Transportstyrelsens föreskrifter
Transportstyrelsens föreskrifter
och allmänna råd om utbildningshjälpmedel för flygsimulering (FSTD);
beslutade den 24 september 2009.
Transportstyrelsen föreskriver1 följande med stöd av 32, 84 och 92 §§ luftfartsförordningen (1986:171) och beslutar följande allmänna råd.
Inledande bestämmelser
Tillämpningsområde
1 § Utbildningshjälpmedel för flygsimulering ska, för att erhålla ett kvali- ficeringsbevis, uppfylla Joint Aviation Requirements – Flight Simulation Training Devices Aeroplane (JAR-FSTD A) eller Joint Aviation Requirements – Flight Simulation Training Devices Helicopter (JAR-FSTD H) som antogs av Joint Aviation Authorities (JAA) den 1 maj 2008. JAR- FSTD A och JAR-FSTD H finns i bilaga 1 och bilaga 2 till dessa föreskrifter. Bilagorna innehåller även Advisory Circulars Joint (ACJ) som utgör allmänna råd till dessa föreskrifter.
Dessa föreskrifter ska även tillämpas när utbildningshjälpmedel för flyg- simulering ska godkännas för att användas vid flygutbildning och flygprov för certifikat och behörigheter samt vid kompetenskontroller.
Definitioner och förkortningar
2 § I dessa föreskrifter avses med
behörighet anteckning i ett certifikat som fastställer speciella vill- kor, befogenheter eller begränsningar för certifikatet
1 Anmälan har gjorts enligt Europaparlamentets och rådets direktiv 98/34/EG av den
22 juni 1998 om ett informationsförfarande beträffande tekniska standarder och föreskrifter (EGT L 204, 21.7.1998, s. 37, Celex 31998L0034, ändrat genom Europaparlamentets och rådets direktiv 98/48/EG (EGT L 217, 5.8.1998, s. 18, Celex 31998L0048).
TSFS 2009:87
Utkom från trycket den 15 oktober 2009
LUFTFART
Serie PEL/FSTD
flygplan luftfartyg tyngre än luften, som framdrivs av en kraft- källa och som får sin lyftkraft huvudsakligen genom luf- tens reaktioner mot ytor, vilka förblir fasta under givna flygtillstånd och som inte definieras som ultralätta flyg- plan
flygprov uppvisande av färdigheter vid utfärdande av certifikat eller behörigheter, inbegripet sådana muntliga prov som kontrollanten kan kräva
flygsimulator utbildningshjälpmedel för flygsimulering som har rörelsesystem, visuellt system och möjlighet till realis- tisk återgivning av viss typ av luftfartyg
FSTD (Flight Simulation Training Devices) utbildningshjälp- medel för flygsimulering
FSTD A (Flight Simulation Training Devices Aeroplane) utbild- ningshjälpmedel för flygsimulering flygplan
FSTD H (Flight Simulation Training Devices Helicopter) utbild- ningshjälpmedel för flygsimulering helikopter
helikopter luftfartyg tyngre än luften som får lyftkraft under flyg- ning genom luftens reaktioner mot en eller flera motor- drivna rotorer
JAR (Joint Aviation Requirement) gemensamma luftfarts- bestämmelser
kompetens- kontroll
uppvisande av färdigheter för att förlänga eller förnya behörigheter, inbegripet sådana muntliga prov som kont- rollanten kan kräva
OPC (Operator Proficiency Check) operatörens kompetens- kontroll
PC (Proficiency Check) kompetenskontroll
utbildnings- hjälpmedel för flygsimulering
teknisk utrustning som i olika grad och funktion återger ett luftfartygs förarutrymme.
3 § När det i bilaga 1 (JAR-FSTD A) eller i bilaga 2 (JAR-FSTD H) hän- visas till en JAR-publikation som har ersatts av en EG-förordning eller en certifieringsspecifikation från EASA, får JAR-publikationen inte tillämpas, såvida inte annat anges i den berörda EG-förordningen eller certifierings- specifikationen från EASA.
