Flight Simulation Training Device Qualification Standards for Extended Envelope and Adverse Weather Event Training Tasks, 32015-32177 [C1-2016-05860]
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Vol. 81
Friday,
No. 98
May 20, 2016
Part II
Department of Transportation
mstockstill on DSK3G9T082PROD with RULES2
Federal Aviation Administration
14 CFR Part 60
Flight Simulation Training Device Qualification Standards for Extended
Envelope and Adverse Weather Event Training Tasks (Correction); Final
Rule
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20MYR2
32016
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
March 30, 2016, make the following
corrections:
1. Correct the table appearing on page
18240 to read as follows:
■
14 CFR Part 60
[Docket No.: FAA–2014–0391; Amdt. No.
60—4]
RIN 2120–AK08
Flight Simulation Training Device
Qualification Standards for Extended
Envelope and Adverse Weather Event
Training Tasks
Correction
14 CFR PART 60 [CORRECTED]
In FR Rule Doc. No. 2016–05860
beginning on page 18178 in the issue of
TABLE A1B—TABLE OF TASKS VS. SIMULATOR LEVEL
QPS Requirements
Entry No.
*
3. Inflight Maneuvers.
Information
Subjective requirements
In order to be qualified at the simulator qualification level indicated, the simulator must be able to perform at least the
tasks associated with that level of qualification
*
*
*
*
B
C
Notes
D
*
*
*
*
Upset Prevention and Recovery Training (UPRT) ...................
*
A
*
*
*
*
*
3.b. High Angle of Attack Maneuvers
3.b.1 .......................... Approaches to Stall ...................................................................
3.b.2 .......................... Full Stall ....................................................................................
*
3.g. ............................
Simulator
levels
*
*
*
X
*
*
*
X
X
X
X
X
X
X
*
Stall maneuvers at angles of attack
above the activation of the stall warning system.
Required only for FSTDs qualified to
conduct full stall training tasks as indicated on the Statement of Qualification.
*
*
Upset recovery or unusual attitude training maneuvers within the FSTD’s validation envelope that are intended to
exceed pitch attitudes greater than 25
degrees nose up; pitch attitudes greater than 10 degrees nose down, and
bank angles greater than 45 degrees.
*
*
2. Correct the table appearing on pages
18242–18282 to read as follows:
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20MYR2
*
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Test
Entry
Number
1. Performance.
Tolerance
Title
Flight
Conditions
Ground.
l.a.2
±10% or ±2°/s of tum
rate.
Ground.
Fmt 4701
Rate of tum versus
nosewheel steering
angle (NWA).
l.b.
Takeoff.
l.b.l
Ground acceleration
time and distance.
±1.5 s or
±5% of time; and
±61 m (200ft) or ±5%
of distance.
Takeoff.
l.b.2
Minimum control
speed, ground (VmoJ
using aerodynamic
controls only per
applicable
airworthiness
requirement or
alternative engine
inoperative test to
±25% of maximum
airplane lateral
deviation reached or
±1.5 m (5 ft).
Takeoff.
Sfmt 4725
±0.9 m (3 ft) or ±20%
of airplane tum radius.
Notes
A B
c
D
X
X
X
X
X
X
X
X
X
X
May be combined with
normal takeoff(l.b.4.) or
rejected takeoff (l.b. 7.).
Plotted data should be shown
using appropriate scales for
each portion of the maneuver.
X
X
X
X
If a Vmog test is not available,
an acceptable alternative is a
flight test snap engine
deceleration to idle at a speed
between V, and Vr I 0 kt,
followed by control of
heading using aerodynamic
control only and recovery
should be achieved with the
Taxi.
Minimum radius
tum.
Frm 00003
PO 00000
l.a.
l.a.l
Test
Details
INFORMATION
Simulator
Level
E:\FR\FM\20MYR2.SGM
20MYR2
For airplanes with
reversible flight control
systems:
Plot both main and nose gear loci and key engine
parameter(s). Data for no brakes and the
minimum thrust required to maintain a steady
tum except for airplanes requiring asymmetric
thrust or braking to achieve the minimum radius
tum.
Record for a minimum of two speeds, greater
than minimum turning radius speed with one at a
typical taxi speed, and with a spread of at least 5
kt.
Note.- All airplane manufacturer
commonly-used certificated take-offflap settings
must be demonstrated at least once either in
minimum unstick speed (l.b.3), normal take-off
(J.b.4), critical engine failure on take-off(I.b.5)
or crosswind take-off (1. b. 6).
Acceleration time and distance must be recorded
for a minimum of 80% of the total time from
brake release to V,. Preliminary aircraft
certification data may be used.
Engine failure speed must be within ±I kt of
airplane engine failure speed. Engine thrust decay
must be that resulting from the mathematical
model for the engine applicable to the FSTD
under test. If the modeled engine is not the same
as the airplane manufacturer's flight test engine, a
further test may be run with the same initial
conditions using the thrust from the flight test
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A - Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
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Entry
Number
Tolerance
Title
demonstrate ground
control
characteristics.
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
main gear on the ground.
data as the driving parameter.
±2.2 daN (5lbt) or±lO%
of rudder pedal force.
To ensure only aerodynamic
control, nosewheel steering
should be disabled (i.e.
castored) or the nosewheel
held slightly off the ground.
PO 00000
Frm 00004
l.b.3
Fmt 4701
Minimum unstick
speed (Vmu) or
equivalent test to
demonstrate early
rotation take-off
characteristics.
±3 kt airspeed.
±1.5° pitch angle.
Takeoff.
Record time history data from I 0 knots before
start of rotation until at least 5 seconds after the
occurrence of main gear lift-off.
X
X
X
X
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20MYR2
l.b.4
Normal take-off.
±3 kt airspeed.
±1.5° pitch angle.
±1.5° AOA.
±6 m (20 ft) height.
For airplanes with
ER20MY16.001</GPH>
Notes
D
Takeoff.
Data required for near maximum certificated
takeoff weight at mid center of gravity location
and light takeoff weight at an aft center of gravity
location. If the airplane has more than one
certificated takeoff configuration, a different
configuration must be used for each weight.
Record takeoff profile from brake release to at
least 61 m (200ft) AGL.
X
X
X
X
Vmu is defmed as the
minimum speed at which the
last main landing gear leaves
the ground. Main landing gear
strut compression or
equivalent air/ground signal
should be recorded. If a Vmu
test is not available,
alternative acceptable flight
tests are a constant highattitude takeoff run through
main gear lift-off or an early
rotation takeoff.
If either of these alternative
solutions is selected, aft body
contact/tail strike protection
functionality, if present on the
airplane, should be active.
The test may be used for
ground acceleration time and
distance (I. b.!).
Plotted data should be shown
using appropriate scales for
each portion of the maneuver.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
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Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
PO 00000
A B
c
X
X
X
X
X
X
X
X
Notes
D
reversible flight control
systems:
l.b.5
Critical engine failure
on take-off.
±2.2 daN (51bt) or
±10% of column force.
±3 kt airspeed.
Takeoff.
±1.5° pitch angle.
Frm 00005
±1.5° AOA.
Record takeoff profile to at least 61 m (200 ft)
AGL.
Engine failure speed must be within ±3 kt of
airplane data.
±6 m (20 ft) height.
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For airplanes with
reversible flight control
systems:
E:\FR\FM\20MYR2.SGM
±2° roll angle.
±2° side-slip angle.
±2.2 daN (5 lbt) or
±I 0% of column force;
Test at near maximum takeoff weight.
±3° heading angle.
±1.3 daN (3 lbt) or
±10% of wheel force;
and
20MYR2
l.b.6
Crosswind takeoff.
±2.2 daN (5lbt) or
±I 0% of rudder pedal
force.
± 3 kt airspeed.
Takeoff.
Record takeoff profile from brake release to at
least 61 m (200ft) AGL.
±1.5° pitch angle.
±6 m (20 ft) height.
This test requires test data, including wind
profile, for a crosswind component of at least
60% of the airplane performance data value
measured at 10m (33 ft) above the runway.
±2° roll angle.
In those situations where a
maximum crosswind or a
maximum demonstrated
crosswind is not known,
contact the NSPM.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
Wind components must be provided as headwind
±1.5° AOA.
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Number
Tolerance
Title
Flight
Conditions
Test
Details
c
X
X
X
Notes
D
and crosswind values with respect to the runway.
±3° heading angle.
PO 00000
Correct trends at ground
speeds below 40 kt for
rudder/pedal and
heading angle.
Frm 00006
For airplanes with
reversible flight control
systems:
Fmt 4701
±2.2 daN (5lbt) or
±10% of column force;
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A B
±2° side-slip angle.
±1.3 daN (3 lbt) or
±10% of wheel force;
and
l.b.7.
Rejected Takeoff.
±2.2 daN (5lbt) or
±10% of rudder pedal
force.
±5% of time or ±1.5 s.
20MYR2
±7.5% of distance or
±76 m (250ft).
Takeoff.
Record at mass near maximum takeoff weight.
Speed for reject must be at least 80% ofV1.
Maximum braking effort, auto or manual.
Where a maximum braking demonstration is not
available, an acceptable alternative is a test using
approximately 80% braking and full reverse, if
applicable.
Time and distance must be recorded from brake
release to a full stop.
ER20MY16.003</GPH>
INFORMATION
Simulator
Level
X
Autobrakes will be used
where applicable.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
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Test
Tolerance
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Entry
Number
l.b.8.
Title
Dynamic Engine
Failure After
Takeoff.
±2°/s or ±20% of body
angular rates.
Flight
Conditions
Takeoff.
Test
Details
INFORMATION
Simulator
Level
Engine failure speed must be within ±3 kt of
airplane data.
c
X
Engine failure may be a snap deceleration to idle.
PO 00000
Record hands-off from 5 s before engine failure
to +5 s or 30° roll angle, whichever occurs first.
Frm 00007
CCA: Test in Normal and Non-normal control
state.
Climb.
Normal Climb, all
engines operating.
Fmt 4701
I.e.
l.c.l.
±3 kt airspeed.
Clean.
±0.5 m/s (100 ftl min)
or ±5% of rate of climb.
Flight test data are preferred; however, airplane
performance manual data are an acceptable
alternative.
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X
X
X
X
X
X
X
X
X
X
Record at nominal climb speed and mid initial
climb altitude.
FSTD performance is to be recorded over an
interval of at least 300 m (I 000 ft).
l.c.2.
One-engineinoperative 2nd
segment climb.
±3 kt airspeed.
2nd segment climb.
20MYR2
±0.5 m/s (100 ftl min)
or ±5% of rate of climb,
but not less than
airplane performance
data requirements.
Flight test data is preferred; however, airplane
performance manual data is an acceptable
alternative.
Record at nominal climb speed.
FSTD performance is to be recorded over an
interval of at least 300m (1,000 ft).
Test at WAT (weight, altitude or temperature)
limiting condition.
l.c.3.
One Engine
Inoperative En route
Climb.
±10% time, ±10%
distance, ±10% fuel
used
Clean
Flight test data or airplane performance manual
data may be used.
Notes
D
X
A B
For safety considerations,
airplane flight test may be
performed out of ground
effect at a safe altitude, but
with correct airplane
configuration and airspeed.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Fli2ht Simulator (FFS) Ob.iective Tests
QPS REQUIREMENTS
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Entry
Number
l.c.4.
Tolerance
Title
PO 00000
Frm 00008
One Engine
Inoperative Approach
Climb for airplanes
with icing
accountability if
provided in the
airplane performance
data for this phase of
flight.
Fmt 4701
l.d.
Level flight
acceleration
Approach
±0.5 m/s (100 ftl min)
or ±5% rate of climb,
but not less than
airplane performance
data.
Test for at least a 1,550 m (5,000 ft) segment.
Flight test data or airplane performance manual
data may be used.
Simulator
Level
A B
c
X
X
X
Notes
D
X
FSTD performance to be recorded over an
interval of at least 300m (1,000 ft).
Airplane should be
configured with all anti-ice
and de-ice systems operating
normally, gear up and goaround flap.
All icing accountability
considerations, in accordance
with the airplane performance
data for an approach in icing
conditions, should be applied.
Test near maximum certificated landing weight
as may be applicable to an approach in icing
conditions.
±5%Time
Cruise
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l.d.2.
Level flight
deceleration.
Cruise performance.
Idle descent.
20MYR2
l.d.3.
l.d.4.
±5%Time
±.05 EPR or ±3% Nl
or ±5% of torque.
±5% of fuel flow.
±3 kt airspeed.
Cruise
Cruise.
Clean.
±1.0 m/s (200ft/min) or
±5% of rate of descent.
l.d.5.
ER20MY16.005</GPH>
Test
Details
Cruise I Descent.
l.d.l.
±3 kt airspeed.
Flight
Conditions
INFORMATION
Emergency descent.
±5 kt airspeed.
As per airplane
Time required to increase airspeed a minimum of
50 kt, using maximum continuous thrust rating or
equivalent.
For airplanes with a small operating speed range,
speed change may be reduced to 80% of
operational speed change.
Time required to decrease airspeed a minimum of
50 kt, using idle power.
X
X
X
X
X
X
X
X
X
X
For airplanes with a small operating speed range,
speed change may be reduced to 80% of
operational speed change.
The test may be a single snapshot showing
instantaneous fuel flow, or a minimum of two
consecutive snapshots with a spread of at least 3
minutes in steady flight.
Idle power stabilized descent at normal descent
speed at mid altitude.
FSTD performance to be recorded over an
interval of at least 300m (1,000 ft).
FSTD performance to be recorded over an
X
X
X
X
X
X
X
X
Stabilized descent to be
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
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Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
performance data.
Time and distance must be recorded for at least
80% of the total time from touchdown to a full
stop.
A B
c
conducted with speed brakes
extended if applicable, at mid
altitude and near Vmo or
according to emergency
descent procedure.
±1.5 m/s (300ft/min) or
±5% of rate of descent.
PO 00000
Frm 00009
Stopping.
Deceleration time
and distance, manual
wheel brakes, dry
runway, no reverse
thrust.
Fmt 4701
l.e.
l.e.l.
±1.5 s or±5% of time.
For distances up to
1,220 m (4, 000 ft), the
smaller of ±61 m (200
ft) or ±10% of distance.
Sfmt 4725
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l.e.2.
Deceleration time
and distance, reverse
thrust, no wheel
brakes, dry runway.
X
X
X
X
X
X
X
X
X
X
Position of ground spoilers and brake system
pressure must be plotted (if applicable).
For distances greater
than 1,220 m (4, 000 ft),
±5% of distance.
Data required for medium and near maximum
certificated landing mass.
±1.5 s or ±5% of time;
and
Engineering data may be used for the medium
mass condition.
Time and distance must be recorded for at least
80% of the total time from initiation of reverse
thrust to full thrust reverser minimum operating
speed.
Landing
the smaller of ±61 m
(200ft) or ±10% of
distance.
20MYR2
Position of ground spoilers must be plotted (if
applicable).
Data required for medium and near maximum
certificated landing mass.
l.e.3.
Stopping distance,
wheel brakes, wet
runway.
±61 m (200ft) or ±10%
of distance.
Landing.
Engineering data may be used for the medium
mass condition.
Either flight test or manufacturer's performance
manual data must be used, where available.
Notes
D
interval of at least 900 m (3,000 ft).
Landing.
INFORMATION
Simulator
Level
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
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Entry
Number
PO 00000
l.e.4.
Title
Stopping distance,
wheel brakes, icy
runway.
±61 m (200ft) or ±10%
of distance.
Flight
Conditions
Landing.
Test
Details
Engineering data, based on dry runway flight test
stopping distance and the effects of contaminated
runway braking coefficients, are an acceptable
alternative.
Either flight test or manufacturer's performance
manual data must be used, where available.
Frm 00010
Fmt 4701
c
X
X
Notes
D
X
A B
Engineering data, based on dry runway flight test
stopping distance and the effects of contaminated
runway braking coefficients, are an acceptable
alternative.
Sfmt 4725
l.f.
Engines.
l.f.l.
Acceleration.
±10% Ti or ±0.25 s; and
±10% Tt or ±0.25 s.
Approach or landing
Total response is the incremental change in the
critical engine parameter from idle power to goaround power.
X
X
See Appendix F ofthis part
for definitions ofTi. and T,.
l.f.2.
Deceleration.
±10% Ti or ±0.25 s; and
Ground
Total response is the incremental change in the
critical engine parameter from maximum takeoff
power to idle power.
X X X X
See Appendix F of this part
for definitions ofTi. and T,.
±10% Tt or ±0.25 s.
X
E:\FR\FM\20MYR2.SGM
2. Handling Qualities.
2.a.
20MYR2
2.a.l.a.
ER20MY16.007</GPH>
Tolerance
INFORMATION
Simulator
Level
Static Control Tests.
Note.l - Testing ofposition versus force is not applicable ifforces are generated solely by use of airplane hardware in the FSTD.
Note 2- Pitch, roll and yaw controller position versus force or time should be measured at the control. An alternative method in lieu of external test fixtures
at the flight controls would be to have recording and measuring instrumentation built into the FSTD. The force and position data from this instrumentation could
be directly recorded and matched to the airplane data. Provided the instrumentation was verified by using external measuring equipment while conducting the
static control checks, or equivalent means, and that evidence of the satisfactory comparison is included in the MQTG, the instrumentation could be usedfor both
initial and recurrent evaluations for the measurement of all required control checks. Verification of the instrumentation by using external measuring equipment
should be repeated if major modifications and/or repairs are made to the control loading system. Such a permanent installation could be used without any time
being lost for the installation of external devices. Static and dynamic flight control tests should be accomplished at the same feel or impact pressures as the
validation data where applicable.
Note 3 - FSTD static control testing from the second set ofpilot controls is only required if both sets of controls are not mechanically interconnected on the
FSTD. A rationale is required from the data provider if a single set of data is applicable to both sides. lf controls are mechanically interconnected in the FSTD, a
single set of tests is su.t 1cient.
Record results for an uninterrupted control sweep
Pitch controller
Ground.
±0.9 daN (2 lbt)
X X X X Test results should be
position versus force
to the stops.
validated with in-flight data
breakout.
and surface position
from tests such as
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
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Entry
Number
Tolerance
Title
calibration.
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
Notes
D
longitudinal static stability,
stalls, etc.
±2.2 daN (Slbt) or
±10% of force.
PO 00000
±2° elevator angle.
(Reserved)
2.a.2.a.
Roll controller
position versus force
and surface position
calibration.
Frm 00011
2.a.l.b.
Fmt 4701
Sfmt 4725
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Ground.
Record results for an uninterrupted control sweep
to the stops.
X
X
X
X
Test results should be
validated with in-flight data
from tests such as engine-out
trims, steady state side-slips,
etc.
Ground.
Record results for an uninterrupted control sweep
to the stops.
X
X
X
X
Test results should be
validated with in-flight data
from tests such as engine-out
trims, steady state side-slips,
etc.
Ground.
Record results of an uninterrupted control sweep to X
the stops.
X
X
X
±2°NWA.
Ground.
Record results of an uninterrupted control sweep to X
the stops.
X
X
X
±0.5° trim angle.
Ground.
X
X
X
X
±0.9 daN (2 lbt)
breakout.
±1.3 daN (3 lbt) or
±10% of force.
±2° aileron angle.
±3 o spoiler angle.
2.a.2.b.
(Reserved)
2.a.3.a.
Rudder pedal
position versus force
and surface position
calibration.
±2.2 daN (Slbt)
breakout.
±2.2 daN (Slbt) or
±10% of force.
±2° rudder angle.
(Reserved)
2.a.4.
Nosewheel Steering
Controller Force and
Position Calibration.
20MYR2
2.a.3.b.
±0.9 daN (2 lbt)
breakout.
±1.3 daN (3 lbt) or
±10% of force.
±2°NWA.
2.a.5.
2.a.6.
Rudder Pedal
Steering Calibration.
Pitch Trim Indicator
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
The purpose of the test is to
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VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Test
Details
A B
c
PO 00000
2.a.7.
Pitch Trim Rate.
Notes
D
vs. Surface Position
Calibration.
compare FSTD surface
position and indicator against
the flight control model
computed value.
±10% of trim rate Cis)
or
Ground and approach.
Trim rate to be checked at pilot primary induced
trim rate (ground) and autopilot or pilot primary
trim rate in-flight at go-around flight conditions.
Frm 00012
X
X
X
X
X
X
X
X
±0.1 °/s trim rate.
2.a.8.
Fmt 4701
Alignment of cockpit
throttle lever versus
selected engine
parameter.
When matching engine
parameters:
Ground.
±5° ofTLA.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
±3% Nl or ±.03 EPR or
±3% torque, or
equivalent.
2.a.9.
20MYR2
Brake pedal position
versus force and
brake system
pressure calibration.
Stick Pusher System
Force Calibration (if
applicable)
Where the levers do not
have angular travel, a
tolerance of ±2 em
(±0.8 in) applies.
±2.2 daN (5lbt) or
±10% of force.
Ground.
Relate the hydraulic system pressure to pedal
position in a ground static test.
Data from a test airplane or
engineering test bench are
acceptable, provided the
correct engine controller
(both hardware and software)
is used.
In the case of propeller-driven
airplanes, if an additional
lever, usually referred to as
the propeller lever, is present,
it should also be checked.
This test may be a series of
snapshot tests.
X
X
X
X
FFS computer output results
may be used to show
compliance.
X
X
Aircraft manufacturer design
data may be utilized as
validation data as determined
Both left and right pedals must be checked.
±1.0 MPa (150 psi) or
±10% of brake system
pressure.
±10% or ±5 lb (2.2
daN)) Stick/Column
force
For CCA, representative flight test conditions must
be used.
Simultaneous recording for all engines. The
tolerances apply against airplane data.
For airplanes with throttle detents, all detents to
be presented and at least one position between
detents/ endpoints (where practical). For
airplanes without detents, end points and at least
three other positions are to be presented.
When matching detents:
2.a.10
ER20MY16.009</GPH>
Flight
Conditions
INFORMATION
Simulator
Level
Ground or Flight
Test is intended to validate the stick/column
transient forces as a result of a stick pusher
system activation.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Fli2ht Simulator (FFS) Ob.iective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
Notes
D
acceptable by the NSPM.
PO 00000
This test may be conducted in an on-ground
condition through stimulation of the stall
protection system in a manner that generates a
stick pusher response that is representative of an
in-flight condition.
Test requirement may be met
through column force
validation testing in
conjunction with the Stall
Characteristics test (2.c.8.a.).
Frm 00013
This test is required only for
FSTDs qualified to conduct
full stall training tasks.
Fmt 4701
2.b.
Sfmt 4725
2.b.l.
Dynamic Control Tests.
E:\FR\FM\20MYR2.SGM
Note.- Tests 2.b.l, 2.b.2 and 2.b.3 are not applicable for FSTDs where the control forces are completely generated within the
airplane controller unit installed in the FSTD. Power setting may be that required for level flight unless otherwise specified. See
parawaph 4 of this attachment..
Pitch Control.
Takeoff, Cruise, and
Data must be for normal control displacements in
For underdamped
Landing.
systems:
both directions (approximately 25% to 50% of
full throw or approximately 25% to 50% of
T(Po) ±10% ofP0 or
maximum allowable pitch controller deflection
for flight conditions limited by the maneuvering
±0.05 s.
load envelope).
T(P 1) ±20% ofP 1 or
±0.05 s.
Tolerances apply against the absolute values of
each period (considered independently).
T(P2) ±30% ofP2 or
±0.05 s.
20MYR2
T(Pn) ±lO*(n+ 1)% ofPn
or ±0.05 s.
T(An) ±10% of Amax,
where Amax is the largest
amplitude or ±0.5% of
the total control travel
(stop to stop).
X
X
n =the sequential period of a
full oscillation.
Refer to paragraph 4 of this
Attachment.
For overdamped and critically
damped systems, see Figure
A2B of Appendix A for an
illustration of the reference
measurement.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
32027
ER20MY16.010</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32028
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Test
Details
A B
c
X
X
Notes
D
PO 00000
T(A.i) ±5% of A.!=
residual band or ±0.5%
of the maximum control
travel = residual band.
Frm 00014
±I significant
overshoots (minimum of
1 significant overshoot).
Steady state position
within residual band.
Fmt 4701
Sfmt 4725
Note 1.- Tolerances
should not be applied on
period or amplitude
after the last significant
overshoot.
E:\FR\FM\20MYR2.SGM
Note2.Oscillations within the
residual band are not
considered significant
and are not subject to
tolerances.
20MYR2
2.b.2.
ER20MY16.011</GPH>
Flight
Conditions
INFORMATION
Simulator
Level
Roll Control.
For overdamped and
critically damped
systems only, the
following tolerance
applies:
T(Po) ±10% of Po or
±0.05 s.
Same as 2.b.l.
Takeoff, Cruise, and
Landing.
Data must be for normal control displacement
(approximately 25% to 50% of full throw or
approximately 25% to 50% of maximum
Refer to paragraph 4 of this
Attachment.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Fli2ht Simulator (FFS) Ob.iective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
allowable roll controller deflection for flight
conditions limited by the maneuvering load
envelope).
PO 00000
2.b.3.
Yaw Control.
Same as 2.b.l.
Takeoff, Cruise, and
Landing.
Data must be for normal control displacement
(approximately 25% to 50% of full throw).
X
Notes
D
X
For overdamped and critically
damped systems, see Figure
A2B of Appendix A for an
illustration of the reference
measurement.
Refer to paragraph 4 of this
Attachment.
Frm 00015
Fmt 4701
For overdamped and critically
damped systems, see Figure
A2B of Appendix A for an
illustration of the reference
measurement.
2.b.4.
Small Control Inputs
-Pitch.
Sfmt 4725
±0.15°/s body pitch rate
or ±20% of peak body
pitch rate applied
throughout the time
history.
Approach or Landing.
Control inputs must be typical of minor
corrections made while established on an ILS
approach (approximately 0.5 to 2°/S pitch rate).
X
X
X
Test in both directions.
E:\FR\FM\20MYR2.SGM
20MYR2
X
Show time history data from 5 s before until at
least 5 s after initiation of control input.
If a single test is used to demonstrate both
directions, there must be a minimum of 5 s before
control reversal to the opposite direction.
2.b.5.
Small Control Inputs
-Roll.
±0.15°/s body roll rate or
±20% of peak body roll
rate applied throughout
the time history.
Approach or landing.
CCA: Test in normal and non-normal control state.
Control inputs must be typical of minor
corrections made while established on an ILS
approach (approximately 0.5 to 2°/S roll rate).
Test in one direction. For airplanes that exhibit
non-symmetrical behavior, test in both directions.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
Show time history data from 5 s before until at
least 5 s after initiation of control input.
32029
ER20MY16.012</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32030
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
PO 00000
Frm 00016
2.b.6.
Small Control Inputs
-Yaw.
Fmt 4701
±0.15°/s body yaw rate
or ±20% of peak body
yaw rate applied
throughout the time
history.
Approach or landing.
20MYR2
D
CCA: Test in normal and non-normal control
state.
Control inputs must be typical of minor
corrections made while established on an ILS
approach (approximately 0.5 to 2°/s yaw rate).
X
X
X
Test in both directions.
Show time history data from 5 s before until at
least 5 s after initiation of control input.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
c
X
A B
If a single test is used to
demonstrate both directions, there must be a
minimum of 5 s before control reversal to the
opposite direction.
If a single test is used to demonstrate both
directions, there must be a minimum of 5 s before
control reversal to the opposite direction.
CCA: Test in normal and non-normal control
state.
2.c.
Longitudinal Control Tests.
Power setting is that required for level flight unless otherwise specified.
2.c.l.
Power Change
Dynamics.
±3 kt airspeed.
±30m (100ft) altitude.
±1.5° or ±20% of pitch
angle.
Approach.
Power change from thrust for approach or level
flight to maximum continuous or go-around
power.
Time history of uncontrolled free response for a
time increment equal to at least 5 s before
initiation of the power change to the completion
of the power change
+ 15 s.
ER20MY16.013</GPH>
INFORMATION
Simulator
Level
X
X
Notes
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
2.c.2.
Tolerance
Title
PO 00000
Flap/Slat Change
Dynamics.
±3 kt airspeed.
±30 m (100ft) altitude.
Flight
Conditions
Takeoff through initial
flap retraction, and
approach to landing.
Frm 00017
±1.5° or ±20% of pitch
angle.
2.c.3.
Spoiler/Speedbrake
Change Dynamics.
±3 kt airspeed.
Cruise.
Fmt 4701
Sfmt 4725
±1.5° or ±20% of pitch
angle.
E:\FR\FM\20MYR2.SGM
Gear Change
Dynamics.
±3 kt airspeed.
Takeoff (retraction), and
Approach (extension).
±1.5° or ±20% of pitch
angle.
20MYR2
Longitudinal Trim.
±I o elevator angle.
±0. 5o stabilizer or trim
surface angle.
±I o pitch angle.
c
D
X
X
X
X
Time history of uncontrolled free response for a
time increment equal to at least 5 s before
initiation of the configuration change to the
completion of the configuration change+ 15 s.
X
X
X
X
X
X
X
X
X
X
X
X
Results required for both extension and
retraction.
±30 m (100ft) altitude.
2.c.5.
CCA: Test in normal and non-normal control
mode
Time history of uncontrolled free response for a
time increment equal to at least 5 s before
initiation of the reconfiguration change to the
completion of the reconfiguration change+ 15 s.
A B
CCA: Test in normal and non-normal control
mode
±30 m (100ft) altitude.
2.c.4.
Test
Details
INFORMATION
Simulator
Level
Cruise, Approach, and
Landing.
CCA: Test in normal and non-normal control
mode
Time history of uncontrolled free response for a
time increment equal to at least 5 s before
initiation of the configuration change to the
completion of the configuration change
+ 15 s.
CCA: Test in normal and non-normal control
mode
Steady-state wings level trim with thrust for level
flight. This test may be a series of snapshot tests.
CCA: Test in normal or non-normal control
mode, as applicable.
Notes
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
±5% of net thrust or
32031
ER20MY16.014</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32032
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
2.c.6.
Tolerance
Title
PO 00000
Longitudinal
Maneuvering
Stability (Stick
Force/g).
equivalent.
±2.2 daN (5lbt) or
±10% of pitch controller
force.
Flight
Conditions
Cruise, Approach, and
Landing.
Continuous time history data or a series of
snapshot tests may be used.
Simulator
Level
±I o or ±10% of the
change of elevator angle.
Frm 00018
c
X
X
X
X
X
X
X
X
X
X
Notes
D
Force tolerance not applicable if forces are
generated solely by the use of airplane hardware
intheFSTD.
Fmt 4701
Alternative method applies to airplanes which do
not exhibit stick-force-per-g characteristics.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
A B
Test up to approximately 30° of roll angle for
approach and landing configurations. Test up to
approximately 45° of roll angle for the cruise
configuration.
Alternative method:
2.c.7.
Longitudinal Static
Stability.
±2.2 daN (5lbt) or
±10% of pitch controller
force.
Approach.
CCA: Test in normal or non-normal control mode
Data for at least two speeds above and two speeds
below trim speed. The speed range must be
sufficient to demonstrate stick force versus speed
characteristics.
Alternative method:
This test may be a series of snapshot tests.
±I o or ±10% of the
change of elevator angle.
20MYR2
Force tolerance is not applicable if forces are
generated solely by the use of airplane hardware
intheFSTD.
Alternative method applies to airplanes which do
not exhibit speed stability characteristics.
2.c.8.a
ER20MY16.015</GPH>
Test
Details
INFORMATION
Stall Characteristics
±3 kt airspeed for stall
Second Segment Climb,
CCA: Test in normal or non-normal control mode,
as applicable.
Each of the following stall entries must be
Buffet threshold of perception
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
warning and stall
speeds.
PO 00000
Frm 00019
±2.0° angle of attack for
buffet threshold of
perception and initial
buffet based upon Nz
component.
Fmt 4701
Control inputs must be
plotted and demonstrate
correct trend and
magnitude.
Sfmt 4725
Approach to stall:
±2.0° pitch angle;
±2.0° angle of attack;
and
±2.0° bank angle
E:\FR\FM\20MYR2.SGM
Stall warning up to stall:
±2.0° pitch angle;
±2.0° angle of attack;
and
Correct trend and
magnitude for roll rate
and yaw rate.
20MYR2
Stall Break and
Recovery:
SOC Required (see
Attachment 7)
Additionally, for those
simulators with
reversible flight control
systems or equipped
with stick pusher
Flight
Conditions
Test
Details
High Altitude Cruise
(Near Performance
Limited Condition), and
Approach or Landing
demonstrated in at least one of the three flight
conditions:
Stall entry at wings level (I g)
Stall entry in turning flight of at least 25°
bank angle (accelerated stall)
Stall entry in a power-on condition (required
only for propeller driven aircraft)
.
.
.
The cruise flight condition must be conducted in
a flaps-up (clean) configuration. The second
segment climb flight condition must use a
different flap setting than the approach or landing
flight condition.
Record the stall warning signal and initial buffet,
if applicable. Time history data must be recorded
for full stall through recovery to normal flight.
The stall warning signal must occur in the proper
relation to buffet/stall. FSTDs of airplanes
exhibiting a sudden pitch attitude change or "g
break" must demonstrate this characteristic.
FSTDs of airplanes exhibiting a roll off or loss of
roll control authority must demonstrate this
characteristic.
Numerical tolerances are not applicable past the
stall angle of attack, but must demonstrate correct
trend through recovery. See Attachment 7 for
additional requirements and information
concerning data sources and required angle of
attack ranges.
CCA: Test in normal and non-normal control
states. For CCA aircraft with stall envelope
protection systems, the normal mode testing is only
required to an angle of attack range necessary to
demonstrate the correct operation of the system.
