Pt. 60, App. A

14 CFR Ch. I (1-1-19 Edition)

simulation, generated with the revised avionics configuration. The QTG should also include an explanation of the nature of the
change and its effect on the airplane response.
(d) For an avionics change to a contributory system that significantly affects some
tests in the QTG or where new functionality
is added, the QTG should be based on validation data from the previously validated avionics configuration and supplemental avionics-specific flight test data sufficient to
validate the alternate avionics revision. Additional flight test validation data may not
be needed if the avionics changes were certified without the need for testing with a
comprehensive flight instrumentation package. The airplane manufacturer should coordinate flight simulator data requirements,
in advance with the NSPM.
(5) A matrix or  - roadmap -  should be provided with the QTG indicating the appropriate validation data source for each test.
The roadmap should include identification of
the revision state of those contributory avionics systems that could affect specific test
responses if changed.

kpayne on VMOFRWIN702 with $$_JOB

15. TRANSPORT DELAY TESTING
a. This paragraph explains how to determine the introduced transport delay through
the flight simulator system so that it does
not exceed a specific time delay. The transport 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 instrument, and visual systems. The transport
delay should not exceed the maximum allowable interval.
b. Four specific examples of transport
delay are:
(1) Simulation of classic non-computer
controlled aircraft;
(2) Simulation of computer controlled aircraft using real airplane black boxes;
(3) Simulation of computer controlled aircraft using software emulation of airplane
boxes;
(4) Simulation using software avionics or
re-hosted instruments.
c. Figure A2C illustrates the total transport delay for a non-computer-controlled airplane 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 transport delay. This difference represents the introduced 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 reaction of the instruments and motion and
visual systems (See Figure A2C).
g. The control input may also be introduced after the airplane controller system
and the introduced transport delay measured
directly from the control input to the reaction of the instruments, and simulator motion and visual systems (See Figure A2D).
h. Figure A2E illustrates the transport
delay testing method used on a flight simulator that uses a software emulated airplane
controller system.
i. It is not possible to measure the introduced 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 manufacturer 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 exceed the standards prescribed in Table A1A.
j. Special measurements for instrument
signals for flight simulators using a real airplane instrument display system instead of a
simulated or re-hosted display. For flight instrument 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 introduced delay due to software avionics or rehosted instruments. The total simulated instrument transport delay is measured and
the airplane delay should be subtracted from
this total. This difference represents the introduced delay and should not exceed the
standards prescribed in Table A1A. The inherent delay of the airplane between the
data bus and the displays is indicated in figure 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 simulator 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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