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(g) Longitudinal + or - 5 lbs or Static Stability + or - 10%
(h) Stick Shaker, Airframe Buffet, Stall Speeds + or - 3 knots 3 and; 7 or 8
(i) Phugoid Mode + or - 10% of 5 period
(5) LATERAL CONTROL.
(a) Minimum Control Speed, Air + or - 5 knots 1 or 8
(b) Roll Response + or - 10% of Roll Rate or + or - 5 and; 7 or 2 degree/sec. 8
(c) Roll Overshoot + or - 2 degrees or 10% of Bank 7 or 8
(d) Spiral Stability Correct Trend + or - 3 degree bank or 10% in 30 secs. 7 or 8
(e) Engine Out Trim + or - 1 unit of rudder trim 3 and; 7 or 8
(f) Rudder Response + or - 2 degree/sec.
or + or - 10% of yaw rate per pedal or surface deflection. 7 or 8
(g) Cross Control For a given rudder position, + or - 5 degrees or + or - 10% of wheel or surface deflection; + or - 1 degree bank/ slip 7 or 8
(6) LANDING.
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(a) Stopping Time and + or - 5% time, Distance Wheel + or - 5% or Brakes + or - 200 ft. of distance
(b) Stopping Time and + or - 5% time, Distance Reverse + or - 5% or Thrust + or - 200 ft. of distance
b. MOTION SYSTEM TESTS.
NOTE: Operator certified test results of tests (1), (2) and (3) below will alleviate the requirement to rerun these tests during initial evaluations.
(1) Frequency Response Check As specified by the operator for simulator acceptance
(2) Leg Balance Check "
(3) Turn Around Check "
(4) System Response Time +300 milliseconds 1, 5 and;
7 or 8 NOTE: - VISUAL/MOTION RESPONSE TESTS Relative responses of the motion and visual systems should be coupled closely to provide integrated sensory cues. These systems should respond to abrupt pitch, roll and yaw inputs at the pilot's position within 300 milliseconds of the time, but not before the time, when the airplane would respond under the same conditions (yaw axis motion test not required on 3 degrees of freedom motion systems). Visual scene changes from steady-state disturbance should not occur before the resultant motion onset but within the system dynamic response tolerance of 300 milliseconds.
d. VISUAL SYSTEM TESTS.
(1) Visual system + 300 milliseconds response from pilot 1, 5 and;
control input to visual 7 or 8 system output compared to aircraft movement from a similar pilot control input
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(2) Visual ground + or - 100 feet segment at precision approach minimums (depth of field of view)
NOTES - VISUAL GROUND SEGMENT CONTENT
a. Standard method to evaluate visual scene content - simulator should be established on a published precision approach at Category II decision height (radio altitude/main wheel height) and the RVR set to published minimums. No ceiling is needed.
Landing lights are optional.
b. Category II minimums should be used instead of Category I or III because of the visual definition available at Category II.
c. Evaluation of the scene content should normally be made with a homogeneous restriction to visibility. However, operators desiring to apply slant range visual reductions should provide the method used to determine the slant range RVR.
d. Operators should indicate in their ATG how their calculations are used to develop the visual scene and the visual system approach/runway light intensity setting used.
3. PHASE I - In addition to the performance tests listed in Paragraph 2 of this appendix, the following additional tests are required for Phase I simulators.
FLIGHT
a. SIMULATOR TESTS TOLERANCE CONDITIONS
(1) TAXIING
(a) Minimum Radius + or - 10 ft 1 Turn
(b) Rate of Turn Rate of Turn Versus Nosewheel + or - 2 degree/sec Steering Angle or 10% 1
(2) LONGITUDINAL CONTROL.
(a) Short Period Dynamics * 5
(b) Phugoid Dynamics + or - 10% of 5 period and time to 1/2 (or double) amplitude or + or - .02 in damping ratio
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(3) LATERAL CONTROL.
(a) Dutch Roll + or - 1 sec or + or - Dynamics 10% of period and time 1/2 (or double) amplitude or .02 damping ratio 5 and; 7 or 8
(4) LANDING.