These tests may be used to satisfy the required
INFORMATION
Simulator
Level
A B
c
Notes
D
should be based on 0.03 g
peak to peak normal
acceleration above the
background noise at the pilot
seat. Initial buffet to be based
on normal acceleration at the
pilot seat with a larger peak to
peak value relative to buffet
threshold of perception (some
airframe manufacturers have
used 0.1 g peak to peak).
Demonstrate correct trend in
growth of buffet amplitude
from initial buffet to stall
speed for normal and lateral
acceleration.
The FSTD sponsor/FSTD
manufacturer may limit
maximum buffet based on
motion platform
capability/limitations or other
simulator system limitations.
Tests may be conducted at
centers of gravity and weights
typically required for airplane
certification stall testing.
This test is required only for
FSTDs qualified to conduct
full stall training tasks.
In instances where flight test
validation data is limited due
to safety of flight
considerations, engineering
simulator validation data may
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
32033
ER20MY16.016</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32034
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
PO 00000
systems: ±10% or ±5 lb
(2.2 daN))
Stick/Column force
(prior to the stall angle
of attack).
Test
Details
INFORMATION
Simulator
Level
A B
c
(angle of attack) flight maneuver and envelope
protection tests (test 2.h.6.). Non-normal control
states must be tested through stall identification
and recovery.
be used in lieu of flight test
validation data for angles of
attack that exceed the
activation of a stall protection
system or stick pusher
system.
Where approved engineering
simulation validation is used,
the reduced engineering
tolerances (as defined in
paragraph 11 of this
appendix) do not apply.
Tests may be conducted at
centers of gravity and weights
typically required for airplane
certification stall testing.
Frm 00020
Fmt 4701
2.c.8.b
f'\pproach to Stall
~haracteristics
Sfmt 4725
±2.0° angle of attack for
initial buffet.
Second Segment Climb,
High Altitude Cruise
(Near Performance
Limited Condition), and
Approach or Landing
E:\FR\FM\20MYR2.SGM
Control displacements
and flight control
surfaces must be plotted
and demonstrate correct
trend and magnitude.
20MYR2
Additionally, for those
simulators with
reversible flight control
systems: ±10% or ±5 lb
(2.2 daN))
Stick/Column force
Phugoid Dynamics.
±10% of period.
Each of the following stall entries must be
demonstrated in at least one of the three flight
conditions:
• Approach to stall entry at wings level (!g)
• Approach to stall entry in turning flight of at
least 25° bank angle (accelerated stall)
• Approach to stall entry in a power-on
condition (required only for propeller driven
aircraft)
X
X
Tolerances on stall buffet are
not applicable where the first
indication of the stall is the
activation of the stall warning
system (i.e. stick shaker).
The cruise flight condition must be conducted in
a flaps-up (clean) configuration. The second
segment climb flight condition must use a
different flap setting than the approach or landing
flight condition.
±2.0° pitch angle;
±2.0° angle of attack;
and
±2.0° bank angle
2.c.9.
ER20MY16.017</GPH>
±3 kt airspeed for stall
warning speeds.
Cruise.
CCA: Test in Normal and Non-normal control
states. For CCA aircraft with stall envelope
protection systems, the normal mode testing is
only required to an angle of attack range
necessary to demonstrate the correct operation of
the system. These tests may be used to satisfy the
required (angle of attack) flight maneuver and
envelope protection tests (test 2.h.6.).
Test must include three full cycles or that
Notes
D
X
X
X
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
PO 00000
Short Period
Dynamics.
±1.5° pitch angle or
±2°/s pitch rate.
Frm 00021
Fmt 4701
c
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Notes
D
Cruise.
CCA: Test in non-normal control mode.
CCA: Test in normal and non-normal control
mode.
±0.1 g normal
acceleration
2.c.ll.
2.d.
(Reserved)
Lateral Directional Tests.
Power setting is that required for level flight unless otherwise specified.
2.d.l.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
A B
necessary to determine time to one half or double
amplitude, whichever is less.
±10% of time to one half
or double amplitude or
±0.02 of damping ratio.
2.c.10
Test
Details
INFORMATION
Simulator
Level
2.d.2.
Minimum control
speed, air (II mea) or
landing (IImel), per
applicable
airworthiness
requirement or low
speed engineinoperative handling
characteristics in the
air.
Roll Response
(Rate).
±3 kt airspeed.
Takeoff or Landing
(whichever is most
critical in the airplane).
Time history or snapshot data may be used.
20MYR2
Step input of flight
deck roll controller.
Minimum speed may be
defined by a performance or
control limit which prevents
demonstration of v mea or v mel
in the conventional manner.
CCA: Test in normal or non-normal control state,
as applicable.
±2°/s or ±10% of roll
rate.
Cruise, and Approach or
Landing.
For airplanes with
reversible flight control
systems:
2.d.3.
Takeoff thrust must be set on the operating
engine(s).
±1.3 daN (3 lbt) or
±10% of wheel force.
±2° or ±10% of roll
angle.
Test with normal roll control displacement
(approximately one-third of maximum roll
controller travel).
This test may be combined with step input of
flight deck roll controller test 2.d.3.
Approach or Landing.
This test may be combined with roll response
(rate) test 2.d.2.
With wings level, apply a step
roll control input using
approximately one-third of
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
32035
ER20MY16.018</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32036
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
CCA: Test in normal and non-normal control
mode
the roll controller travel.
When reaching approximately
20° to 30° of bank, abruptly
return the roll controller to
neutral and allow
approximately 10 seconds of
airplane free response.
PO 00000
Frm 00022
2.d.4.
Spiral Stability.
Correct trend and ±2° or
±10% of roll angle in 20
s.
Cruise, and Approach or
Landing.
Fmt 4701
Sfmt 4725
Engine Inoperative
Trim.
E:\FR\FM\20MYR2.SGM
±I o rudder angle or ±I o
tab angle or equivalent
rudder pedal.
X
X
X
X
X
X
X
X
Test for both directions.
As an alternative test, show lateral control
required to maintain a steady tum with a roll
angle of approximately 30°.
If alternate test is used:
correct trend and ±2 o
aileron angle.
2.d.5.
Airplane data averaged from multiple tests may
be used.
Second Segment Climb,
and Approach or
Landing.
CCA: Test in non-normal control mode.
This test may consist of snapshot tests.
Test should be performed in a
manner similar to that for
which a pilot is trained to trim
an engine failure condition.
±2° side-slip angle.
2nd segment climb test
should be at takeoff thrust.
Approach or landing test
should be at thrust for level
flight.
20MYR2
2.d.6.
Rudder Response.
±2°/s or ±10% of yaw
rate.
Approach or Landing.
Test with stability augmentation on and off.
X
X
X
X
X
X
X
Test with a step input at approximately 25% of
full rudder pedal throw.
2.d.7.
ER20MY16.019</GPH>
Notes
D
Dutch Roll
±0.5 s or ±I 0% of
Cruise, and Approach or
CCA: Test in normal and non-normal control
mode
Test for at least six cycles with stability
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
period.
Flight
Conditions
Landing.
PO 00000
±10% of time to one
half or double amplitude
or ±. 02 of damping
ratio.
Test
Details
INFORMATION
Simulator
Level
Frm 00023
Fmt 4701
A B
c
D
X
X
X
augmentation off.
CCA: Test in non-normal control mode.
±1 s or ±20% of time
difference between
peaks of roll angle and
side-slip angle.
2.d.8.
Steady State Sideslip.
For a given rudder
position:
Sfmt 4725
±2° roll angle;
±1 a side-slip angle;
E:\FR\FM\20MYR2.SGM
±2° or ±10% of aileron
angle; and
±5° or ±10% of spoiler
or equivalent roll
controller position or
force.
20MYR2
For airplanes with
reversible flight control
systems:
±1.3 daN (3 lbt) or
±10% ofwheel force.
Approach or Landing.
This test may be a series of snapshot tests using
at least two rudder positions (in each direction for
propeller-driven airplanes), one of which must be
near maximum allowable rudder.
X
Notes
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
±2.2 daN (5 lbt) or
32037
ER20MY16.020</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32038
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
PO 00000
A B
c
X
X
X
X
X
±10% of rudder pedal
force.
2.e.
Landings.
2.e.l.
Normal Landing.
±3 kt airspeed.
Landing.
Test from a minimum of61 m (200ft) AGL to
nosewheel touchdown.
Frm 00024
±1.5° pitch angle.
CCA: Test in normal and
±1.5° AOA.
Fmt 4701
Sfmt 4725
For airplanes with
reversible flight control
systems:
E:\FR\FM\20MYR2.SGM
±2.2 daN (5lbt) or
±10% of column force.
±3 kt airspeed.
non-normal control mode, if applicable.
±3m (10ft) or ±10% of
height.
2.e.2.
Minimum Flap
Landing.
±1.5° pitch angle.
Minimum Certified
Landing Flap
Configuration.
Test from a minimum of 61 m (200ft) AGL to
nosewheel touchdown.
Test at near maximum certificated landing weight.
±1.5° AOA.
20MYR2
±3m (10ft) or ±10% of
height.
For airplanes with
reversible flight control
systems:
±2.2 daN (5lbt) or
±10% of column force.
ER20MY16.021</GPH>
Notes
D
Two tests should be shown,
including two normal landing
flaps (if applicable) one of
which should be near
maximum certificated landing
mass, the other at light or
medium mass.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
2.e.3.
Tolerance
Title
Crosswind Landing.
±3 kt airspeed.
Flight
Conditions
Landing.
±1.5° pitch angle.
PO 00000
±1.5° AOA.
Test
Details
Test from a minimum of 61 m (200 ft) AGL to a
50% decrease in main landing gear touchdown
speed.
INFORMATION
Simulator
Level
X
X
X
X
X
X
±2° side-slip angle.
±3° heading angle.
Sfmt 4725
For airplanes with
reversible flight control
systems:
E:\FR\FM\20MYR2.SGM
±2.2 daN (5lbt) or
±10% of
column force.
±1.3 daN (3 lbt) or
±10% ofwheel force.
20MYR2
2.e.4.
One Engine
Inoperative Landing.
±2.2 daN (5lbt) or
±10% of rudder pedal
force.
±3 kt airspeed.
±1.5° pitch angle.
Landing.
Test from a minimum of61 m (200ft) AGL to a
50% decrease in main landing gear touchdown
speed.
Notes
D
Wind components must be provided as headwind
and crosswind values with respect to the runway.
±2° roll angle.
Fmt 4701
c
Test data is required, including wind profile, for a
crosswind component of at least 60% of airplane
performance data value measured at 10m (33 ft)
above the runway.
±3m (10ft) or ±10% of
height.
Frm 00025
A B
In those situations where a
maximum crosswind or a
maximum demonstrated
crosswind is not known,
contact the NSPM.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
±1.5° AOA.
32039
ER20MY16.022</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32040
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
Simulator
Level
2.e.5.
Autopilot landing (if
applicable).
±3° heading angle.
±1.5 m (5 ft) flare
height.
Landing.
X
X
Normal all-engine autopilot go-around must be
demonstrated (if applicable) at medium weight.
X
X
X
Engine inoperative go-around required near
maximum certificated landing weight with
critical engine inoperative.
X
X
X
If autopilot provides roll-out guidance, record
lateral deviation from touchdown to a 50%
decrease in main landing gear touchdown speed.
±0.5 s or± 10% ofTf.
Time of autopilot flare mode engage and main
gear touchdown must be noted.
±0.7 m/s (140ft/min)
rate of descent at
touchdown.
Sfmt 4725
20MYR2
X
Notes
D
±2° side-slip angle.
Fmt 4701
E:\FR\FM\20MYR2.SGM
c
±2° roll angle.
PO 00000
Frm 00026
A B
±3m (10ft) or ±10% of
height.
2.e.6.
All-engine autopilot
go-around.
±3m (10ft) lateral
deviation during rollout.
±3 kt airspeed.
As per airplane
performance data.
±1.5° pitch angle.
2.e.7.
One engine
inoperative go
around.
±1.5° AOA.
±3 kt airspeed.
±1.5° pitch angle.
±1.5° AOA.
As per airplane
performance data.
Provide one test with autopilot (if applicable) and
one without autopilot.
±2° roll angle.
±2° side-slip angle.
ER20MY16.023</GPH>
INFORMATION
CCA: Non-autopilot test to be conducted in nonnormal mode.
See Appendix F of this part
for definition of Tr.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
PO 00000
Frm 00027
Entry
Title
Number
2.e.8.
Directional control
(rudder effectiveness)
with symmetric
reverse thrust.
2.e.9.
Directional control
(rudder effectiveness)
with asymmetric
reverse thrust.
2.f.
Tolerance
±5 kt airspeed.
Flight
Conditions
A B
c
Notes
D
X
X
X
Landing.
With full reverse thrust on the operating
engine(s), maintain heading with rudder pedal
input until maximum rudder pedal input or thrust
reverser minimum operation speed is reached.
X
X
X
Landing.
A rationale must be provided with justification of
results.
X
X
X
See paragraph 5 of this
Attachment for additional
information.
X
X
See Attachment 5 of this
appendix for information
related to Level A and B
simulators.
±3° heading angle.
±1 o elevator angle.
±0.5° stabilizer angle.
±5% of net thrust or
equivalent.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
Apply rudder pedal input in both directions using
full reverse thrust until reaching full thrust
reverser minimum operating speed.
Ground Effect.
Test to demonstrate
Ground Effect.
Fmt 4701
Landing.
±2°/s yaw rate.
±5 kt airspeed.
Test
Details
INFORMATION
Simulator
Level
CCA: Test in normal or non-normal control
mode, as applicable.
±1° AOA.
±1.5 m (5 ft) or ±10%
of height.
±3 kt airspeed.
±1 o pitch angle.
Wind shear.
2.h.
Four tests, two
See Attachment 5 of this
Takeoff and Landing.
appendix.
takeoff and two
landing, with one of
each conducted in
still air and the other
with windshear active
to demonstrate
windshear models.
Flight Maneuver and Envelope Protection Functions.
20MYR2
2.g.
Requires windshear models that provide training
in the specific skills needed to recognize
windshear phenomena and to execute recovery
procedures. See Attachment 5 of this appendix
for tests, tolerances, and procedures.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Fli2ht Simulator (FFS) Ob.iective Tests
QPS REQUIREMENTS
32041
ER20MY16.024</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32042
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
PO 00000
Frm 00028
2.h.l.
Note. - The requirements of 2.h are only applicable to computer-controlled airplanes. Time history results of response
to control inputs during entry into each envelope protection jUnction (i.e. with normal and degraded control states if their jUnction
is different) are required. Set thrust as required to reach the envelope protection jUnction.
±5 kt airspeed.
Cruise.
Overspeed.
2.h.2.
Minimum Speed.
2.h.3.
Load Factor.
±O.lg normal load factor
Takeoff, Cruise, and
Approach or Landing.
Takeoff, Cruise.
2.h.4.
Pitch Angle.
±1.5° pitch angle
Cruise, Approach.
±3 kt airspeed.
Fmt 4701
2.h.5.
Bank Angle.
±2° or ±10% bank angle
Angle of Attack.
±1.5° angle of attack
Sfmt 4725
2.i.
c
Notes
D
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Engine and Airframe Icing Effects
Engine and Airframe
Icing Effects
Demonstration (High
Angle of Attack)
A B
X
X
X
X
Second Segment Climb,
and Approach or
Landing.
2.i.
Simulator
Level
X
Approach.
2.h.6.
INFORMATION
Takeoff or Approach or
Landing
E:\FR\FM\20MYR2.SGM
[One flight conditiontwo tests (ice on and
oft)]
Time history of a full stall and initiation of the
recovery. Tests are intended to demonstrate
representative aerodynamic effects caused by inflight ice accretion. Flight test validation data is
not required.
Two tests are required to demonstrate engine and
airframe icing effects. One test will demonstrate
the FSTDs baseline performance without ice
accretion, and the second test will demonstrate
the aerodynamic effects of ice accretion relative
to the baseline test.
20MYR2
The test must utilize the icing model(s) as
described in the required Statement of
Compliance in Table AlA, Section 2.j. Test must
include rationale that describes the icing effects
being demonstrated. Icing effects may include,
but are not limited to, the following effects as
applicable to the particular airplane type:
• Decrease in stall angle of attack
• Changes in pitching moment
• Decrease in control effectiveness
Tests will be evaluated for
representative effects on
relevant aerodynamic and
other parameters such as
angle of attack, control
inputs, and thrust/power
settings.
Plotted parameters must
include:
• Altitude
Airspeed
Normal
acceleration
• Engine power
• Angle of attack
• Pitch attitude
• Bank angle
• Flight control
inputs
• Stall warning and
stall buffet onset
•
•
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
ER20MY16.025</GPH>
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Tolerance
Jkt 238001
Entry
Number
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
Notes
D
PO 00000
• Changes in control forces
• Increase in drag
• Change in stall buffet characteristics and
threshold of perception
• Engine effects (power reduction/variation,
vibration, etc. where expected to be
present on the aircraft in the ice
accretion scenario being tested)
Frm 00029
3. Motion System.
3.a.
Frequency response.
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
As specified by the
sponsor for FSTD
qualification.
3.c
3.d.
Appropriate test to demonstrate required
frequency response.
X
X
X
X
See paragraph 6 of this
Attachment.
As specified by the
sponsor for FSTD
qualification.
3.b.
Not applicable.
Not applicable.
Appropriate test to demonstrate required smooth
tum-around.
X
X
X
X
See paragraph 6 of this
Attachment.
X
X
X
X
Refer to Attachment 3 of this
Appendix on subjective
testing.
X
X
X
X
Ensure that motion system
hardware and software (in
normal FSTD operating
mode) continue to perform as
originally qualified.
Performance changes from
the original baseline can be
readily identified with this
information.
Turn-around check.
Motion effects.
Motion system repeatability.
Motion system
repeatability
±0.05 g actual platform
linear accelerations.
None.
20MYR2
See paragraph 6.c. of this
Attachment.
3.e.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
Motion cueing fidelity
32043
ER20MY16.026</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32044
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
3.e.l.
Tolerance
Title
Motion cueing
fidelity- Frequencydomain criterion.
As specified by the
FSTD manufacturer for
initial qualification.
Flight
Conditions
Ground and flight.
Notes
PO 00000
Frm 00030
c
D
X
X
Testing may be accomplished
by the FSTD manufacturer
and results provided as a
statement of compliance.
X
For the motion system as applied during training,
record the combined modulus and phase of the
motion cueing algorithm and motion platform
over the frequency range appropriate to the
characteristics of the simulated aircraft.
A B
The recorded test results for
characteristic buffets should
allow the comparison of
relative amplitude versus
frequency.
This test is only required for initial FS TD
qualification.
Reserved
3.f
Characteristic motion
vibrations.
The following tests
with recorded results
and an SOC are
required for
characteristic motion
vibrations, which can
be sensed at the flight
deck where
applicable by
airplane type.
Thrust effect with
brakes set.
Fmt 4701
3.e.2.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
3.f.l.
20MYR2
3.f.2.
ER20MY16.027</GPH>
Test
Details
INFORMATION
Simulator
Level
Buffet with landing
gear extended.
None.
Ground and flight.
See also paragraph 6.e. of this
Attachment.
The FSTD test results
must exhibit the overall
appearance and trends
of the airplane data,
with at least three (3) of
the predominant
frequency "spikes"
being present within ± 2
Hz of the airplane data.
The FSTD test results
must exhibit the overall
appearance and trends
of the airplane data,
with at least three (3) of
the predominant
frequency "spikes"
Ground.
Test must be conducted at maximum possible
thrust with brakes set.
X
Flight.
Test condition must be for a normal operational
speed and not at the gear limiting speed.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
Notes
D
being present within ± 2
Hz of the airplane data.
Buffet with flaps
extended.
3.f.4.
Buffet with
speedbrakes
deployed.
3.f.5.
Stall buffet
PO 00000
3.f.3.
Frm 00031
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
3.f.6.
Buffet at high
The FSTD test results
must exhibit the overall
appearance and trends
of the airplane data,
with at least three (3) of
the predominant
frequency "spikes"
being present within ± 2
Hz of the airplane data.
The FSTD test results
must exhibit the overall
appearance and trends
of the airplane data,
with at least three (3) of
the predominant
frequency "spikes"
being present within ± 2
Hz of the airplane data.
The FSTD test results
must exhibit the overall
appearance and trends
of the airplane data,
with at least three (3) of
the predominant
frequency "spikes"
being present within ± 2
Hz of the airplane data.
The FSTD test results
Flight.
Test condition must be at a normal operational
speed and not at the flap limiting speed.
X
Flight.
Test condition must be at a typical speed for a
representative buffet.
X
Cruise (High Altitude),
Second Segment Climb,
and Approach or
Landing
Tests must be conducted for an angle of attack
range between the buffet threshold of perception to
the pilot and the stall angle of attack. Post stall
characteristics are not required.
Flight.
X
X
X
If stabilized flight data
between buffet threshold of
perception and the stall
angle of attack are not
available, PSD analysis
should be conducted for a
time span between initial
buffet and the stall angle of
attack.
Test required only for
FSTDs qualified for full
stall training tasks or for
those aircraft which exhibit
stall buffet before the
activation of the stall
warning system.
Test condition should be for
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
32045
ER20MY16.028</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32046
VerDate Sep<11>2014
Test
Tolerance
Jkt 238001
Entry
Number
Title
airspeeds or high
Mach.
PO 00000
Frm 00032
3.f.7.
In-flight vibrations
for propeller driven
airplanes.
Fmt 4701
Sfmt 4725
must exhibit the overall
appearance and trends
of the airplane data,
with at least three (3) of
the predominant
frequency "spikes"
being present within ± 2
Hz of the airplane data.
The FSTD test results
must exhibit the overall
appearance and trends
of the airplane data,
with at least three (3) of
the predominant
frequency "spikes"
being present within ± 2
Hz of the airplane data.
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
Notes
D
high-speed maneuver
buffet/wind-up-tum or
alternatively Mach buffet.
Flight (clean
configuration).
E:\FR\FM\20MYR2.SGM
X
Test should be conducted to
be representative of in-flight
vibrations for propellerdriven airplanes.
X
Field of view should be
measured using a visual test
pattern filling the entire visual
scene (all channels)
consisting of a matrix of
black and white so squares.
4. Visual System.
4.a.
Visual scene quality
4.a.l.
Continuous
collimated crosscockpit visual field of
view.
Cross-cockpit,
collimated visual
display providing each
pilot with a minimum of
176° horizontal and 36°
vertical continuous field
of view.
Not applicable.
Required as part ofMQTG but not required as
part of continuing evaluations.
X
20MYR2
Continuous
collimated crosscockpit visual field of
view.
ER20MY16.029</GPH>
c
Continuous collimated
field-of-view providing
at least 45° horizontal
and 30° vertical fieldof-view for each pilot
seat. Both pilot seat
Not applicable.
Required as part ofMQTG but not required as
part of continuing evaluations.
X
X
Installed alignment should be
confirmed in an SOC (this
would generally consist of
results from acceptance
testing).
A vertical field-of-view of
30° may be insufficient to
meet visual ground segment
requirements.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
PO 00000
4.a.2.
Tolerance
Title
System geometry
Frm 00033
visual systems must be
operable
simultaneously.
so even angular spacing
within ±I oas measured
from either pilot eye
point and within l.S 0 for
adjacent squares.
Flight
Conditions
Not applicable.
Test
Details
The angular spacing of any chosen so square and
the relative spacing of adjacent squares must be
within the stated tolerances.
INFORMATION
Simulator
Level
A B
c
X
X
X
X
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
4.a.3
Surface resolution
(object detection).
Not greater than 2 arc
minutes.
Not applicable.
An SOC is required and must include the relevant
calculations and an explanation of those
calculations.
20MYR2
This requirement is applicable to any level of
simulator equipped with a daylight visual system.
Notes
D
X
X
The purpose of this test is to
evaluate local linearity of the
displayed image at either pilot
eye point. System geometry
should be measured using a
visual test pattern filling the
entire visual scene (all
channels) with a matrix of
black and white so squares
with light points at the
intersections.
For continuing qualification
testing, the use of an optical
checking device is
encouraged. This device
should typically consist of a
hand-held go/no go gauge to
check that the relative
positioning is maintained.
Resolution will be
demonstrated by a test of
objects shown to occupy the
required visual angle in each
visual display used on a scene
from the pilot's eyepoint.
The object will subtend 2 arc
minutes to the eye.
This may be demonstrated
using threshold bars for a
horizontal test.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
32047
ER20MY16.030</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32048
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
4.a.4
Tolerance
Title
Light point size.
PO 00000
Not greater than 5 arc
minutes.
Flight
Conditions
Not applicable.
Test
Details
An SOC is required and must include the relevant
calculations and an explanation of those
calculations.
INFORMATION
Simulator
Level
A B
c
X
Notes
D
X
Frm 00034
This requirement is applicable to any level of
simulator equipped with a daylight visual system.
A vertical test should also be
demonstrated.
Light point size should be
measured using a test pattern
consisting of a centrally
located single row of white
light points displayed as both
a horizontal and vertical row.
Fmt 4701
It should be possible to move
the light points relative to the
eyepoint in all axes.
Sfmt 4725
4.a.5
E:\FR\FM\20MYR2.SGM
Raster surface
contrast ratio.
Not less than 5: 1.
Not applicable.
This requirement is applicable to any level of
simulator equipped with a daylight visual system.
X
X
At a point where modulation
is just discernible in each
visual channel, a calculation
should be made to determine
the light spacing.
Surface contrast ratio should
be measured using a raster
drawn test pattern filling the
entire visual scene (all
channels).
20MYR2
The test pattern should
consist of black and white
squares, 5° per square, with a
white square in the center of
each channel.
Measurement should be made
on the center bright square for
each channel using a 1o spot
photometer. This value
should have a minimum
brightness of 7 cd/m2 (2 ft-
ER20MY16.031</GPH>
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
Notes
D
lamberts). Measure any
adjacent dark squares.
Frm 00035
Note I. -During contrast
ratio testing, FSTD aft-cab
andflight deck ambient light
levels should be as low as
possible.
Fmt 4701
PO 00000
The contrast ratio is the bright
square value divided by the
dark square value.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
4.a.6
Light point contrast
ratio.
Not less than 25:1.
Not applicable.
An SOC is required and must include the relevant
calculations.
X
X
Note2.Measurements should be
taken at the center of squares
to avoid light spill into the
measurement device.
Light point contrast ratio
should be measured using a
test pattern demonstrating an
area of greater than I o area
filled with white light points
and should be compared to
the adjacent background.
20MYR2
Note. -Light point
modulation should be just
discernible on calligraphic
systems but will not be
discernable on raster systems.
Measurements of the
background should be taken
such that the bright square is
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
32049
ER20MY16.032</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32050
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
just out of the light meter
FOV.
PO 00000
Note. -During
contrast ratio testing, FSTD
aft-cab andflight deck
ambient light levels should be
as low as practical.
Frm 00036
4.a.7
Fmt 4701
Light point contmst
ratio.
Light point
brightness.
Not less than 10:1.
Not applicable.
Not less than 20 cd/m2
(5.8 ft-lamberts).
Not applicable.
X
X
X
X
Light points should be
displayed as a matrix creating
a square.
Sfmt 4725
On calligraphic systems the
light points should just merge.
E:\FR\FM\20MYR2.SGM
4.a.8
Surface brightness.
Not less than 20 cd/m2
(5.8 ft-lamberts) on the
display.
Not applicable.
This requirement is applicable to any level of
simulator equipped with a daylight visual system.
X
X
On raster systems the light
points should overlap such
that the square is continuous
(individual light points will
not be visible).
Surface brightness should be
measured on a white raster,
measuring the brightness
using the 1o spot photometer.
20MYR2
Light points are not
acceptable.
4.a.9
ER20MY16.033</GPH>
Notes
D
Black level and
sequential contrast.
Black intensity:
Not applicable.
X
X
X
X
Use of calligraphic
capabilities to enhance raster
brightness is acceptable.
All projectors should be
turned off and the cockpit
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
Notes
D
Frm 00037
environment made as dark as
possible. A background
reading should be taken of the
remaining ambient light on
the screen.
Sequential contrast:
PO 00000
Background brightness
- Black polygon
brightness< 0.015
cd/m2 (0.004 ftlamberts).
The projectors should then be
turned on and a black polygon
displayed. A second reading
should then be taken and the
difference between this and
the ambient level recorded.
Fmt 4701
Maximum brightness (Background brightness
- Black polygon
brightness)> 2,000:1.
Sfmt 4725
A full brightness white
polygon should then be
measured for the sequential
contrast test.
E:\FR\FM\20MYR2.SGM
4.a.10
Motion blur.
20MYR2
When a pattern is
rotated about the
eyepoint at 10'/s, the
smallest detectable gap
must be 4 arc min or
less.
Not applicable.
X
X
X
X
This test is generally only
required for light valve
pro_jectors.
A test pattern consists of an
array of 5 peak white squares
with black gaps between them
of decreasing width.
The range of black gap widths
should at least extend above
and below the required
detectable gap, and be in
steps of 1 arc min.
The pattern is rotated at the
required rate.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
32051
ER20MY16.034</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32052
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Flight
Conditions
Tolerance
Title
Test
Details
INFORMATION
Simulator
Level
A B
c
PO 00000
Two arrays of squares should
be provided, one rotating in
heading and the other in
pitch, to provide testing in
both axes.
Frm 00038
A series of stationary
numbers identifies the gap
number.
Fmt 4701
Note.- This test can be
limited by the display
technology. Where this is the
case the NSPM should be
consulted on the limitations.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
4.a.ll
Speckle test.
4.b
Head-Up Display
(HUD)
Static Alignment.
4.b.l
Speckle contrast must
be< 10%.
Not applicable.
Static alignment with
displayed image.
An SOC is required describing the test method.
X
X
20MYR2
System display.
Tolerance+/- 6 arc min.
All functionality in all
flight modes must be
demonstrated.
This test is generally only
required for light valve
projectors.
This test is generally only
required for laser projectors.
X
X
N/A
X
X
Alignment requirement
applies to any HUD system in
use or both simultaneously if
they are used simultaneously
for training.
N/A
X
X
A statement of the system
capabilities should be
provided and the capabilities
HUD bore sight must
align with the center of
the displayed image
spherical pattern.
4.b.2
ER20MY16.035</GPH>
Notes
D
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
Notes
D
demonstrated
4.b.3
PO 00000
4.c
Frm 00039
4.c.l
HUD attitude versus
FSTD attitude
indicator (pitch and
roll of horizon).
Enhanced Flight
Vision System
(EFVS)
Registration test.
Fmt 4701
Sfmt 4725
4.c.2
E:\FR\FM\20MYR2.SGM
4.c.3
EFVS RVRand
visibility calibration.
Thermal crossover.
20MYR2
4.d
Visual ground
segment (VGS).
Flight.
X
X
Alignment between
EFVS display and out of
the window image must
represent the alignment
typical of the aircraft
and system type.
The scene represents the
EFVS view at 350m
(1,200 ft) and 1,609 m
(1 sm) RVR including
correct light intensity.
Takeoff point and on
approach at 200 ft.
X
X
Note.- The effects of
the alignment tolerance in
4. b.l should be taken into
account.
Flight.
X
X
Infra-red scene representative
of both 350m (1,200 ft), and
1,609 m (1 sm) RVR.
Demonstrate thermal
crossover effects during
day to night transition.
Day and night.
Near end: the correct
number of approach
lights within the
computed VGS must be
visible.
Trimmed in the landing
configuration at 30m
(1 00 ft) wheel height
above touchdown zone
on glide slope at an
RVR setting of300 m
(1,000 ft) or 350m
(1,200 ft).
X
X
X
X
Visual ground segment
4.d.1
Pitch and roll align with
aircraft instruments.
Far end: ±20% of the
computed VGS.
This test is designed to assess items impacting the
accuracy of the visual scene presented to a pilot
at DH on an ILS approach.
These items include:
1) RVR/Visibility;
X
X
Visual scene may be
removed.
The scene will correctly
represent the thermal
characteristics of the scene
during a day to night
transition.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A - Full Fli2ht Simulator (FFS) Ob.iective Tests
QPS REQUIREMENTS
2) glide slope (GIS) and localizer modeling
32053
ER20MY16.036</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32054
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
D
X
X
accuracy (location and slope) for an ILS;
The threshold lights
computed to be visible
must be visible in the
FSTD.
PO 00000
3) for a given weight, configuration and speed
representative of a point within the airplane's
operational envelope for a normal approach and
landing; and
Frm 00040
4) Radio altimeter.
Note. -If non-homogeneous jog is
used, the vertical variation in horizontal visibility
should be described and included in the slant
range visibility calculation used in the VGS
computation.
Fmt 4701
Sfmt 4725
c
Notes
4.e
4.e.l
Visual System
Capacity
System capacityDay mode.
E:\FR\FM\20MYR2.SGM
20MYR2
4.e.2
System capacityTwilight/night mode.
Not less than: 10,000
visible textured
surfaces, 6,000 light
points, 16 moving
models.
Not less than: 10,000
visible textured
surfaces, 15,000 light
points, 16 moving
models.
Not applicable.
Not applicable.
X
X
Demonstrated through use of
a visual scene rendered with
the same image generator
modes used to produce scenes
for training.
The required surfaces, light
points, and moving models
should be displayed
simultaneously.
Demonstrated through use of
a visual scene rendered with
the same image generator
modes used to produce scenes
for training.
The required surfaces, light
points, and moving models
should be displayed
simultaneously.
