AC 120-45A

TABLE OF VALIDATION TESTE (Cont 'd) Appendix 2 AC 120-45A Test Tolerance Elight Condition Qualifisation Requirement Contente LEVEL

3. TESTING 7

a. AUTOHATIC TEBTING. A means for quickly and efrectively testing training device programaing and hardware. This could include an automated system which could be used for conducting at least a portion of the tests in the ATG.

b. COCKPIT INSTROHENT RESPONSE

(2) Instrument Systems 150 milliseconds or Takeoff, Cruise A Statement of Compliance response to an abrupt less after airplane Approach or referencing computer operapilot controller response. Landing tion update rates, etc., which input, compared to describe how the 150/300 airplane response for 300 milliseconds or Takeoff, Cruise aillisecond timing is achieved a similar input. Ora less after airplane wil1 be acceptable.

test is required in response.

aach axis (pitch, roll and yaw) for sach of the 3 conditions.

(Total 9 tests.)

Or Transport Delay. 130 milliseconds or Pitch, Roll, Yau One test is required less after control in Bach axis. (Total soverent.

3 tests.)

300 mill1seconds or Pitch, Roll, Yar = 3 1085.

2/5/92

3. CONTROL DYNAMICS. The characteristics of an FLIGHT TRAINING DEVICE VALIDATION TESTS (Cont'd) For airplanes with irreversible control systems, 2/5/92 aircraft flight control system have a major effect measurement may be obtained on the ground if proper on the handling qualities. A significant consider- Pitot-static inputs are provided to represent ation in pilot acceptability of an aircraft is the airspeeds typical of those encountered in flight.

"feel" provided through the cockpit controls. Likewise, it may be shown that for some airplanes, Considerable effort is expended on aircraft feel takeoff, cruise, and landing configurations have system design in order to deliver a system with like effects. Thus, one may suffice for another.

which pilots will be comfortable and consider the If either or both considerations apply, engineering airplane desirable to fly. In order for a flight validation or airplane manufacturer rationale must training device to be representative, it too must be submitted as justification for ground tests or present the pilot with the proper "feel;" for eliminating a configuration. For devices essentially that of the respective airplane. requiring static and dynamic tests at the controls, special test fixtures will not be required during Recordings such as free response to an impulse or initial and upgrade evaluations if the operator's step function are classically used to estimate the dynamic properties of electromechanical systems. In any case, it is only possible to estimate the dynamic properties as a result of only being able to estimate true inputs and responses. Therefore, it is imperative that the best possible data be collected since close matching of the control ATG shows both test fixture results and the results of an alternate approach, such as computer plots which were produced concurrently and show satisfactory agreement. Repeat of the alternate method during the initial evaluation would then satisfy this test requirement.

loading system to the airplane systems is essential.

For initial and upgrade evaluations, it is required that control dynamic characteristics be measured at and recorded directly from the cockpit controls.

This procedure is usually accomplished by measuring the free response of the controls using a step or pulse input to excite the system. The procedure must be accomplished in takeoff, cruise, and landing flight conditions and configurations.

a. Control Dynamics. The dynamic properties of control systems are often stated in terms of frequency, damping, and a number of other classical measures which can be found in texts on control systems. In order to establish a consistent means of showing test results for control loading, criteria are needed that will clearly define the interpretation of the measurements and the tolerances to be applied. Criteria are needed for both the underdamped system and the overdamped system, including the critically damped case. In Appendix case of an underdamped system with very light damping, the system may be quantified in terms of frequency and damping. In critically damped or overdamped systems, the frequency and damping are

FLIGHT TRAINING DEVICE VALIDATION TESTS (Cont'd) Appendix 2 AC 120-45A not readily measured from a response time history. should be critically damped also. Figure 2 Therefore, some other measurement must be used. illustrates the procedure.

Tests to verify that control feel dynamics represent Tolerances the airplane must show that the dynamic damping cycles (free response of the controls) match that of ta b1 summar iz es the to le ra ce T.

the airplane within 10 percent of period and and • an illustration of the 10 percent of damping. The method of evaluating the ur ements.

response is described below for the underdamped and critically damped cases. +10% of Po +10% of P,

(1) Underdamped Response. Two measure- +10% of Pn ments are required for the period, the time to first +10% of A,, 20% of zero crossing (in case a rate limit is present) and Subsequent Peaks the subsequent frequency of oscillation. It is +5% of Ag necessary to measure cycles on an individual basis ‡1 in case there are nonuniform periods in the response.

