kpayne on VMOFRWIN702 with $$_JOB

Federal Aviation Administration, DOT

Pt. 60, App. A

for simulator validation. Tolerances are provided for the listed tests because mathematical modeling and acquisition and development 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 parameter, 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 maximum 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 attachment must be supported with an SOC. In
Table A2A, requirements for SOCs are indicated in the  - Test Details -  column.
d. When operational or engineering judgment 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 parameters related to a given maneuver or flight
condition must be provided to allow overall
interpretation. When it is difficult or impossible 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 correct only at the validation test points. Unless 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 validation 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 airspeed, power, thrust or torque, airplane configuration, altitude, and other appropriate
datum identification parameters must also
be given. If comparing short period dynamics, normal acceleration may be used to establish a match to the airplane, but airspeed,
altitude, control input, airplane configuration, 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 provided. 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 simulator subsystem may be tested independently, but overall integrated testing of the
simulator must be accomplished to assure
that the total simulator system meets the
prescribed standards. A manual test procedure 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 qualification evaluations for any given test if the
sponsor has submitted a proposed MQTG revision to the NSPM and has received NSPM
approval.
i. Simulators are evaluated and qualified
with an engine model simulating the airplane 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 Aircraft (CCA) simulators, or other highly augmented airplane simulators, flight test data
is required for the Normal (N) and/or Nonnormal (NN) control states, as indicated in
this attachment. Where test results are independent of control state, Normal or Non-normal control data may be used. All tests in
Table A2A require test results in the Normal
control state unless specifically noted otherwise in the Test Details section following the
CCA designation. The NSPM will determine
what tests are appropriate for airplane simulation data. When making this determination, the NSPM may require other levels of
control state degradation for specific airplane tests. Where Non-normal control
states are required, test data must be provided for one or more Non-normal control
states, and must include the least augmented state. Where applicable, flight test
data must record Normal and Non-normal
states for:
(1) Pilot controller deflections or electronically generated inputs, including location of
input; and
(2) Flight control surface positions unless
test results are not affected by, or are independent 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 levels of handling qualities result from failure

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