Ömsesidigt erkännande
4 § En produkt som är lagligen tillverkad eller saluförs enligt regelverk i andra medlemsstater inom Europeiska unionen, Turkiet eller Europeiska ekonomiska samarbetsområdet (EES) jämställs med produkter som upp- fyller kraven i dessa föreskrifter, under förutsättning att en likvärdig säker-
hetsnivå uppnås genom dessa staters regelverk. Likvärdigheten på produkten ska kunna styrkas.
Indelning av utbildningshjälpmedel för flygsimulering (FSTD)
5 § Utbildningshjälpmedel för flygsimulering som i olika grad och funk- tion återger ett luftfartygs förarutrymme ska användas vid utbildning, träning, prov och kompetenskontroller med flygbesättningsmedlemmar. Utbildnings- hjälpmedel för flygsimulering får helt eller delvis ersätta övningar i luftfar- tyg. Utbildningshjälpmedel för flygsimulering indelas med hänsyn till utförande och utbildningsändamål i följande kategorier:
1. flygsimulator (FFS, Full Flight Simulator),
2. flygutbildningshjälpmedel (FTD, Flight Training Device),
3. utbildningshjälpmedel för flygträning och navigationsprocedurer (FNPT, Flight and Navigation Procedures Trainer),
4. utbildningshjälpmedel för grundläggande instrumentutbildning (BITD, Basic Instrument Training Device),
5. andra utbildningshjälpmedel (OTD, Other Training Device) än FFS, FTD, FNPT eller BITD.
Godkännande
6 § Utbildningshjälpmedel för flygsimulering ska ha ett kvalificerings- bevis utfärdat eller godkänt av Transportstyrelsen enligt kraven i bilaga 1 (JAR-FSTD A) eller bilaga 2 (JAR-FSTD H).
7 § Den som använder ett utbildningshjälpmedel för flygsimulering vid utbildning, träning, prov eller kompetenskontroll ska inneha ett användar- godkännande utfärdat av Transportstyrelsen.
Den som ansöker om ett användargodkännande ska dokumentera att de utbildningshjälpmedel för flygsimulering som används kan simulera de funktioner och manövrar som ingår i utbildningen på ett realistiskt sätt.
8 § Simulerad flygträning får ersätta övningar i luftfartyg endast i den omfattning som anges i användargodkännandet eller i Transportstyrelsens föreskrifter.
Funktionskrav
9 § Den som innehar ett godkännande av ett utbildningshjälpmedel för flygsimulering ska säkerställa att hjälpmedlet underhålls så att det konti- nuerligt uppfyller kraven enligt dessa föreskrifter med xxxxxxx.
10 § För att utbildningstid i ett utbildningshjälpmedel för flygsimulering ska få tillgodoräknas krävs att hjälpmedlet uppfyller kraven i dessa före-
skrifter med bilagor samt att övningarna kan genomföras på ett tillfreds- ställande sätt.
Undantag
11 § Transportstyrelsen kan medge undantag från dessa föreskrifter.