ER20MY16.037</GPH>
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry .1
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
Notes
D
PO 00000
Frm 00041
5. Sound System.
The sponsor will not be required to repeat the airplane tests (i.e., tests 5.a.l. through 5.a.8. (or 5.b.l. through 5.b.9.) and S.c., as appropriate)
during continuing qualification evaluations if frequency response and background noise test results are within tolerance when compared to the
initial qualification evaluation results, and the sponsor shows that no software changes have occurred that will affect the airplane test results. If
the frequency response test method is chosen and fails, the sponsor may elect to fix the frequency response problem and repeat the test or the
sponsor may elect to repeat the airplane tests. If the airplane tests are repeated during continuing qualification evaluations, the results may be
compared against initial qualification evaluation results or airplane master data. All tests in this section must be presented using an unweighted
1/3-octave band format from band 17 to 42 (50 Hz to 16kHz). A minimum 20 second average must be taken at the location corresponding to
the airplane data set. The airplane and flight simulator results must be produced using comparable data analysis techniques.
Turbo-jet airplanes.
5.a.
Fmt 4701
All tests in this section should
be presented using an
unweighted 1/3-octave band
format from at least band 17
to 42 (50 Hz to 16kHz).
Sfmt 4725
A measurement of minimum
20 s should be taken at the
location corresponding to the
approved data set.
E:\FR\FM\20MYR2.SGM
The approved data set and
FSTD results should be
produced using comparable
data analysis techniques.
20MYR2
5.a.l.
Ready for engine
start.
Initial evaluation:
± 5 dB per 1/3 octave
band.
Recurrent evaluation:
carmot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
Ground.
Normal condition prior to engine start.
The APU should be on if appropriate.
X
Refer to paragraph 7 of this
Attachment
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
32055
ER20MY16.038</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32056
VerDate Sep<11>2014
Test
Jkt 238001
Entry .1
Number
Tolerance
Title
Test
Details
A B
c
PO 00000
Frm 00042
5.a.2.
All engines at idle.
Fmt 4701
Initial evaluation:
± 5 dB per 1/3 octave
band.
Ground.
Normal condition prior to takeoff.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
X
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
X
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
5.a.3.
All engines at
maximum
allowable thrust
with brakes set.
Initial evaluation:
± 5 dB per 1/3 octave
band.
Ground.
Normal condition prior to takeoff.
Notes
D
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
ER20MY16.039</GPH>
Flight
Conditions
INFORMATION
Simulator
Level
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Tolerance
Jkt 238001
Entry -1
Number
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
PO 00000
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Frm 00043
5.a.4.
Climb
Initial evaluation:
± 5 dB per 1/3 octave
band.
En-route climb.
Medium altitude.
X
Fmt 4701
Sfmt 4725
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
E:\FR\FM\20MYR2.SGM
5.a.5.
Cruise
20MYR2
Initial evaluation:
± 5 dB per 1/3 octave
band.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
Cruise.
Normal cruise configuration.
Notes
D
X
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
Where initial evaluation
32057
ER20MY16.040</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32058
VerDate Sep<11>2014
Test
Jkt 238001
Entry .1
Number
Tolerance
Title
PO 00000
Test
Details
Simulator
Level
A B
c
5.a.6.
Speed
brake/spoilers
extended (as
appropriate).
Initial evaluation:
± 5 dB per 1/3 octave
band.
Cruise.
Normal and constant speed brake deflection for
descent at a constant airspeed and power setting.
X
Fmt 4701
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
5.a.7
Initial approach.
Initial evaluation:
± 5 dB per 1/3 octave
band.
20MYR2
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
Approach.
Constant airspeed,
gear up,
flaps/slats as appropriate.
Notes
D
initial and recurrent
evaluation results
cannot exceed 2 dB.
Frm 00044
ER20MY16.041</GPH>
Flight
Conditions
INFORMATION
X
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Where initial evaluation
employs approved subjective
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Jkt 238001
Test
PO 00000
Entry .1
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
Frm 00045
evaluation results
cannot exceed 2 dB.
Fmt 4701
5.a.8
Final approach.
Initial evaluation:
± 5 dB per 1/3 octave
band.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Landing.
Constant airspeed,
gear down, landing
configuration flaps.
Notes
D
X
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
20MYR2
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
32059
ER20MY16.042</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32060
VerDate Sep<11>2014
Test
Jkt 238001
Entry .1
Number
5.b
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
Propeller-driven airplanes
All tests in this section should
be presented using an
unweighted 1/3-octave band
format from at least band 17
to 42 (50 Hz to 16kHz).
PO 00000
A measurement of minimum
20 s should be taken at the
location corresponding to the
approved data set.
Frm 00046
Fmt 4701
The approved data set and
FSTD results should be
produced using comparable
data analysis techniques.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.043</GPH>
Notes
D
5.b.l.
Ready for engine
start.
Initial evaluation:
± 5 dB per 1/3 octave
band.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Ground.
Normal condition prior to engine start.
The APU should be on if appropriate.
X
Refer to paragraph 3. 7 of this
Appendix.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry .1
Number
5.b.2
Tolerance
Title
PO 00000
All propellers
feathered, if
applicable.
Initial evaluation:
± 5 dB per 1/3 octave
band.
Flight
Conditions
Ground.
Test
Details
Normal condition prior to takeoff.
INFORMATION
Simulator
Level
A B
c
X
Frm 00047
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
5.b.3.
Ground idle or
equivalent.
Initial evaluation:
± 5 dB per 1/3 octave
band.
20MYR2
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Ground.
Normal condition prior to takeoff.
Notes
D
X
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within ± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
32061
ER20MY16.044</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32062
VerDate Sep<11>2014
Test
Jkt 238001
Entry .1
Number
5.b.4
Tolerance
Title
Flight idle or
equivalent.
Ground.
Test
Details
Normal condition prior to takeoff.
A B
c
PO 00000
Frm 00048
Fmt 4701
Sfmt 4725
5.b.5
E:\FR\FM\20MYR2.SGM
All engines at
maximum
allowable power
with brakes set.
Initial evaluation:
± 5 dB per 1/3 octave
band.
Ground.
Normal condition prior to takeoff.
X
X
20MYR2
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Climb.
Initial evaluation:
± 5 dB per 1/3 octave
En-route climb.
Medium altitude.
Notes
D
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
5.b.6
ER20MY16.045</GPH>
Initial evaluation:
± 5 dB per 1/3 octave
band.
Flight
Conditions
INFORMATION
Simulator
Level
X
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry .1
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
D
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within ± 7 dB from
approved reference data,
providing that the overall
trend is correct.
band.
PO 00000
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Frm 00049
Fmt 4701
Sfmt 4725
5.b.7
Cruise
Initial evaluation:
± 5 dB per 1/3 octave
band.
Cruise.
Normal cruise configuration.
X
E:\FR\FM\20MYR2.SGM
20MYR2
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
5.b.8
Initial approach.
Initial evaluation:
± 5 dB per 1/3 octave
band.
Notes
Approach.
Constant airspeed,
gear up,
flaps extended as appropriate,
RPM as per operating manual.
X
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
32063
ER20MY16.046</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32064
VerDate Sep<11>2014
Test
Jkt 238001
Entry .1
Number
Tolerance
Title
Test
Details
A B
c
PO 00000
Frm 00050
Fmt 4701
5.b.9
Final approach.
Sfmt 4725
Initial evaluation:
± 5 dB per 1/3 octave
band.
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Landing.
Constant airspeed,
gear down, landing
configuration flaps,
RPM as per operating manual.
X
E:\FR\FM\20MYR2.SGM
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
20MYR2
Special cases.
Initial evaluation:
± 5 dB per 1/3 octave
band.
Recurrent evaluation:
cannot exceed ±5 dB
Notes
D
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
S.c.
ER20MY16.047</GPH>
Flight
Conditions
INFORMATION
Simulator
Level
As appropriate.
X
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
For initial evaluation, it is
acceptable to have some 1/3
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations.
This applies to special steady·
state cases identified as
particularly significant to the
pilot, important in training, or
unique to a specific airplane
type or model.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry .1
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
c
PO 00000
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Frm 00051
For initial evaluation, it is
acceptable to have some 113
octave bands out of± 5 dB
tolerance but not more than 2
that are consecutive and in
any case within± 7 dB from
approved reference data,
providing that the overall
trend is correct.
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
S.d
FSTD
background noise
Initial evaluation:
background noise levels
must fall below the
sound levels described
in Paragraph 7.c (5) of
this Attachment.
Results of the background noise at initial
qualification must be included in the QTG
document and approved by the NSPM.
The measurements are to be made with the
simulation running, the sound muted and a dead
cockpit.
X
20MYR2
Frequency
response
Initial evaluation: not
applicable.
Recurrent evaluation:
cannot exceed ±5 dB
Where initial evaluation
employs approved subjective
tuning to develop the
approved reference standard,
recurrent evaluation
tolerances should be used
during recurrent evaluations
The simulated sound will be
evaluated to ensure that the
background noise does not
interfere with training.
Refer to paragraph 7 of this
Attachment.
Recurrent evaluation:
±3 dB per 113 octave
band compared to initial
evaluation.
5.e
Notes
D
This test should be presented
using an unweighted 113
octave band format from band
17 to 42 (50 Hz to 16kHz).
Ground (static with all
systems switched oft)
X
Only required if the results
are to be used during
continuing qualification
evaluations in lieu of airplane
tests.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table A2A- Full Flight Simulator (FFS) Ob_jective Tests
QPS REQUIREMENTS
32065
ER20MY16.048</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32066
Test
Jkt 238001
.1
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
Simulator
Level
A B
PO 00000
Frm 00052
Fmt 4701
6
6.a.
Sfmt 4700
6.a.l
SYSTEMS
INTEGRATION
System response
time
Transport delay.
E:\FR\FM\20MYR2.SGM
Motion system and
instrument response:
100 ms (or less) after
airplane response.
Notes
D
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
The results must be approved
by the NSPM during the
initial qualification.
This test should be presented
using an unweighted 1/3
octave band format from band
17 to 42 (50 Hz to 16kHz).
Pitch, roll and yaw.
X
X
One separate test is required
in each axis.
Where EFVS systems are
installed, the EFVS response
should be within + or - 30 ms
from visual system response,
and not before motion system
response.
Visual system response:
120 ms (or less) after
airplane response.
20MYR2
Note.- The delay from
the airplane EFVS electronic
elements should be added to
the 30 ms tolerance before
comparison with visual
system r~ference.
Transport delay.
ER20MY16.049</GPH>
c
300 milliseconds or less
after controller
movement.
Pitch, roll and yaw.
X
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
3. Correct the tables appearing on
pages 18284–18300 to read as follows:
■
VerDate Sep<11>2014
Table A2A- Full Fli2ht Simulator (FFS) Ob.iective Tests
QPS REQUIREMENTS
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
32067
Table A3A - Functions And Subjective Tests
QPS REQUIREMENTS
"~
-=
=
1-o
z
1.
l.a.
l.a.l
l.a.2
l.a.3
2.
2.a.
2.a.l.
2.a.2.
2.a.3.
2.b.
2.b.1
2.b.2.
2.b.3.
2.b.4.
2.b.5.
2.b.6.
2.b.7.
2.c.
2.c.l.
2.c.2.
2.d
mstockstill on DSK3G9T082PROD with RULES2
3.
3.a.
3.a.l.
3.a.2.
3.a.3.a
3.a.3.b
3.a.4.
3.a.4.a
3.a.4.b
3.a.4.c
3.a.4.d
VerDate Sep<11>2014
Simulator Level
Operations Tasks
A
B
c D
Tasks in this table are subject to evaluation if appropriate for the airplane simulated as
indicated in the SOQ Configuration List or the level of simulator qualification involved.
Items not installed or not functional on the simulator and, therefore, not appearing on the
SOQ Configuration List, are not required to be listed as exceptions on the SOQ.
Preparation For Flight
Pre-flight. Accomplish a functions check of all switches, indicators, systems, and
equipment at all crew members' and instructors' stations and determine that:
The flight deck design and functions are identical to that of the
X
X
X
X
airplane being simulated.
Reserved
Reserved
Surface Operations (pre-flight).
En2ine Start
Normal start
X
X
X
X
Alternate start procedures
X
X
X
X
Abnormal starts and shutdowns (e.g., hot/hung start, tail pipe
X
X
X
X
fire)
Taxi
Pushback/powerback
X
X
X
Thrust response
X
X
X
X
Power lever friction
X
X
X
X
Ground handling
X
X
X
X
Nosewheel scuffing
X
X
Taxi aids (e.g. taxi camera, moving map)
X
X
Low visibility (taxi route, signage, lighting, markings, etc.)
X
X
Brake Operation
Brake operation (normal and alternate/emergency)
X
X
X
X
Brake fade (if applicable)
X
X
X
X
Other
Take-off.
Normal
Airplane/engine parameter relationships, including run-up
X
X
X
X
Nosewheel and rudder steering
X
X
X
X
Crosswind (maximum demonstrated)
X
X
X
X
Gusting crosswind
X
X
Special performance
Reduced V1
X
X
X
X
Maximum engine de-rate
X
X
X
X
Soft surface
X
X
Short field/short take-off and landing (STOL) operations
X
X
X
X
18:26 May 19, 2016
Jkt 238001
PO 00000
Frm 00053
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.050</GPH>
~
a
32068
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table A3A - Functions And Subjective Tests
QPS REQUIREMENTS
1-o
=z
=
~
3.a.4.e
3.a.5.
3.a.6.
3.a.7.
3.a.8.
3.b.
3.b.l.
3.b.2.
3.b.3.
3.b.4.
3.b.5.
3.b.6.
4.
4.a.
4.b.
4.c.
4.d.
5.
5.a.
5.a.l.
5.a.2.
5.a.3.
5.a.4.
mstockstill on DSK3G9T082PROD with RULES2
5.a.5.
5.a.6.
5.a.7.
5.b.
5.b.l.
5.b.l.a
5.b.l.b
VerDate Sep<11>2014
Simulator Level
Operations Tasks
c
A
B
Obstacle (performance over visual obstacle)
X
Low visibility take-off
X
X
X
Landing gear, wing flap leading edge device operation
X
X
X
Contaminated runway operation
X
Other
Abnormal/emergency
Rejected Take-off
X
X
X
Rejected special performance (e.g., reduced Vt, max de-rate,
X
X
X
short field operations)
Rejected take-off with contaminated runway
X
Takeoff with a propulsion system malfunction (allowing an
X
X
X
analysis of causes, symptoms, recognition, and the effects on
aircraft performance and handling) at the following points:
(i) Prior to Vl decision speed;
(ii) Between Vl and Vr (rotation speed); and
(iii)Between Vr and 500 feet above ground level.
Flight control system failures, reconfiguration modes, manual
X
X
X
reversion and associated handling.
Other
Climb.
Normal.
X
X X
One or more engines inoperative.
X
X X
Approach climb in icing (for airplanes with icing
X
X X
accountability).
Other
Cruise.
Performance characteristics (speed vs. power, confi2uration, and attitude)
Straight and level flight.
X
X
X
Change of airspeed.
X
X
X
High altitude handling.
X
X
X
High Mach number handling (Mach tuck, Mach buffet) and
X
X
X
recovery (trim change).
Overspeed warning (in excess ofVmoor Mm0 ).
X
X
X
High lAS handling.
X
X
X
Other
Maneuvers
High Angle of Attack
High angle of attack, approach to stalls, stall warning, and stall
X
X
buffet (take-off, cruise, approach, and landing configuration)
including reaction of the auto flight system and stall protection
system.
High angle of attack, approach to stalls, stall warning, stall
X
buffet, and stall (take-off, cruise, approach, and landing
18:26 May 19, 2016
Jkt 238001
PO 00000
Frm 00054
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
D
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
ER20MY16.051</GPH>
t>~
..... a
32069
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table A3A - Functions And Subjective Tests
QPS REQUIREMENTS
1-o
t>~
..... a
5.b.2.
5.b.3.
5.b.4.
5.b.5.
5.b.6.
5.b.7.
5.b.8.
5.b.9.
S.b.lO.
S.b.ll.
5.b.12.
5.b.l3
5.b.14
5.b.l4.a
5.b.l4.b
5.b.14.c
5.b.14.d
5.b.l4.e
5.b.l5
6.
6.a.
6.b.
6.c.
6.d.
6.e.
mstockstill on DSK3G9T082PROD with RULES2
7.
7.a.
7.a.l
7.a.l.a
VerDate Sep<11>2014
c
A
B
D
configuration) including reaction of the auto flight system and
stall protection system.
Slow flight
X
X
Upset prevention and recovery maneuvers within the FSTD's
X
X
validation envelope.
Flight envelope protection (high angle of attack, bank limit,
X
X
X
X
overspeed, etc.)
Turns with/without speedbrake/spoilers deployed
X
X
X
X
Normal and standard rate turns
X
X
X
X
Steep turns
X
X
X
X
Performance tum
X
X
In flight engine shutdown and restart (assisted and windmill)
X
X
X
X
Maneuvering with one or more engines inoperative, as
X
X
X
X
appropriate
Specific flight characteristics (e.g. direct lift control)
X
X
X
X
Flight control system failures, reconfiguration modes, manual
X
X
X
X
reversion and associated handling
Gliding to a forced landing
X
X
Visual resolution and FSTD handling and performance for the following (where
applicable by aircraft type and training program):
Terrain accuracy for forced landing area selection;
X
X
Terrain accuracy for VFR Navigation;
X
X
Eights on pylons (visual resolution);
X
X
Turns about a point; and
X
X
S-tums about a road or section line.
X
X
Other.
Descent.
Normal
X
X
X
X
Maximum rate/emergency (clean and with speedbrake, etc.).
X
X
X
X
With autopilot.
X
X
X
X
Flight control system failures, reconfiguration modes, manual
X
X
X
X
reversion and associated handling.
Other
Instrument Approaches And Landing.
Those instrument approach and landing tests relevant to the simulated airplane type are
selected from the following list. Some tests are made with limiting wind velocities,
under windshear conditions, and with relevant system failures, including the failure of
the Flight Director. If Standard Operating Procedures allow use autopilot for nonprecision approaches, evaluation of the autopilot will be included. Level A simulators
are not authorized to credit the landing maneuver.
Precision approach
CAT I published approaches.
Manual approach with/without flight director including
X
X
X
X
18:26 May 19, 2016
Jkt 238001
PO 00000
Frm 00055
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.052</GPH>
=z
=
~
Simulator Level
Operations Tasks
32070
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table A3A - Functions And Subjective Tests
QPS REQUIREMENTS
-a
=
C']
~i
7.a.l.c
7.a.l.d
7.a.l.e
7.a.2
7.a.2.a
7.a.2.b
7.a.2.c
7.a.3
7.a.3.a
7.a.3.b
7.a.3.c
7.a.3.d
7.a.3.e
7.a.4
7.a.4.a
7.a.4.b.l
7.a.4.b.2
7.a.4.c.l
7.a.4.c.2
7.a.5
7.a.6
mstockstill on DSK3G9T082PROD with RULES2
7.b.
7.b.l
7.b.2
VerDate Sep<11>2014
A
landing.
Autopilot/autothrottle coupled approach and manual
landing.
Autopilot/autothrottle coupled approach, engine(s)
inoperative.
Manual approach, engine(s) inoperative.
HUD/EFVS
CAT II published approaches.
Autopilot/autothrottle coupled approach to DH and landing
(manual and autoland).
Autopilot/autothrottle coupled approach with one-engineinoperative approach to DH and go-around (manual and
autopilot).
HUD/EFVS
CAT III published approaches.
Autopilot/autothrottle coupled approach to landing and rollout (if applicable) guidance (manual and auto land).
Autopilot/autothrottle coupled approach to DH and goaround (manual and autopilot).
Autopilot/autothrottle coupled approach to land and roll-out
(if applicable) guidance with one engine inoperative
(manual and autoland).
Autopilot/autothrottle coupled approach to DH and goaround with one engine inoperative (manual and autopilot).
HUD/EFVS
Autopilot/autothrottle coupled approach (to a landing or to a goaround):
With generator failure;
With maximum tail wind component certified or
authorized;
With 10 knot tail wind;
With maximum crosswind component demonstrated or
authorized; and
With 10 knot crosswind.
PAR approach, all engine( s) operating and with one or more
engine(s) inoperative
MLS, GBAS, all engine( s) operating and with one or more
engine(s) inoperative
B
c
D
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Non-precision approach.
Surveillance radar approach, all engine(s) operating and with
one or more engine(s) inoperative
NDB approach, all engine(s) operating and with one or more
engine(s) inoperative
18:26 May 19, 2016
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PO 00000
Frm 00056
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.053</GPH>
7.a.l.b
Simulator Level
Operations Tasks
32071
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table A3A - Functions And Subjective Tests
QPS REQUIREMENTS
1-o
c~
... e
=
~
=
z
7.b.3
7.b.4
7.b.5
7.b.6
7.c
7.c.l
7.c.2
8.
Simulator Level
Operations Tasks
VOR, VOR/DME, TACAN approach, all engines(s) operating
and with one or more engine(s) inoperative
RNAV I RNP I GNSS (RNP at nominal and minimum
authorized temperatures) approach, all engine(s) operating and
with one or more engine(s) inoperative
ILS LLZ (LOC), LLZ back course (or LOC-BC) approach, all
engine(s) operating and with one or more engine(s) inoperative
ILS offset localizer approach, all engine(s) operating and with
one or more engine(s) inoperative
Approach procedures with vertical guidance (APV), e.g.
SBAS, fli2ht path vector
APV/baro-VNAV approach, all engine(s) operating and with
one or more engine(s) inoperative
Area navigation (RNAV) approach procedures based on SBAS,
all engine(s) operating and with one or more engine(s)
inoperative
Visual Approaches (Visual Segment) And Landings.
A
X
B
c
D
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Flight simulators with visual systems, which permit completing a special approach
procedure in accordance with applicable regulations, may be approved for that particular
approach procedure.
8.b.
S.c.
8.d.l
8.d.2
8.e.
8.e.l.
8.e.l.a
8.e.l.b
8.f.
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8.g.
8.h.
8.i.
8.j.
8.k.
VerDate Sep<11>2014
Maneuvering, normal approach and landing, all engines
operating with and without visual approach aid guidance
Approach and landing with one or more engines inoperative
Operation of landing gear, flap/slats and speedbrakes (normal
and abnormal)
Approach and landing with crosswind (max. demonstrated)
Approach and landing with gusting crosswind
Approach and landing with flight control system failures,
reconfiguration modes, manual reversion and associated
handling (most significant degradation which is probable)
Approach and landing with trim malfunctions
Longitudinal trim malfunction
Lateral-directional trim malfunction
Approach and landing with standby (minimum)
electrical/hydraulic power
Approach and landing from circling conditions (circling
approach)
Approach and landing from visual traffic pattern
Approach and landing from non-precision approach
Approach and landing from precision approach
Other
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X
X
X
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X
X
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X
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X
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X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
20MYR2
ER20MY16.054</GPH>
8.a.
32072
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table A3A - Functions And Subjective Tests
QPS REQUIREMENTS
~
=
z
9.
9.a.
9.b.
9.c.
9.d.
9.e.
10.
lO.a
lO.a.l
10.a.2.
10.a.3.
10.a.4.
lO.a.S.
10.a.6.
10.a.6.a
10.a.6.b
10.a.6.c
10.a.6.d
10.a.7
lO.b
lO.b.l
10.b.2
10.b.3
mstockstill on DSK3G9T082PROD with RULES2
11.
ll.a.
ll.a.l.
ll.a.2.
ll.a.3.
ll.a.4.
ll.a.S.
ll.a.6.
ll.a.7.
ll.a.8.
ll.a.9.
ll.a.lO.
ll.a.ll.
ll.a.12.
ll.a.13.
VerDate Sep<11>2014
Simulator Level
Operations Tasks
A
Missed Approach.
All engines, manual and autopilot.
Engine(s) inoperative, manual and autopilot.
Rejected landing
With flight control system failures, reconfiguration modes,
manual reversion and associated handling
Bounced landing recovery
Surface Operations (landing, after-landing and post-flight).
Landing roll and taxi
HUD/EFVS
Spoiler operation
Reverse thrust operation
Directional control and ground handling, both with and without
reverse thrust
Reduction of rudder effectiveness with increased reverse thrust
(rear pod-mounted engines)
Brake and anti-skid operation
Brake and anti-skid operation with dry, patchy wet, wet on
rubber residue, and patchy icy conditions
Reserved
Brake operation
Auto-braking system operation
Other
En2ine shutdown and parkin2
Engine and systems operation
Parking brake operation
Other
Any Fli2ht Phase.
Airplane and engine systems operation (where fitted)
Air conditioning and pressurization (ECS)
De-icing/anti-icing
Auxiliary power unit (APU).
Communications
Electrical
Fire and smoke detection and suppression
Flight controls (primary and secondary)
Fuel and oil
Hydraulic
Pneumatic
Landing gear
Oxygen
Engine
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B
c
D
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
20MYR2
ER20MY16.055</GPH>
-
... e
"~
=
32073
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table A3A - Functions And Subjective Tests
QPS REQUIREMENTS
~
=
z
11.a.14.
11.a.15.
11.a.16.
11.a.17.
11.a.18.
11.a.19.
11.a.20.
11.a.21.
11.a.22.
11.a.23.
11.a.24.
11.a.25.
11.a.26.
11.a.27.
11.a.28.
11.b.
11.b.1.
11.b.2.
mstockstill on DSK3G9T082PROD with RULES2
11.b.3.
11.b.3.a
11.b.3.b
11.b.3.c
11.b.3.d
11.b.4.
VerDate Sep<11>2014
Simulator Level
Operations Tasks
A
Airborne radar
Autopilot and Flight Director
Terrain awareness warning systems and collision avoidance
systems (e.g. EGPWS, GPWS, TCAS)
Flight control computers including stability and control
augmentation
Flight display systems
Flight management computers
Head-up displays (including EFVS, if appropriate)
Navigation systems
Stall warning/avoidance
Wind shear avoidance/recovery guidance equipment
Flight envelope protections
Electronic flight bag
Automatic checklists (normal, abnormal and emergency
procedures)
Runway alerting and advisory system
Other
Airborne procedures
Holding
Air hazard avoidance (traffic, weather, including visual
correlation)
Windshear
Prior to take-off rotation
At lift-off
During initial climb
On final approach, below 150m (500ft) AGL
Effects of airframe ice
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B
c
D
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
20MYR2
X
ER20MY16.056</GPH>
-
... e
"~
=
32074
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table A3B - Functions and Subjective Tests
QPS REQUIREMENTS
-a=
=
""
C>~
z
Simulator Level
Class I Airport Models
A
B
c D
This table specifies the minimum airport model content and functionality to qualify a simulator at the
indicated level. This table applies only to the airport models required for simulator qualification; i.e., one
airport model for Level A and Level B simulators; three airport models for Level C and Level D
simulators.
Begin QPS Requirements
1.
Functional test content requirements for Level A and Level B simulators.
The following is the minimum airport model content requirement to satisfy visual
capability tests, and provides suitable visual cues to allow completion of all functions and
subjective tests described in this attachment for simulators at Levels A and B.
A minimum of one ( 1) representative airport model. This model
l.a.
X
X
identification must be acceptable to the sponsor's TPAA,
selectable from the lOS, and listed on the SOQ.
The fidelity of the airport model must be sufficient for the
X
X
l.b.
aircrew to visually identify the airport; determine the position of
the simulated airplane within a night visual scene; successfully
accomplish take-offs, approaches, and landings; and maneuver
around the airport on the ground as necessary.
Runways:
l.c.
X
X
Visible runway number.
X
X
l.c.l.
Runway threshold elevations and locations must be modeled to
l.c.2.
X
X
provide sufficient correlation with airplane systems (e.g.,
altimeter).
Runway surface and markings.
X
X
l.c.3.
Lighting for the runway in use including runway edge and
l.c.4.
X
X
centerline.
Lighting, visual approach aid and approach lighting of
X
X
l.c.S.
appropriate colors.
Representative taxiway lights.
X
X
l.c.6.
2.a.
Additional functional test content requirements
Airport scenes
2.a.1
A minimum of three (3) real-world airport models to be
2.a.l.a
X
X
consistent with published data used for airplane operations and
capable of demonstrating all the visual system features below.
Each model should be in a different visual scene to permit
assessment ofFSTD automatic visual scene changes. The model
identifications must be acceptable to the sponsor's TPAA,
selectable from the IOS, and listed on the SOQ.
Reserved
2.a.l.b
Reserved
2.a.l.c
2.a.l.d
Airport model content.
X
X
X
X
For circling approaches, all tests apply to the runway used for the
initial approach and to the runway of intended landing. If all
runways in an airport model used to meet the requirements of this
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~
For Qualification At The Stated Level
32075
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table A3B - Functions and Subjective Tests
QPS REQUIREMENTS
-a=
=
""
C>~
z
2.a.2
2.a.2.a
2.a.2.b
2.a.2.c
2.a.3
2.a.3.a
2.a.3.b
2.a.3.c
2.a.4
2.a.5
2.a.6
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2.a.7
2.a.7.a
2.a.7.b
2.a.7.c
2.a.7.d
VerDate Sep<11>2014
Class I Airport Models
Simulator Level
A
B
c
D
attachment are not designated as "in use," then the "in use"
runways must be listed on the SOQ (e.g., KORD, Rwys 9R, 14L,
22R). Models of airports with more than one runway must have
all significant runways not "in-use" visually depicted for airport
and runway recognition purposes. The use of white or off white
light strings that identify the runway threshold, edges, and ends
for twilight and night scenes are acceptable for this requirement.
Rectangular surface depictions are acceptable for daylight scenes.
A visual system's capabilities must be balanced between
providing airport models with an accurate representation of the
airport and a realistic representation of the surrounding
environment. Airport model detail must be developed using
airport pictures, construction drawings and maps, or other similar
data, or developed in accordance with published regulatory
material; however, this does not require that such models contain
details that are beyond the design capability of the currently
qualified visual system. Only one "primary" taxi route from
parking to the runway end will be required for each "in-use"
runway.
Visual scene fidelity.
The visual scene must correctly represent the parts of the airport
X
X
X
X
and its surroundings used in the training program.
Reserved
Reserved
Runways and taxiways.
Airport specific runways and taxiways.
X
X
X
X
Reserved
Reserved
If appropriate to the airport, two parallel runways and one
X
X
crossing runway displayed simultaneously; at least two runways
must be capable of being lit simultaneously.
Runway threshold elevations and locations must be modeled to
X
X
provide correlation with airplane systems (e.g. HUD, GPS,
compass, altimeter).
Slopes in runways, taxiways, and ramp areas must not cause
X
X
distracting or unrealistic effects, including pilot eye-point height
variation.
Runway surface and markings for each "in-use" runway must include the following,
if appropriate:
Threshold markings.
X
X
X
X
Runway numbers.
X
X
X
X
Touchdown zone markings.
X
X
X
X
Fixed distance markings.
X
X
X
X
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20MYR2
ER20MY16.058</GPH>
~
For Qualification At The Stated Level
32076
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
=a
Table A3B - Functions and Subjective Tests
QPS REQUIREMENTS
~~
......
For Qualification At The Stated Level
~i
Class I Airport Models
2.a.8.a
2.a.8.b
2.a.8.c
2.a.8.d
2.a.8.e
2.a.8.f
2.a.8.2
2.a.8.h
2.a.9
2.a.9.a
2.a.9.b
2.a.9.c
2.a.9.d
2.a.9.e
2.a.10
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2.a.10.a
2.a.10.b
2.a.10.c
2.a.11
2.a.11.a
VerDate Sep<11>2014
c D
A
B
Edge markings.
X
X
X
X
Center line markings.
X
X
X
X
Distance remaining signs.
X
X
X
X
Signs at intersecting runways and taxiways.
X
X
X
X
Windsock that gives appropriate wind cues.
X
X
Runway lighting of appropriate colors, directionality, behavior and spacing for the
"in-use" runway includin2 the followin2:
Threshold lights.
X
X
X
X
Edge lights.
X
X
X
X
End lights.
X
X
X
X
Center line lights.
X
X
X
X
Touchdown zone lights.
X
X
X
X
Lead-off lights.
X
X
X
X
Appropriate visual landing aid(s) for that runway.
X
X
X
X
Appropriate approach lighting system for that runway.
X
X
X
X
Taxiway surface and markine;s (associated with each "in-use" runway):
Edge markings
X
X
X
X
Center line markings.
X
X
X
X
Runway holding position markings.
X
X
X
X
ILS critical area markings.
X
X
X
X
All taxiway markings, lighting, and signage to taxi, as a
X
minimum, from a designated parking position to a designated
runway and return, after landing on the designated runway, to a
designated parking position; a low visibility taxi route (e.g.
surface movement guidance control system, follow-me truck,
daylight taxi lights) must also be demonstrated at one airport
model for those operations authorized in low visibilities. The
designated runway and taxi routing must be consistent with that
airport for operations in low visibilities.
The qualification of surface movement guidance control systems
(SMGCS) is optional at the request of the FSTD sponsor. For the
qualification of SMGCS, a demonstration model must be
provided for evaluation.
Taxiway lighting of appropriate colors, directionality, behavior and spacing
(associated with each "in-use" runway):
Edge lights.
X
X
X
Center line lights.
X
X
X
Runway holding position and ILS critical area lights.
X
X
X
Required visual model correlation with other aspects of the airport environment
simulation.
The airport model must be properly aligned with the navigational
X
X
X
aids that are associated with operations at the runway "in-use".
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20MYR2
X
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X
X
ER20MY16.059</GPH>
2.a.7.e
2.a.7.f
2.a.7.2
2.a.7.h
2.a.7.i
2.a.8
Simulator Level
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
32077
Table A3B - Functions and Subjective Tests
QPS REQUIREMENTS
1-o
C>~
......
For Qualification At The Stated Level
=a
~
=
z
Simulator Level
Class I Airport Models
A
B
c D
The simulation of runway contaminants must be correlated with
X
the displayed runway surface and lighting.
2.a.12
Airport buildin2s, structures and li2htin2.