The damping tolerance should be applied to overshoots on an individual basis. Care should be taken when applying the tolerance to small overshoots since the significance of such overshoots becomes questionable. Only those overshoots larger than 5 percent of the total initial displacement should be considered significant. The results should show the same number of significant overshoots to within one when compared against the aircraft data. This procedure for evaluating the response is illustrated in Figure 1.

(2) Critically Damped or Overdamped Response. Due to the nature of critically damped responses (no overshoots), the time to reach 90 percent of the steady state (neutral point) value should be the same as the airplane within +10 percent. The flight training device response

b. Alternate Method for Control Dynamics. One airplane manufacturer asserts that adjusting a control loading system for column releases may introduce an unnecessary error for normal pilot commands away from neutral. Instead of free response measurements, the system would be validated by measurements of column force as a function of hands on column rate.

For each axis of pitch, roll, and yaw, the control shall be forced to its extreme position at two distinct rates. One that achieves maximum deflection in approximately 2 seconds and one that achieves maximum deflection in approximately 1 2/5/92 second. Tolerances on the total force shall be the same as for the static check with the additional requirement that the dynamic increment be in the correct sense relative to the static force level.

Where flight configurations influence the feel forces of the controls, these tests shall be

conducted at a typical taxi, takeoff, cruise, and FLIGHT TRAINING DEVICE VALIDATION TESTS (Cont'd) 2/5/92 landing condition.

The FAA is open to alternative means such as the one described above. Such alternatives must, however, be justified and appropriate to the application.

For example, the method described here would not likely apply to other manufacturers' systems and certainly not to airplanes with reversible control systems. Hence, each case must be considered on its wn merit on an ad hoc basis. Should the FAA find that alternative methods do not result 1n satisfactory performance, then more conventionally accepted methods must be used.

Appendix 2 AC 120-45A

ELIGHT TRAINING DEVICE VALIDATION TESTS (Cont'd) Appendix 2 AC 120-45A Ad P=Period A=Amplitude T(P)=Tolerance applied to Period T(A)=Tolerance applied to Amplitude

- Residual Band I T (A,) Displacement vS Le poota PI Time 2/5/92 Par 3 Figure 1. Under-Damped Step Response

Appendix 2 Time Figure 2. Critically-damped Step Response ELIGHT TRAINING DEVICE VALIDATION TESTS (Cont'd) 90% of Ad I (PO) Par 3 19 (and 20)

Appendix 3 APPENDIX 3. FUNCTIONS AND SUBJECTIVE TESTS

1. DISCUSSION. Accurate replication of the airplane's systems functions will be checked at each flight crewmember position by an FAA specialist.

includes procedures using the operator's approved manuals and checklists.

Handling qualities, performance, and systems operation will be subjectively assessed by an appropriately qualified FAA inspector.

The operator may request that the inspector assess the flight training device for a special aspect of an operator's training program during the functions and subjective portion of a recurrent evaluation. For example, such an assessment may include a portion of a Line-Oriented Flight Training scenario or special emphasis items in the operator's training program, if appropriate. Unless directly related to requirement for the current qualification level, the results of such an evaluation would not affect the training device's current status.

Operational principal navigation systems including inertial navigation systems, OMEGA, or other long-range systems, and the associated electronic display systems will be evaluated if installed. The inspector will include in his report the effect of the system operation and system limitations.

TEST REQUIREMENTS. The ground and flight tests and other checks required for qualification are listed in the Table of Functions and Subjective Tests.

The table includes maneuvers and procedures that are accomplished during the evaluation process to assure that the flight training device functions and performs appropriately. It must be understood that there is no direct correlation between the maneuvers and procedures in this appendix and any maneuver or procedure that may be authorized for a training event or checking event under FAR Parts 61, 63, 121, 125, 135, or 141. Maneuvers and procedures are also included to address some features of advanced technology airplanes and innovative training programs. For example, "high angle of attack maneuvering" is included to provide an alternative to "approach to stalls." Such an alternative is necessary for aircraft employing flight envelope limiting systems.

The portion of the table addressing pilot functions and maneuvers is divided by flight phases.

All systems functions will be assessed for normal and, where appropriate, alternate operations. Normal, abnormal, and emergency procedures associated with a flight phase will be assessed during the evaluation of maneuvers or events within that flight phase. Systems are listed separately under "Any Flight Phase" to assure appropriate attention to systems checks.