Ikraftträdande- och övergångsbestämmelser
1. Denna författning träder i kraft den 1 november 2009.
2. Genom denna författning upphävs
Luftfartsverkets föreskrifter om ändring i Bestämmelser för Civil Luftfart
– certifikatbestämmelser (BCL-C) 1.5 (LFS 1999:98), Syntetisk flygträning, Luftfartsverkets föreskrifter om ändring i Bestämmelser för Civil Luftfart
– certifikatbestämmelser (BCL-C) 8.1 (LFS 1998:14), Kompletterande bestämmelser till JAR-STD 1A aeroplane flight simulators,
Luftfartsverkets föreskrifter om ändring i Bestämmelser för Civil Luftfart
– certifikatbestämmelser (BCL-C) 8.2 (LFS 2001:28), Kompletterande bestämmelser till JAR-STD 2A aeroplane flight training devices,
Luftfartsverkets föreskrifter om ändring i Bestämmelser för Civil Luftfart
– certifikatbestämmelser (BCL-C) 8.3 (LFS 1999:99), Kompletterande bestämmelser till JAR-STD 3A aeroplane flight and navigation procedures trainers,
Luftfartsverkets föreskrifter om ändring i Bestämmelser för Civil Luftfart
– certifikatbestämmelser (BCL-C) 8.4 (LFS 2004:7), Kompletterande bestämmelser till JAR-STD 4A basic instrument training devices,
Luftfartsverkets föreskrifter om ändring i Bestämmelser för Civil Luftfart
– certifikatbestämmelser (BCL-C) 8.5 (LFS 2004:8), Kompletterande bestämmelser till JAR-STD 1H helicopter flight simulators,
Luftfartsverkets föreskrifter om ändring i Bestämmelser för Civil Luftfart
– certifikatbestämmelser (BCL-C) 8.6 (LFS 2004:9), Kompletterande bestämmelser till JAR-STD 2H helicopter flight training devices,
Luftfartsverkets föreskrifter om ändring i Bestämmelser för Civil Luftfart
– certifikatbestämmelser (BCL-C) 8.7 (LFS 2004:10), Kompletterande bestämmelser till JAR-STD 3H helicopter flight and navigation procedures trainers,
Luftfartsverkets föreskrifter om Gemensamma luftfartsbestämmelser (JAR), JAR-STD 1A Aeroplane Flight Simulators (LFS 2004:11),
Luftfartsverkets föreskrifter om Gemensamma luftfartsbestämmelser (JAR), JAR-STD 2A Aeroplane Flight Training Devices (LFS 2001:31),
Luftfartsverkets föreskrifter om Gemensamma luftfartsbestämmelser (JAR), JAR-STD 3A Aeroplane Flight and Navigation Procedures Trainers (LFS 2001:32),
Luftfartsverkets föreskrifter om Gemensamma luftfartsbestämmelser (JAR), JAR-STD 4 A Basic Instrument Traning Devices (LFS 2004:12),
Luftfartsverkets föreskrifter om Gemensamma luftfartsbestämmelser (JAR), JAR-STD 1H Helicopter Flight Simulators (LFS 2004:13),
Luftfartsverkets föreskrifter om Gemensamma luftfartsbestämmelser (JAR), JAR-STD 2H Helicopter Flight Training Devices (LFS 2004:14),
Luftfartsverkets föreskrifter om Gemensamma luftfartsbestämmelser (JAR), JAR-STD 3H Helicopter Flight and Navigation Procedures Trainers (LFS 2004:15).
3. Äldre föreskrifter gäller fortfarande vid förlängning och förnyelse av kvalificeringsbevis för utbildningshjälpmedel som har beviljats före den 1 november 2009, under förutsättning att utbildningshjälpmedlet inte ändras till en ny kvalificeringsnivå enligt dessa föreskrifter med bilagor.
På Transportstyrelsens vägnar
XXXXXXX XXXXXXX
Xxx Xxxxxxxxxx (Luftfartsavdelningen)
Utgivare: Xxxxxxxx Xxxxxxx, Transportstyrelsen, Norrköping ISSN 2000-1975
TSFS 2009:87
Bilaga 1
JAR-FSTD A
Utbildningshjälpmedel för flygsimulering (flygplan)
CONTENTS (general layout) JAR–FSTD A
AEROPLANE FLIGHT SIMULATION TRAINING DEVICES
FOREWORD
SECTION 1 – REQUIREMENTS
SUBPART A — APPLICABILITY
SUBPART B — GENERAL
SUBPART C — AEROPLANE FLIGHT SIMULATION TRAINING DEVICES
SECTION 2 – ADVISORY CIRCULARS JOINT (ACJ)
ACJ B — GENERAL
ACJ C — AEROPLANE FLIGHT SIMULATION TRAINING DEVICES
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CONTENTS (details) JAR–FSTD A
AEROPLANE FLIGHT SIMULATION TRAINING DEVICES
Paragraph Page