Buildings, structures and lighting:
2.a.12.a
X
X
2.a.12.a.l Airport specific buildings, structures and lighting.
2.a.12.a.2 Reserved
2.a.12.a.3 Reserved
At least one useable gate, set at the appropriate height (required
2.a.12.b
X
X
only for those airplanes that typically operate from terminal
gates).
Representative moving and static airport clutter (e.g. other
2.a.12.c
X
X
airplanes, power carts, tugs, fuel trucks, additional gates).
Gate/apron markings (e.g. hazard markings, lead-in lines, gate
2.a.12.d
X
X
numbering), lighting and gate docking aids or a marshaller.
2.a.13
Terrain and obstacles.
Terrain and obstacles within 46 km (25 NM) of the reference
2.a.13.a
X
X
airport.
Reserved
2.a.13.b
2.a.14
Si2nificant, identifiable natural and cultural features and movin2 airborne traffic.
Significant, identifiable natural and cultural features within 46
2.a.14.a
X
X
km (25 NM) of the reference airport.
Note.- This refers to natural and cultural features that are
typically used for pilot orientation in flight. Outlying airports not
intendedfor landing need only provide a reasonable facsimile of
runway orientation.
Reserved
2.a.14.b
Representative moving airborne traffic (including the capability
2.a.14.c
X
X
to present air hazards - e.g. airborne traffic on a possible collision
course).
Visual scene mana2ement.
~.b
All airport runway, approach and taxiway lighting and cultural
2.b.l
X
X
lighting intensity for any approach must be capable of being set
to six (6) different intensities (0 to 5); all visual scene light points
should fade into view appropriately.
Airport runway, approach and taxiway lighting and cultural
X
X
2.b.2
lighting intensity for any approach must be set at an intensity
representative of that used in training for the visibility set; all
visual scene light points should fade into view appropriately.
The directionality of strobe lights, approach lights, runway edge
2.b.3
X
X
X
X
lights, visual landing aids, runway center line lights, threshold
lights, and touchdown zone lights on the runway of intended
landing must be realistically replicated.
Visual feature reco2nition.
~.c
VerDate Sep<11>2014
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2.a.11.b
32078
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
For Qualification At The Stated Level
C>]
~
=
z
2.c.l
2.c.2
2.c.2.a
2.c.2.b
2.c.3
2.c.4
2.c.5
2.c.6
~.d
2.d.l
2.d.2
2.d.3
2.d.4
2.d.5
~.e
mstockstill on DSK3G9T082PROD with RULES2
2.e.l
2.e.2
2.e.2.a
2.e.2.b
VerDate Sep<11>2014
Simulator Level
Class I Airport Models
c
A
B
D
Note.- The following are the minimum distances at which runway features should be
visible. Distances are measured from runway threshold to an airplane aligned with the
runway on an extended 3-degree glide slope in suitable simulated meteorological
conditions. For circling approaches, all tests below apply both to the runway usedfor the
initial approach and to the runway of intended landing.
Runway definition, strobe lights, approach lights, and runway
X
X
X
X
edge white lights from 8 km (5 sm) of the runway threshold.
Visual approach aids lights.
Visual approach aids lights from 8 km (5 sm) of the runway
X
X
threshold.
Visual approach aids lights from 4.8 km (3 sm) of the runway
X
X
threshold.
Runway center line lights and taxiway definition from 4.8 km
X
X
X
X
(3 sm).
Threshold lights and touchdown zone lights from 3.2 km (2 sm).
X
X
X
X
Runway markings within range of landing lights for night scenes;
X
X
X
X
as required by the surface resolution test on day scenes.
For circling approaches, the runway of intended landing and
X
X
X
X
associated lighting must fade into view in a non-distracting
manner.
Selectable airport visual scene capability for:
Night.
X
X
X
X
Twilight.
X
X
Day.
X
X
Dynamic effects - the capability to present multiple ground and
X
X
air hazards such as another airplane crossing the active runway or
converging airborne traffic; hazards should be selectable via
controls at the instructor station.
Illusions - operational visual scenes which portray
X
representative physical relationships known to cause landing
illusions, for example short runways, landing approaches over
water, uphill or downhill runways, rising terrain on the approach
path and unique topographic features.
Note.- Illusions may be demonstrated at a generic airport or at
a specific airport.
Correlation with airplane and associated equipment.
Visual cues to relate to actual airplane responses.
X
X
X
X
Visual cues durin2 take-off, approach and landin2.
Visual cues to assess sink rate and depth perception during
X
X
X
landings.
Visual cueing sufficient to support changes in approach path by
X
X
X
X
using runway perspective. Changes in visual cues during take-off,
approach and landing should not distract the pilot.
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ER20MY16.061</GPH>
-a
=
Table A3B - Functions and Subjective Tests
QPS REQUIREMENTS
32079
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table A3B - Functions and Subjective Tests
QPS REQUIREMENTS
~
z
2.e.3
2.e.4
2.e.5
2.f
2.f.l
2.f.l.a
2.f.l.b
2.f.2
2.f.3
2.f.4
2.f.5
2.g
2.g.l
2.g.2
2.g.3
2.g.4
2.g.5
mstockstill on DSK3G9T082PROD with RULES2
2.g.6
VerDate Sep<11>2014
For Qualification At The Stated Level
Simulator Level
Class I Airport Models
A
Accurate portrayal of environment relating to airplane attitudes.
The visual scene must correlate with integrated airplane systems,
where fitted (e.g. terrain, traffic and weather avoidance systems
and HUD/EFVS).
The effect of rain removal devices must be provided.
Scene quality.
Quantization.
Surfaces and textural cues must be free from apparent
quantization (aliasing).
Surfaces and textural cues must not create distracting
quantization (aliasing).
System capable of portraying full color realistic textural cues.
The system light points must be free from distracting jitter,
smearing or streaking.
System capable of providing representative focus effects that
simulate rain (e.g. reduced visibility and object resolution in the
out the window view as a result of rain).
System capable of providing light point perspective growth (e.g.
relative size of runway and taxiway edge lights increase as the
lights are approached).
Environmental effects.
The displayed scene must correspond to the appropriate surface
contaminants and include runway lighting reflections for wet,
partially obscured lights for snow, or suitable alternative effects.
Special weather representations which include the sound, motion
and visual effects of light, medium and heavy precipitation near a
thunderstorm on take-off, approach and landings at and below an
altitude of 600 m (2 000 ft) above the airport surface and within a
radius of 16 km (10 sm) from the airport.
One airport with a snow scene to include terrain snow and snowcovered taxiways and runways.
In-cloud effects such as variable cloud density, speed cues and
ambient changes should be provided.
The effect of multiple cloud layers representing few, scattered,
broken and overcast conditions giving partial or complete
obstruction of the ground scene.
Gradual break-out to ambient visibility/RVR, defmed as up to
10% of the respective cloud base or top, 20 ft ~ transition layer ~
200 ft; cloud effects should be checked at and below a height of
600 m (2 000 ft) above the airport and within a radius of 16 km
(1 0 sm) from the airport. Transition effects should be complete
when the IOS cloud base or top is reached when exiting and start
when entering the cloud, i.e. transition effects should occur
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B
c
D
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
20MYR2
ER20MY16.062</GPH>
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=
""
C>~
32080
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Table A3B - Functions and Subjective Tests
QPS REQUIREMENTS
==
For Qualification At The Stated Level
t']
.....
=
z
~
2.g.7
2.g.8
2.2.9
2.g.10
2.g.ll
Class I Airport Models
A
within the IOS defined cloud layer.
Visibility and RVR measured in terms of distance.
Visibility/RVR must be checked at and below a height of 600 m
(2 000 ft) above the airport and within a radius of 16 km (10 sm)
from the airport.
Patchy fog (sometimes referred to as patchy RVR) giving the
effect of variable RVR. The lowest RVR should be that selected
on the IOS, ie. variability is only greater than the IOS RVR.
Effects of fog on airport lighting such as halos and defocus.
Effect of ownship lighting in reduced visibility, such as reflected
glare, to include landing lights, strobes, and beacons.
Wind cues to provide the effect of blowing snow or sand across a
dry runway or taxiway should be selectable from the instructor
station.
End QPS Requirement
B
c
D
X
X
X
X
X
X
X
X
X
X
X
X
--
Be2in Information
An example of being able to "combine two airport models to
achieve two "in-use" runways:
One runway designated as the "in use" runway in the frrst model
of the airport, and the second runway designated as the "in use"
runway in the second model of the same airport. For example,
the clearance is for the ILS approach to Runway 27, Circle to
Land on Runway 18 right. Two airport visual models might be
used: the first with Runway 27 designated as the "in use" runway
for the approach to runway 27, and the second with Runway 18
Right designated as the "in use" runway. When the pilot breaks
off the ILS approach to runway 27, the instructor may change to
the second airport visual model in which runway 18 Right is
designated as the "in use" runway, and the pilot would make a
visual approach and landing. This process is acceptable to the
FAA as long as the temporary interruption due to the visual
model change is not distracting to the pilot, does not cause
changes in navigational radio frequencies, and does not cause
undue instructor/evaluator time.
Sponsors are not required to provide every detail of a runway, but
the detail that is provided should be correct within the capabilities
of the system.
End Information
3.
4.
*****
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20MYR2
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Motion System Effects
A
B
c
D
INFORMATION
Notes
PO 00000
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20MYR2
This table specifies motion effects that are required to indicate when a flight crewmember must be able to recognize an event
or situation. Where applicable, flight simulator pitch, side loading and directional control characteristics must be
representative of the airplane.
1.
Taxiing effects such as lateral, longitudinal, and directional
X
X
cues resulting from steering and braking inputs. Runway
contamination with associated anti-skid and taxiway
characteristics.
2.
Runway rumble, oleo deflection, ground speed, uneven
X X
X Different gross weights can
also be selected, which may
runway, runway/taxiway centerline light characteristics:
also affect the associated
Procedure: After the airplane has been pre-set to the takeoff
vibrations depending on
position and then released, taxi at various speeds with a smooth
airplane type. The associated
runway and note the general characteristics of the simulated
motion effects for the above
runway rumble effects of oleo deflections. Repeat the maneuver
tests should also include an
with a runway roughness of 50%, then with maximum
assessment of the effects of
roughness. Note the associated motion vibrations affected by
rolling over centerline lights,
ground speed and runway roughness.
surface discontinuities of
uneven runways, and various
taxiway characteristics.
3.
Buffets on the ground due to spoiler/speedbrake extension
X X X
X
and reverse thrust:
Procedure: Perform a normal landing and use ground spoilers
and reverse thrust- either individually or in combination - to
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
.
t>~
Table A3D - Functions and Subjective Tests
QPS REQUIREMENTS
Simulator Level
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Motion System Effects
A
B
c
D
4.
decelerate the simulated airplane. Do not use wheel braking so
that only the buffet due to the ground spoilers and thrust
reversers is felt.
Bumps associated with the landing gear:
X
X
X
X
5.
Procedure: Perform a normal take-off paying special attention
to the bumps that could be perceptible due to maximum oleo
extension after lift-off. When the landing gear is extended or
retracted, motion bumps can be felt when the gear locks into
position.
Buffet during extension and retraction of landing gear:
X
X
X
X
X
X
X
X
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20MYR2
ER20MY16.065</GPH>
e
6.
=
z
Procedure: Operate the landing gear. Check that the motion
cues of the buffet experienced represent the actual airplane.
Buffet in the air due to flap and spoiler/speedbrake
extension:
Procedure: Perform an approach and extend the flaps and slats
with airspeeds deliberately in excess of the normal approach
speeds. In cruise configuration, verify the buffets associated
with the spoiler/speedbrake extension. The above effects can
also be verified with different combinations of
spoiler/speedbrake, flap, and landing gear settings to assess the
interaction effects.
INFORMATION
Notes
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
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Table A3D - Functions and Subjective Tests
QPS REQUIREMENTS
Simulator Level
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7.
PO 00000
8.
e
=
z
Motion System Effects
Buffet due to atmospheric disturbances (e.g. buffet due to
turbulence, windshear, proximity to thunderstorms, gusting
winds, etc.).
Approach to stall buffet and stall buffet (where applicable):
B
c
D
X
A
Frm 00069
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X
X
X
X
X
X
X For FSTDs qualified for full
stall training tasks, modeling
that accounts for any increase
in buffet amplitude from initial
buffet threshold of perception
to critical angle of attack or
deterrent buffet as a function
of angle of attack. The stall
buffet modeling should
include effects ofNz, as well
as Nx and Ny if relevant.
X
X
X
X
Sfmt 4725
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10.
Procedure: Conduct several normal approaches with various
rates of descent. Check that the motion cues for the touchdown
bumps for each descent rate are representative of the actual
airplane.
Nosewheel scuffing:
20MYR2
Touchdown cues for main and nose gear:
Procedure: Taxi at various ground speeds and manipulate the
nosewheel steering to cause yaw rates to develop that cause the
Notes
X
Procedure: Conduct an approach-to-stall with engines at idle
and a deceleration of 1 knot/second. Check that the motion cues
of the buffet, including the level ofbuffet increase with
decreasing speed, are representative of the actual airplane.
9.
INFORMATION
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
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Table A3D - Functions and Subjective Tests
QPS REQUIREMENTS
Simulator Level
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Motion System Effects
12.
Procedure: Set the brakes on at the take-off point and increase
the engine power until buffet is experienced. Evaluate its
characteristics. Confirm that the buffet increases appropriately
with increasing engine thrust.
Mach and maneuver buffet:
13.
Procedure: With the simulated airplane trimmed in 1 g flight
while at high altitude, increase the engine power so that the
Mach number exceeds the documented value at which Mach
buffet is experienced. Check that the buffet begins at the same
Mach number as it does in the airplane (for the same
configuration) and that buffet levels are representative of the
actual airplane. For certain airplanes, maneuver buffet can also
be verified for the same effects. Maneuver buffet can occur
during turning flight at conditions greater than 1 g, particularly
at higher altitudes.
Tire failure dynamics:
PO 00000
11.
nosewheel to vibrate against the ground ("scuffing"). Evaluate
the speed/nosewheel combination needed to produce scuffing
and check that the resultant vibrations are representative of the
actual airplane.
Thrust effect with brakes set:
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20MYR2
ER20MY16.067</GPH>
INFORMATION
Notes
A
B
c
X
X
X
X This effect is most discernible
with wing-mounted engines.
X
X
X
X
X The pilot may notice some
yawing with a multiple tire
D
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Table A3D - Functions and Subjective Tests
QPS REQUIREMENTS
Simulator Level
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Motion System Effects
A
B
c
D
PO 00000
Procedure: Simulate a single tire failure and a multiple tire
failure.
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20MYR2
15.
Engine failures, malfunction, engine, and airframe
structural damage:
Procedure: The characteristics of an engine malfunction as
stipulated in the malfunction definition document for the
particular flight simulator must describe the special motion
effects felt by the pilot. Note the associated engine instruments
varying according to the nature of the malfunction and note the
replication of the effects of the airframe vibration.
Tail strikes, engine pod/propeller, wing strikes:
Procedure: Tail-strikes can be checked by over-rotation ofthe
airplane at a speed below Vr while performing a takeoff. The
Notes
failure selected on the same
side. This should require the
use of the rudder to maintain
control of the airplane.
Dependent on airplane type, a
single tire failure may not be
noticed by the pilot and should
not have any special motion
effect. Sound or vibration may
be associated with the actual
tire losing pressure.
Frm 00071
14.
INFORMATION
X
X
X
X
X
X The motion effect should be
felt as a noticeable bump. If
the tail strike affects the
airplane angular rates, the
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
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Table A3D - Functions and Subjective Tests
QPS REQUIREMENTS
Simulator Level
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ER20MY16.068</GPH>
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32086
*
*
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~
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z
Motion System Effects
effects can also be verified during a landing.
E:\FR\FM\20MYR2.SGM
Excessive banking of the airplane during its take-off/landing roll
can cause a pod strike.
A
B
c
D
INFORMATION
Notes
cueing provided by the motion
system should have an
associated effect.
20MYR2
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
*
18:26 May 19, 2016
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Table A3D - Functions and Sub_jective Tests
QPS REQUIREMENTS
Simulator Level
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*
*
*
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.... e
==
Special Effects
Simulator Level
~z
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3. Correct the tables appearing on
pages 18308–18326 to read as follows:
■
PO 00000
1.
2.
A
B
c
This table specifies the minimum special effects necessary for the specified simulator level.
X
Braking Dynamics:
Representations of the dynamics of brake failure (flight simulator
pitch, side-loading, and directional control characteristics
representative of the airplane), including antiskid and decreased
brake efficiency due to high brake temperatures (based on airplane
related data), sufficient to enable pilot identification of the problem
and implementation of appropriate procedures.
X
Effects of Airframe and Engine Icing:
Required only for those airplanes authorized for operations in
known icing conditions.
20MYR2
Procedure: With the simulator airborne, autopilot on and autothrottles off, engine and airfoil anti-ice/de-ice systems deactivated;
activate icing conditions at a rate that allows monitoring of simulator
and systems response. Icing recognition will typically include
airspeed decay, change in simulator pitch attitude, change in engine
performance indications (other than due to airspeed changes), and
change in data from pitot/static system. Activate heating, anti-ice, or
de-ice systems independently. Recognition will include proper
effects of these systems, eventually returning the simulated airplane
to normal flight. See Table AlA, section 2.j. and Attachment 7 for
additional requirements.
D
X
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
*
19:04 May 19, 2016
Table A3F - Functions and Sub.iective Tests
QPS REQUIREMENTS
32087
ER20MY16.070</GPH>
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Number
INFORMATION
General FTD Requirements
4
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1. General Flight deck Configuration.
The FTD must have a flight deck that is a replica of the airplane simulated
l.a.
with controls, equipment, observable flight deck indicators, circuit breakers,
and bulkheads properly located, functionally accurate and replicating the
airplane. The direction of movement of controls and switches must be
identical to that in the airplane. Pilot seat(s) must afford the capability for the
occupant to be able to achieve the design "eye position." Equipment for the
operation of the flight deck windows must be included, but the actual
windows need not be operable. Fire axes, extinguishers, and spare light bulbs
must be available in the flight FTD, but may be relocated to a suitable
location as near as practical to the original position. Fire axes, landing gear
pins, and any similar purpose instruments need only be represented in
silhouette.
20MYR2
The use of electronically displayed images with physical overlay or masking
for FTD instruments and/or instrument panels is acceptable provided:
(1) All instruments and instrument panel layouts are dimensionally
correct with differences, if any, being imperceptible to the pilot;
(2) Instruments replicate those of the airplane including full instrument
functionality and embedded logic;
(3) Instruments displayed are free of quantization (stepping);
(4) Instrument display characteristics replicate those of the airplane
including: resolution, colors, luminance, brightness, fonts, fill
patterns, line styles and symbology;
FTD
Level
5 6 7
Notes
X X For FTD purposes, the flight
deck consists of all that space
forward of a cross section of
the fuselage at the most
extreme aft setting of the
pilots' seats including
additional, required flight
crewmember duty stations and
those required bulkheads aft of
the pilot seats. For
clarification, bulkheads
containing only items such as
landing gear pin storage
compartments, fire axes and
extinguishers, spare light
bulbs, aircraft documents
pouches are not considered
essential and may be omitted.
For Level6 FTDs, flight deck
window panes may be omitted
where non-distracting and
subjectively acceptable to
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Table BlA- Minimum FTD Requirements
QPS REQUIREMENTS
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INFORMATION
General FTD Requirements
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FTD
Level
5 6 7
PO 00000
(5) Overlay or masking, including bezels and bugs, as applicable,
replicates the airplane panel(s);
(6) Instrument controls and switches replicate and operate with the same
technique, effort, travel and in the same direction as those in the
airplane;
(7) Instrument lighting replicates that of the airplane and is operated from
the FSTD control for that lighting and, if applicable, is at a level
commensurate with other lighting operated by that same control; and
(8) As applicable, instruments must have faceplates that replicate those in
the airplane; and
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20MYR2
l.b.
Level 7 FTD only;
The display image of any three dimensional instrument, such as an electromechanical instrument, should appear to have the same three dimensional
depth as the replicated instrument. The appearance of the simulated
instrument, when viewed from the principle operator's angle, should replicate
that of the actual airplane instrument. Any instrument reading inaccuracy due
to viewing angle and parallax present in the actual airplane instrument should
be duplicated in the simulated instrument display image. Viewing angle error
and parallax must be minimized on shared instruments such and engine
displays and standby indicators.
The FTD must have equipment (e.g., instruments, panels, systems, circuit
breakers, and controls) simulated sufficiently for the authorized
training/checking events to be accomplished. The installed equipment must
be located in a spatially correct location and may be in a flight deck or an
open flight deck area. Additional equipment required for the authorized
Notes
conduct qualified training
tasks.
X X
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Table BlA- Minimum FTD Requirements
QPS REQUIREMENTS
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PO 00000
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training/checking events must be available in the FTD, but may be located in
a suitable location as near as practical to the spatially correct position.
Actuation of equipment must replicate the appropriate function in the
airplane. Fire axes, landing gear pins, and any similar purpose instruments
need only be represented in silhouette.
Those circuit breakers that affect procedures or result in observable flight
l.c.
deck indications must be properly located and functionally accurate.
2. Pro2rammin2.
The FTD must provide the proper effect of aerodynamic changes for the
2.a.l
combinations of drag and thrust normally encountered in flight. This must
include the effect of change in airplane attitude, thrust, drag, altitude,
temperature, and configuration.
Level 6 additionally requires the effects of changes in gross weight and center
of gravity.
Level 5 requires only generic aerodynamic programming.
2.a.2
20MYR2
An SOC is required.
A flight dynamics model that accounts for various combinations of drag and
thrust normally encountered in flight must correspond to actual flight
conditions, including the effect of change in airplane attitude, thrust, drag,
altitude, temperature, gross weight, moments of inertia, center of gravity
location, and configuration.
The effects of pitch attitude and of fuel slosh on the aircraft center of gravity
must be simulated.
ER20MY16.073</GPH>
INFORMATION
FTD
Level
5 6 7
X
X X
X
Notes
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18:26 May 19, 2016
Table BlA- Minimum FTD Requirements
QPS REQUIREMENTS
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20MYR2
2.c.2.
INFORMATION
General FTD Requirements
4
An SOC is required.
The FTD must have the computer capacity, accuracy, resolution, and dynamic
response needed to meet the qualification level sought.
An SOC is required.
Relative responses of the flight deck instruments must be measured by
latency tests, or transport delay tests, and may not exceed 300 milliseconds.
The instruments must respond to abrupt input at the pilot's position within the
allotted time, but not before the time when the airplane responds under the
same conditions.
(1) Latency: The FTD instrument and, if applicable, the motion system
and the visual system response must not be prior to that time when the
airplane responds and may respond up to 300 milliseconds after that
time under the same conditions.
(2) Transport Delay: As an alternative to the Latency requirement, a
transport delay objective test may be used to demonstrate that the FTD
system does not exceed the specified limit. The sponsor must measure
all the delay encountered by a step signal migrating from the pilot's
control through all the simulation software modules in the correct
order, using a handshaking protocol, finally through the normal output
interfaces to the instrument display and, if applicable, the motion
system, and the visual system.
Relative responses of the motion system, visual system, and flight deck
instruments, measured by latency tests or transport delay tests. Motion onset
should occur before the start of the visual scene change (the start of the scan
of the first video field containing different information) but must occur before
FTD
Level
5 6 7
Notes
X X X X
X X
The intent is to verify that the
FTD provides instrument cues
that are, within the stated time
delays, like the airplane
responses. For airplane
response, acceleration in the
appropriate, corresponding
rotational axis is preferred.
Additional information
regarding Latency and
Transport Delay testing may
be found in Appendix A,
Attachment 2, paragraph 15.
X The intent is to verify that the
FTD provides instrument,
motion, and visual cues that
are, within the stated time
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Table BlA- Minimum FTD Requirements
QPS REQUIREMENTS
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4
the end of the scan of that video field. Instrument response may not occur
prior to motion onset. Test results must be within the following limits:
PO 00000
Frm 00078
2.d.l.
Ground effect.
2.d.2.
Ground reaction.
Ground handling characteristics, including aerodynamic and ground reaction
modeling including steering inputs, operations with crosswind, gusting
crosswind, braking, thrust reversing, deceleration, and turning radius.
Fmt 4701
2.d.
100 ms for the motion (if installed) and instrument systems; and
120 ms for the visual system.
Ground handling and aerodynamic programming must include the following:
2.d.3.
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20MYR2
ER20MY16.075</GPH>
INFORMATION
FTD
Level
5 6 7
Notes
delays, like the airplane
responses. For airplane
response, acceleration in the
appropriate, corresponding
rotational axis is preferred.
X Ground effect includes
modeling that accounts for
roundout, flare, touchdown,
lift, drag, pitching moment,
trim, and power while in
ground effect.
X Ground reaction includes
modeling that accounts for
strut deflections, tire friction,
and side forces. This is the
reaction of the airplane upon
contact with the runway during
landing, and may differ with
changes in factors such as
gross weight, airspeed, or rate
of descent on touchdown.
X
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Table BlA- Minimum FTD Requirements
QPS REQUIREMENTS
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INFORMATION
General FTD Requirements
4
PO 00000
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If the aircraft being simulated is one of the aircraft listed in§ 121.358, Lowaltitude windshear system equipment requirements, the FTD must employ
windshear models that provide training for recognition of windshear
phenomena and the execution of recovery procedures. Models must be
available to the instructor/evaluator for the following critical phases of flight:
(1) Prior to takeoff rotation;
(2) At liftoff;
(3) During initial climb; and
(4) On final approach, below 500 ft AGL.
The QTG must reference the FAA Windshear Training Aid or present
alternate airplane related data, including the implementation method(s) used.
If the alternate method is selected, wind models from the Royal Aerospace
Establishment (RAE), the Joint Airport Weather Studies (JAWS) Project and
other recognized sources may be implemented, but must be supported and
properly referenced in the QTG.
The addition of realistic levels ofturbulence associated with each required
windshear profile must be available and selectable to the instructor.
20MYR2
In addition to the four basic windshear models required for qualification, at
least two additional "complex" windshear models must be available to the
instructor which represent the complexity of actual windshear encounters.
These models must be available in the takeoff and landing configurations and
must consist of independent variable winds in multiple simultaneous
components. The Windshear Training Aid provides two such example
"complex" windshear models that may be used to satisfy this requirement.
FTD
Level
5 6 7
X
Notes
Windshear models may consist
of independent variable winds
in multiple simultaneous
components. The FAA
Windshear Training Aid
presents one acceptable means
of compliance with FTD wind
model requirements.
The FTD should employ a
method to ensure the required
survivable and non-survivable
windshear scenarios are
repeatable in the training
environment.
For Level 7 FTDs, windshear
training tasks may only be
qualified for aircraft equipped
with a synthetic stall warning
system. The qualified
windshear profile(s) are
evaluated to ensure the
synthetic stall warning (and
not the stall buffet) is first
indication of the stall.
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2.h.
2.i.
General FTD Requirements
4
The FTD must provide for manual and automatic testing of FTD hardware
and software programming to determine compliance with FTD objective tests
as prescribed in Attachment 2 of this appendix.
An SOC is required.
The FTD must accurately reproduce the following runway conditions:
(1) Dry;
(2) Wet;
(3) Icy;
(4) Patchy Wet;
(5) Patchy Icy; and
(6) Wet on Rubber Residue in Touchdown Zone.
An SOC is required.
The FTD must simulate:
(1) brake and tire failure dynamics, including anti skid failure; and
(2) decreased brake efficiency due to high brake temperatures, if applicable.
An SOC is required
Engine and Airframe Icing
Modeling that includes the effects of icing, where appropriate, on the
airframe, aerodynamics, and the engine(s). Icing models must simulate the
aerodynamic degradation effects of ice accretion on the airplane lifting
surfaces including loss of lift, decrease in stall angle of attack, change in
pitching moment, decrease in control effectiveness, and changes in control
forces in addition to any overall increase in drag. Aircraft systems (such as
INFORMATION
FTD
Level
Notes
5 6 7
X Automatic "flagging" of outof-tolerance situations is
encouraged.
X
X FTD pitch, side loading, and
directional control
characteristics should be
representative of the airplane.
X SOC should be provided
describing the effects which
provide training in the specific
skills required for recognition
of icing phenomena and
execution of recovery. The
SOC should describe the
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the stall protection system and autoflight system) must respond properly to
ice accretion consistent with the simulated aircraft.
PO 00000
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Aircraft OEM data or other acceptable analytical methods must be utilized to
develop ice accretion models that are representative of the simulated aircraft's
performance degradation in a typical in-flight icing encounter. Acceptable
analytical methods may include wind tunnel analysis and/or engineering
analysis ofthe aerodynamic effects of icing on the lifting surfaces coupled
with tuning and supplemental subjective assessment by a subject matter
expert pilot.
Fmt 4701
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SOC required.
E:\FR\FM\20MYR2.SGM
20MYR2
2.j.
INFORMATION
The aerodynamic modeling in the FTD must include:
(1) Low-altitude level-flight ground effect;
(2) Mach effect at high altitude;
(3) Normal and reverse dynamic thrust effect on control surfaces;
(4) Aeroelastic representations; and
(5) Nonlinearities due to sideslip.
FTD
Level
5 6 7
Notes
source data and any analytical
methods used to develop ice
accretion models including
verification that these effects
have been tested.
Icing effects simulation models
are only required for those
airplanes authorized for
operations in icing conditions.
Icing simulation models should
be developed to provide
training in the specific skills
required for recognition of ice
accumulation and execution of
the required response.
See Attachment 7 of this
Appendix for further guidance
material.
X See Attachment 2 of this
appendix, paragraph 5, for
further information on ground
effect.
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General FTD Requirements
4
An SOC is required and must include references to computations of
aeroelastic representations and of nonlinearities due to sideslip.
The FTD must have aerodynamic and ground reaction modeling for the
effects of reverse thrust on directional control, if applicable.
Frm 00082
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An SOC is required.
3. Equipment Operation.
All relevant instrument indications involved in the simulation of the airplane
3.a.
must automatically respond to control movement or external disturbances to
the simulated airplane; e.g., turbulence or windshear. Numerical values must
be presented in the appropriate units.
E:\FR\FM\20MYR2.SGM
3.b.l.
20MYR2
3.b.2.
For Level 7 FTDs, instrument indications must also respond to effects
resulting from icing.
Navigation equipment must be installed and operate within the tolerances
applicable for the airplane.
Levels 6 must also include communication equipment (inter-phone and
air/ground) like that in the airplane and, if appropriate to the operation being
conducted, an oxygen mask microphone system.
Level 5 need have only that navigation equipment necessary to fly an
instrument approach.
Communications, navigation, caution, and warning equipment must be
installed and operate within the tolerances applicable for the airplane.
Instructor control of internal and external navigational aids. Navigation aids
ER20MY16.079</GPH>
INFORMATION
FTD
Level
5 6 7
Notes
X
X X X
X X
X See Attachment 3 of this
appendix for further
information regarding longrange navigation equipment.
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3.c.2.
INFORMATION
General FTD Requirements
4
FTD
Level
5 6 7
Notes
20MYR2
must be usable within range or line-of-sight without restriction, as applicable
to the geographic area.
Complete navigation database for at least 3 airports with corresponding
X
precision and non-precision approach procedures, including navigational
database updates.
Installed systems must simulate the applicable airplane system operation, both X X X
on the ground and in flight. Installed systems must be operative to the extent
that applicable normal, abnormal, and emergency operating procedures
included in the sponsor's training programs can be accomplished.
Level 6 must simulate all applicable airplane flight, navigation, and systems
operation.
Level 5 must have at least functional flight and navigational controls,
displays, and instrumentation.
Level 4 must have at least one airplane system installed and functional.
Simulated airplane systems must operate as the airplane systems operate
X Airplane system operation
under normal, abnormal, and emergency operating conditions on the ground
should be predicated on, and
and in flight.
traceable to, the system data
supplied by the airplane
Once activated, proper systems operation must result from system
manufacturer, original
management by the crew member and not require any further input from the
equipment manufacturer or
instructor's controls.
alternative approved data for
the airplane system or
component.
At a minimum, alternate
approved data should validate
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INFORMATION
3.d.
The lighting environment for panels and instruments must be sufficient for
the operation being conducted.
3.e.
The FTD must provide control forces and control travel that corresponds to
the airplane being simulated. Control forces must react in the same manner as
in the airplane under the same flight conditions.
FTD
Level
5 6 7
Notes
the operation of all normal,
abnormal, and emergency
operating procedures and
training tasks the FSTD is
qualified to conduct.
X X X X Back-lighted panels and
instruments may be installed
but are not required.
X X
For Level 7 FTDs, control systems must replicate airplane operation for the
normal and any non-normal modes including back-up systems and should
reflect failures of associated systems. Appropriate cockpit indications and
messages must be replicated.
The FTD must provide control forces and control travel of sufficient precision
3.f.
X
to manually fly an instrument approach.
FTD control feel dynamics must replicate the airplane. This must be
X
3.e.
determined by comparing a recording of the control feel dynamics of the FTD
to airplane measurements. For initial and upgrade qualification evaluations,
the control dynamic characteristics must be measured and recorded directly
from the flight deck controls, and must be accomplished in takeoff, cruise,
and landing flight conditions and configurations.
4. Instructor or Evaluator Facilities.
In addition to the flight crewmember stations, suitable seating arrangements
These seats need not be a
4.a.l.
X X X
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for an instructor/check airman and FAA Inspector must be available. These
seats must provide adequate view of crewmember's panel(s).
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4.b.2.
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4.c.
4.d.
INFORMATION
FTD
Level
5 6 7
Notes
replica of an aircraft seat and
may be as simple as an office
chair placed in an appropriate
position.
