53 

Federal Aviation Administration, DOT 

Pt. 60, App. A 

for simulator validation. Tolerances are pro-
vided for the listed tests because mathe-
matical modeling and acquisition and devel-
opment of reference data are often inexact. 
All tolerances listed in the following tables 
are applied to simulator performance. When 
two tolerance values are given for a param-
eter, the less restrictive may be used unless 
otherwise indicated. In those cases where a 
tolerance is expressed only as a percentage, 
the tolerance percentage applies to the max-
imum value of that parameter within its 
normal operating range as measured from 
the neutral or zero position unless otherwise 
indicated. 

c. Certain tests included in this attach-

ment must be supported with an SOC. In 
Table A2A, requirements for SOCs are indi-
cated in the ‘‘Test Details’’ column. 

d. When operational or engineering judg-

ment is used in making assessments for 
flight test data applications for simulator 
validity, such judgment must not be limited 
to a single parameter. For example, data 
that exhibit rapid variations of the measured 
parameters may require interpolations or a 
‘‘best fit’’ data selection. All relevant param-
eters related to a given maneuver or flight 
condition must be provided to allow overall 
interpretation. When it is difficult or impos-
sible to match simulator to airplane data 
throughout a time history, differences must 
be justified by providing a comparison of 
other related variables for the condition 
being assessed. 

e. It is not acceptable to program the FFS 

so that the mathematical modeling is cor-
rect only at the validation test points. Un-
less otherwise noted, simulator tests must 
represent airplane performance and handling 
qualities at operating weights and centers of 
gravity (CG) typical of normal operation. 
Simulator tests at extreme weight or CG 
conditions may be acceptable where required 
for concurrent aircraft certification testing. 
Tests of handling qualities must include val-
idation of augmentation devices. 

f. When comparing the parameters listed to 

those of the airplane, sufficient data must 
also be provided to verify the correct flight 
condition and airplane configuration 
changes. For example, to show that control 
force is within the parameters for a static 
stability test, data to show the correct air-
speed, power, thrust or torque, airplane con-
figuration, altitude, and other appropriate 
datum identification parameters must also 
be given. If comparing short period dynam-
ics, normal acceleration may be used to es-
tablish a match to the airplane, but airspeed, 
altitude, control input, airplane configura-
tion, and other appropriate data must also 
be given. If comparing landing gear change 
dynamics, pitch, airspeed, and altitude may 
be used to establish a match to the airplane, 
but landing gear position must also be pro-
vided. All airspeed values must be properly 

annotated (e.g., indicated versus calibrated). 
In addition, the same variables must be used 
for comparison (e.g., compare inches to 
inches rather than inches to centimeters). 

g. The QTG provided by the sponsor must 

clearly describe how the simulator will be 
set up and operated for each test. Each simu-
lator subsystem may be tested independ-
ently, but overall integrated testing of the 
simulator must be accomplished to assure 
that the total simulator system meets the 
prescribed standards. A manual test proce-
dure with explicit and detailed steps for 
completing each test must also be provided. 

h. For previously qualified simulators, the 

tests and tolerances of this attachment may 
be used in subsequent continuing qualifica-
tion evaluations for any given test if the 
sponsor has submitted a proposed MQTG re-
vision to the NSPM and has received NSPM 
approval. 

i. Simulators are evaluated and qualified 

with an engine model simulating the air-
plane data supplier’s flight test engine. For 
qualification of alternative engine models 
(either variations of the flight test engines 
or other manufacturer’s engines) additional 
tests with the alternative engine models 
may be required. This attachment contains 
guidelines for alternative engines. 

j. For testing Computer Controlled Air-

craft (CCA) simulators, or other highly aug-
mented airplane simulators, flight test data 
is required for the Normal (N) and/or Non- 
normal (NN) control states, as indicated in 
this attachment. Where test results are inde-
pendent of control state, Normal or Non-nor-
mal control data may be used. All tests in 
Table A2A require test results in the Normal 
control state unless specifically noted other-
wise in the Test Details section following the 
CCA designation. The NSPM will determine 
what tests are appropriate for airplane sim-
ulation data. When making this determina-
tion, the NSPM may require other levels of 
control state degradation for specific air-
plane tests. Where Non-normal control 
states are required, test data must be pro-
vided for one or more Non-normal control 
states, and must include the least aug-
mented state. Where applicable, flight test 
data must record Normal and Non-normal 
states for: 

(1) Pilot controller deflections or electroni-

cally generated inputs, including location of 
input; and 

(2) Flight control surface positions unless 

test results are not affected by, or are inde-
pendent of, surface positions. 

k. Tests of handling qualities must include 

validation of augmentation devices. FFSs for 
highly augmented airplanes will be validated 
both in the unaugmented configuration (or 
failure state with the maximum permitted 
degradation in handling qualities) and the 
augmented configuration. Where various lev-
els of handling qualities result from failure 

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