SECTION 1 – REQUIREMENTS
General and Presentation 1-0-1
SUBPART A – APPLICABILITY
JAR–FSTD A.001 Applicability 1-A-1
SUBPART B – GENERAL
JAR–FSTD A.005 Terminology 1-B-1
SUBPART C – AEROPLANE FLIGHT SIMULATION TRAINING DEVICES
JAR–FSTD A.015 | Application for FSTD Qualification | 1-C-1 |
JAR–FSTD A.020 | Validity FSTD Qualification | 1-C-1 |
JAR–FSTD A.025 | Rules governing FSTD Operators | 1-C-1 |
JAR–FSTD A.030 | Requirements for FSTDs qualified on or after | 1-C-2 |
1 August 2008 | ||
JAR–FSTD A.031 | Requirements for FFSs qualified on or after | 1-C-3 |
1 April 1998 and before 1 August 2008 | ||
JAR–FSTD A.032 | Requirements for FTDs qualified on or after 1 July 2000 | 1-C-3 |
and before 1 August 2008 | ||
JAR–FSTD A.033 | Requirements for FNPTs qualified on or after 1 July 1999 | 1-C-3 |
and before 1 August 2008 | ||
JAR–FSTD A.034 | Requirements for BITD qualified on or after 1 January 2003 | 1-C-3 |
and before 1 August 2008 | ||
JAR–FSTD A.035 | Requirements for FFSs approved or qualified | 1-C-3 |
before 1 April 1998 | ||
JAR–FSTD A.036 | Requirements for FTDs approved or qualified | 1-C-4 |
before 1 July 2000 | ||
JAR–FSTD A.037 | Requirements for FNPTs approved or qualified before 1 July 1999 | 1-C-4 |
JAR–FSTD A.040 | Changes to qualified FSTDs | 1-C-4 |
JAR–FSTD A.045 | Interim FSTD Qualification | 1-C-5 |
JAR–FSTD A.050 | Transferability of FSTD Qualification | 1-C-5 |
Appendix 1 to | FSTD Standards | 1-C-7 |
JAR–FSTD A.030 |
SECTION 2 – ADVISORY CIRCULARS JOINT (ACJ)
General and Presentation 2-0-1
ACJ B – GENERAL
ACJ FSTD A.005 Terminology, Abbreviations 2-B-1
ACJ C – AEROPLANE FSTDS
ACJ No. 1 to JAR- FSTD A.015 | FSTD Qualification – Application and Inspection | 2-C-1 |
ACJ No. 2 to | FSTD Evaluations | 2-C-6 |
JAR- FSTD A.015 | ||
ACJ FSTD A.020 | Validity of an FSTD Qualification | 2-C-10 |
ACJ No. 1 to | Quality System | 2-C-10 |
JAR- FSTD A.025 | ||
ACJ No. 2 to | BITD Operators Quality System | 2-C-17 |
JAR-FSTD A.025 | ||
ACJ No. 3 to JAR-FSTD A.025 | Installations | 2-C-18 |
ACJ No. 1 to JAR-FSTD A.030 | FSTDs qualified on or after 1 August 2008 | 2-C-19 |
Appendix 1 to ACJ No. 1 | Validation Test Tolerances | 2-C-112 |
to JAR-FSTD A.030 | ||
Appendix 2 to ACJ No. 1 | Validation Data Roadmap | 2-C-114 |
to JAR-FSTD A.030 | ||
Appendix 3 to ACJ No. 1 | Data Requirements for Alternate Engines | 2-C-116 |
to JAR-FSTD A.030 | ||
Appendix 4 to ACJ No. 1 | Data Requirements for Alternate Avionics | 2-C-118 |
to JAR-FSTD A.030 | ||
Appendix 5 to ACJ No. 1 | Transport Delay Testing Method | 2-C-119 |
to JAR-FSTD A.030 | ||
Appendix 6 to ACJ No. 1 | Recurrent Evaluations – Validation Test Data Presentation | 2-C-122 |
to JAR-FSTD A.030 | ||
Appendix 7 to ACJ No 1 | Applicability | 2-C-123 |
to JAR-FSTD A.030 | ||
Appendix 8 to ACJ No 1 | General technical Requirements for FSTD Qualification | 2-C-125 |
JAR–FSTD A.030 | Levels | |
ACJ No. 2 to JAR-FSTD A.030 | Guidance on Design and Qualification of Level “A” Aeroplane FFSs | 2-C-130 |
ACJ No. 3 to | Guidance on Design and Qualification of FNPTs | 2-C-132 |
JAR-FSTD A.030 | ||
ACJ No. 4 to | Guidance on Design and Qualification of BITDs | 2-C-136 |
JAR-FSTD A.030 | ||
ACJ No.1 to | Engineering Simulator Validation Data | 2-C-140 |
JAR-FSTD A.030(c)(1) |
ACJ No.2 to Engineering Simulator Validation Data – Approved Guidelines 2-C-141 JAR-FSTD A.030(c)(1)
ACJ to FSTD A.035 FFS Approved or Qualified before 1 April 1998 2-C-143 ACJ to FSTD A.036 FTD Approved or Qualified before 1 July 2000 2-C-145 ACJ to FSTD A.037 FNPT Approved or Qualified before 1 July 1999 2-C-146 ACJ to FSTD A.045 New Aeroplane FFS/FTD Qualification – Additional Information 2-C-147
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FOREWORD