(a) Normal Landing *
(b) Hands OFF Landing * (See para. 3.a.5 of this appendix)
(c) Crosswind Landing *
(d) Engine Out Landing *
(5) GROUND EFFECTS.
Alternate tests may be used in lieu of "hands off landing" to demonstrate ground effects if a satisfactory rationale is provided.
4. PHASE II - In addition to the performance tests listed in Paragraphs 2 and 3 of this appendix, the following tests are required for Phase II simulators.
a. Simulator Tests.
(1) Performance tests are required to verify that control feel dynamics represent the airplane simulated. Dynamic damping cycles (free response of the controls) shall match that of the aircraft within 20% of the period and damping. Initial upgrade evaluations will require that control free response dynamics (column, wheel, and pedal) be measured at and recorded directly from the controls, and correspond to that which would occur in the airplane in the takeoff, cruise, and landing configurations. For airplanes with irreversible control systems, measurements may be obtained on the ground if proper static inputs are provided to represent airspeeds typical of those encountered in flight. Likewise, it may be shown that for some airplanes, takeoff, cruise, and landing configurations have like effects. Thus, one may suffice for another. If either or both considerations apply, engineering validation or airplane
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(2) A test to verify that radio navigation aids are properly oriented to the airport runway layout. One VOR and one ILS localizer for one airport area must be shown by airport diagram or other appropriate source data to be accurate to within + or - 1% of VOR range and + or - 1 degree of bearing to the VOR and the ILS localizer measured from the point where the glide slope merges with the runway centerline with the simulated aircraft aligned with the centerline of the visual runway.
Computer readouts are preferred to flight instrumentation.
b. Motion System Tests.
Tolerance System Response Time + or - 150 Milliseconds See paragraph 4.c(1) of this appendix
c. Visual System Tests.
(1) Relative responses of the motion system, visual system, and cockpit instruments shall be coupled closely to provide integrated sensory cues. These systems shall respond to abrupt pitch, roll, and yaw inputs at the pilot's position within 150 milliseconds of the time, but not before the time, when the airplane would respond under the same conditions. Visual scene changes from steady state disturbance shall not occur before resultant motion onset but within the system dynamic response tolerance of 150 milliseconds. The test to determine compliance with these requirements shall include simultaneously recording the analog output from the pilot's control column, wheel, and rudders, the output from an accelerometer attached to the motion system platform located at an acceptable location near the pilot's seats, the output signal to the visual system display (including visual system analog delays), and the output signal to the pilot's attitude indicator or an equivalent test approved by the Administrator. The test results in a comparison of a recording of the simulator's response to actual airplane response data in the takeoff, cruise, and landing configuration. The intent is to check the architecture of the hardware and software
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(2) Visual system test procedures to quickly confirm visual system color, RVR, focus, intensity, level horizon, and attitude as compared to the simulator attitude indicator.
(3) A minimum of ten levels of occulting. This capability should be demonstrated by a visual model through each channel.
5. PHASE III - In addition to the performance tests listed in Paragraphs 2, 3 and 4 of this appendix, the following tests are required for Phase III simulators.
a. Simulator Tests. Objective tests with recorded results to satisfy the requirements of Appendix 4, paragraph 3(b) and
(c).
b. Motion System Tests. An objective test with recorded results to satisfy the requirements of Appendix 4, paragraph 3.a.
c. Visual System Tests. All brightness, resolution, registration, and geometry requirements must be validated by an objective test to satisfy the requirements of Appendix 4, paragraph 4.
APPENDIX 6. SIMULATOR FUNCTIONAL TESTS
1. DISCUSSION. Functional tests are subjective tests of simulator characteristics and system operation evaluated from each flight crewmember position by a pilot rated in the airplane simulated. As appropriate, these should include the cockpit check, system operation, normal, abnormal and emergency procedures using the operator's operating procedures and checklists.
Initial evaluations will include functional checks from paragraph 2 of this appendix as appropriate. At the request of a POI, the Simulator Evaluation Specialist may elect to focus on simulator operation during a special aspect of an operator's training program during the functional check portion of a recurrent evaluation. Such a functional evaluation may include a portion
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Operational principal navigation systems, including electronic flight instrument systems, INS, and Omega, will be evaluated if installed. The Simulator Evaluation Specialist will include in his report to the POI the effect of the system's operation and its limitations.