X The NSPM will consider
alternatives to this standard for
additional seats based on
unique flight deck
configurations.
In addition to the flight crewmember stations, the FTD must have at least two
suitable seats for the instructor/check airman and FAA inspector. These seats
must provide adequate vision to the pilot's panel and forward windows. All
seats other than flight crew seats need not represent those found in the
airplane, but must be adequately secured to the floor and equipped with
similar positive restraint devices.
The FTD must have instructor controls that permit activation of normal,
X X X
abnormal, and emergency conditions as appropriate. Once activated, proper
system operation must result from system management by the crew and not
require input from the instructor controls.
The FTD must have controls that enable the instructor/evaluator to control all
X
required system variables and insert all abnormal or emergency conditions
into the simulated airplane systems as described in the sponsor's FAAapproved training program; or as described in the relevant operating manual
as appropriate.
The FTD must have instructor controls for all environmental effects expected
X
to be available at the lOS; e.g., clouds, visibility, icing, precipitation,
temperature, storm cells and microbursts, turbulence, and intermediate and
high altitude wind speed and direction.
The FTD must provide the instructor or evaluator the ability to present ground
X For example, another airplane
crossing the active runway or
and air hazards.
converging airborne traffic.
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5. Motion System.
The FTD may have a motion system, if desired, although it is not required. If
5.a.
a motion system is installed and additional training, testing, or checking
credits are being sought on the basis of having a motion system, the motion
system operation may not be distracting and must be coupled closely to
provide integrated sensory cues. The motion system must also respond to
abrupt input at the pilot's position within the allotted time, but not before the
time when the airplane responds under the same conditions.
If a motion system is installed, it must be measured by latency tests or
5.b.
transport delay tests and may not exceed 300 milliseconds. Instrument
response may not occur prior to motion onset.
E:\FR\FM\20MYR2.SGM
6. Visual System.
The FTD may have a visual system, if desired, although it is not required. If a visual
6.a.
system is installed, it must meet the following criteria:
The visual system must respond to abrupt input at the pilot's position.
6.a.l.
6.a.2.
20MYR2
6.a.3.
6.a.4.
An SOC is required.
The visual system must be at least a single channel, non-collimated display.
An SOC is required.
The visual system must provide at least a field-of-view of 18° vertical I 24°
horizontal for the pilot flying.
An SOC is required.
The visual system must provide for a maximum parallax of 10° per pilot.
An SOC is required.
ER20MY16.083</GPH>
INFORMATION
FTD
Level
5 6 7
Notes
X X X The motion system standards
set out in part 60, Appendix A
for at least Level A simulators
is acceptable.
X X The motion system standards
set out in part 60, Appendix A
for at least Level A simulators
is acceptable.
X X X
X X
X X X
X X X
X X
X
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6.a.5.
The visual scene content may not be distracting.
6.a.6.
An SOC is required.
The visual system must provide for a minimum resolution of 5 arc-minutes for both
computed and displayed pixel size.
6
Notes
7
An SOC is required.
The minimum distance from the pilot's eye position to the surface of a direct view
display may not be less than the distance to any front panel instrument.
6.a.7.
5
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6.b.
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6.c.
6.d.
An SOC is required.
If a visual system is installed and additional training, testing, or checking credits are
being sought on the basis of having a visual system, a visual system meeting the
standards set out for at least a Level A FFS (see Appendix A of this part) will be
required. A "direct-view," non-collimated visual system (with the other
requirements for a Level A visual system met) may be considered satisfactory for
those installations where the visual system design "eye point" is appropriately
adjusted for each pilot's position such that the parallax error is at or less than 1oo
simultaneously for each pilot.
20MYR2
An SOC is required.
The FTD must have a visual system providing an out-of-the-flight deck view.
The FTD must provide a continuous visual field-of-view of at least176°
horizontally and 36° vertically or the number of degrees necessary to meet the
visual ground segment requirement, whichever is greater. The minimum
horizontal field-of-view coverage must be plus and minus one-half(Yz) ofthe
minimum continuous field-of-view requirement, centered on the zero degree
azimuth line relative to the aircraft fuselage.
X X X
X X X
X
Directly projected, noncollimated visual displays may
prove to be unacceptable for
dual pilot applications.
X
X The horizontal field-of-view is
traditionally described as a
180° field-of-view. However,
the field-of-view is technically
no less than 176°. Additional
field-of-view capability may
be added at the sponsor's
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An SOC is required and must explain the system geometry measurements
including system linearity and field-of-view.
PO 00000
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6.e.
Collimation is not required but parallax effects must be minimized (not
greater than 10° for each pilot when aligned for the point midway between the
left and right seat eyepoints).
The visual system must be free from optical discontinuities and artifacts that
create non-realistic cues.
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INFORMATION
FTD
Level
5 6 7
The FTD must have operational landing lights for night scenes. Where used,
dusk (or twilight) scenes require operational landing lights.
The FTD must have instructor controls for the following:
(1) Visibility in statute miles (km) and runway visual range (RVR) in ft.(m);
(2) Airport selection; and
(3) Airport lighting.
The FTD must provide visual system compatibility with dynamic response
programmmg.
The FTD must show that the segment of the ground visible from the FTD
flight deck is the same as from the airplane flight deck (within established
tolerances) when at the correct airspeed, in the landing configuration, at the
appropriate height above the touchdown zone, and with appropriate visibility.
Notes
discretion provided the
minimum fields of view are
retained.
X Non-realistic cues might
include image "swimming"
and image "roll-off," that may
lead a pilot to make incorrect
assessments of speed,
acceleration, or situational
awareness.
X
X
X
X This will show the modeling
accuracy ofRVR, glideslope, and
localizer for a given weight,
configuration, and speed within
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FTD
Level
5 6 7
Notes
the airplane's operational
envelope for a normal approach
and landing.
PO 00000
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6.m.
6.n.
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6.o.
The FTD must provide visual cues necessary to assess sink rates (provide
depth perception) during takeoffs and landings, to include:
(1) Surface on runways, taxiways, and ramps; and
(2) Terrain features.
The FTD must provide for accurate portrayal of the visual environment
relating to the FTD attitude.
The FTD must provide for quick confirmation of visual system color, RVR,
focus, and intensity.
An SOC is required.
The FTD must be capable of producing at least 10 levels of occulting.
Night Visual Scenes. When used in training, testing, or checking activities,
the FTD must provide night visual scenes with sufficient scene content to
recognize the airport, the terrain, and major landmarks around the airport.
The scene content must allow a pilot to successfully accomplish a visual
landing. Scenes must include a definable horizon and typical terrain
characteristics such as fields, roads and bodies of water and surfaces
illuminated by airplane landing lights.
Dusk (or Twilight) Visual Scenes. When used in training, testing, or
X
X Visual attitude vs. FTD
attitude is a comparison of
pitch and roll of the horizon as
displayed in the visual scene
compared to the display on the
attitude indicator.
X
X
X
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5
6
Notes
7
checking activities, the FTD must provide dusk (or twilight) visual scenes
with sufficient scene content to recognize the airport, the terrain, and major
landmarks around the airport. The scene content must allow a pilot to
successfully accomplish a visual landing. Dusk (or twilight) scenes, as a
minimum, must provide full color presentations of reduced ambient intensity,
sufficient surfaces with appropriate textural cues that include self-illuminated
objects such as road networks, ramp lighting and airport signage, to conduct a
visual approach, landing and airport movement (taxi). Scenes must include a
definable horizon and typical terrain characteristics such as fields, roads and
bodies of water and surfaces illuminated by airplane landing lights. If
provided, directional horizon lighting must have correct orientation and be
consistent with surface shading effects. Total night or dusk (twilight) scene
content must be comparable in detail to that produced by 10,000 visible
textured surfaces and 15,000 visible lights with sufficient system capacity to
display 16 simultaneously moving objects.
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INFORMATION
FTD
Level
6.p.
An SOC is required.
Daylight Visual Scenes. The FTD must provide daylight visual scenes with
sufficient scene content to recognize the airport, the terrain, and major
landmarks around the airport. The scene content must allow a pilot to
successfully accomplish a visual landing. Any ambient lighting must not
"washout" the displayed visual scene. Total daylight scene content must be
comparable in detail to that produced by 10,000 visible textured surfaces and
6,000 visible lights with sufficient system capacity to display 16
simultaneously moving objects. The visual display must be free of apparent
and distracting quantization and other distracting visual effects while the FTD
X
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FTD
Level
5 6 7
Notes
is in motion.
PO 00000
6.q.
An SOC is required.
The FTD must provide operational visual scenes that portray physical
relationships known to cause landing illusions to pilots.
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6.s.
6.t.
6.u.
20MYR2
The FTD must provide special weather representations of light, medium, and
heavy precipitation near a thunderstorm on takeoff and during approach and
landing. Representations need only be presented at and below an altitude of
2,000 ft. (610 m) above the airport surface and within 10 miles (16 km) of the
airport.
The FTD must present visual scenes of wet and snow-covered runways,
including runway lighting reflections for wet conditions, partially obscured
lights for snow conditions, or suitable alternative effects.
The FTD must present realistic color and directionality of all airport lighting.
The following weather effects as observed on the visual system must be
simulated and respective instructor controls provided.
(1) Multiple cloud layers with adjustable bases, tops, sky coverage and
scud effect;
(2) Storm cells activation and/or deactivation;
(3) Visibility and runway visual range (RVR), including fog and patchy
fog effect;
(4) Effects on ownship external lighting;
X For example: short runways,
landing approaches over water,
uphill or downhill runways,
rising terrain on the approach
path, unique topographic
features.
X
X
X
X Scud effects are low, detached,
and irregular clouds below a
defined cloud layer.
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(5) Effects on airport lighting (including variable intensity and fog
effects);
(6) Surface contaminants (including wind blowing effect);
(7) Variable precipitation effects (rain, hail, snow);
(8) In-cloud airspeed effect; and
(9) Gradual visibility changes entering and breaking out of cloud.
The simulator must provide visual effects for:
(1) Light poles;
(2) Raised edge lights as appropriate; and
(3) Glow associated with approach lights in low visibility before physical
lights are seen,
Sfmt 4725
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20MYR2
7. Sound System.
The FTD must provide flight deck sounds that result from pilot actions that
7.a.
correspond to those that occur in the airplane.
The volume control must have an indication of sound level setting which
7.b.
meets all qualification requirements.
7.c.
ER20MY16.089</GPH>
INFORMATION
FTD
Level
The FTD must accurately simulate the sound of precipitation, windshield
wipers, and other significant airplane noises perceptible to the pilot during
normal and abnormal operations, and include the sound of a crash (when the
FTD is landed in an unusual attitude or in excess of the structural gear
5
Notes
6 7
X Visual effects for light poles
and raised edge lights are for
the purpose of providing
additional depth perception
during takeoff, landing, and
taxi training tasks. Three
dimensional modeling of the
actual poles and stanchions is
not required.
X X
X This indication is of the sound
level setting as evaluated
during the FTD's initial
evaluation.
X
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Number
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General FTD Requirements
4
FTD
Level
5 6 7
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limitations); normal engine and thrust reversal sounds; and the sounds of flap,
gear, and spoiler extension and retraction.
Sfmt 4725
Sounds must be directionally representative.
E:\FR\FM\20MYR2.SGM
7.d.
An SOC is required.
The FTD must provide realistic amplitude and frequency of flight deck noises
and sounds. FTD performance must be recorded, subjectively assessed for
the initial evaluation, and be made a part of the QTG ..
X
Notes
20MYR2
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the end of the Table
1. Prefli!!;ht Procedures.
Preflight Inspection (flight deck only)
l.a.
Engine Start
l.b.
Taxiing
l.c.
Pre-takeoff Checks
l.d.
2. Takeoff and Departure Phase.
Normal and Crosswind Takeoff
2.a.
Instrument Takeoff
2.b.
Engine Failure During Takeoff
2.c.
Rejected Takeoff (requires visual system)
2.d.
Departure Procedure
2.e.
3. Inflight Maneuvers.
Steep Turns
3.a.
Approaches to Stalls
3.b
E:\FR\FM\20MYR2.SGM
20MYR2
3.c.
3.d.
3.e.
Engine Failure-Multiengine Airplane
Engine Failure-Single-Engine Airplane
Specific Flight Characteristics incorporated into the user's FAA approved flight
training program.
3.f.
ER20MY16.091</GPH>
Notes
7
A
A
A
A
X
X
A
A
X
X
X
T
X
X
A
X
T
T
T
X
X
X
A
X
X
X
X
A
A
A
X
X
A
X
X
A
Windshear Recovery
4. Instrument Procedures.
Standard Terminal Arrival I Flight Management System Arrivals Procedures
4.a.
INFORMATION
A
T
A
X
X
Approach to stall maneuvers
qualified only where the aircraft does
not exhibit stall buffet as the first
indication of the stall.
Level 4 FTDs have no minimum
requirement for aerodynamic
programming and are generally not
qualified to conduct in-flight
maneuvers.
For Level 7 FTD, windshear recovery
may be qualified at the Sponsor's
option. See Table B lA for specific
requirements and limitations.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Entry
Number
Table BlB - Table of Tasks vs. FTD Level
QPS REQUIREMENTS
FTD
Subjective Requirements
In order to be qualified at the FTD qualification level indicated, the FTD must be able to
Level
perform at least the tasks associated with that level of qualification. See Notes 1, 2 and 3 at
4 5 6
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VerDate Sep<11>2014
the end of the Table
Holding
Precision Instrument
All engines operating.
PO 00000
4.c.2.
One engine inoperative.
4.d.
Non-precision Instrument Approach
Frm 00095
Jkt 238001
4.b.
4.c.
4.c.l.
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
Circling Approach (requires visual system)
4.e.
Missed Approach
4.f.
Normal.
4.f.l.
One engine Inoperative.
4.f.2.
S. Landings and Approaches to Landings.
Normal and Crosswind Approaches and Landings
S.a.
Landing From a Precision I Non-Precision Approach
S.b.
Approach and Landing with (Simulated) Engine Failure - Multiengine Airplane
S.c.
Landing From Circling Approach
S.d.
Rejected Landing
S.e.
Landing From a No Flap or a Nonstandard Flap Configuration Approach
S.f.
6. Normal and Abnormal Procedures.
Engine (including shutdown and restart)
6.a.
Fuel System
6.b.
Electrical System
6.c.
Hydraulic System
6.d.
Environmental and Pressurization Systems
6.e.
Fire Detection and Extinguisher Systems
6.f.
Navigation and Avionics Systems
6.g.
Automatic Flight Control System, Electronic Flight Instrument System, and
6.h.
Related Subsystems
INFORMATION
Notes
7
A
X
X
A
X
X
T
A
X
A
A
X
X
X
X
T
T
T
T
T
T
T
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
e.g., Autopilot, Manual (Flt. Dir.
Assisted), Manual (Raw Data)
e.g., Manual (Flt. Dir. Assisted),
Manual (Raw Data)
e.g., NDB, VOR, VOR/DME,
VOR/TAC, RNAV, LOC, LOC/BC,
ADF, and SDF.
Specific authorization required.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Entry
Number
Table BlB - Table of Tasks vs. FTD Level
QPS REQUIREMENTS
FTD
Subjective Requirements
In order to be qualified at the FTD qualification level indicated, the FTD must be able to
Level
perform at least the tasks associated with that level of qualification. See Notes 1, 2 and 3 at
4 5 6
32109
ER20MY16.092</GPH>
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32110
Jkt 238001
INFORMATION
Notes
Frm 00096
Fmt 4701
Sfmt 4700
X
X
X
X
X
X
X
X
IX
I
Note 1: An "A" in the table indicates that the system, task, or procedure, although not required to be present, may be examined if the appropriate
airplane system is simulated in the FTD and is working properly.
■
■
20MYR2
A. Revise paragraph 2.e;
B. Revise Table B2A;
E:\FR\FM\20MYR2.SGM
15. Amend Attachment 2 to Appendix
B as follows:
■
PO 00000
7
Note 2: Items not installed or not functional on the FTD and not appearing on the SOQ Configuration List, are not required to be listed as
exceptions on the SOQ.
Note 3: A "T" in the table indicates that the task may only be qualified for introductory initial or recurrent qualification training. These tasks may
not be qualified for proficiency testing or checking credits in an FAA approved flight training program.</PHOTO>
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
4. On page 18327, correct amendatory
instruction 15 to read as follows:
■
VerDate Sep<11>2014
ER20MY16.093</GPH>
Table BlB - Table of Tasks vs. FTD Level
QPS REQUIREMENTS
FTD
Subjective Requirements
Entry
In order to be qualified at the FTD qualification level indicated, the FTD must be able to
Level
perform at least the tasks associated with that level of qualification. See Notes 1, 2 and 3 at
Number
4 5 6
the end of the Table
Flight Control Systems
6.i.
A
A X
Anti-ice and Deice Systems
6.j.
A
A X
Aircraft and Personal Emergency Equipment
6.k.
A
A X
7. Emergency Procedures.
Emergency Descent (Max. Rate)
7.a.
A X
Inflight Fire and Smoke Removal
7.b.
A X
Rapid Decompression
7.c.
A X
Emergency Evacuation
7.d.
A
A X
8. Postflight Procedures.
After-Landing Procedures
8.a.
A
A X
I Parking and Securing
8.b.
I A IA IX
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
mstockstill on DSK3G9T082PROD with RULES2
■
■
■
■
C. Revise Table B2B;
D. Revise Table B2C;
E. Revise Table B2D; and
F. Revise Table B2E.
VerDate Sep<11>2014
18:26 May 19, 2016
The revisions and additions read as
follows:
*
*
*
*
*
Jkt 238001
PO 00000
Frm 00097
Fmt 4701
Sfmt 4700
32111
5. Correct the tables appearing on
pages 18329–18375 to read as follows:
■
E:\FR\FM\20MYR2.SGM
20MYR2
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32112
VerDate Sep<11>2014
Test
Tolerance
Jkt 238001
Entry
Number
Title
Flight
Conditions
5
6
Notes
7
1. Performance.
Taxi.
Ground.
l.a.2
±10% or ±2°/s of tum
rate.
Ground.
Fmt 4701
Rate of tum versus
nosewheel steering
angle (NWA).
Lb.
Takeoff.
l.b.l
Ground acceleration
time and distance.
±1.5 s or
±5% of time; and
±61 m (200ft) or ±5%
of distance.
Takeoff.
Sfmt 4725
±0.9 m (3 ft) or ±20%
of airplane tum radius.
Frm 00098
PO 00000
l.a.
l.a.l
Minimum radius
tum.
E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.094</GPH>
Test
Details
INFORMATION
FTD
Level
Plot both main and nose gear loci and key engine
parameter(s). Data for no brakes and the
minimum thrust required to maintain a steady
tum except for airplanes requiring asymmetric
thrust or braking to achieve the minimum radius
tum.
Record for a minimum of two speeds, greater
than minimum turning radius speed with one at a
typical taxi speed, and with a spread of at least 5
kt
Note.- For Level7 FTD, all airplane
manufacturer commonly-used certificated takeoffflap settings must be demonstrated at least
once either in minimum unstick speed (l.b.3),
normal take-off(l.b.4), critical engine failure on
take-off(l.b.5) or crosswind take-off(l.b.6).
Acceleration time and distance must be recorded
for a minimum of 80% of the total time from
brake release to V,. Preliminary aircraft
certification data may be used.
X
X
X
X
For Level 6 FTD:
±1.5 s or ±5% of time.
l.b.2
Minimum control
speed, ground (VmcJ
using aerodynamic
controls only per
applicable
airworthiness
±25% of maximum
airplane lateral
deviation reached or
±1.5 m (5 ft).
For airplanes with
Takeoff.
Engine failure speed must be within ±1 kt of
airplane engine failure speed. Engine thrust decay
must be that resulting from the mathematical
model for the engine applicable to the FTD under
test If the modeled engine is not the same as the
airplane manufacturer's flight test engine, a
X
May be combined with normal
takeoff ( 1. b. 4.) or rejected
takeoff(Lb.7.). Plotted data
should be shown using
appropriate scales for each
portion of the maneuver.
For Level6 FTD, this test is
required only ifRTO training
credit is sought
If a Vmeg test is not available, an
acceptable alternative is a flight
test snap engine deceleration to
idle at a speed between v, and
v,-10 kt, followed by control of
heading using aerodynamic
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Fli2ht Trainin2 Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
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VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
PO 00000
requirement or
alternative engine
inoperative test to
demonstrate ground
control
characteristics.
Frm 00099
l.b.3
Fmt 4701
Minimum unstick
speed (Vmu) or
equivalent test to
demonstrate early
rotation take-off
characteristics.
Flight
Conditions
reversible flight control
systems:
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
control only and recovery should
be achieved with the main gear
on the ground.
further test may be run with the same initial
conditions using the thrust from the flight test
data as the driving parameter.
±I 0% or ±2.2 daN ( 5 lbt)
rudder pedal force.
±3 kt airspeed.
±1.5° pitch angle.
Takeoff.
Record time history data from 10 knots before
start of rotation until at least 5 seconds after the
occurrence of main gear lift-off.
X
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
l.b.4
Normal take-off.
±3 kt airspeed.
±1.5° pitch angle.
±1.5° AOA.
±6 m (20 ft) height.
For airplanes with
Takeoff.
Data required for near maximum certificated
takeoff weight at mid center of gravity location
and light takeoff weight at an aft center of gravity
location. If the airplane has more than one
certificated take-off configuration, a different
configuration must be used for each weight.
X
To ensure only aerodynamic
control, nosewheel steering must
be disabled (i.e. castored) or the
nosewheel held slightly off the
ground.
vmu is defined as the minimum
speed at which the last main
landing gear leaves the ground.
Main landing gear strut
compression or equivalent
air/ground signal should be
recorded. If a V mu test is not
available, alternative acceptable
flight tests are a constant highattitude takeoff run through main
gear lift-off or an early rotation
takeoff.
If either of these alternative
solutions is selected, aft body
contact/tail strike protection
functionality, if present on the
airplane, should be active.
The test may be used for ground
acceleration time and distance
(I. b.!).
Plotted data should be shown
using appropriate scales for each
portion of the maneuver.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
Record takeoff profile from brake release to at
least 61 m (200ft) AGL.
32113
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32114
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
reversible flight control
systems:
PO 00000
l.b.S
Critical engine failure
on take-off.
±2.2 daN ( 5 lbt) or
±I 0% of column force.
±3 kt airspeed.
Takeoff.
±1.5° pitch angle.
Frm 00100
±1.5° AOA.
Record takeoff profile to at least 61 m (200ft)
AGL.
X
Engine failure speed must be within ±3 kt of
airplane data.
±6 m (20ft) height.
Fmt 4701
±2° roll angle.
Test at near maximum takeoff weight
±2° side-slip angle.
±3° heading angle.
Sfmt 4725
For airplanes with
reversible flight control
systems:
E:\FR\FM\20MYR2.SGM
±2.2 daN ( 5 lbt) or
±I 0% of column force;
± 1.3 daN (3 lbt) or
±10% of wheel force;
and
20MYR2
l.b.6
Crosswind take-off.
±2.2 daN ( 5 lbt) or
±10% of rudder pedal
force.
± 3 kt airspeed.
Takeoff.
Record takeoff profile from brake release to at
least 61 m (200ft) AGL.
±1.5° pitch angle.
±6 m (20 ft) height.
This test requires test data, including wind
profile, for a crosswind component of at least
60% of the airplane performance data value
measured at 10m (33ft) above the runway.
±2° roll angle.
Wind components must be provided as headwind
±1.5° AOA.
ER20MY16.096</GPH>
X
In those situations where a
maximum crosswind or a
maximum demonstrated
crosswind is not known, contact
theNSPM.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
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VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
and crosswind values with respect to the runway.
±2° side-slip angle.
PO 00000
±3° heading angle.
Frm 00101
Correct trends at ground
speeds below 40 kt for
rudder/pedal and
heading angle.
Fmt 4701
For airplanes with
reversible flight control
systems:
Sfmt 4725
±2.2 daN ( 5 lbt) or
±I 0% of column force;
E:\FR\FM\20MYR2.SGM
± 1.3 daN (3 lbt) or
±10% of wheel force;
and
l.b.7.a.
Rejected Takeoff.
±2.2 daN (5 lbt) or
±I 0% of rudder pedal
force.
±5% of time or ±1.5 s.
20MYR2
±7.5% of distance or
±76 m (250ft).
For Level 6 FTD: ±5%
oftime or ±1.5 s.
Takeoff.
Record at mass near maximum takeoff weight.
Speed for reject must be at least 80% ofV 1.
Maximum braking effort, auto or manual.
Where a maximum braking demonstration is not
available, an acceptable alternative is a test using
approximately 80% braking and full reverse, if
applicable.
X
Autobrakes will be used where
applicable.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
Time and distance must be recorded from brake
release to a full stop.
32115
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32116
VerDate Sep<11>2014
Test
Tolerance
Jkt 238001
Entry
Number
Title
Flight
Conditions
Test
Details
PO 00000
l.b.7.b.
Rejected Takeoff.
±5% of time or ±1.5 s.
Takeoff
Dynamic Engine
Failure After
Takeoff.
±2°/s or ±20% of body
angular rates.
Takeoff.
6
Engine failure speed must be within ±3 kt of
airplane data.
Notes
7
X
X
Engine failure may be a snap deceleration to idle.
Frm 00102
Record hands-off from 5 s before engine failure
to +5 s or 30° roll angle, whichever occurs first.
For Level6 FTD, this test is
required only ifRTO training
credit is sought.
For safety considerations,
airplane flight test may be
performed out of ground effect
at a safe altitude, but with
correct airplane configuration
and airspeed.
Fmt 4701
CCA: Test in Normal and Non-normal control
state.
I.e.
l.c.l.
Climb.
Sfmt 4725
Normal Climb, all
engines operating.
±3 kt airspeed.
Clean.
±0.5 m/s (100 ftl min)
or ±5% of rate of climb.
Flight test data are preferred; however, airplane
performance manual data are an acceptable
alternative.
X
X
X
E:\FR\FM\20MYR2.SGM
Record at nominal climb speed and mid initial
climb altitude.
FTD performance is to be recorded over an
interval of at least 300m (1, 000 ft).
l.c.2.
One-engineinoperative 2nd
segment climb.
±3 kt airspeed.
20MYR2
±0.5 m/s (100 ftl min)
or ±5% of rate of climb,
but not less than
airplane performance
data requirements.
2nd segment climb.
Flight test data is preferred; however, airplane
performance manual data is an acceptable
alternative.
Record at nominal climb speed.
FTD performance is to be recorded over an
interval of at least 300m (1,000 ft).
Test at WAT (weight, altitude or temperature)
limiting condition.
ER20MY16.098</GPH>
5
Record time for at least 80% of the segment from
initiation of the rejected takeoff to full stop.
l.b.8.
INFORMATION
FTD
Level
X
For Level 5 and Level 6 FTDs,
this may be a snapshot test
result.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
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VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
PO 00000
One Engine
Inoperative En route
Climb.
±10% time, ±10%
distance, ±10% fuel
used
Clean
l.c.4.
One Engine
Inoperative Approach
Climb for airplanes
with icing
accountability if
provided in the
airplane performance
data for this phase of
flight.
±3 kt airspeed.
Approach
Frm 00103
l.c.3.
Fmt 4701
Sfmt 4725
l.d.
Level flight
acceleration
Flight test data or airplane performance manual
data may be used.
Test for at least a 1,550 m (5,000 ft) segment.
Flight test data or airplane performance manual
data may be used.
5
6
Notes
7
X
X
FTD performance to be recorded over an interval
of at least 300 m (1,000 ft).
E:\FR\FM\20MYR2.SGM
l.d.2.
Level flight
deceleration.
20MYR2
l.d.3.
Cruise performance.
l.d.4.
Idle descent.
±5%Time
±5%Time
±.05 EPR or ±3% Nl
or ±5% oftorque.
±5% of fuel flow.
±3 kt airspeed.
±1.0 m/s (200ft/min) or
±5% of rate of descent.
Cruise
Cruise
Cruise.
Clean.
Time required to increase airspeed a minimum of
50 kt, using maximum continuous thrust rating or
equivalent.
For airplanes with a small operating speed range,
speed change may be reduced to 80% of
operational speed change.
Time required to decrease airspeed a minimum of
50 kt, using idle power.
For airplanes with a small operating speed range,
speed change may be reduced to 80% of
operational speed change.
The test may be a single snapshot showing
instantaneous fuel flow, or a minimum of two
consecutive snapshots with a spread of at least 3
minutes in steady flight.
Idle power stabilized descent at normal descent
speed at mid altitude.
Airplane should be configured
with all anti-ice and de-ice
systems operating normally, gear
up and go-around flap.
All icing accountability
considerations, in accordance
with the airplane performance
data for an approach in icing
conditions, should be applied.
Test near maximum certificated landing weight
as may be applicable to an approach in icing
conditions.
Cruise I Descent.
l.d.l.
±0.5 m/s (100 ftl min)
or ±5% rate of climb,
but not less than
airplane performance
data.
Test
Details
INFORMATION
FTD
Level
X
X
X
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
FTD performance to be recorded over an interval
32117
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32118
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
l.d.S.
Tolerance
Title
Emergency descent.
±5 kt airspeed.
Flight
Conditions
As per airplane
performance data.
of at least 300 m (1,000 ft).
FTD performance to be recorded over an interval
of at least 900 m (3,000 ft).
5
6
Notes
7
X
PO 00000
±1.5 m/s (300 ft:lmin) or
±5% of rate of descent.
Frm 00104
I.e.
l.e.l.
Stopping.
Fmt 4701
Deceleration time
and distance, manual
wheel brakes, dry
runway, no reverse
thrust.
±1.5 s or ±5% of time.
Landing.
For distances up to
1,220 m (4,000 ft), the
smaller of ±61 m (200
ft) or ±10% of distance.
Time and distance must be recorded for at least
80% of the total time from touchdown to a full
stop.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
l.e.2.
Deceleration time
and distance, reverse
thrust, no wheel
brakes, dry runway.
X
Position of ground spoilers and brake system
pressure must be plotted (if applicable).
For distances greater
than 1,220 m (4,000 ft),
±5% of distance.
Data required for medium and near maximum
certificated landing weight.
±1.5 s or ±5% of time;
and
Engineering data may be used for the medium
weight condition.
Time and distance must be recorded for at least
80% of the total time from initiation of reverse
thrust to full thrust reverser minimum operating
speed.
Landing
the smaller of ±61 m
(200ft) or ±10% of
distance.
X
20MYR2
Position of ground spoilers must be plotted (if
applicable).
Data required for medium and near maximum
certificated landing weight.
l.e.3.
ER20MY16.100</GPH>
Test
Details
INFORMATION
FTD
Level
Stopping distance,
wheel brakes, wet
±61 m (200ft) or ±10%
of distance.
Landing.
Engineering data may be used for the medium
weight condition.
Either flight test or manufacturer's performance
manual data must be used, where available.
X
Stabilized descent to be
conducted with speed brakes
extended if applicable, at mid
altitude and near Vmo or
according to emergency descent
procedure.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Fli~ht Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
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VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
runway.
PO 00000
l.e.4.
Stopping distance,
wheel brakes, icy
runway.
Frm 00105
Fmt 4701
l.f.
Acceleration.
Landing.
5
6
Engineering data, based on dry runway flight test
stopping distance and the effects of contaminated
runway braking coefficients, are an acceptable
alternative.
Either flight test or manufacturer's performance
manual data must be used, where available.
Notes
7
X
Engineering data, based on dry runway flight test
stopping distance and the effects of contaminated
runway braking coefficients, are an acceptable
alternative.
Engines.
l.f.l.
±61 m (200ft) or ±10%
of distance.
Test
Details
INFORMATION
FTD
Level
For Level 7 FTD:
±10% Ti or ±0.2S s; and
±10% Tt or ±0.2S s.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
Approach or landing
Total response is the incremental change in the
critical engine parameter from idle power to goaround power.
X
X
X
See Appendix F of this part for
definitions ofTi. and T,.
Ground
Total response is the incremental change in the
critical engine parameter from maximum take-off
power to idle power.
X
X
X
See Appendix F of this part for
definitions ofTi, and T1.
For Level 6 FTD:
±10% Tt or ±0.2S s.
l.f.2.
Deceleration.
For LevelS FTD: ±1 s
For Level 7 FTD:
±10% Ti or ±0.2S s; and
±10% Tt or ±0.2S s.
For Level 6 FTD:
±10% Tt or ±0.2S s.
20MYR2
For LevelS FTD: ±1 s
2. Handling Qualities.
2.a.
Static Control Tests.
Note.] - Testing ofposition versus force is not applicable ifforces are generated solely by use of airplane hardware in the FTD.
Note 2- Pitch, roll and yaw controller position versus force or time should be measured at the control. An alternative method in lieu of external test.fixtures
at the flight controls would be to have recording and measuring instrumentation built into the FTD. The force and position data from this instrumentation could
be directly recorded and matched to the airplane data. Provided the instrumentation was verified by using external measuring equipment while conducting the
static control checks, or equivalent means, and that evidence of the satisfactory comparison is included in the MQTG, the instrumentation could be usedfor both
initial and recurrent evaluations for the measurement of all required control checks. Verification of the instrumentation by usinf( external measurinf( equipment
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
32119
ER20MY16.101</GPH>
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32120
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
PO 00000
2.a.l.a.
Tolerance
Title
Test
Details
5
6
Notes
7
Frm 00106
should be repeated if major modifications and/or repairs are made to the control loading system. Such a permanent installation could be used without any time
being lost for the installation of external devices. Static and dynamic flight control tests should be accomplished at the same feel or impact pressures as the
validation data where applicable.