1 The Civil Aviation Authorities of certain European countries have agreed common comprehensive and detailed aviation requirements, referred to as Joint Aviation Requirements (JARs), with a view to minimising Type Certification problems on joint ventures, to facilitate the export and import of aviation products, to make it easier for maintenance carried out in one European country to be accepted by the Civil Aviation Authority in another European country and to regulate commercial air transport operations.
2 JARs are recognised by the Civil Aviation Authorities of participating countries as an acceptable basis for showing compliance with their national codes.
3 The content has been prepared using the expertise available in this field as well as the ICAO Document 9625, the ‘Manual for the Qualification of Flight Simulators’ and added to where necessary by making use of existing European regulations and the Federal Aviation Requirements of the United States of America where acceptable.
4 JAR–FSTD A is issued with no National Variants. It may be felt that the document does not contain all of the detailed compliance and interpretative information which some Civil Aviation Authorities and Industry organisations would like to see. However, it is accepted that JAR– FSTD A should be applied in practice and the lessons learned embodied in future amendments. The Civil Aviation Authorities of the JAA are therefore committed to early amendment in the light of experience.
5 Future development of the requirements of JAR–FSTD A, including the commitment in Paragraph 4, will be in accordance with the JAA’s Notice of Proposed Amendment (NPA) procedures. These procedures allow for the amendment of JAR–FSTD A to be proposed by any organisation or person.
6 The Civil Aviation Authorities have agreed they should not unilaterally initiate amendment of their national codes without having made a proposal for amendment of JAR–FSTD A in accordance with the agreed procedure.
7 Definitions and abbreviations of terms used in JAR–FSTD A that are considered generally applicable are contained in JAR–1, Definitions and Abbreviations. However, definitions and abbreviations of terms used in JAR–FSTD A that are specific to a Subpart of JAR–FSTD A are normally given in the Subpart concerned or, exceptionally, in the associated compliance or interpretative material.
8 Amendments to the text in JAR–FSTD A are issued as Replacement Pages. These show an effective date and have the same status and applicability as JAR–FSTD A from that date.
9 New, amended and corrected text will be enclosed within heavy brackets until a subsequent ‘Amendment’ is issued.
10 Comment/Response documents developed following Notices of Proposed Amendment (NPA) consultation have been produced by the JAA and are published on the JAA Internet Site: xxx.xxx.xx. Readers can also apply to JAA for copies of specific Comment/Response Documents as required.
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2009-11-01 F-2
SECTION 1 – REQUIREMENTS
1 GENERAL
1.1 This Section contains the requirements for aeroplane Flight Simulation Training Devices.
2 PRESENTATION
2.1 The requirements of JAR–FSTD A are presented in two columns on loose pages, each page being identified by the date of issue and the Amendment number under which it is amended or reissued.
2.2 Sub-headings are in italic typeface.
2.3 Explanatory Notes not forming part of the requirements appear in smaller typeface.
2.4 New, amended and corrected text will be enclosed within heavy brackets until a subsequent ‘Amendment’ is issued.
2.5 After each paragraph, the various changes and amendments, if any since the initial issue, are indicated together with their date of issue.
