283 

Federal Aviation Administration, DOT 

Pt. 60, App. B 

T

ABLE

B2F—A

LTERNATIVE

D

ATA

S

OURCES

, P

ROCEDURES

, 

AND

I

NSTRUMENTATION

L

EVEL

6 FTD— 

Continued 

QPS Requirements 

The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix 

B are not used. 

Information 

Objective test reference number 

and title 

Alternative data sources, procedures, and instrumentation 

Notes 

2.a.6. ................................................
Handling qualities. 
Static control tests. 
Pitch trim indicator vs. surface posi-

tion calibration. 

Data may be acquired through calculations.

2.a.8. ................................................
Handling qualities. 
Static control tests. 
Alignment of power lever angle vs. 

selected engine parameter (e.g., 
EPR, N

1

, Torque, Manifold pres-

sure). 

Data may be acquired through the use of a temporary throttle quadrant 

scale to document throttle position. Use a synchronized video to 
record steady state instrument readings or hand-record steady state 
engine performance readings.

2.a.9. ................................................
Handling qualities. 
Static control tests. 
Brake pedal position vs. force. 

Use of design or predicted data is acceptable. Data may be acquired 

by measuring deflection at ‘‘zero’’ and at ‘‘maximum.’’ 

2.c.1. ................................................
Handling qualities. 
Longitudinal control tests. 
Power change force. 

Data may be acquired by using an inertial measurement system and a 

synchronized video of the calibrated airplane instruments, throttle po-
sition, and the force/position measurements of flight deck controls.

Power change 

dynamics test 
is acceptable 
using the 
same data ac-
quisition 
methodology. 

2.c.2. ................................................
Handling qualities. 
Longitudinal control tests. 
Flap/slat change force. 

Data may be acquired by using an inertial measurement system and a 

synchronized video of calibrated airplane instruments, flap/slat posi-
tion, and the force/position measurements of flight deck controls.

Flap/slat change 

dynamics test 
is acceptable 
using the 
same data ac-
quisition 
methodology. 

2.c.4. ................................................
Handling qualities. 
Longitudinal control tests. 
Gear change force. 

Data may be acquired by using an inertial measurement system and a 

synchronized video of the calibrated airplane instruments, gear posi-
tion, and the force/position measurements of flight deck controls.

Gear change dy-

namics test is 
acceptable 
using the 
same data ac-
quisition 
methodology. 

2.c.5. ................................................
Handling qualities. 
Longitudinal control tests. 
Longitudinal trim. 

Data may be acquired through use of an inertial measurement system 

and a synchronized video of flight deck controls position (previously 
calibrated to show related surface position) and engine instrument 
readings.

2.c.6. ................................................
Handling qualities. 
Longitudinal control tests. 
Longitudinal maneuvering stability 

(stick force/g). 

Data may be acquired through the use of an inertial measurement sys-

tem and a synchronized video of the calibrated airplane instruments; 
a temporary, high resolution bank angle scale affixed to the attitude 
indicator; and a wheel and column force measurement indication.

2.c.7. ................................................
Handling qualities. 
Longitudinal control tests. 
Longitudinal static stability 

Data may be acquired through the use of a synchronized video of the 

airplane flight instruments and a hand held force gauge.

2.c.8. ................................................
Handling qualities. 
Longitudinal control tests. 
Stall Warning (activation of stall 

warning device). 

Data may be acquired through a synchronized video recording of a 

stop watch and the calibrated airplane airspeed indicator. Hand- 
record the flight conditions and airplane configuration.

Airspeeds may 

be cross 
checked with 
those in the 
TIR and AFM. 

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