2. BASIC SIMULATOR FUNCTIONAL TESTS. The ground and flight maneuvers which may be evaluated, as appropriate to the type of airplane, are discussed below.
a. Preflight. Accomplish a thorough preflight of all switches, indicators, and systems at all crewmembers' and instructor's stations, and determine that the cockpit design is identical to that of the airplane simulated as appropriate to the training objectives.
b. Engine Start.
(1) Normal start.
(2) Alternate start procedures.
(3) Abnormal and emergency procedures during start.
c. Taxi.
(1) Thrust response.
(2) Ground handling.
(3) Brake operation (normal and alternate/emergency).
(4) Abnormal and emergency procedures associated with ground operations.
d. Takeoff and Climb.
(1) Powerplant checks (engine parameter relationships).
(2) Acceleration characteristics.
(3) Nose wheel and rudder steering.
(4) Rejected takeoff.
(5) Normal takeoff.
(6) Takeoff with engine failure at critical engine failure speed.
(7) Crosswind takeoff (maximum which has been demonstrated).
(8) Instrument takeoff.
(9) Landing gear, flap, leading edge device operation.
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(10) Area departure.
(11) Climb performance - normal and engine/engines out.
(12) Abnormal and emergency procedures associated with takeoff and climb.
(13) Minimum control speed with most critical engine inoperative.
NOTE: During the preceding checks, particular attention should be paid to rotation characteristics, handling characteristics, and rudder forces required with engine inoperative.
e. Cruise.
(1) Performance characteristics (speed vs. power).
(2) Turns with/without spoilers.
(3) High speed buffet/mach tuck, overspeed warning.
(4) Normal and steep turns.
(5) Approach to stalls (stall warning, buffet and "G" break).
(6) Specific flight characteristics.
(7) All systems operations associated with normal inflight functions.
(8) Abnormal and emergency procedures associated with cruise configuration.
f. Descent.
(1) Normal descent.
(2) Abnormal and emergency procedures associated with descents.
g. Approach and Landing.
(1) Maneuvering with all engines operative.
(2) Landing gear, flap operation, speed brake, normal and abnormal extension.
(3) All engines approach and landing.
(4) Engine out approach and landing (in the case of three- and four-engine aircraft, one and two engines inoperative).
(5) PAR approach and landing if applicable.
(6) ILS approaches and landings:
(a) Normal.
(b) Engine inoperative (as required by pertinent FAR).
(c) Category I published approach.*
(d) Category II published approach.*
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(e) Category III published approach, if applicable.* *Refer to Appendix I, para. 4.d and Appendix 5, para. 2.d(2).
(7) Nonprecision approaches.
(8) Circling approach if applicable.
(9) No flap approach.
(10) Auto-coupler, auto-throttle, auto-land approaches if applicable.
(11) Manually controlled ILS with and without flight director.
(12) All engines operating missed approach.
(13) Engine out missed approach (as required by pertinent FAR).
(14) Rejected landing.
(15) Crosswind approach and landing.
(16) Navigation and communications.
(17) Abnormal and emergency procedures associated with approach and landing.
h. Landing Roll and Taxi In.
(1) Spoiler operation.
(2) Reverse thrust operation.
(3) Directional control and ground handling.
(4) Normal brake and anti-skid operation.
(5) Alternate/emergency brake operation.
i. Engine shutdown and Parking.
(1) Systems operation.
(2) Parking brake operation.
3. BASIC VISUAL SYSTEM FUNCTIONAL TESTS.
a. Accurate portrayal of environment relating to simulator attitudes.
b. With final picture resolution, the distances at which runway features are visible should not be less than those listed below. Distances are measured from runway threshold to an airplane aligned with the runway on an extended 3 degree glide slope.
(1) Runway and taxiway definition, strobe lights, approach lights, runway edge white lights and VASI lights from 5 miles of the runway threshold.
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(2) Runway centerline lights from 3 miles.
(3) Threshold lights (red and green) and touchdown zone lights from 2 miles.