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1-0-1 2009-11-01
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SECTION 1 TSFS 2009:87
Bilaga 1
SUBPART A – APPLICABILITY
JAR–FSTD A.001 Applicability
JAR–FSTD A as amended applies to those persons, organisations or enterprises (Flight Simulation Training Devices (FSTD) operators) or, in the case of BITDs only, manufacturers seeking initial qualification of FSTDs.
The version of JAR-FSTD A agreed by the Authority and used for issue of the initial qualification shall be applicable for future recurrent qualifications of the FSTD unless recategorised.
FSTD users shall also gain approval to use the FSTD as part of their approved training programmes despite the fact that the FSTD has been previously qualified.
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TSFS 2009:87 SECTION 1
Bilaga 1
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SUBPART B - GENERAL
JAR–FSTD A.005 Terminology
(See ACJ to FSTD A.005)
Because of the technical complexity of FSTD qualification, it is essential that standard terminology is used throughout. The following principal terms and abbreviations shall be used in order to comply with JAR–FSTD (A). Further terms and abbreviations are contained in ACJ to FSTD A.005.
(a) Flight Simulation Training Device (FSTD). A training device which is a Full Flight Simulator (FFS), a Flight Training Device (FTD), a Flight & Navigation Procedures Trainer (FNPT) , or a Basic Instrument Training Device (BITD).
(b) Full Flight Simulator (FFS). A full size replica of a specific type or make, model and series aeroplane flight deck, including the assemblage of all equipment and computer programmes necessary to represent the aeroplane in ground and flight operations, a visual system providing an out of the flight deck view, and a force cueing motion system. It is in compliance with the minimum standards for FFS Qualification.
(c) Flight Training Device (FTD). A full size replica of a specific aeroplane type’s instruments, equipment, panels and controls in an open flight deck area or an enclosed aeroplane flight deck, including the assemblage of equipment and computer software programmes necessary to represent the aeroplane in ground and flight conditions to the extent of the systems installed in the device. It does not require a force cueing motion or visual system. It is in compliance with the minimum standards for a specific FTD Level of Qualification.
(d) Flight and Navigation Procedures Trainer (FNPT). A training device which represents the flight deck or cockpit environment including the assemblage of equipment and computer programmes necessary to represent an aeroplane or class of aeroplane in flight operations to the extent that the systems appear to function as in an aeroplane. It is in compliance with the minimum standards for a specific FNPT Level of Qualification.
(e) Basic Instrument Training Device (BITD). A ground based training device which represents the student pilot‘s station of a class of aeroplanes. It may use screen based instrument panels and springloaded flight controls, providing a training platform for at least the procedural aspects of instrument flight.
(f) Other Training Device (OTD). A training aid other than FFS, FTD, FNPT or BITD which provides
(JAR-FSTD A.005 continued)
for training where a complete flight deck environment is not necessary.
(g) Flight Simulation Training Device User Approval (FSTD User Approval). The extent to which an FSTD of a specified Qualification Level may be used by persons, organisations or enterprises as approved by the Authority. It takes account of aeroplane to FSTD differences and the operating and training ability of the organisation.
(h) Flight Simulation Training Device Operator (FSTD operator). That person, organisation or enterprise directly responsible to the Authority for requesting and maintaining the qualification of a particular FSTD.
(i) Flight Simulation Training Device User (FSTD User). The person, organisation or enterprise requesting training, checking and testing credits through the use of an FSTD.
(j) Flight Simulation Training Device Qualification (FSTD Qualification). The level of technical ability of an FSTD as defined in the compliance document.
(k) BITD Manufacturer. That organisation or enterprise being directly responsible to the Authority for requesting the initial BITD model qualification.
(l) BITD Model. A defined hardware and software combination, which has obtained a qualification. Each BITD will equate to a specific model and be a serial numbered unit.
(m) Qualification Test Guide (QTG). A document designed to demonstrate that the performance and handling qualities of an FSTD agree within prescribed limits with those of the aeroplane and that all applicable regulatory requirements have been met. The QTG includes both the aeroplane and FSTD data used to support the validation.
