118 

14 CFR Ch. I (1–1–19 Edition) 

Pt. 60, App. A 

simulation, generated with the revised avi-
onics configuration. The QTG should also in-
clude an explanation of the nature of the 
change and its effect on the airplane re-
sponse. 

(d) For an avionics change to a contribu-

tory system that significantly affects some 
tests in the QTG or where new functionality 
is added, the QTG should be based on valida-
tion data from the previously validated avi-
onics configuration and supplemental avi-
onics-specific flight test data sufficient to 
validate the alternate avionics revision. Ad-
ditional flight test validation data may not 
be needed if the avionics changes were cer-
tified without the need for testing with a 
comprehensive flight instrumentation pack-
age. The airplane manufacturer should co-
ordinate flight simulator data requirements, 
in advance with the NSPM. 

(5) A matrix or ‘‘roadmap’’ should be pro-

vided with the QTG indicating the appro-
priate validation data source for each test. 
The roadmap should include identification of 
the revision state of those contributory avi-
onics systems that could affect specific test 
responses if changed. 

15. T

RANSPORT

D

ELAY

T

ESTING

 

a. This paragraph explains how to deter-

mine the introduced transport delay through 
the flight simulator system so that it does 
not exceed a specific time delay. The trans-
port delay should be measured from control 
inputs through the interface, through each 
of the host computer modules and back 
through the interface to motion, flight in-
strument, and visual systems. The transport 
delay should not exceed the maximum allow-
able interval. 

b. Four specific examples of transport 

delay are: 

(1) Simulation of classic non-computer 

controlled aircraft; 

(2) Simulation of computer controlled air-

craft using real airplane black boxes; 

(3) Simulation of computer controlled air-

craft using software emulation of airplane 
boxes; 

(4) Simulation using software avionics or 

re-hosted instruments. 

c. Figure A2C illustrates the total trans-

port delay for a non-computer-controlled air-
plane or the classic transport delay test. 
Since there are no airplane-induced delays 
for this case, the total transport delay is 
equivalent to the introduced delay. 

d. Figure A2D illustrates the transport 

delay testing method using the real airplane 
controller system. 

e. To obtain the induced transport delay 

for the motion, instrument and visual signal, 
the delay induced by the airplane controller 
should be subtracted from the total trans-
port delay. This difference represents the in-
troduced delay and should not exceed the 
standards prescribed in Table A1A. 

f. Introduced transport delay is measured 

from the flight deck control input to the re-
action of the instruments and motion and 
visual systems (See Figure A2C). 

g. The control input may also be intro-

duced after the airplane controller system 
and the introduced transport delay measured 
directly from the control input to the reac-
tion of the instruments, and simulator mo-
tion and visual systems (See Figure A2D). 

h. Figure A2E illustrates the transport 

delay testing method used on a flight simu-
lator that uses a software emulated airplane 
controller system. 

i. It is not possible to measure the intro-

duced transport delay using the simulated 
airplane controller system architecture for 
the pitch, roll and yaw axes. Therefore, the 
signal should be measured directly from the 
pilot controller. The flight simulator manu-
facturer should measure the total transport 
delay and subtract the inherent delay of the 
actual airplane components because the real 
airplane controller system has an inherent 
delay provided by the airplane manufacturer. 
The flight simulator manufacturer should 
ensure that the introduced delay does not ex-
ceed the standards prescribed in Table A1A. 

j. Special measurements for instrument 

signals for flight simulators using a real air-
plane instrument display system instead of a 
simulated or re-hosted display. For flight in-
strument systems, the total transport delay 
should be measured and the inherent delay of 
the actual airplane components subtracted 
to ensure that the introduced delay does not 
exceed the standards prescribed in Table 
A1A. 

(1) Figure A2FA illustrates the transport 

delay procedure without airplane display 
simulation. The introduced delay consists of 
the delay between the control movement and 
the instrument change on the data bus. 

(2) Figure A2FB illustrates the modified 

testing method required to measure intro-
duced delay due to software avionics or re- 
hosted instruments. The total simulated in-
strument transport delay is measured and 
the airplane delay should be subtracted from 
this total. This difference represents the in-
troduced delay and should not exceed the 
standards prescribed in Table A1A. The in-
herent delay of the airplane between the 
data bus and the displays is indicated in fig-
ure A2FA. The display manufacturer should 
provide this delay time. 

k. Recorded signals. The signals recorded 

to conduct the transport delay calculations 
should be explained on a schematic block 
diagram. The flight simulator manufacturer 
should also provide an explanation of why 
each signal was selected and how they relate 
to the above descriptions. 

l. Interpretation of results. Flight simu-

lator results vary over time from test to test 
due to ‘‘sampling uncertainty.’’ All flight 
simulators run at a specific rate where all 

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