Par 1 1

Appendix 3 APPENDIX 3. FUNCTIONS AND SUBJECTIVE TESTS (Cont'd) The functions and subjective test requirements listed in the Table are not applicable in cases in which the flight training device does not include the system or function to be checked even though it may be indicated by the "Y" in the Table. This is particularly true for Levels 2, 4, and 5 which require as little as one functioning system. When using the Tables, one must apply logic to assure the required flexibility for these devices and not require unintended There are maneuvers that will be subjectively evaluated under asymmetric thrust conditions. For Level , this will be applicable only for those highly augmented airplanes in which flight test data verify the absence of motion without pilot input during the maneuver being accomplished. In the absence of this data for Level 7 and for all situations in Levels 1-6, these asymmetric thrust maneuvers are evaluated here only to verify that the procedures for the specific event may be accomplished satisfactorily. This evaluation does not imply that the maneuver itself, or the demonstration of proficiency in the application of the procedures, may be accomplished in any vehicle other than an appropriately qualified simulator or the airplane.

2 Par 2

TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 2/5/92 ~ 2 4 5 _ 6 7 Comments

1. FUNCTIONS AND MANEUVERS

a. PREPARATION FOR FLIGHT

(1) Preflight. Accomplish a For Levels 2 and 3 cockfunctions check of all installed switches, pit flight deck area indicators, systems, and equipment at all design and functions must crewmembers' and instructors' stations, and be representative of the determine that the cockpit or flight deck area appropriate set of design and functions replicate the appropriate airplanes.

airplane.

b. SURFACE OPERATIONS (PRE-TAKEOFF)

(1) Engine start. X* X X* X* *If appropriate to installed systems.

(i) Normal start.

(ii) Alternate start procedure.

(iii) Abnormal starts and shutdowns (hot start, hung start, etc.).

(2) Pushback. X* *If appropriate to installed systems.

(3) Thrust response.

(4) Power lever friction.

Appendix 3 AC 120-45A

TABLE OF FUNCTIONS AND SUBJECTIVE TESTS Cont'd) LEVEL 2 5 6 7 Comments Appendix 3 AC 120-45A

(5) Brake operation (normal and X* X* *If appropriate to alternate/emergency). installed systems.

(6) Brake fade (if applicable).

(7) Other.

c. TAKEOFF

(1) Normal.

(i) Powerplant checks (engine X* X* X* *If appropriate to parameter relationships). installed systems.

(ii) Acceleration X* × X* *If appropriate to characteristics. installed systems.

(iii) Nosewheel and rudder X* X* *If appropriate to steering. installed systems.

(iv) Effect of crosswind.

(v) Special performance.

(vi) Instrument.

(vii) Landing gear, wing flap X* X* *If appropriate to leading edge device operation. installed systems.

(viii) Other.

(2) Abnormal/Emergency. (i) Rejected. 2/5/92

(ii) Rejected special performance.

~

TABLE OF FUNCTIONS AND SUBJECTIVE TESTS(Cont'd) LEVEL 2/5/92 N 1 2 5 6 Comments

(iii) With failure of most Applicable only to those critical engine at most critical point along highly augmented airtakeoff path (continued takeoff). planes in which flight test data verify absence of motion without pilot input during this maneuver.

(iv) Flight control system • X If appropriate for the failure modes. airplane and the installed systems.

(v) Other.

d. INFLIGHT OPERATION

(1) Climb.

(ii) One engine inoperative (i) Normal. * * procedures.

(iji) Other.

(2) Cruise.

(i) Performance characteristics (speed vs. power).

(ii) Turns with/without spoilers * X (speed brake) deployed. Appendix 3 AC 120-45A

(iii) High altitude handling.

TABLE OF FUNCTIONS AND SUBJECTIVE TESTS(Cont'd) LEVEL 12 3 6 5 61 Comments

(iv) High speed handling. Appendix 3 AC 120-45A

(v) Mach effects on control If appropriate to the and trim, overspeed warning. airplane or set of airplanes.

(vi) Normal and steep turns.

(vii) Performance turns.

(viii) Approach to stalls, i.e., stall warning (cruise, takeoff/approach, and landing configuration).

(ix) High angle of attack maneuvers (cruise, takeoff/approach, and landing).

(x) Inflight engine shutdown. X* X X* X* *If appropriate to installed systems.

(xi) Inflight engine restart. X* X X* X* X *If appropriate to installed systems.

(xii) Maneuvering with engine(s) Level 7 - Applicable only inoperative. to those highly augmented airplanes in which flight test data verify the absence of motion without pilot input during this maneuver. In the absence of this data for Level 7 below, this test is and for Level 6 and 2/5/92 accomplished only to N verify that the procedures for this