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JAR-FSTD A 1-B-2 2009-11-01
SUBPART C – AEROPLANE FLIGHT SIMULATION TRAINING DEVICES
JAR–FSTD A.015 Application for FSTD
Qualification
(See ACJ No. 1 to JAR- FSTD A.015)
(See ACJ No. 2 to JAR- FSTD A.015)
(a) The FSTD operator requiring evaluation of a FFS, FTD or FNPT shall apply to the Authority giving 3 months notice. In exceptional cases this period may be reduced to one month at the discretion of the Authority.
(b) An FSTD Qualification Certificate will be issued following satisfactory completion of an evaluation of the FFS, FTD or FNPT by the Authority.
(c) For BITDs the manufacturer of a new BITD model which requires evaluation shall apply to the Authority giving 3 months notice. In exceptional cases this period may be reduced to one month at the discretion of the Authority.
(d) A BITD Qualification Certificate will be issued for the BITD model to the manufacturer following satisfactory completion of an initial evaluation by the Authority. This qualification certificate is valid for any devices manufactured to this standard without the need for the device to be subjected to further technical evaluation. The BITD model must clearly be identified by a BITD model number.
(e) The numbering of the BITD model must clearly define the hardware and software configuration of the qualified BITD model. A running serial number shall follow the BITD model identification number.
JAR–FSTD A.020 Validity of FSTD
Qualification
(See ACJ to JAR-FSTD A.020)
(a) An FSTD qualification is valid for 12 months unless otherwise specified by the Authority.
(b) An FSTD qualification revalidation can take place at any time within the 60 days prior to the expiry of the validity of the qualification document. The new period of validity shall continue from the expiry date of the previous qualification document.
(c) The Authority shall refuse, revoke, suspend or vary an FSTD qualification, if the provisions of JAR–FSTD A are not satisfied.
JAR-FSTD A.020(d) (continued)
(d) The qualification of each BITD model serial number is valid for 36 months from the commencement of operation, unless reduced by the Authority. It is the operator‘s responsibility to apply for the revalidation of the qualification.
JAR–FSTD A.025 Rules Governing FSTD Operators
(See ACJ No. 1 to JAR- FSTD A.025)
(See ACJ No. 2 to JAR- FSTD A.025)
(See ACJ No. 3 to JAR- FSTD A.025)
The FSTD operator shall demonstrate his capability to maintain the performance, functions and other characteristics specified for the FSTD Qualification Level as follows:
(a) Quality System
(1) A Quality System shall be established and a Quality Manager designated to monitor compliance with, and the adequacy of, procedures required to ensure the maintenance of the Qualification Level of FSTDs. Compliance monitoring shall include a feedback system to the Accountable Manager to ensure corrective action as necessary.
(2) The Quality System shall include a Quality Assurance Programme that contains procedures designed to verify that the specified performance, functions and characteristics are being conducted in accordance with all applicable requirements, standards and procedures.
(3) The Quality System and the Quality Manager shall be acceptable to the Authority.
(4) The Quality System shall be described in relevant documentation.
(b) Updating. A link shall be maintained between the operator’s organization, the Authority and the relevant manufacturers to incorporate important modifications, especially:
(1) Aeroplane modifications that are essential for training and checking shall be introduced into all affected FSTDs whether or not enforced by an airworthiness directive.
(2) Modification of FSTDs, including motion and visual systems (where applicable):
JAR-FSTD A.025(b) (continued)
(i) When essential for training and checking, FSTD operators shall update their FSTDs (for example in the light of data revisions). Modifications of the FSTD hardware and software that affect handling, performance and systems operation or any major modifications of the motion or visual system shall be evaluated to determine the impact on the original qualification criteria. FSTD operators shall prepare amendments for any affected validation tests. The FSTD operator shall test the FSTD to the new criteria.
(ii) The Authority shall be advised in advance of any major changes to determine if the tests carried out by the FSTD operator are satisfactory. A special evaluation of the FSTD may be necessary prior to returning it to training following the modification.
(3) BITD operators shall maintain a link between their own organisation, the Authority and the BITD manufacturer to incorporate important modifications.
(c) Installations. Ensure that the FSTD is housed in a suitable environment that supports safe and reliable operation.