(4) Markings should be adequate to recognize threshold, centerline and touchdown zone markings within range of landing lights for night scenes.
c. Representative airport scene content including:
(1) Airport taxiways.
(2) Accuracy of Categories I, II, III weather minimum visual scene.
(Refer to Appendix I, para. 4.d and Appendix 5, para. 2.d(2).
(3) Surface on runways.
(a) Representative lighting for the runway is use including runway edge and centerline lighting, VASI and approach lighting of appropriate color and taxiway lights.
(b) Operational landing lights.
(c) Instructor controls of:
1 Cloudbase 2 Visibility in miles and RVR in feet 3 Airport selection 4 Airport lighting
4. PHASE I SIMULATOR FUNCTIONAL TESTS. In addition to the Basic simulator functional tests, the following additional tests are required for a Phase I simulator.
a. Motion System. Special effects, including:
(1) Runway rumble, oleo deflections, effects of groundspeed and uneven runway characteristics.
(2) Buffets on the ground due to spoiler/speedbrake and thrust reversal.
(3) Bumps after lift-off of nose and main gear.
(4) Buffet during extension and retraction of landing gear.
(5) Buffet in the air due to flap and spoiler/speedbrake extension. Approach-to-stall buffet.
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(6) Touchdown cues for main and nose gear.
(7) Nosewheel scuffing.
(8) Thrust effect with brakes set.
b. Visual System.
(1) Ramps and training buildings which correspond to an operator's Line Oriented Flight Training (LOFT) scenarios.
(2) Surface on taxiways and ramps.
(3) Visual cues to assess sink rates and depth perception during landings.
(4) Visual system compatibility with aerodynamic programming.
5. PHASE II SIMULATOR FUNCTIONAL TESTS. In addition to the Basic and Phase I simulator functional tests, the following additional tests are required for a Phase II simulator.
a. Simulator Systems/Motion.
(1) Representative brake and tire failure dynamics (including antiskid) and decreased brake efficiency due to high brake temperatures based on airplane related data. These representations should be realistic enough to cause pilot identification of the problem and implementation of appropriate procedures. Simulator pitch, side loading and directional control characteristics should be representative of the airplane.
(2) Sound of precipitation and significant airplane noises perceptible to the pilot during normal operations and the sound of a crash when the simulator is landed in excess of landing gear limitations. Significant airplane noises should include noises such as engine, flap, gear and spoiler extension and retraction and thrust reversal to a comparable level as that found in the airplane. The sound of a crash should be related in some logical manner to landing in an unusual attitude or in excess of the structural gear limitations of the airplane.
b. Visual System.
(1) Dusk and night visual scene capability.
(2) Minimum of 3 specific airport scenes
(3) General terrain characteristics and significant landmarks
(4) At and below an altitude of 2,000 ft. height above the airport and within a radius of 10 miles from the airport, weather representations, including the following:
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(a) Variable cloud density.
(b) Partial obscuration of ground scenes; the effect of scattered to broken cloud deck.
(c) Gradual break out.
(d) Patchy fog
(e) The effect of fog on airport lighting
(f) A capability to present ground and air hazards such as another airplane crossing the active runway or converging airborne traffic.
6. PHASE III SIMULATOR FUNCTIONAL TESTS. In addition to the Basic, Phase I and Phase II simulator functional tests, the following tests are required for a Phase III simulator.
a. Visual System.
(1) Visual scenes portraying representative physical relationships which are known to cause landing illusions for some pilots including short runway, landing over water, runway gradient, visual topographic features, and rising terrain.
(2) Special weather representations of entering light, medium, and heavy precipitation near a thunderstorm on takeoff, approach, and landings at and below an altitude of 2,000 feet HAA within a radius of 10 miles from the airport.
(3) Wet and, if appropriate for the operator, snowcovered runway representations, including runway lighting effects of reflections for wet and partially obscured lights for snow or suitable alternative effects.
(4) Realistic color and directionality of airport lighting.
(5) Weather radar presentations in aircraft where radar information is presented on the pilot's navigation instruments. Cloud echos should correlate to the visual scene.
APPENDIX 7 - TEST GUIDE APPROVAL PROCESS ¢FIGURE NOT INCLUDED|