Note 3- (Level 7 FTD only) FTD static control testing from the second set ofpilot controls is only required if both sets of controls are not mechanically interconnected on the
FTD. A rationale is requiredfrom the data provider if a single set of data is applicable to both sides. If controls are mechanically interconnected in the FTD, a
single set of tests is sufficient.
Ground.
Record results for an uninterrupted control sweep
Pitch controller
±0.9 daN (2 lbt)
X X Test results should be validated
with in-flight data from tests
to the stops.
position versus force
breakout.
and surface position
such as longitudinal static
calibration.
stability, stalls, etc.
±2.2 daN ( 5 lbt) or
±10% of force.
Fmt 4701
2.a.l.b.
Pitch controller
position versus force
±2° elevator angle.
±0.9 daN (2 lbt)
breakout.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
As determined by
sponsor
Record results during initial qualification
evaluation for an uninterrupted control sweep to
the stops. The recorded tolerances apply to
subsequent comparisons on continuing
qualification evaluations.
Ground.
Record results for an uninterrupted control sweep
to the stops.
As determined by
sponsor
Record results during initial qualification
evaluation for an uninterrupted control sweep to
the stops. The recorded tolerances apply to
subsequent comparisons on continuing
qualification evaluations.
±2.2 daN ( 5 lbt) or
±10% of force.
2.a.2.a.
Roll controller
position versus force
and surface position
calibration.
±0.9 daN (2 lbt)
breakout.
X
X
± 1.3 daN (3 lbt) or
±10% of force.
X
Applicable only on continuing
qualification evaluations. The
intent is to design the control
feel for Level 5 to be able to
manually fly an instrument
approach; and not to compare
results to flight test or other such
data.
Test results should be validated
with in-flight data from tests
such as engine-out trims, steady
state side-slips, etc.
20MYR2
±2° aileron angle.
2.a.2.b.
Roll controller
position versus force
±3 o spoiler angle.
±0.9 daN (2 lbt)
breakout.
± 1.3 daN (3 lbt) or
±10% of force.
ER20MY16.102</GPH>
Flight
Conditions
INFORMATION
FTD
Level
X
Applicable only on continuing
qualification evaluations. The
intent is to design the control
feel for Level 5 to be able to
manually fly an instrument
approach; and not to compare
results to flight test or other such
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
2.a.3.a.
PO 00000
Frm 00107
2.a.3.b.
Tolerance
Title
Rudder pedal
position versus force
and surface position
calibration.
Rudder pedal
position versus force
±2.2 daN ( 5 lbt)
breakout.
Flight
Conditions
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
Nosewheel Steering
Controller Force and
Position Calibration.
5
Notes
6
7
X
X
20MYR2
Ground.
Record results for an uninterrupted control sweep
to the stops.
As determined by
sponsor
Record results during initial qualification
evaluation for an uninterrupted control sweep to
the stops. The recorded tolerances apply to
subsequent comparisons on continuing
qualification evaluations.
Ground.
Record results of an uninterrupted control sweep to
the stops.
Ground.
Record results of an uninterrupted control sweep to
the stops.
±2° rudder angle.
±2.2 daN ( 5 lbt)
breakout.
±0.9 daN (2 lbt)
breakout.
Record results of an uninterrupted control sweep to
the stops.
X
X
X
X
data.
Test results should be validated
with in-flight data from tests
such as engine-out trims, steady
state side-slips, etc.
X
±2.2 daN ( 5 lbt) or
±10% of force.
±2.2 daN ( 5 lbt) or
±10% of force.
2.a.4.a.
Test
Details
INFORMATION
FTD
Level
Applicable only on continuing
qualification evaluations. The
intent is to design the control
feel for Level 5 to be able to
manually fly an instrument
approach; and not to compare
results to flight test or other such
data.
X
X
± 1.3 daN (3 lbt) or
±10% of force.
2.a.4.b.
Nosewheel Steering
Controller Force
±2°NWA.
±0.9 daN (2 lbt)
breakout.
± 1.3 daN (3 lbt) or
±10% of force.
2.a.S.
±2°NWA.
Ground.
2.a.6.
Rudder Pedal
Steering Calibration.
Pitch Trim Indicator
vs. Surface Position
Calibration.
±0.5° trim angle.
Ground.
2.a.7.
Pitch Trim Rate.
±10% of trim rate (0 /s)
Ground and approach.
Trim rate to be checked at pilot primary induced
The purpose of the test is to
compare FSTD surface position
indicator against the FSTD flight
controls model computed value.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
X
32121
ER20MY16.103</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32122
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
or
Test
Details
INFORMATION
FTD
Level
5
Notes
PO 00000
6
7
X
X
trim rate (ground) and autopilot or pilot primary
trim rate in-flight at go-around flight conditions.
±0.1 °/s trim rate.
2.a.8.
Frm 00108
Aligmnent of cockpit
throttle lever versus
selected engine
parameter.
When matching engine
parameters:
Ground.
For airplanes with throttle detents, all detents to
be presented and at least one position between
detents/ endpoints (where practical). For
airplanes without detents, end points and at least
three other positions are to be presented.
±5° ofTLA.
Fmt 4701
When matching detents:
Sfmt 4725
±3% Nl or ±.03 EPR or
±3% torque, or
±3% maximum rated
manifold pressure, or
equivalent.
E:\FR\FM\20MYR2.SGM
2.a.9.a.
Brake pedal position
versus force and
brake system
pressure calibration.
20MYR2
2.a.9.b.
Brake pedal position
versus force
Where the levers do not
have angular travel, a
tolerance of ±2 em
(±0.8 in) applies.
±2.2 daN ( 5 lbt) or
±10% of force.
Ground.
Data from a test airplane or
engineering test bench are
acceptable, provided the correct
engine controller (both hardware
and software) is used.
In the case of propeller-driven
airplanes, if an additional lever,
usually referred to as the
propeller lever, is present, it
should also be checked. This test
may be a series of snapshot tests.
X
Relate the hydraulic system pressure to pedal
position in a ground static test.
FTD computer output results
may be used to show
compliance.
Both left and right pedals must be checked.
±1.0 MPa (150 psi) or
± 10% of brake system
pressure.
±2.2 daN ( 5 lbt) or
±10% of force.
For CCA, representative flight test conditions must
be used.
Simultaneous recording for all engines. The
tolerances apply against airplane data.
Ground.
Two data points are required: zero and maximum
deflection. Computer output results may be used
to show compliance.
X
FTD computer output results
may be used to show
compliance.
Test not required unless RTO
credit is sought.
ER20MY16.104</GPH>
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flieht Trainine Device (FTD) Ob.iective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Title
Number
2.b.
Dynamic Control Tests.
PO 00000
2.b.l.
Tolerance
Flight
Conditions
Test
Details
Frm 00109
Fmt 4701
Sfmt 4725
Note.- Tests 2.b.l, 2.b.2 and 2.b.3 are not applicable for FTDs where the control forces are completely generated within the
airplane controller unit installed in the FTD. Power setting may be that required for level flight unless otherwise specified. See
paragraph 4 ofAppendix A, Attachment 2.
Pitch Control.
Takeoff, Cruise, and
For underdamped
Data must be for normal control displacements in
Landing.
systems:
both directions (approximately 25% to 50% of
full throw or approximately 25% to 50% of
T(Po) ±10% ofP0 or
maximum allowable pitch controller deflection
±0.05 s.
for flight conditions limited by the maneuvering
load envelope).
T(P 1) ±20% ofP 1 or
±0.05 s.
Tolerances apply against the absolute values of
each period (considered independently).
T(P2) ±30% ofP2 or
±0.05 s.
T(Pn) ±10*(n+ 1)% ofPn
or ±0.05 s.
E:\FR\FM\20MYR2.SGM
T(An) ±10% of Amax,
where Amax is the largest
amplitude or ±0.5% of
the total control travel
(stop to stop).
20MYR2
T(A.i) ±5% of A.!=
residual band or ±0.5%
of the maximum control
travel = residual band.
±I significant
overshoots (minimum of
1 significant overshoot).
INFORMATION
FTD
Level
5
6
Notes
7
X
n = the sequential period of a
full oscillation.
Refer to paragraph 4 of
Appendix A, Attachment 2 for
additional information.
For overdamped and critically
damped systems, see Figure
A2B of Appendix A for an
illustration of the reference
measurement.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flieht Trainine Device (FTD) Ob.iective Tests
QPS REQUIREMENTS
Steady state position
32123
ER20MY16.105</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32124
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
5
6
Notes
7
within residual band.
PO 00000
Note 1.- Tolerances
should not be applied on
period or amplitude
after the last significant
overshoot.
Frm 00110
Fmt 4701
Note2.Oscillations within the
residual band are not
considered significant
and are not subject to
tolerances.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
2.b.2.
Roll Control.
For overdamped and
critically damped
systems only, the
following tolerance
applies:
T(Po) ±10% of Po or
±0.05 s.
Same as 2.b.l.
Takeoff, Cruise, and
Landing.
20MYR2
2.b.3.
ER20MY16.106</GPH>
Test
Details
INFORMATION
FTD
Level
Yaw Control.
Same as 2.b.l.
Takeoff, Cruise, and
Landing.
Data must be for normal control displacement
(approximately 25% to 50% of full throw or
approximately 25% to 50% of maximum
allowable roll controller deflection for flight
conditions limited by the maneuvering load
envelope).
X
Data must be for normal control displacement
(approximately 25% to 50% of full throw).
X
Refer to paragraph 4 of
Appendix A, Attachment 2 for
additional information.
For overdamped and critically
damped systems, see Figure
A2B of Appendix A for an
illustration of the reference
measurement.
Refer to paragraph 4 of
Appendix A, Attachment 2 for
additional information.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Ob.iective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
PO 00000
For overdamped and critically
damped systems, see Figure
A2B of Appendix A for an
illustration of the reference
measurement.
2.b.4.
Small Control Inputs
-Pitch.
Frm 00111
±0.15°/s body pitch rate
or ±20% of peak body
pitch rate applied
throughout the time
history.
Approach or Landing.
Control inputs must be typical of minor
corrections made while established on an ILS
approach (approximately 0.5 to 2°/S pitch rate).
X
Test in both directions.
Fmt 4701
Show time history data from 5 s before until at
least 5 s after initiation of control input.
Sfmt 4725
If a single test is used to demonstrate both
directions, there must be a minimum of 5 s before
control reversal to the opposite direction.
E:\FR\FM\20MYR2.SGM
2.b.5.
Small Control Inputs
-Roll.
±0.15°/s body roll rate or
±20% of peak body roll
rate applied throughout
the time history.
Approach or landing.
CCA: Test in normal and non-normal control state.
Control inputs must be typical of minor
corrections made while established on an ILS
approach (approximately 0.5 to 2°/S roll rate).
Test in one direction. For airplanes that exhibit
non-symmetrical behavior, test in both directions.
20MYR2
Show time history data from 5 s before until at
least 5 s after initiation of control input.
If a single test is used to
demonstrate both directions, there must be a
minimum of 5 s before control reversal to the
opposite direction.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
CCA: Test in normal and non-normal control
32125
ER20MY16.107</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32126
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
2.b.6.
Tolerance
Title
Small Control Inputs
-Yaw.
PO 00000
±0.15°/s body yaw rate
or ±20% of peak body
yaw rate applied
throughout the time
history.
Flight
Conditions
Approach or landing.
FTD
Level
5
6
state.
Control inputs must be typical of minor
corrections made while established on an ILS
approach (approximately 0.5 to 2°/S yaw rate).
Notes
7
X
Test in both directions.
Frm 00112
Show time history data from 5 s before until at
least 5 s after initiation of control input.
Fmt 4701
If a single test is used to demonstrate both
directions, there must be a minimum of 5 s before
control reversal to the opposite direction.
Sfmt 4725
CCA: Test in normal and non-normal control
state.
2.c.
Longitudinal Control Tests.
Power setting is that required for level flight unless otherwise specified.
E:\FR\FM\20MYR2.SGM
2.c.l.a.
Power Change
Dynamics.
±3 kt airspeed.
±30 m (I 00 ft) altitude.
±1.5° or ±20% of pitch
angle.
Approach.
X
Power change from thrust for approach or level
flight to maximum continuous or go-around
power.
20MYR2
Time history of uncontrolled free response for a
time increment equal to at least 5 s before
initiation of the power change to the completion
of the power change
+ 15 s.
2.c.l.b.
ER20MY16.108</GPH>
Test
Details
INFORMATION
Power Change Force.
±5 lb (2.2 daN) or,
±20% pitch control
force.
Approach.
CCA: Test in normal and non-normal control
mode
May be a series of snapshot test results. Power
change dynamics test as described in test 2.c.l.a.
will be accepted.
CCA: Test in Normal and Non-normal control
mode.
X
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
2.c.2.a.
Tolerance
Title
Flap/Slat Change
Dynamics.
±3 kt airspeed.
±30 m (I 00 ft) altitude.
Flight
Conditions
Takeoff through initial
flap retraction, and
approach to landing.
PO 00000
±1.5° or ±20% of pitch
angle.
Frm 00113
Fmt 4701
Flap/Slat Change
Force.
±5 lb (2.2 daN) or,
±20% pitch control
force.
Takeoff through initial
flap retraction, and
approach to landing.
2.c.3.
Spoiler/Speedbrake
Change Dynamics.
±3 kt airspeed.
Cruise.
Sfmt 4725
±30m (100ft) altitude.
E:\FR\FM\20MYR2.SGM
±1.5° or ±20% of pitch
angle.
Gear Change
Dynamics.
±3 kt airspeed.
Takeoff (retraction), and
Approach (extension).
20MYR2
±1.5° or ±20% of pitch
angle.
Gear Change Force.
±5 lb (2.2 daN) or,
±20% pitch control
force.
6
7
X
Time history of uncontrolled free response for a
time increment equal to at least 5 s before
initiation of the reconfiguration change to the
completion of the reconfiguration change + 15 s.
May be a series of snapshot test results. Flap/Slat
change dynamics test as described in test 2.c.2.a.
will be accepted.
CCA: Test in Normal and Non-normal control
mode.
Time history of uncontrolled free response for a
time increment equal to at least 5 s before
initiation of the configuration change to the
completion of the configuration change+ 15 s.
X
X
X
Results required for both extension and
retraction.
±30m (100ft) altitude.
2.c.4.b.
5
Notes
CCA: Test in normal and non-normal control
mode
2.c.2.b.
2.c.4.a.
Test
Details
INFORMATION
FTD
Level
Takeoff (retraction) and
Approach (extension).
CCA: Test in normal and non-normal control
mode
Time history of uncontrolled free response for a
time increment equal to at least 5 s before
initiation of the configuration change to the
completion of the configuration change
+ 15 s.
CCA: Test in normal and non-normal control
mode
May be a series of snapshot test results. Gear
change dynamics test as described in test 2.c.4.a.
will be accepted.
CCA: Test in Normal and Non-normal control
mode.
X
X
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
32127
ER20MY16.109</GPH>
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32128
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
2.c.5.
Tolerance
Title
Longitudinal Trim.
± 1o elevator angle.
Flight
Conditions
Cruise, Approach, and
Landing.
Test
Details
Steady-state wings level trim with thrust for level
flight. This test may be a series of snapshot tests.
FTD
Level
Notes
7
X
X
X
X
X
X
X
± 1o pitch angle.
CCA: Test in normal or non-normal control
mode, as applicable.
±5% of net thrust or
equivalent.
2.c.6.
Fmt 4701
Longitudinal
Maneuvering
Stability (Stick
Force/g).
±2.2 daN ( 5 lbt) or
±10% of pitch controller
Cruise, Approach, and
Landing.
Continuous time history data or a series of
snapshot tests may be used.
force.
Test up to approximately 30° of roll angle for
approach and landing configurations. Test up to
approximately 45° of roll angle for the cruise
configuration.
Alternative method:
Sfmt 4725
±1 o or ±10% of the
change of elevator angle.
Force tolerance not applicable if forces are
generated solely by the use of airplane hardware
in the FTD.
E:\FR\FM\20MYR2.SGM
20MYR2
6
Level 5 FTD may use equivalent stick and trim
controllers in lieu of elevator and trim surface.
surface angle.
PO 00000
Frm 00114
5
±0. 5o stabilizer or trim
Alternative method applies to airplanes which do
not exhibit stick-force-per-g characteristics.
2.c.7.
Longitudinal Static
Stability.
±2.2 daN ( 5 lbt) or
±10% of pitch controller
force.
Approach.
CCA: Test in normal or non-normal control mode
Data for at least two speeds above and two speeds
below trim speed. The speed range must be
sufficient to demonstrate stick force versus speed
characteristics.
Alternative method:
This test may be a series of snapshot tests.
±1 o or ±10% of the
change of elevator angle.
ER20MY16.110</GPH>
INFORMATION
Force tolerance is not applicable if forces are
generated solely by the use of airplane hardware
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Fli2ht Trainin2 Device (FTD) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
in the FTD.
PO 00000
Alternative method applies to airplanes which do
not exhibit speed stability characteristics.
Level 5 must exhibit positive static stability, but
need not comply with the numerical tolerance.
Frm 00115
Fmt 4701
2.c.8.a.
Approach to Stall
characteristics
±3 kt airspeed for initial
buffet, stall warning,
and stall speeds.
Sfmt 4725
Control inputs must be
plotted and demonstrate
correct trend and
magnitude.
Second Segment Climb,
High Altitude Cruise
(Near Performance
Limited Condition), and
Approach or Landing
E:\FR\FM\20MYR2.SGM
20MYR2
2.c.8.b.
X
.
.
.
The required cruise condition must be conducted
in a flaps-up (clean) configuration. The second
segment climb and approach/landing conditions
must be conducted at different flap settings.
±2.0° pitch angle
±2.0° angle of attack
±2.0° bank angle
±2.0° sideslip angle
Additionally, for those
simulators with
reversible flight control
systems:
±10% or ±5 lb (2.2
daN)) Stick/Column
force (prior to "g break"
only).
Stall Warning (actuation ±3 kts. airspeed,
of stall warning device.) ±2° bank for speeds
greater than actuation of
stall warning device or
initial buffet.
CCA: Test in normal or non-normal control mode,
as applicable.
Each of the following stall entry methods must be
demonstrated in at least one of the three required
flight conditions:
Stall entry at wings level (!g)
Stall entry in turning flight of at least 25°
bank angle (accelerated stall)
Stall entry in a power-on condition (required
only for turboprop aircraft)
For airplanes that exhibit stall buffet as the first
indication of a stall, for qualification of this task,
the FTD must be equipped with a vibration system
that meets the applicable subjective and objective
requirements in Appendix A of this Part.
Second Segment Climb,
and Approach or
Landing.
The stall maneuver must be entered with thrust at
or near idle power and wings level (lg). Record
the stall warning signal and initial buffet if
applicable.
X
X
Tests may be conducted at
centers of gravity typically
required for airplane
certification stall testing .
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
32129
ER20MY16.111</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32130
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
2.c.9.a.
Tolerance
Title
Phugoid Dynamics.
Cruise.
PO 00000
±I 0% oftime to one half
or double amplitude or
±0.02 of damping ratio.
Frm 00116
Fmt 4701
Phugoid Dynamics.
±I 0% period,
Representative
damping.
Cruise.
2.c.10
Short Period
Dynamics.
±1.5° pitch angle or
±2°/s pitch rate.
Cruise.
Sfmt 4725
2.c.9.b.
E:\FR\FM\20MYR2.SGM
2.c.ll.
Test
Details
5
6
7
X
X
X
CCA: Test in Normal and Non-normal control
states.
Test must include three full cycles or that
necessary to determine time to one half or double
amplitude, whichever is less.
CCA: Test in non-normal control mode.
The test must include whichever is less of the
following: Three full cycles (six overshoots after
the input is completed), or the number of cycles
sufficient to determine representative damping.
Notes
X
X
CCA: Test in non-normal control mode.
CCA: (Level 7 FTD) Test in normal and nonnormal control mode.
(Level 6 FTD) Test in non-normal control mode.
±0.1 g normal
acceleration
(Reserved)
2.d.
Lateral Directional Tests.
2.d.1.
Minimum control
speed, air (Vmea) or
landing (Vmel), per
applicable
airworthiness
requirement or low
speed engineinoperative handling
characteristics in the
air.
Roll Response
(Rate).
Power setting is that required for level flight unless otherwise specified.
20MYR2
2.d.2.
ER20MY16.112</GPH>
±10% of period.
Flight
Conditions
INFORMATION
FTD
Level
±3 kt airspeed.
Takeoff or Landing
(whichever is most
critical in the airplane).
X
Takeoff thrust must be set on the operating
engine(s).
Time history or snapshot data may be used.
CCA: Test in normal or non-normal control state,
as applicable.
±2°/s or ±10% of roll
rate.
Cruise, and Approach or
Landing.
Test with normal roll control displacement
(approximately one-third of maximum roll
controller travel).
X
X
X
Minimum speed may be defined
by a performance or control
limit which prevents
demonstration of v mea or v mel in
the conventional manner.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
PO 00000
Frm 00117
2.d.3.
Step input of flight
deck roll controller.
Notes
6
7
X
5
X
This test may be combined with step input of
flight deck roll controller test 2.d.3.
For airplanes with
reversible flight control
systems (Level 7 FTD
only):
± 1.3 daN (3 lbt) or
±10% of wheel force.
±2° or ±10% of roll
angle.
Test
Details
INFORMATION
FTD
Level
Approach or Landing.
This test may be combined with roll response
(rate) test 2.d.2.
Fmt 4701
CCA: (Level 7 FTD) Test in normal and nonnormal control mode.
(Level 6 FTD) Test in non-normal control mode.
Sfmt 4725
2.d.4.a.
Spiral Stability.
E:\FR\FM\20MYR2.SGM
Correct trend and ±2° or
±10% of roll angle in 20
s.
Cruise, and Approach or
Landing.
Test for both directions.
As an alternative test, show lateral control
required to maintain a steady tum with a roll
angle of approximately 30°.
If alternate test is used:
correct trend and ±2°
aileron angle.
2.d.4.b.
Spiral Stability.
20MYR2
Correct trend and ±3 o or
±10% of roll angle in 20
s.
X
Airplane data averaged from multiple tests may
be used.
Cruise
CCA: Test in non-normal control mode.
Airplane data averaged from multiple tests may
be used.
X
Test for both directions.
As an alternative test, show lateral control
required to maintain a steady tum with a roll
angle of approximately 30°.
2.d.4.c.
Spiral Stability.
Correct trend
Cruise
CCA: Test in non-normal control mode.
Airplane data averaged from multiple tests may
With wings level, apply a step
roll control input using
approximately one-third of the
roll controller travel. When
reaching approximately 20° to
30° of bank, abruptly return the
roll controller to neutral and
allow approximately I 0 seconds
of airplane free response.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flieht Trainine Device (FTD) Ob.iective Tests
QPS REQUIREMENTS
X
32131
ER20MY16.113</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32132
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Test
Details
FTD
Level
5
6
Notes
7
be used.
PO 00000
2.d.5.
Engine Inoperative
Trim.
±1 o rudder angle or ±1 o
tab angle or equivalent
rudder pedal.
Second Segment Climb,
and Approach or
Landing.
CCA: Test in non-normal control mode.
This test may consist of snapshot tests.
X
Test should be performed in a
manner similar to that for which
a pilot is trained to trim an
engine failure condition.
Frm 00118
±2° side-slip angle.
Fmt 4701
2nd segment climb test should
be at takeoff thrust. Approach or
landing test should be at thrust
for level flight.
2.d.6.a.
Rudder Response.
Sfmt 4725
±2°/s or ±10% of yaw
rate.
Approach or Landing.
For Level 7 FTD: Test with stability
augmentation on and off.
X
X
E:\FR\FM\20MYR2.SGM
Test with a step input at approximately 25% of
full rudder pedal throw.
Not required if rudder input and response is
shown in Dutch Roll test (test 2.d. 7).
CCA: Test in normal and non-normal control
mode
2.d.6.b.
Rudder Response.
20MYR2
2.d.7.
Dutch Roll
Roll rate ±2°/sec, bank
angle ±3°.
±0.5 s or ±1 0% of
period.
± 10% oftime to one
half or double amplitude
or ±. 02 of damping
ER20MY16.114</GPH>
Flight
Conditions
INFORMATION
Approach or Landing.
May be roll response to a given rudder deflection.
Cruise, and Approach or
Landing.
CCA: Test in Normal and Non-normal control
states.
Test for at least six cycles with stability
augmentation off.
CCA: Test in non-normal control mode.
May be accomplished as a yaw
response test, in which case the
procedures and requirements of
test 2.d.6.a. will apply.
X
X
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
Notes
6
7
X
X
X
(Level 7 FTD only): ±I
s or ±20% of time
difference between
peaks of roll angle and
side-slip angle.
PO 00000
Frm 00119
5
ratio.
2.d.8.
Steady State Sideslip.
For a given rudder
position:
Fmt 4701
±2° roll angle;
± 1o side-slip angle;
Sfmt 4725
±2° or ±10% of aileron
angle; and
E:\FR\FM\20MYR2.SGM
±5° or ±1 0% of spoiler
or equivalent roll
controller position or
force.
20MYR2
For airplanes with
reversible flight control
systems (Level 7 FTD
only):
± 1.3 daN (3 lbt) or
±10% of wheel force.
±2.2 daN ( 5 lbt) or
±10% of rudder pedal
force.
Approach or Landing.
This test may be a series of snapshot tests using
at least two rudder positions (in each direction for
propeller-driven airplanes), one of which must be
near maximum allowable rudder.
(Level 5 and Level 6 FTD only): Sideslip angle is
matched only for repeatability and only on
continuing qualification evaluations.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
32133
ER20MY16.115</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32134
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
2.e.
Normal Landing.
5
6
Notes
7
±3 kt airspeed.
Landing.
Test from a minimum of61 m (200ft) AGL to
nosewheel touchdown.
X
PO 00000
±1.5° pitch angle.
CCA: Test in normal and
±1.5° AOA.
non-normal control mode, if applicable.
Frm 00120
Two tests should be shown,
including two normal landing
flaps (if applicable) one of
which should be near maximum
certificated landing mass, the
other at light or medium mass.
±3m (10ft) or ±10% of
height.
Fmt 4701
For airplanes with
reversible flight control
systems:
Sfmt 4725
2.e.2.
E:\FR\FM\20MYR2.SGM
Minimum Flap
Landing.
±2.2 daN ( 5 lbt) or
±I 0% of column force.
±3 kt airspeed.
±1.5° pitch angle.
Minimum Certified
Landing Flap
Configuration.
Test from a minimum of61 m (200ft) AGL to
nosewheel touchdown.
X
Test at near maximum certificated landing weight.
±1.5° AOA.
±3m (10ft) or ±10% of
height.
20MYR2
For airplanes with
reversible flight control
systems:
2.e.3.
Crosswind Landing.
±2.2 daN ( 5 lbt) or
±I 0% of column force.
±3 kt airspeed.
±1.5° pitch angle.
ER20MY16.116</GPH>
Test
Details
Landings.
2.e.l.
Flight
Conditions
INFORMATION
FTD
Level
Landing.
Test from a minimum of61 m (200ft) AGL to a
50% decrease in main landing gear touchdown
speed.
X
In those situations where a
maximum crosswind or a
maximum demonstrated
crosswind is not known, contact
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
theNSPM.
It requires test data, including wind profile, for a
crosswind component of at least 60% of airplane
performance data value measured at 10m (33 ft)
above the runway.
±1.5° AOA.
PO 00000
±3m (10ft) or ±10% of
height.
Wind components must be provided as headwind
and crosswind values with respect to the runway.
±2° roll angle.
Frm 00121
±2° side-slip angle.
±3° heading angle.
Fmt 4701
Sfmt 4725
For airplanes with
reversible flight control
systems:
E:\FR\FM\20MYR2.SGM
±2.2 daN (Slbt) or
±10%of
column force.
± 1.3 daN (3 lbt) or
±10% of wheel force.
20MYR2
2.e.4.
One Engine
Inoperative Landing.
±2.2 daN ( 5 lbt) or
± 10% of rudder pedal
force.
±3 kt airspeed.
±1.5° pitch angle.
±1.5° AOA.
±3m (10ft) or ±10% of
height.
Landing.
Test from a minimum of61 m (200ft) AGL to a
50% decrease in main landing gear touchdown
speed.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
32135
ER20MY16.117</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32136
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
5
6
Notes
7
±2° roll angle.
±2° side-slip angle.
PO 00000
2.e.5.
Autopilot landing (if
applicable).
±3° heading angle.
±1.5 m (5 ft) flare
height.
Landing.
Frm 00122
If autopilot provides roll-out guidance, record
lateral deviation from touchdown to a 50%
decrease in main landing gear touchdown speed.
X
±0.5 s or± 10% ofTf.
Time of autopilot flare mode engage and main
gear touchdown must be noted.
Fmt 4701
±0.7 m/s (140 ftlmin)
rate of descent at
touchdown.
Sfmt 4725
2.e.6.
E:\FR\FM\20MYR2.SGM
All-engine autopilot
go-around.
±3m (10ft) lateral
deviation during rollout.
±3 kt airspeed.
As per airplane
performance data.
Normal all-engine autopilot go-around must be
demonstrated (if applicable) at medium weight.
X
As per airplane
performance data.
Engine inoperative go-around required near
maximum certificated landing weight with
critical engine inoperative.
X
±1.5° pitch angle.
2.e.7.
One engine
inoperative go
around.
±1.5° AOA.
±3 kt airspeed.
±1.5° pitch angle.
20MYR2
Provide one test with autopilot (if applicable) and
one without autopilot.
±1.5° AOA.
±2° roll angle.
CCA: Non-autopilot test to be conducted in nonnormal mode.
±2° side-slip angle.
2.e.8.
ER20MY16.118</GPH>
Test
Details
INFORMATION
FTD
Level
Directional control
(rudder effectiveness)
with symmetric
±5 kt airspeed.
±2°/s yaw rate.
Landing.
Apply rudder pedal input in both directions using
full reverse thrust until reaching full thrust
reverser minimum operating speed.
X
See Appendix F of this part for
definition ofTr.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
2.e.9.
PO 00000
2.f.
Flight
Conditions
Tolerance
Title
reverse thrust.
Directional control
(rudder effectiveness)
with asymmetric
reverse thrust.
±5 kt airspeed.
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
With full reverse thrust on the operating
engine(s), maintain heading with rudder pedal
input until maximum rudder pedal input or thrust
reverser minimum operation speed is reached.
X
Landing.
A rationale must be provided with justification of
results.
X
±3° heading angle.
Ground Effect.
Test to demonstrate
Ground Effect.
Frm 00123
Landing.
± 1o elevator angle.
±0.5° stabilizer angle.
CCA: Test in normal or non-normal control
mode, as applicable.
Fmt 4701
±5% of net thrust or
equivalent.
Sfmt 4725
±1° AOA.
±1.5 m (5 ft) or ±10%
of height.
E:\FR\FM\20MYR2.SGM
±3 kt airspeed.
± 1o pitch angle.
Reserved
2.h.
Flight Maneuver and Envelope Protection Functions.
2.h.l.
Note. - The requirements of 2.h are only applicable to computer-controlled airplanes. Time history results of response
to control inputs during entry into each envelope protectionfonction (i.e. with normal and degraded control states if their jUnction
is different) are required. Set thrust as required to reach the envelope protection fUnction.
Overspeed.
±5 kt airspeed.
Cruise.
2.h.2.
Minimum Speed.
±3 kt airspeed.
2.h.3.
Load Factor.
±O.lg normal load factor
Takeoff, Cruise, and
Approach or Landing.
Takeoff, Cruise.
2.h.4.
Pitch Angle.
±1.5° pitch angle
Cruise, Approach.
2.h.5.
Bank Angle.
±2° or ±1 0% bank angle
Approach.
2.h.6.
20MYR2
2.g.
Angle of Attack.
±1.5° angle of attack
Second Segment Climb,
X
X
X
X
X
X
See paragraph on Ground Effect
in this attachment for additional
information.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
32137
ER20MY16.119</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32138
VerDate Sep<11>2014
Test
Tolerance
Jkt 238001
Entry
Number
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
and Approach or
Landing.
3. Reserved
PO 00000
4. Visual System.
Visual scene quality
4.a.l.
Continuous crosscockpit visual field of
view.
Frm 00124
4.a.
Fmt 4701
Visual display providing
each pilot with a
minimum of 176°
horizontal and 36°
vertical continuous field
of view.
Not applicable.
Required as part ofMQTG but not required as
part of continuing evaluations.
X
Field of view should be
measured using a visual test
pattern filling the entire visual
scene (all channels) consisting of
a matrix of black and white 5°
squares.
Sfmt 4725
Installed alignment should be
confirmed in an SOC (this
would generally consist of
results from acceptance testing).
E:\FR\FM\20MYR2.SGM
4.a.2.
System Geometry
4.a.3
Surface resolution
(object detection).
Geometry of image
should have no
distracting
discontinuities.
Not greater than 4 arc
minutes.
X
Not applicable.
X
Resolution will be demonstrated
by a test of objects shown to
occupy the required visual angle
in each visual display used on a
scene from the pilot's eyepoint.
20MYR2
The object will subtend 4 arc
minutes to the eye.
This may be demonstrated using
threshold bars for a horizontal
test.
A vertical test should also be
demonstrated.
The subtended angles should be
ER20MY16.120</GPH>
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Fli2ht Trainin2 Device (FTD) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
4.a.4
Tolerance
Title
Light point size.
PO 00000
Not greater than 8 arc
minutes.
Flight
Conditions
Not applicable.
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
X
Frm 00125
confirmed by calculations in an
SOC.
Light point size should be
measured using a test pattern
consisting of a centrally located
single row of white light points
displayed as both a horizontal
and vertical row.
Fmt 4701
It should be possible to move the
light points relative to the
eyepoint in all axes.
