

ELATED

C

OMPUTERS AND

 

C

ONTROLLERS

) 

a. Background 

(1) For a new airplane type, the majority of 

flight validation data are collected on the 
first airplane configuration with a ‘‘base-
line’’ flight-related avionics ship-set; (see 
subparagraph b.(2) of this section). These 
data are then used to validate all flight sim-
ulators representing that airplane type. 

(2) Additional validation data may be re-

quired for flight simulators representing an 
airplane with avionics of a different hard-
ware design than the baseline, or a different 
software revision than previously validated 
configurations. 

(3) When a flight simulator with additional 

or alternate avionics configurations is to be 
qualified, the QTG should contain tests 
against validation data for selected cases 
where avionics differences are expected to be 
significant. 

b. Approval Guidelines for Validating 

Alternate Avionics 

(1) The following guidelines apply to flight 

simulators representing airplanes with a re-
vised avionics configuration, or more than 
one avionics configuration. 

(2) The baseline validation data should be 

based on flight test data, except where other 
data are specifically allowed (e.g., engineer-
ing flight simulator data). 

(3) The airplane avionics can be segmented 

into two groups, systems or components 
whose functional behavior contributes to the 
aircraft response presented in the QTG re-

sults, and systems that do not. The following 
avionics are examples of contributory sys-
tems for which hardware design changes or 
software revisions may lead to significant 
differences in the aircraft response relative 
to the baseline avionics configuration: 
Flight control computers and controllers for 
engines, autopilot, braking system, 
nosewheel steering system, and high lift sys-
tem. Related avionics such as stall warning 
and augmentation systems should also be 
considered. 

(4) The acceptability of validation data 

used in the QTG for an alternative avionics 
fit should be determined as follows: 

(a) For changes to an avionics system or 

component that do not affect QTG validation 
test response, the QTG test can be based on 
validation data from the previously vali-
dated avionics configuration. 

(b) For an avionics change to a contribu-

tory system, where a specific test is not af-
fected by the change (e.g., the avionics 
change is a Built In Test Equipment (BITE) 
update or a modification in a different flight 
phase), the QTG test can be based on valida-
tion data from the previously-validated avi-
onics configuration. The QTG should include 
authoritative justification (e.g., from the 
airplane manufacturer or system supplier) 
that this avionics change does not affect the 
test. 

(c) For an avionics change to a contribu-

tory system, the QTG may be based on vali-
dation data from the previously-validated 
avionics configuration if no new 
functionality is added and the impact of the 
avionics change on the airplane response is 
small and based on acceptable aeronautical 
principles with proven success history and 
valid outcomes. This should be supplemented 
with avionics-specific validation data from 
the airplane manufacturer’s engineering 

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