Sfmt 4725
At a point where modulation is
just discernible in each visual
channel, a calculation should be
made to determine the light
spacing.
E:\FR\FM\20MYR2.SGM
4.a.5
Raster surface
contrast ratio.
Not less than 5: 1.
Not applicable.
X
An SOC is required to state test
method and calculation.
Surface contrast ratio should be
measured using a raster drawn
test pattern filling the entire
visual scene (all channels).
20MYR2
The test pattern should consist of
black and white squares, 5° per
square, with a white square in
the center of each channel.
Measurement should be made on
the center bright square for each
channel using a 1o spot
photometer. This value should
have a minimum brightness of 7
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
32139
ER20MY16.121</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32140
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
cd/m2 (2 ft-lamberts). Measure
any adjacent dark squares.
PO 00000
The contrast ratio is the bright
square value divided by the dark
square value.
Frm 00126
Note I. -During contrast
ratio testing, FTD aft-cab and
flight deck ambient light levels
should be as low as possible.
Fmt 4701
Sfmt 4725
4.a.6
Light point contrast
ratio.
Not less than 10: I.
Not applicable.
X
E:\FR\FM\20MYR2.SGM
Note 2. -Measurements
should be taken at the center of
squares to avoid light spill into
the measurement device.
Light point contrast ratio should
be measured using a test pattern
demonstrating an area of greater
than I o area filled with white
light points and should be
compared to the adjacent
background.
20MYR2
Note. -Light point
modulation should be just
discernible on calligraphic
systems but will not be
discemable on raster systems.
Measurements of the
background should be taken
such that the bright square is just
out of the light meter FOV.
ER20MY16.122</GPH>
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
PO 00000
4.a.7
Tolerance
Title
Light point
brightness.
Not less than 20 cd/m2
(5.8 ft-lamberts).
Flight
Conditions
Not applicable.
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
X
Note. -During contrast
ratio testing, FTD aft-cab and
flight deck ambient light levels
should be as low as practical.
Light points should be displayed
as a matrix creating a square.
Frm 00127
On calligraphic systems the light
points should just merge.
Fmt 4701
Sfmt 4725
4.a.8
Surface brightness.
Not less than 14 cd/m2
(4.1 ft -lamberts) on the
display.
Not applicable.
X
E:\FR\FM\20MYR2.SGM
On raster systems the light
points should overlap such that
the square is continuous
(individual light points will not
be visible).
Surface brightness should be
measured on a white raster,
measuring the brightness using
the I o spot photometer.
Light points are not acceptable.
Use of calligraphic capabilities
to enhance raster brightness is
acceptable.
4.b
20MYR2
4.b.l
Head-Up Display
(HUD)
Static Alignment.
Static alignment with
displayed image.
HUD bore sight must
align with the center of
the displayed image
spherical pattern.
X
Alignment requirement only
applies to the pilot flying.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
32141
ER20MY16.123</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32142
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
PO 00000
Frm 00128
Fmt 4701
4.b.2
System display.
4.b.3
HUD attitude versus
FTD attitude
indicator (pitch and
roll of horizon).
Enhanced Flight
Vision System
(EFVS)
Registration test.
4.c
4.c.l
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
EFVSRVRand
visibility calibration.
4.c.3
Thermal crossover.
4.d
Visual ground
segment (VGS).
Test
Details
Tolerance+/- 6 arc min.
All functionality in all
flight modes must be
demonstrated.
5
6
Notes
7
X
Pitch and roll align with
aircraft instruments.
Flight
X
Alignment between
EFVS display and out of
the window image must
represent the alignment
typical of the aircraft
and system type.
The scene represents the
EFVS view at 350 m
(1,200 ft) and 1,609 m
(1 sm) RVR including
correct light intensity.
Demonstrate thermal
crossover effects during
day to night transition.
Takeoff point and on
approach at 200 ft.
X
Near end: the correct
number of approach
lights within the
computed VGS must be
visible.
Trimmed in the landing
configuration at 30m
(100 ft) wheel height
above touchdown zone
on glide slope at an
RVR setting of300 m
(1,000 ft) or 350m
Flight
X
Day and night
X
A statement of the system
capabilities should be provided
and the capabilities
demonstrated
Alignment requirement only
applies to the pilot flying.
Alignment requirement only
applies to the pilot flying.
Note.- The effects of the
alignment tolerance in 4.b.l
should be taken into account.
Infra-red scene representative of
both 350m (1,200 ft), and
1,609 m (1 sm) RVR.
Visual ground segment
4.d.l
ER20MY16.124</GPH>
4.c.2
Flight
Conditions
INFORMATION
FTD
Level
This test is designed to assess items impacting the
accuracy of the visual scene presented to a pilot
at DH on an ILS approach.
These items include:
1) RVR/Visibility;
X
Visual scene may be removed.
The scene will correctly
represent the thermal
characteristics of the scene
during a day to night transition.
Pre-position for this test is
encouraged but may be achieved
via manual or autopilot control
to the desired position.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
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VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Far end: ±20% ofthe
computed VGS.
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
(1,200 ft).
2) glide slope (GIS) and localizer modeling
accuracy (location and slope) for an ILS;
PO 00000
The threshold lights
computed to be visible
must be visible in the
FTD.
Frm 00129
3) for a given weight, configuration and speed
representative of a point within the airplane's
operational envelope for a normal approach and
landing; and
4) Radio altimeter.
Fmt 4701
Note.- If non-homogeneous jog is
used, the vertical variation in horizontal visibility
should be described and included in the slant
range visibility calculation used in the VGS
computation.
Sfmt 4725
4.e
E:\FR\FM\20MYR2.SGM
4.e.l
20MYR2
4.e.2
Visual System
Capacity
System capacity Day mode.
System capacity Twilight/night mode.
Not less than: 10,000
visible textured
surfaces, 6,000 light
points, 16 moving
models.
Not less than: I 0,000
visible textured
surfaces, 15,000 light
points, 16 moving
models.
Not applicable
Not applicable
X
X
Demonstrated through use of a
visual scene rendered with the
same image generator modes
used to produce scenes for
training.
The required surfaces, light
points, and moving models
should be displayed
simultaneously.
Demonstrated through use of a
visual scene rendered with the
same image generator modes
used to produce scenes for
training.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
The required surfaces, light
points, and moving models
32143
ER20MY16.125</GPH>
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32144
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
should be displayed
simultaneously.
PO 00000
Frm 00130
Fmt 4701
5. Sound System.
The sponsor will not be required to repeat the operational sound tests (i.e., tests S.a.l. through 5.a.8. (or S.b.l. through 5.b.9.) and S.c., as
appropriate) during continuing qualification evaluations if frequency response and background noise test results are within tolerance when
compared to the initial qualification evaluation results, and the sponsor shows that no software changes have occurred that will affect the FTD' s
sound system. If the frequency response test method is chosen and fails, the sponsor may elect to fix the frequency response problem and repeat
the test or the sponsor may elect to repeat the operational sound tests. If the operational sound tests are repeated during continuing qualification
evaluations, the results may be compared against initial qualification evaluation results. All tests in this section must be presented using an
unweighted 1/3-octave band format from band 17 to 42 (50 Hz to 16kHz). A minimum 20 second average must be taken at a common location
from where the initial evaluation sound results were gathered.
Turbo-jet airplanes.
S.a.
Sfmt 4725
All tests in this section should be
presented using an unweighted
1/3-octave band format from at
least band 17 to 42 (50 Hz to 16
kHz).
E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.126</GPH>
A measurement of minimum 20
s should be taken at the location
corresponding to the approved
data set.
Refer to paragraph 7 of
Appendix A, Attachment 2.
S.a.l.
Ready for engine
start.
Initial evaluation:
Subjective assessment
of 113 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
Ground.
Normal condition prior to engine start.
The APU must be on if appropriate.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flieht Trainine Device (FTD) Ob.iective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Tolerance
Jkt 238001
Entry
Number
PO 00000
5.a.2.
Title
All engines at idle.
Frm 00131
Fmt 4701
Sfmt 4725
5.a.3.
E:\FR\FM\20MYR2.SGM
All engines at
maximum allowable
thrust with brakes
set.
20MYR2
5.a.4.
Climb
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 113 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 113 octave bands.
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
Ground.
Normal condition prior to takeoff.
X
Ground.
Normal condition prior to takeoff.
X
En-route climb.
Medium altitude.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
32145
ER20MY16.127</GPH>
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32146
VerDate Sep<11>2014
Test
Tolerance
Jkt 238001
Entry
Number
Title
PO 00000
Frm 00132
Fmt 4701
5.a.5.
Cruise
Sfmt 4725
E:\FR\FM\20MYR2.SGM
5.a.6.
20MYR2
Speed brake/spoilers
extended (as
appropriate).
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
ER20MY16.128</GPH>
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
Cruise.
Normal cruise configuration.
X
Cruise.
Normal and constant speed brake deflection for
descent at a constant airspeed and power setting.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Ob.iective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
PO 00000
5.a.7
Tolerance
Title
Initial approach.
Frm 00133
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
5.a.8
Final approach.
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 113 octave bands.
20MYR2
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
Approach.
Constant airspeed,
gear up,
flaps/slats as appropriate.
X
Landing.
Constant airspeed,
gear down, landing
configuration flaps.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
32147
ER20MY16.129</GPH>
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32148
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Title
Number
Propeller-driven airplanes
S.b
Tolerance
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
PO 00000
All tests in tbis section should be
presented using an unweighted
1/3-octave band format from at
least band 17 to 42 (50 Hz to
16kHz).
Frm 00134
A measurement of minimum 20
s should be taken at tbe location
corresponding to tbe approved
data set.
Fmt 4701
Refer to paragraph 7 of
Appendix A, Attachment 2.
S.b.l.
Sfmt 4725
Ready for engine
start.
E:\FR\FM\20MYR2.SGM
20MYR2
5.b.2
All propellers
feathered, if
applicable.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on tbree
consecutive bands when
compared to initial
evaluation and tbe
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on tbree
consecutive bands when
ER20MY16.130</GPH>
Ground.
Normal condition prior to engine start.
X
The APU must be on if appropriate.
Ground.
Normal condition prior to take-off.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Fli2ht Trainin2 Device (FTD) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
PO 00000
Frm 00135
5.b.3.
Ground idle or
equivalent.
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
5.b.4
Flight idle or
equivalent.
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 113 octave bands.
20MYR2
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
Ground.
Normal condition prior to takeoff.
X
Ground.
Normal condition prior to takeoff.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
32149
ER20MY16.131</GPH>
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32150
VerDate Sep<11>2014
Test
Tolerance
Jkt 238001
Entry
Number
S.b.S
Title
PO 00000
All engines at
maximum allowable
power with brakes
set.
Frm 00136
Fmt 4701
Sfmt 4725
5.b.6
Climb.
E:\FR\FM\20MYR2.SGM
20MYR2
5.b.7
Cruise
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 113 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
ER20MY16.132</GPH>
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
Ground.
Normal condition prior to takeoff.
X
En-route climb.
Medium altitude.
X
Cruise.
Normal cruise configuration.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A- Flight Training Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
PO 00000
Frm 00137
S.b.S
Initial approach.
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
S.b.9
Final approach.
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
20MYR2
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
Approach.
Constant airspeed,
gear up,
flaps extended as appropriate,
RPM as per operating manual.
X
Landing.
Constant airspeed,
gear down, landing
configuration flaps,
RPM as per operating manual.
X
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
32151
ER20MY16.133</GPH>
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32152
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
S.c.
Tolerance
Title
Special cases.
PO 00000
Frm 00138
Fmt 4701
Sfmt 4725
S.d
FTD background
noise
cannot exceed 2 dB.
Initial evaluation:
Subjective assessment
of 1/3 octave bands.
E:\FR\FM\20MYR2.SGM
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Initial evaluation:
background noise levels
must fall below the
sound levels described
in Appendix A,
Attachment 2,
Paragraph 7 .c ( 5).
Test
Details
As appropriate.
5
6
Notes
7
X
Results of the background noise at initial
qualification must be included in the QTG
document and approved by the NSPM.
The measurements are to be made with the
simulation running, the sound muted and a dead
cockpit.
This applies to special steadystate cases identified as
particularly significant to the
pilot, important in training, or
unique to a specific airplane type
or model.
X
The simulated sound will be
evaluated to ensure that the
background noise does not
interfere with training.
Refer to paragraph 7 of this
Appendix A, Attachment 2.
20MYR2
Recurrent evaluation:
±3 dB per 113 octave
band compared to initial
evaluation.
S.e
Frequency response
Initial evaluation: not
applicable.
Recurrent evaluation:
cannot exceed ±5 dB
difference on three
ER20MY16.134</GPH>
Flight
Conditions
INFORMATION
FTD
Level
This test should be presented
using an unweighted 113 octave
band format from band 17 to 42
(50 Hz to 16kHz).
X
Only required if the results are to
be used during continuing
qualification evaluations in lieu
of airplane tests.
The results must be approved by
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flight Training Device (FTD) Objective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
PO 00000
consecutive bands when
compared to initial
evaluation and the
average of the absolute
differences between
initial and recurrent
evaluation results
cannot exceed 2 dB.
Frm 00139
6
6.a.
Fmt 4701
6.a.l
SYSTEMS
INTEGRATION
System response
time
Transport delay.
Sfmt 4725
Instrmnent response:
100 ms (or less) after
airplane response.
the NSPM during the initial
qualification.
This test should be presented
using an unweighted 113 octave
band format from band 17 to 42
(50 Hz to 16kHz).
Pitch, roll and yaw.
X
Where EFVS systems are
installed, the EFVS response
should be within+ or- 30 ms
from visual system response,
and not before motion system
response.
E:\FR\FM\20MYR2.SGM
Visual system response:
120 ms (or less) after
airplane response.
20MYR2
6.a.2
Transport delay.
300 milliseconds or less
after controller
movement.
One separate test is required in
each axis.
Pitch, roll and yaw.
X
X
Note.- The delay from the
airplane EFVS electronic
elements should be added to the
30 ms tolerance before
comparison with visual system
reference.
If transport delay is the chosen
method to demonstrate relative
responses, the sponsor and the
NSPM will use the latency
values to ensure proper FTD
response when reviewing those
existing tests where latency can
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Flieht Trainine Device (FTD) Ob.iective Tests
QPS REQUIREMENTS
32153
ER20MY16.135</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32154
VerDate Sep<11>2014
Test
Jkt 238001
Entry
Number
Tolerance
Title
Flight
Conditions
Test
Details
INFORMATION
FTD
Level
5
6
Notes
7
PO 00000
be identified (e.g., short period,
roll response, rudder response).
Frm 00140
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.136</GPH>
Entry
Number
1.
l.c
l.c.l.
l.f.
l.f.l.
l.f.2.
2.
2.c.
2.c.l.
Table B2B - Alternative Data Source for FTD Level 5
Small, Single Engine (Reciprocating) Airplane
QPS REQUIREMENT
The performance parameters in this table must be used to program the FTD
if flight test data is not used to program the FTD.
Applicable Test
Authorized
Performance Range
Title and Procedure
Performance.
Climb.
Normal climb with nominal gross weight, at best rate-of-climb
airspeed.
Engines.
Acceleration; idle to takeoff power.
Deceleration; takeoff power to idle.
Handling Qualities.
Longitudinal Tests.
Power change force.
(a) Trim for straight and level flight at 80% of normal cruise airspeed
with necessary power. Reduce power to flight idle. Do not change
trim or configuration. After stabilized, record column force necessary
to maintain original airspeed.
OR
Climb rate= 500- 1200 fpm (2.5- 6 rn!sec).
2 - 4 Seconds.
2 - 4 Seconds.
5- 15 lbs (2.2- 6.6 daN) of force (Push).
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2A - Fli~ht Trainin~ Device (FTD) Ob_jective Tests
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Jkt 238001
2.c.7.
Longitudinal static stability.
PO 00000
2.c.5.
(b) Trim for straight and level flight at 80 percent of normal cruise
airspeed with necessary power. Add power to maximum setting. Do
not change trim or configuration. After stabilized, record column
force necessary to maintain original airspeed.
Flap/slat change force.
(a) Trim for straight and level flight with flaps fully retracted at a
constant airspeed within the flaps-extended airspeed range. Do not
adjust trim or power. Extend the flaps to 50 percent of full flap travel.
After stabilized, record stick force necessary to maintain original
airspeed.
OR
b) Trim for straight and level flight with flaps extended to 50% of full
flap travel, at a constant airspeed within the flaps-extended airspeed
range. Do not adjust trim or power. Retract the flaps to zero. After
stabilized, record stick force necessary to maintain original airspeed.
Gear change force.
(a) Trim for straight and level flight with landing gear retracted at a
constant airspeed within the landing gear-extended airspeed range.
Do not adjust trim or power. Extend the landing gear. After
stabilized, record stick force necessary to maintain original airspeed.
OR
(b) Trim for straight and level flight with landing gear extended, at a
constant airspeed within the landing gear-extended airspeed range.
Do not adjust trim or power. Retract the landing gear. After
stabilized, record stick force necessary to maintain original airspeed.
Longitudinal trim.
Frm 00141
2.c.2.
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
2.c.4.
5- 15 lbs (2.2- 6.6 daN) of force (Pull).
5- 15 lbs (2.2- 6.6 daN) of force (Push).
5- 15 lbs (2.2- 6.6 daN) of force (Pull).
2- 12lbs (0.88- 5.3 daN) of force (Push).
20MYR2
2- 12lbs (0.88- 5.3 daN) of force (Pull).
Must be able to trim longitudinal stick force to "zero" in each of the
following configurations: cruise; approach; and landing.
Must exhibit positive static stability.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Entry
Number
Table B2B - Alternative Data Source for FTD Level 5
Small, Single Engine (Reciprocating) Airplane
QPS REQUIREMENT
The performance parameters in this table must be used to program the FTD
if flight test data is not used to program the FTD.
Applicable Test
Authorized
Performance Range
Title and Procedure
32155
ER20MY16.137</GPH>
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32156
VerDate Sep<11>2014
Jkt 238001
PO 00000
Frm 00142
Fmt 4701
2.c.9.b.
Sfmt 4725
2.d.
2.d.2.
E:\FR\FM\20MYR2.SGM
2.d.4.c.
2.d.6.b.
20MYR2
2.d.8.
6.
6.a.
ER20MY16.138</GPH>
Stall warning (actuation of stall warning device) with nominal gross
weight; wings level; and a deceleration rate of not more than three (3)
knots per second.
a) Landing configuration.
b) Clean configuration.
Phugoid dynamics.
Lateral Directional Tests.
Roll response (rate).
Roll rate must be measured through at least 30 degree of roll. Aileron
control must be deflected 1/3 (33.3 percent) of maximum travel.
Spiral stability.
Cruise configuration and normal cruise airspeed. Establish a 20
degree- 30 degree bank. When stabilized, neutralize the aileron
control and release. Must be completed in both directions of turn.
Rudder response.
Use 25 percent of maximum rudder deflection.
(Applicable to approach or landing configuration.)
Steady state sideslip.
Use 50 percent rudder deflection.
(Applicable to approach and landing configurations.)
FTD System Response Time.
Flight deck instrument systems response to an abrupt pilot controller
input. One test is required in each axis (pitch, roll, yaw).
40- 60 knots;± 5° of bank.
Landing configuration speed + 10 - 20%.
Must have a phugoid with a period of 30 - 60 seconds. May not reach
Yz or double amplitude in less than 2 cycles.
Must have a roll rate of 4°- 25°/second.
Initial bank angle(± 5°) after 20 seconds.
2° - 6° /second yaw rate.
2 percent - 10 percent of bank; 4 percent - 10 percent of sideslip; and
2 percent -10 percent of aileron.
300 milliseconds or less.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Entry
Number
2.c.8.
Table B2B - Alternative Data Source for FTD Level 5
Small, Single Engine (Reciprocating) Airplane
QPS REQUIREMENT
The performance parameters in this table must be used to program the FTD
if flight test data is not used to program the FTD.
Applicable Test
Authorized
Performance Range
Title and Procedure
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
The performance parameters in this table must be used to program the FTD
if flight test data is not used to program the FTD.
Jkt 238001
Applicable Test
Entry
Number
PO 00000
1.
l.c
l.c.l.
Frm 00143
Fmt 4701
Sfmt 4725
l.f.
l.f.l.
l.f.2.
2.
2.c.
2.c.l.
Authorized
Performance Range
Title and Procedure
Performance.
Climb.
Normal climb with nominal gross weight, at best rate-of-climb
airspeed.
Climb airspeed= 95- 115 knots.
Climb rate= 500- 1500 fpm (2.5 -7.5 m/sec)
Engines.
Acceleration; idle to takeoff power.
Deceleration; takeoff power to idle.
2 - 5 Seconds.
2 - 5 Seconds.
Handling Qualities.
Longitudinal Tests.
E:\FR\FM\20MYR2.SGM
Power change force.
(a) Trim for straight and level flight at 80 percent of normal
cruise airspeed with necessary power. Reduce power to flight
idle. Do not change trim or configuration. After stabilized,
record column force necessary to maintain original airspeed.
10- 25 lbs (2.2- 6.6 daN) of force (Push).
OR
20MYR2
2.c.2.
(b) Trim for straight and level flight at 80 percent of normal
cruise airspeed with necessary power. Add power to maximum
setting. Do not change trim or configuration. After stabilized,
record column force necessary to maintain original airspeed.
Flap/slat change force.
(a) Trim for straight and level flight with flaps fully retracted at a
constant airspeed within the flaps-extended airspeed range. Do
not adjust trim or power. Extend the flaps to 50 percent of full
flap travel. After stabilized, record stick force necessary to
maintain original airspeed.
5- 15 lbs (2.2- 6.6 daN) of force (Pull).
5- 15 lbs (2.2- 6.6 daN) of force (Push).
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2C - Alternative Data Source for FTD Level 5
Small, Multi-Engine (Reciprocating) Airplane
QPS REQUIREMENT
32157
ER20MY16.139</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32158
VerDate Sep<11>2014
The performance parameters in this table must be used to program the FTD
if flight test data is not used to program the FTD.
Jkt 238001
Applicable Test
Entry
Number
Authorized
Performance Range
PO 00000
OR
Frm 00144
Fmt 4701
2.c.4.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
(b) Trim for straight and level flight with flaps extended to 50
percent of full flap travel, at a constant airspeed within the flapsextended airspeed range. Do not adjust trim or power. Retract
the flaps to zero. After stabilized, record stick force necessary to
maintain original airspeed.
Gear change force.
(a) Trim for straight and level flight with landing gear retracted
at a constant airspeed within the landing gear-extended airspeed
range. Do not adjust trim or power. Extend the landing gear.
After stabilized, record stick force necessary to maintain original
airspeed.
5- 15 lbs (2.2- 6.6 daN) of force (Pull).
2- 12lbs (0.88- 5.3 daN) of force (Push).
OR
20MYR2
2.c.5.
2.c.7.
2.c.8.
ER20MY16.140</GPH>
Title and Procedure
(b) Trim for straight and level flight with landing gear extended,
at a constant airspeed within the landing gear-extended airspeed
range. Do not adjust trim or power. Retract the landing gear.
After stabilized, record stick force necessary to maintain original
airspeed.
Longitudinal trim.
Longitudinal static stability.
Stall warning (actuation of stall warning device) with nominal
gross weight; wings level; and a deceleration rate of not more
than three (3) knots per second.
2- 12lbs (0.88- 5.3 daN) of force (Pull).
Must be able to trim longitudinal stick force to "zero" in each of the
following configurations: cruise; approach; and landing.
Must exhibit positive static stability.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2C - Alternative Data Source for FTD Level 5
Small, Multi-En2ine (Reciprocatin2) Airplane
QPS REQUIREMENT
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
Jkt 238001
The performance parameters in this table must be used to program the FTD
if flight test data is not used to program the FTD.
Applicable Test
PO 00000
Entry
Number
Frm 00145
2.c.9.b.
Fmt 4701
2.d.
2.d.2.
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2.d.4.c.
E:\FR\FM\20MYR2.SGM
2.d.6.b.
20MYR2
2.d.8.
6.
6.a.
Title and Procedure
(a) Landing configuration.
(b) Clean configuration.
Phugoid dynamics.
Authorized
Performance Range
60- 90 knots;± 5 degree of bank.
Landing configuration speed + 10 - 20%.
Must have a phugoid with a period of 30 - 60 seconds. May not reach
Y2 or double amplitude in less than 2 cycles.
Lateral Directional Tests.
Roll response.
Roll rate must be measured through at least 30 degree of roll.
Aileron control must be deflected 1/3 (33.3 percent) of maximum
travel.
Spiral stability.
Cruise configuration and normal cruise airspeed. Establish a 20
degree- 30 degree bank. When stabilized, neutralize the aileron
control and release. Must be completed in both directions of
turn.
Rudder response.
Use 25 percent of maximum rudder deflection.
(Applicable to approach or landing configuration.)
Steady state sideslip.
Use 50 percent rudder deflection.
(Applicable to approach and landing configurations.)
FTD System Response Time.
Flight deck instrument systems response to an abrupt pilot
controller input. One test is required in each axis (pitch, roll,
yaw).
Must have a roll rate of 4- 25 degree /second.
Initial bank angle(± 5 degree) after 20 seconds.
3 - 6 degree /second yaw rate.
2- 10 degree ofbank; 4- 10 degrees of sideslip; and
2 - 10 degree of aileron.
300 milliseconds or less.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2C - Alternative Data Source for FTD Level 5
Small, Multi-Engine (Reciprocating) Airplane
QPS REQUIREMENT
32159
ER20MY16.141</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32160
VerDate Sep<11>2014
The performance parameters in this table must be used to program the FTD
if flight test data is not used to Jrogram the FTD.
Jkt 238001
Applicable Test
Entry
Number
PO 00000
1.
l.c
l.c.l.
Frm 00146
Fmt 4701
Sfmt 4725
l.f.
l.f.l.
l.f.2.
2.
2.c.
2.c.l.
E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.142</GPH>
2.c.2.
Authorized
Performance Range
Title and Procedure
Performance.
Climb.
Normal climb with nominal gross weight, at best rate-of-climb
airspeed.
Climb airspeed= 95- 115 knots.
Climb rate = 800 - 1800 fpm (4 - 9 m/sec)
Engines.
Acceleration; idle to takeoff power.
Deceleration; takeoff power to idle.
4 - 8 Seconds.
3 - 7 Seconds.
Handling Qualities.
Longitudinal Tests.
Power change force.
a) Trim for straight and level flight at 80 percent of normal cruise
airspeed with necessary power. Reduce power to flight idle. Do
not change trim or configuration. After stabilized, record column
force necessary to maintain original airspeed.
OR
b) Trim for straight and level flight at 80 percent of normal cruise
airspeed with necessary power. Add power to maximum setting.
Do not change trim or configuration. After stabilized, record
column force necessary to maintain original airspeed.
Flap/slat change force.
a) Trim for straight and level flight with flaps fully retracted at a
constant airspeed within the flaps-extended airspeed range. Do
not adjust trim or power. Extend the flaps to 50 percent of full
flap travel. After stabilized, record stick force necessary to
maintain original airspeed.
OR
8 lbs (3.5 daN) of Push force- 8 lbs (3.5 daN) of Pull force.
12- 22lbs (5.3- 9.7 daN) of force (Pull).
5- 15 lbs (2.2- 6.6 daN) of force (Push).
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2D - Alternative Data Source for FTD Level 5
Small, Single Engine (Turbo-Propeller) Airplane
QPS REQUIREMENT
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
The performance parameters in this table must be used to program the FTD
if flight test data is not used to Jrogram the FTD.
Jkt 238001
Applicable Test
Entry
Number
PO 00000
Frm 00147
2.c.4.
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
2.c.5.
20MYR2
2.c.7.
2.c.8.
2.c.9.b.
Title and Procedure
b) Trim for straight and level flight with flaps extended to 50
percent of full flap travel, at a constant airspeed within the flapsextended airspeed range. Do not adjust trim or power. Retract the
flaps to zero. After stabilized, record stick force necessary to
maintain original airspeed.
Gear change force.
a) Trim for straight and level flight with landing gear retracted at a
constant airspeed within the landing gear-extended airspeed range.
Do not adjust trim or power. Extend the landing gear. After
stabilized, record stick force necessary to maintain original
airspeed.
OR
b) Trim for straight and level flight with landing gear extended, at
a constant airspeed within the landing gear-extended airspeed
range. Do not adjust trim or power. Retract the landing gear.
After stabilized, record stick force necessary to maintain original
airspeed.
Longitudinal trim.
Longitudinal static stability.
Stall warning (actuation of stall warning device) with nominal
gross weight; wings level; and a deceleration rate of not more than
three (3) knots per second.
a) Landing configuration.
b) Clean configuration.
Phugoid dynamics.
Authorized
Performance Range
5- 15 lbs (2.2- 6.6 daN) of force (Pull).
2- 12lbs (0.88- 5.3 daN) of force (Push).
2- 12lbs (0.88- 5.3 daN) of force (Pull).
Must be able to trim longitudinal stick force to "zero" in each of the
following configurations: cruise; approach; and landing.
Must exhibit positive static stability.
60- 90 knots;± 5 degree of bank.
Landing configuration speed + 10 - 20 percent.
Must have a phugoid with a period of 30 - 60 seconds. May not reach
Yz or double amplitude in less than 2 cycles.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2D - Alternative Data Source for FTD Level 5
Small, Sin2le En2ine (Turbo-Propeller) Airplane
QPS REQUIREMENT
32161
ER20MY16.143</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32162
VerDate Sep<11>2014
Jkt 238001
PO 00000
The performance parameters in this table must be used to program the FTD
if flight test data is not used to Jrogram the FTD.
Applicable Test
Frm 00148
Entry
Number
2.d.
2.d.2.
Fmt 4701
2.d.4.c.
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.144</GPH>
2.d.6.b.
2.d.8.
6.
6.a.
Title and Procedure
Authorized
Performance Range
Lateral Directional Tests.
Roll response.
Roll rate must be measured through at least 30° of roll. Aileron
control must be deflected 1/3 (33.3 percent) of maximum travel.
Spiral stability.
Cruise configuration and normal cruise airspeed. Establish a 20° 30° bank. When stabilized, neutralize the aileron control and
release. Must be completed in both directions of turn.
Rudder response.
Use 25 percent of maximum rudder deflection.
(Applicable to approach or landing configuration.)
Steady state sideslip.
Use 50 percent rudder deflection.
(Applicable to approach and landing configurations.)
Must have a roll rate of 4 - 25 degree /second.
Initial bank angle(± 5 degree) after 20 seconds.
3 - 6 degree /second yaw rate.
2- 10 degree ofbank; 4- 10 degree of sideslip; and
2 - 10 degree of aileron.
FTD System Response Time.
Flight deck instrument systems response to an abrupt pilot
controller input. One test is required in each axis (pitch, roll,
yaw).
300 milliseconds or less.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2D - Alternative Data Source for FTD Level 5
Small, Single Engine (Turbo-Propeller) Airplane
QPS REQUIREMENT
mstockstill on DSK3G9T082PROD with RULES2
VerDate Sep<11>2014
The performance parameters in this table must be used to program the FTD
if flight test data is not used to Jrogram the FTD.
Jkt 238001
Applicable Test
Entry
Number
Authorized
Performance Range
Title and Procedure
PO 00000
Frm 00149
1.
l.c
Performance.
l.c.l.
Normal climb with nominal gross weight, at best rate-of-climb
airspeed.
Fmt 4701
Sfmt 4725
l.f.
l.f.l.
l.f.2.
2.
2.c.
2.c.l.
E:\FR\FM\20MYR2.SGM
20MYR2
2.c.2.
Climb.
Climb airspeed= 120- 140 knots.
Climb rate= 1000-3000 fpm (5- 15m/sec)
Engines.
Acceleration; idle to takeoff power.
Deceleration; takeoff power to idle.
2 - 6 Seconds.
1 - 5 Seconds.
Handling Qualities.
Longitudinal Tests.
Power change force.
a) Trim for straight and level flight at 80 percent of normal cruise
airspeed with necessary power. Reduce power to flight idle. Do
not change trim or configuration. After stabilized, record column
force necessary to maintain original airspeed.
OR
b) Trim for straight and level flight at 80 percent of normal cruise
airspeed with necessary power. Add power to maximum setting.
Do not change trim or configuration. After stabilized, record
colunm force necessary to maintain original airspeed.
Flap/slat change force.
a) Trim for straight and level flight with flaps fully retracted at a
constant airspeed within the flaps-extended airspeed range. Do
not adjust trim or power. Extend the flaps to 50 percent of full
flap travel. After stabilized, record stick force necessary to
maintain original airspeed.
OR
8 lbs (3.5 daN) of Push force to 8 lbs (3.5 daN) of Pull force.
12- 22lbs (5.3- 9.7 daN) of force (Pull).
5- 15 lbs (2.2- 6.6 daN) of force (Push).
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2E - Alternative Data Source for FTD Level 5
Multi-Engine (Turbo-Propeller) Airplane
QPS REQUIREMENT
32163
ER20MY16.145</GPH>
mstockstill on DSK3G9T082PROD with RULES2
32164
VerDate Sep<11>2014
The performance parameters in this table must be used to program the FTD
if flight test data is not used to Jrogram the FTD.
Jkt 238001
Applicable Test
Entry
Number
PO 00000
Frm 00150
2.c.4.
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
2.c.5.
Title and Procedure
b) Trim for straight and level flight with flaps extended to 50
percent of full flap travel, at a constant airspeed within the flapsextended airspeed range. Do not adjust trim or power. Retract the
flaps to zero. After stabilized, record stick force necessary to
maintain original airspeed.
Gear change force.
a) Trim for straight and level flight with landing gear retracted at a
constant airspeed within the landing gear-extended airspeed range.
Do not adjust trim or power. Extend the landing gear. After
stabilized, record stick force necessary to maintain original
airspeed.
OR
b) Trim for straight and level flight with landing gear extended, at
a constant airspeed within the landing gear-extended airspeed
range. Do not adjust trim or power. Retract the landing gear.
After stabilized, record stick force necessary to maintain original
airspeed.
Longitudinal trim.
2.d.
20MYR2
2.c.9.b.
ER20MY16.146</GPH>
Longitudinal static stability.
Stall warning (actuation of stall warning device) with nominal
gross weight; wings level; and a deceleration rate of not more than
three (3) knots per second.
a) Landing configuration.
b) Clean configuration.
Phugoid dynamics.
Lateral Directional Tests.
2.c.7.
2.c.8.
Authorized
Performance Range
5- 15 lbs (2.2- 6.6 daN) of force (Pull).
2- 12lbs (0.88- 5.3 daN) of force (Push).
2- 12lbs (0.88- 5.3 daN) of force (Pull).
Must be able to trim longitudinal stick force to "zero" in each of the
following configurations: cruise; approach; and landing.
Must exhibit positive static stability.
80- 100 knots;± 5° ofbank.
Landing configuration speed + 10 - 20 percent.
Must have a phugoid with a period of 30 - 60 seconds. May not reach
Yz or double amplitude in less than 2 cycles.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
Table B2E - Alternative Data Source for FTD Level 5
Multi-En~ine (Turbo-Propeller) Airplane
QPS REQUIREMENT
mstockstill on DSK3G9T082PROD with RULES2
Jkt 238001
PO 00000
The performance parameters in this table must be used to program the FTD
if flight test data is not used to Jrogram the FTD.
Applicable Test
Frm 00151
Entry
Number
2.d.2.
Fmt 4701
Sfmt 4700
2.d.4.c.
E:\FR\FM\20MYR2.SGM
2.d.6.b.
2.d.8.
20MYR2
6.
6.a.
Title and Procedure
Authorized
Performance Range
Roll response.
Roll rate must be measured through at least 30 degree of roll.
Aileron control must be deflected 1/3 (33.3 percent) of maximum
travel.
Must have a roll rate of 4 - 25 degree /second.
Spiral stability.
Cruise configuration and normal cruise airspeed. Establish a 20 30 dgree bank. When stabilized, neutralize the aileron control and
release. Must be completed in both directions of turn.
Rudder response.
Use 25 percent of maximum rudder deflection.
(Applicable to approach or landing configuration.)
Steady state sideslip.
Use 50 percent rudder deflection.
(Applicable to approach and landing configurations.)
FTD System Response Time.
Flight deck instrument systems response to an abrupt pilot
controller input. One test is required in each axis (pitch, roll,
yaw).
Initial bank angle(± 5°) after 20 seconds.
3 - 6 degree /second yaw rate.
2- 10 degree ofbank;
4 - 10 degree of sideslip; and
2 -10 degree of aileron.
300 milliseconds or less.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
18:26 May 19, 2016
6. Correct the tables appearing on
pages 18377–18387 to read as follows:
■
VerDate Sep<11>2014
Table B2E - Alternative Data Source for FTD Level 5
Multi-Engine (Turbo-Propeller) Airplane
QPS REQUIREMENT
32165
ER20MY16.147</GPH>
32166
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table B3D - Table of Functions and Subjective Tests
Level7 FTD
QPS REQUIREMENTS
Entry
Operations Tasks
Number
Tasks in this table are subject to evaluation if appropriate for the airplane
simulated as indicated in the SOQ Configuration List or the level of FTD
qualification involved. Items not installed or not functional on the FTD and,
therefore, not appearing on the SOQ Configuration List, are not required to be
listed as exceptions on the SOQ.
Preparation For Flight
l.a.
1.a.1
2.
2.a.
2.a.1.
2.a.2.
2.a.3.
2.b.
2.b.1
2.b.2.
2.b.3.
2.b.4.
2.b.5.
2.b.6.
2.b.7.
2.c.
2.c.1.
2.c.2.
mstockstill on DSK3G9T082PROD with RULES2
3.
3.a.
3.a.1.
3.a.2.
3.a.3.
3.a.4.
3.a.4.a
3.a.4.b
3.a.4.c
3.a.4.d
3.a.4.e
3.a.5.
3.a.6.
3.a.7.
3.b.
VerDate Sep<11>2014
18:26 May 19, 2016
Pre-flight. Accomplish a functions check of all switches, indicators, systems,
and equipment at all crew members' and instructors' stations and determine that:
The flight deck design and functions are identical to that of the airplane
simulated.
Surface Operations (pre-flight).
Engine Start.
Normal start.
Alternate start procedures.
Abnormal starts and shutdowns (e.g., hot/hung start, tail pipe fire).
Taxi.
Pushback/powerback
Thrust response.
Power lever friction.
Ground handling.
Reserved
Taxi aids (e.g. taxi camera, moving map)
Low visibility (taxi route, signage, lighting, markings, etc.)
Brake Operation
Brake operation (normal and alternate/emergency).
Brake fade (if applicable).
Take-off.
Normal.
Airplane/engine parameter relationships, including run-up.
Nosewheel and rudder steering.
Crosswind (maximum demonstrated and gusting crosswind).
Special performance
Reduced V1
Maximum engine de-rate.
Soft surface.
Short field/short take-off and landing (STOL) operations.
Obstacle (performance over visual obstacle).
Low visibility take-off.
Landing gear, wing flap leading edge device operation.
Contaminated runway operation.
Abnormal/emergency.
Jkt 238001
PO 00000
Frm 00152
Fmt 4701
Sfmt 4725
E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.148</GPH>
1.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
32167
Table B3D - Table of Functions and Subjective Tests
Level7 FTD
QPS REQUIREMENTS
Entry
3.b.3.
3.b.4.
3.b.5.
4.
4.a.
4.b.
4.c.
5.
5.a.
5.a.l.
5.a.2.
5.a.3.
5.a.4.
mstockstill on DSK3G9T082PROD with RULES2
5.a.5.
5.a.6.
5.b.
5.b.l.
5.b.l.a
5.b.l.b
5.b.2.
5.b.3.
5.b.4.
5.b.5.
5.b.6.
5.b.7.
5.b.8.
5.b.9.
5.b.l0.
5.b.ll.
5.b.12.
5.b.13
VerDate Sep<11>2014
18:26 May 19, 2016
Operations Tasks
Rejected Take-off.
Rejected special performance (e.g., reduced V1, max de-rate, short field
operations).
Rejected take-off with contaminated runway.
Takeoff with a propulsion system malfunction (allowing an analysis of causes,
symptoms, recognition, and the effects on aircraft performance and handling) at
the following points: .
(iii) Prior to VI decision speed.
(iv) Between VI and Vr (rotation speed).
(iii)Between Vr and 500 feet above ground level.
Flight control system failures, reconfiguration modes, manual reversion and
associated handling.
Climb.
Normal.
One or more engines inoperative.
Approach climb in icing (for airplanes with icing accountability).
Cruise.
Performance characteristics (speed vs. power, configuration, and attitude)
Straight and level flight.
Change of airspeed.
High altitude handling.
High Mach number handling (Mach tuck, Mach buffet) and recovery (trim
change).
Overspeed warning (in excess ofV moor Mm0 ).
High lAS handling.
Maneuvers.
High Angle of Attack
High angle of attack, approach to stalls, stall warning, and stall buffet (take-off,
cruise, approach, and landing configuration) including reaction of the autoflight
system and stall protection system.
Reserved
Slow flight
Reserved
Flight envelope protection (high angle of attack, bank limit, overspeed, etc.).
Turns with/without speedbrake/spoilers deployed.
Normal and standard rate turns.
Steep turns
Performance tum
In flight engine shutdown and restart (assisted and windmill).
Maneuvering with one or more engines inoperative, as appropriate.
Specific flight characteristics (e.g., direct lift control).
Flight control system failures, reconfiguration modes, manual reversion and
associated handling.
Gliding to a forced landing.
Jkt 238001
PO 00000
Frm 00153
Fmt 4701
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E:\FR\FM\20MYR2.SGM
20MYR2
ER20MY16.149</GPH>
Number
3.b.l.
3.b.2.
32168
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table B3D - Table of Functions and Subjective Tests
Level7 FTD
QPS REQUIREMENTS
5.b.14.a
5.b.14.b
5.b.14.c
5.b.14.d
5.b.14.e
6.
6.a.
6.b.
6.c.
6.d.
7.
7.a.
7.a.l
7.a.1.a
7.a.1.b
7.a.1.c
7.a.1.d
7.a.1.e
7.a.2
7.a.2.a
7.a.2.b
7.a.2.c
7.a.3
7.a.3.a
7.a.3.b
7.a.3.c
mstockstill on DSK3G9T082PROD with RULES2
7.a.3.d
7.a.3.e
7.a.4
VerDate Sep<11>2014
18:26 May 19, 2016
Operations Tasks
Visual resolution and FSTD handling and performance for the following (where
applicable by aircraft type and training program):
Terrain accuracy for forced landing area selection.
Terrain accuracy for VFR Navigation.
Eights on pylons (visual resolution).
Turns about a point.
S-tums about a road or section line.
Descent.
Normal.
Maximum rate/emergency (clean and with speedbrake, etc.).
With autopilot.
Flight control system failures, reconfiguration modes, manual reversion and
associated handling.
Instrument Approaches And Landing.
Those instrument approach and landing tests relevant to the simulated airplane
type are selected from the following list. Some tests are made with limiting wind
velocities, under windshear conditions, and with relevant system failures,
including the failure of the Flight Director. If Standard Operating Procedures
allow use autopilot for non-precision approaches, evaluation of the autopilot will
be included.
Precision approach
CAT I published approaches.
Manual approach with/without flight director including landing.
Autopilot/autothrottle coupled approach and manual landing.
Autopilot/autothrottle coupled approach, engine(s) inoperative.
Manual approach, engine(s) inoperative.
HUD/EFVS
CAT II published approaches.
Autopilot/autothrottle coupled approach to DH and landing (manual and
auto land).
Autopilot/autothrottle coupled approach with one-engine-inoperative
approach to DH and go-around (manual and autopilot).
HUD/EFVS
CAT III published approaches.
Autopilot/autothrottle coupled approach to landing and roll-out (if
applicable) guidance (manual and autoland).
Autopilot/autothrottle coupled approach to DH and go-around (manual and
autopilot).
Autopilot/autothrottle coupled approach to land and roll-out (if applicable)
guidance with one engine inoperative (manual and autoland).
Autopilot/autothrottle coupled approach to DH and go-around with one
engine inoperative (manual and autopilot).
HUD/EFVS
Autopilot/autothrottle coupled approach (to a landing or to a go-around):
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Entry
Number
5.b.14
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
32169
Table B3D - Table of Functions and Subjective Tests
Level7 FTD
QPS REQUIREMENTS
7.a.6
7.b.
7.b.l
7.b.2
7.b.3
7.b.4
7.b.5
7.b.6
7.c
7.c.l
7.c.2
s.
S.a.
S.b.
S.c.
S.d.
mstockstill on DSK3G9T082PROD with RULES2
S.e.
S.e.l.
S.e.l.a
S.e.l.b
VerDate Sep<11>2014
18:26 May 19, 2016
Operations Tasks
With generator failure.
With maximum tail wind component certified or authorized.
Reserved
With maximum crosswind component demonstrated or authorized.
Reserved
PAR approach, all engine(s) operating and with one or more engine(s)
inoperative.
MLS, GBAS, all engine(s) operating and with one or more engine(s) inoperative.
Non-precision approach.
Surveillance radar approach, all engine( s) operating and with one or more
engine( s) inoperative.
NDB approach, all engine(s) operating and with one or more engine(s)
inoperative.
VOR, VOR/DME, TACAN approach, all engines(s) operating and with one or
more engine(s) inoperative.
RNAV I RNP I GNSS (RNP at nominal and minimum authorized temperatures)
approach, all engine(s) operating and with one or more engine(s) inoperative.
ILS LLZ (LOC), LLZ back course (or LOC-BC) approach, all engine(s)
operating and with one or more engine( s) inoperative.
ILS offset localizer approach, all engine(s) operating and with one or more
engine(s) inoperative.
Approach procedures with vertical guidance (APV), e.g. SBAS, flight path
vector.
APV/baro-VNAV approach, all engine(s) operating and with one or more
engine(s) inoperative.
Area navigation (RNAV) approach procedures based on SBAS, all engine(s)
operating and with one or more engine( s) inoperative.
Visual Approaches (Visual Segment) And Landings.
Flight simulators with visual systems, which permit completing a special
approach procedure in accordance with applicable regulations, may be approved
for that particular approach procedure.
Maneuvering, normal approach and landing, all engines operating with and
without visual approach aid guidance.
Approach and landing with one or more engines inoperative.
Operation of landing gear, flap/slats and speedbrakes (normal and abnormal).
Approach and landing with crosswind (max. demonstrated and gusting
crosswind).
Approach and landing with flight control system failures, reconfiguration modes,
manual reversion and associated handling (most significant degradation which is
probable).
Approach and landing with trim malfunctions.
Longitudinal trim malfunction.
Lateral-directional trim malfunction.
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Entry
Number
7.a.4.a
7.a.4.b.l
7.a.4.b.2
7.a.4.c.l
7.a.4.c.2
7.a.5
32170
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table B3D - Table of Functions and Subjective Tests
Level7 FTD
QPS REQUIREMENTS
Entry
9.e.
10.
lO.a
lO.a.l
10.a.2.
10.a.3.
10.a.4.
lO.a.S.
10.a.6.
10.a.6.a
10.a.6.b
10.a.6.c
10.a.6.d
lO.b
lO.b.l
10.b.2
mstockstill on DSK3G9T082PROD with RULES2
11.
ll.a.
ll.a.l.
ll.a.2.
ll.a.3.
ll.a.4.
ll.a.S.
ll.a.6.
ll.a.7.
ll.a.8.
ll.a.9.
ll.a.lO.
ll.a.ll.
ll.a.12.
ll.a.13.
VerDate Sep<11>2014
18:26 May 19, 2016
Operations Tasks
Approach and landing with standby (minimum) electrical/hydraulic power.
Approach and landing from circling conditions (circling approach).
Approach and landing from visual traffic pattern.
Approach and landing from non-precision approach.
Approach and landing from precision approach.
Missed Approach.
All engines, manual and autopilot.
Engine(s) inoperative, manual and autopilot.
Rejected landing
With flight control system failures, reconfiguration modes, manual reversion and
associated handling.
Reserved
Surface Operations (landin2, after-landin2 and post-fli2ht).
Landing roll and taxi.
HUD/EFVS.
Spoiler operation.
Reverse thrust operation.
Directional control and ground handling, both with and without reverse thrust.
Reduction of rudder effectiveness with increased reverse thrust (rear podmounted engines).
Brake and anti-skid operation
Brake and anti-skid operation with dry, patchy wet, wet on rubber residue, and
patchy icy conditions.
Reserved
Reserved
Auto-braking system operation.
En2ine shutdown and parkin2.
Engine and systems operation.
Parking brake operation.
Any Flight Phase.
Airplane and en2ine systems operation (where fitted).
Air conditioning and pressurization (ECS).
De-icing/anti-icing.
Auxiliary power unit (APU).
Communications.
Electrical.
Fire and smoke detection and suppression.
Flight controls (primary and secondary).
Fuel and oil
Hydraulic
Pneumatic
Landing gear.
Oxygen.
Engine.
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Number
8.f.
8.2.
8.h.
8.i.
8._j.
9.
9.a.
9.b.
9.c.
9.d.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
32171
Table B3D - Table of Functions and Subjective Tests
Level7 FTD
QPS REQUIREMENTS
mstockstill on DSK3G9T082PROD with RULES2
11.a.17.
11.a.18.
11.a.19.
11.a.20.
11.a.21.
11.a.22.
11.a.23.
11.a.24.
11.a.25.
11.a.26.
11.a.27.
11.b.
11.b.1.
11.b.2.
11.b.3.
11.b.3.a
11.b.3.b
11.b.3.c
11.b.3.d
11.b.4.
VerDate Sep<11>2014
18:26 May 19, 2016
Operations Tasks
Airborne radar.
Autopilot and Flight Director.
Terrain awareness warning systems and collision avoidance systems (e.g.
EGPWS, GPWS, TCAS).
Flight control computers including stability and control augmentation.
Flight display systems.
Flight management computers.
Head-up displays (including EFVS, if appropriate).
Navigation systems
Stall warning/avoidance
Wind shear avoidance/recovery guidance equipment
Flight envelope protections
Electronic flight bag
Automatic checklists (normal, abnormal and emergency procedures).
Runway alerting and advisory system.
Airborne procedures.
Holding.
Air hazard avoidance (traffic, weather, including visual correlation).
Windshear.
Prior to take-off rotation.
At lift-off
During initial climb.
On final approach, below 150m (500ft) AGL.
Reserved
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Entry
Number
11.a.14.
11.a.15.
11.a.16.
32172
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table B3E - Functions And Subjective Tests
Level7 FTD
QPS REQUIREMENTS
-==
C']
~
Airport Modeling Requirements
6
z
This table specifies the minimum airport model content and functionality to quality a simulator at the
indicated level. This table applies only to the airport models required for FTD qualification.
Be2in QPS Requirements
1.
Reserved
2.a.l
2.a.l.a
2.a.l.b
2.a.l.c
2.a.l.d
mstockstill on DSK3G9T082PROD with RULES2
2.a.2
2.a.2.a
2.a.2.b
2.a.2.c
2.a.3
2.a.3.a
2.a.3.b
2.a.3.c
2.a.4
2.a.5
VerDate Sep<11>2014
Functional test content requirements
Airport scenes
A minimum of three (3) real-world airport models to be consistent with published data
used for airplane operations and capable of demonstrating all the visual system features
below. Each model should be in a different visual scene to permit assessment ofFSTD
automatic visual scene changes. The model identifications must be acceptable to the
sponsor's TPAA, selectable from the lOS, and listed on the SOQ.
Reserved
Reserved
Airport model content.
For circling approaches, all tests apply to the runway used for the initial approach and to
the runway of intended landing. If all runways in an airport model used to meet the
requirements of this attachment are not designated as "in use," then the "in use" runways
must be listed on the SOQ (e.g., KORD, Rwys 9R, 14L, 22R). Models of airports with
more than one runway must have all significant runways not "in-use" visually depicted for
airport and runway recognition purposes. The use of white or off white light strings that
identify the runway threshold, edges, and ends for twilight and night scenes are acceptable
for this requirement. Rectangular surface depictions are acceptable for daylight scenes. A
visual system's capabilities must be balanced between providing airport models with an
accurate representation of the airport and a realistic representation of the surrounding
environment. Airport model detail must be developed using airport pictures, construction
drawings and maps, or other similar data, or developed in accordance with published
regulatory material; however, this does not require that such models contain details that
are beyond the design capability of the currently qualified visual system. Only one
"primary" taxi route from parking to the runway end will be required for each "in-use"
runway.
Visual scene fidelity.
The visual scene must correctly represent the parts of the airport and its surroundings used
in the training program.
Reserved
Reserved
Runways and taxiways.
Reserved
Representative runways and taxiways.
Reserved
Reserved
Runway threshold elevations and locations must be modeled to provide correlation with
airplane systems (e.g. HUD, GPS, compass, altimeter).
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2.a.
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
32173
Table B3E - Functions And Subjective Tests
Level7 FTD
QPS REQUIREMENTS
-a=
=
""
C>~
~
Airport Modeling Requirements
z
Reserved
Runway surface and markings for each "in-use" runway must include the following,
if appropriate:
Threshold markings.
2.a.7.a
Runway numbers.
2.a.7.b
Touchdown zone markings.
2.a.7.c
Fixed distance markings.
2.a.7.d
Edge markings.
2.a.7.e
Center line markings.
2.a.7.f
Reserved
2.a.7.2
Reserved
2.a.7.h
Windsock that gives appropriate wind cues.
2.a.7.i
2.a.8
Runway lighting of appropriate colors, directionality, behavior and spacing for the
"in-use" runway including the following:
Threshold lights.
2.a.8.a
Edge lights.
2.a.8.b
End lights.
2.a.8.c
Center line lights.
2.a.8.d
Touchdown zone lights.
2.a.8.e
Lead-off lights.
2.a.8.f
2.a.8.g
Appropriate visual landing aid(s) for that runway.
Appropriate approach lighting system for that runway.
2.a.8.h
2.a.9
Taxiway surface and markin2s (associated with each "in-use" runway):
Edge markings
2.a.9.a
Center line markings.
2.a.9.b
Runway holding position markings.
2.a.9.c
ILS critical area markings.
2.a.9.d
Reserved
2.a.9.e
2.a.10
Taxiway lighting of appropriate colors, directionality, behavior and spacing
(associated with each "in-use" runway):
Edge lights.
2.a.10.a
Center line lights.
2.a.10.b
Runway holding position and ILS critical area lights.
2.a.10.c
2.a.11
Required visual model correlation with other aspects of the airport environment
simulation.
The airport model must be properly aligned with the navigational aids that are associated
2.a.11.a
with operations at the runway "in-use".
Reserved
2.a.11.b
Airport buildings, structures and lighting.
2.a.12
Buildings, structures and lighting:
2.a.12.a
2.a.12.a.1 Reserved
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18:26 May 19, 2016
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2.a.6
2.a.7
32174
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table B3E - Functions And Subjective Tests
Level7 FTD
QPS REQUIREMENTS
==
t']
.....
2.a.12.a.2
2.a.12.a.3
2.a.12.b
2.a.12.c
2.a.12.d
2.a.13
2.a.13.a
2.a.13.b
2.a.14
2.a.14.a
2.a.14.b
2.a.14.c
~.b
2.b.l
2.b.2
2.b.3
~.c
mstockstill on DSK3G9T082PROD with RULES2
2.c.l
2.c.2
2.c.2.a
2.c.2.b
2.c.3
2.c.4
2.c.5
2.c.6
~.d
VerDate Sep<11>2014
Airport Modeling Requirements
=
z
Representative airport buildings, structures and lighting.
Reserved
Reserved
Representative moving and static airport clutter (e.g. other airplanes, power carts, tugs,
fuel trucks, additional gates).
Reserved
Terrain and obstacles.
Reserved
Representative depiction of terrain and obstacles within 46 km (25 NM) of the reference
airport.
Significant, identifiable natural and cultural features.
Reserved
Representative depiction of significant and identifiable natural and cultural features within
46 km (25 NM) of the reference airport.
Note.- This refers to natural and cultural features that are typically used for pilot orientation
in flight. Outlying airports not intended for landing need only provide a reasonable facsimile of
runway orientation.
Representative moving airborne traffic (including the capability to present air hazardse.g. airborne traffic on a possible collision course).
Visual scene management.
Reserved
Airport runway, approach and taxiway lighting and cultural lighting intensity for any
approach should be set at an intensity representative of that used in training for the
visibility set; all visual scene light points must fade into view appropriately.
Reserved
Visual feature recognition.
Note.- The following are the minimum distances at which runway features should be
visible. Distances are measured from runway threshold to an airplane aligned with the
runway on an extended 3-degree glide slope in suitable simulated meteorological
conditions. For circling approaches, all tests below apply both to the runway used for the
initial approach and to the runway of intended landing
Runway definition, strobe lights, approach lights, and runway edge white lights from
8 km (5 sm) of the runway threshold.
Visual approach aids li~hts.
Reserved
Visual approach aids lights from 4.8 km (3 sm) of the runway threshold.
Runway center line lights and taxiway definition from 4.8 km (3 sm).
Threshold lights and touchdown zone lights from 3.2 km (2 sm).
Reserved
For circling approaches, the runway of intended landing and associated lighting must fade
into view in a non-distracting manner.
Selectable airport visual scene capability for:
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~
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
32175
Table B3E - Functions And Subjective Tests
Level7 FTD
QPS REQUIREMENTS
"~
=
;...
a
Airport Modeling Requirements
~i
2.d.l
2.d.2
2.d.3
2.d.4
2.d.5
2.e
2.e.l
2.e.2
2.e.2.a
2.e.2.b
2.e.3
2.e.4
2.e.5
2.f
2.f.l
2.f.l.a
2.f.l.b
2.f.2
2.f.3
2.f.4
2.f.5
2.2.8
2.g.9
2.g.10
2.2.11
Begin Information
VerDate Sep<11>2014
18:26 May 19, 2016
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mstockstill on DSK3G9T082PROD with RULES2
2.g
2.2.1
2.g.2
2.g.3
2.2.4
2.g.5
2.g.6
2.g.7
Night.
Twilight.
Day.
Dynamic effects - the capability to present multiple ground and air hazards such as
another airplane crossing the active runway or converging airborne traffic; hazards must
be selectable via controls at the instructor station.
Reserved
Correlation with airplane and associated equipment.
Visual cues to relate to actual airplane responses.
Visual cues durin2 take-off, approach and landin2.
Visual cues to assess sink rate and depth perception during landings.
Reserved
Accurate portrayal of environment relating to airplane attitudes.
The visual scene must correlate with integrated airplane systems, where fitted (e.g. terrain,
traffic and weather avoidance systems and HUD/EFVS).
Reserved
Scene quality.
Quantization.
Surfaces and textural cues must be free from apparent quantization (aliasing).
Reserved
System capable of portraying full color realistic textural cues.
The system light points must be free from distracting jitter, smearing or streaking.
Reserved
System capable of providing light point perspective growth (e.g. relative size of runway
and taxiway edge lights increase as the lights are approached).
Environmental effects.
Reserved
Reserved
Reserved
Reserved
Reserved
Reserved
Visibility and RVR measured in terms of distance. Visibility/RVR must be checked at and
below a height of600 m (2 000 ft) above the airport and within a radius of 16 km (10 sm)
from the airport.
Reserved
Reserved
Reserved
Reserved
End QPS Requirement
32176
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Table B3E - Functions And Subjective Tests
Level7 FTD
QPS REQUIREMENTS
-a=
=
""
C>~
3.
mstockstill on DSK3G9T082PROD with RULES2
4.
VerDate Sep<11>2014
Airport Modeling Requirements
z
An example of being able to "combine two airport models to achieve two "in-use"
runways:
One runway designated as the "in use" runway in the frrst model of the airport, and the
second runway designated as the "in use" runway in the second model of the same airport.
For example, the clearance is for the ILS approach to Runway 27, Circle to Land on
Runway 18 right. Two airport visual models might be used: the first with Runway 27
designated as the "in use" runway for the approach to runway 27, and the second with
Runway 18 Right designated as the "in use" runway. When the pilot breaks off the ILS
approach to runway 27, the instructor may change to the second airport visual model in
which runway 18 Right is designated as the "in use" runway, and the pilot would make a
visual approach and landing. This process is acceptable to the FAA as long as the
temporary interruption due to the visual model change is not distracting to the pilot, does
not cause changes in navigational radio frequencies, and does not cause undue
instructor/evaluator time.
Sponsors are not required to provide every detail of a runway, but the detail that is
provided should be correct within the capabilities of the system.
End Information
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C>~
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- a
==
~z
Sfmt 9990
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1.
2.
3.
4.
5.
Sound System Requirements
The following checks are performed during a normal flight profile.
Precipitation.
Reserved
Significant airplane noises perceptible to the pilot during normal operations.
Abnormal operations for which there are associated sound cues including, engine
malfunctions, landing gear/tire malfunctions, tail and engine pod strike and pressurization
malfunction.
Sound of a crash when the flight simulator is landed in excess of limitations.
20MYR2
Federal Register / Vol. 81, No. 98 / Friday, May 20, 2016 / Rules and Regulations
Jkt 238001
[FR Doc. C1–2016–05860 Filed 5–19–16; 8:45 am]
18:26 May 19, 2016
BILLING CODE 1505–01–D
VerDate Sep<11>2014
Table B3F - Functions and Subjective Tests
Level7 FTD
QPS REQUIREMENTS
32177
ER20MY16.159</GPH>
]]>Agencies
[Federal Register Volume 81, Number 98 (Friday, May 20, 2016)]
[Rules and Regulations]
[Pages 32015-32177]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: C1-2016-05860]
[[Page 32015]]
Vol. 81
Friday,
No. 98
May 20, 2016
Part II
Department of Transportation
-----------------------------------------------------------------------
Federal Aviation Administration
-----------------------------------------------------------------------
14 CFR Part 60
Flight Simulation Training Device Qualification Standards for Extended
Envelope and Adverse Weather Event Training Tasks (Correction); Final
Rule
Federal Register / Vol. 81 , No. 98 / Friday, May 20, 2016 / Rules
and Regulations
[[Page 32016]]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 60
[Docket No.: FAA-2014-0391; Amdt. No. 60--4]
RIN 2120-AK08
Flight Simulation Training Device Qualification Standards for
Extended Envelope and Adverse Weather Event Training Tasks
Correction
14 CFR PART 60 [CORRECTED]
In FR Rule Doc. No. 2016-05860 beginning on page 18178 in the issue
of March 30, 2016, make the following corrections:
0
1. Correct the table appearing on page 18240 to read as follows:
Table A1B--Table of Tasks vs. Simulator Level
----------------------------------------------------------------------------------------------------------------
QPS Requirements Information
--------------------------------------------------------------------------------
Subjective requirements In order Simulator levels
to be qualified at the simulator ----------------------
Entry No. qualification level indicated,
the simulator must be able to Notes
perform at least the tasks A B C D
associated with that level of
qualification
----------------------------------------------------------------------------------------------------------------
* * * * * * *
3. Inflight Maneuvers.
* * * * * * *
3.b. High Angle of Attack Maneuvers
3.b.1.......................... Approaches to Stall.............. X X X X
3.b.2.......................... Full Stall....................... X X Stall maneuvers at
angles of attack
above the activation
of the stall warning
system.
Required only for
FSTDs qualified to
conduct full stall
training tasks as
indicated on the
Statement of
Qualification.
* * * * * * *
3.g............................ Upset Prevention and Recovery X X Upset recovery or
Training (UPRT). unusual attitude
training maneuvers
within the FSTD's
validation envelope
that are intended to
exceed pitch
attitudes greater
than 25 degrees nose
up; pitch attitudes
greater than 10
degrees nose down,
and bank angles
greater than 45
degrees.
* * * * * * *
----------------------------------------------------------------------------------------------------------------
0
2. Correct the table appearing on pages 18242-18282 to read as follows:
[[Page 32017]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.000
[[Page 32018]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.001
[[Page 32019]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.002
[[Page 32020]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.003
[[Page 32021]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.004
[[Page 32022]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.005
[[Page 32023]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.006
[[Page 32024]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.007
[[Page 32025]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.008
[[Page 32026]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.009
[[Page 32027]]
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[[Page 32028]]
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[[Page 32031]]
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[[Page 32032]]
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[[Page 32033]]
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[[Page 32034]]
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[[Page 32035]]
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[[Page 32036]]
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[[Page 32037]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.020
[[Page 32038]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.021
[[Page 32039]]
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[[Page 32040]]
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[[Page 32041]]
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[[Page 32042]]
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[[Page 32043]]
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[[Page 32044]]
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[[Page 32045]]
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[[Page 32046]]
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[[Page 32047]]
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[[Page 32048]]
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[[Page 32049]]
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[[Page 32050]]
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[[Page 32051]]
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[[Page 32052]]
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[[Page 32054]]
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[[Page 32055]]
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[[Page 32056]]
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[[Page 32057]]
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[[Page 32059]]
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[[Page 32061]]
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[[Page 32065]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.048
[[Page 32066]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.049
0
3. Correct the tables appearing on pages 18284-18300 to read as
follows:
[[Page 32067]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.050
[[Page 32068]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.051
[[Page 32069]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.052
[[Page 32070]]
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[[Page 32071]]
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[[Page 32072]]
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[[Page 32073]]
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[[Page 32074]]
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[[Page 32075]]
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[[Page 32076]]
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[[Page 32077]]
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[[Page 32078]]
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[[Page 32079]]
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[[Page 32080]]
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[[Page 32081]]
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[[Page 32082]]
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[[Page 32083]]
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[[Page 32084]]
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[[Page 32085]]
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[[Page 32086]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.069
* * * * *
[[Page 32087]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.070
* * * * *
0
3. Correct the tables appearing on pages 18308-18326 to read as
follows:
[[Page 32088]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.071
[[Page 32089]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.072
[[Page 32090]]
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[[Page 32091]]
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[[Page 32093]]
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[[Page 32094]]
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[[Page 32096]]
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[[Page 32099]]
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[[Page 32100]]
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[[Page 32101]]
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[[Page 32102]]
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[[Page 32108]]
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[[Page 32109]]
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[[Page 32110]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.093
0
4. On page 18327, correct amendatory instruction 15 to read as follows:
0
15. Amend Attachment 2 to Appendix B as follows:
0
A. Revise paragraph 2.e;
0
B. Revise Table B2A;
[[Page 32111]]
0
C. Revise Table B2B;
0
D. Revise Table B2C;
0
E. Revise Table B2D; and
0
F. Revise Table B2E.
The revisions and additions read as follows:
* * * * *
0
5. Correct the tables appearing on pages 18329-18375 to read as
follows:
[[Page 32112]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.094
[[Page 32113]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.095
[[Page 32114]]
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[[Page 32115]]
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[[Page 32164]]
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[[Page 32165]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.147
0
6. Correct the tables appearing on pages 18377-18387 to read as
follows:
[[Page 32166]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.148
[[Page 32167]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.149
[[Page 32168]]
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[[Page 32169]]
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[[Page 32175]]
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[[Page 32176]]
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[[Page 32177]]
[GRAPHIC] [TIFF OMITTED] TR20MY16.159
[FR Doc. C1-2016-05860 Filed 5-19-16; 8:45 am]
BILLING CODE 1505-01-D