(1) The FSTD operator shall ensure that the FSTD and its installation comply with the local regulations for health and safety. However, as a minimum all FSTD occupants and maintenance personnel shall be briefed on FSTD safety to ensure that they are aware of all safety equipment and procedures in the FSTD in case of emergency.
(2) The FSTD safety features such as emergency stops and emergency lighting shall be checked at least annually and recorded by the FSTD operator.
(d) Additional Equipment. Where additional equipment has been added to the FSTD, even though not required for qualification, it will be assessed to ensure that it does not adversely affect the quality of training. Therefore any subsequent modification, removal or unserviceability could affect the qualification of the device.
JAR–FSTD A.030 Requirements for FSTD
qualified on or after 1 August 2008
(See Appendix 1 to JAR– FSTD A.030)
(See ACJ No. 1 to JAR- FSTD A.030)
(See ACJ No. 2 to JAR- FSTD A.030)
(See ACJ No. 3 to JAR- FSTD A.030)
(See ACJ No. 4 to JAR- FSTD A.030)
(See ACJ No. 1 to JAR- FSTD A.030(c)(1))
(See ACJ No. 2 to JAR- FSTD A.030(c)(1))
(a) Any FSTD submitted for initial evaluation on or after 1 August 2008 will be evaluated against applicable JAR–FSTD A criteria for the Qualification Levels applied for. Recurrent evaluations of a FSTD will be based on the same version of JAR-FSTD A that was applicable for its initial evaluation. An upgrade will be based on the currently applicable version of JAR-FSTD A.
(b) A FSTD shall be assessed in those areas that are essential to completing the flight crewmember training and checking process as applicable.
(c) The FSTD shall be subjected to:
(1) Validation tests and
(2) Functions & subjective tests
(d) Data shall be of a standard that satisfies the Authority before the FSTD can gain a Qualification Level.
(e) The FSTD operator shall submit a QTG in a form and manner that is acceptable to the Authority.
(f) The QTG will only be approved after completion of an initial or upgrade evaluation, and when all the discrepancies in the QTG have been addressed to the satisfaction of the Authority. After inclusion of the results of the tests witnessed by the Authority, the approved QTG becomes the Master QTG (MQTG), which is the basis for the FSTD qualification and subsequent recurrent FSTD evaluations. A copy of the MQTG shall be delivered by the BITD manufacteurer together with any BITD model delivered to an Operator.
(g) The FSTD operator shall:
(1) Run the complete set of tests contained within the MQTG progressively between each annual evaluation by the Authority. Results shall be dated and retained in
JAR-FSTD A.030(g) (continued) JAR-FSTD A.033 (continued)
order to satisfy both the FSTD operator and the Authority that FSTD standards are being maintained; and
(2) Establish a Configuration Control System to ensure the continued integrity of the hardware and software of the qualified FSTD.
JAR-FSTD A.031 Requirements for FFS
qualified on or after 1 April 1998 and before 1
August 2008
Any FFS submitted for initial evaluation on or after
1 April 1998 and before 1 August 2008, shall automatically be granted an equivalent qualification under JAR-FSTD A with effect from the re-evaluation conducted at the end of the current validity period. This re-evaluation, and all future re-evaluations, will be conducted in accordance with the requirements of the same version of JAR-STD 1A, which was applicable for its last evaluation prior to implementation of JAR- FSTD A. Any upgrade will be based on the currently applicable version of JAR-FSTD A.
JAR-FSTD A.032 Requirements for Flight
Training Devices (FTD) qualified on or after 1 July 2000 and before 1
August 2008
Any FTD submitted for initial evaluation on or after 1 January 2000 and before 1 August 2008, shall automatically be granted an equivalent qualification under JAR-FSTD A with effect from the re-evaluation conducted at the end of the current validity period. This re-evaluation, and all future re-evaluations, will be conducted in accordance with of the same version of JAR-STD 2A, which was applicable for its last evaluation prior to implementation of JAR-FSTD A. Any upgrade will be based on the currently applicable version of JAR-FSTD A.
JAR-FSTD A.033 Requirements for Flight
& Navigation Procedures Trainers (FNPT) qualified on or after 1 July 1999 and before 1August 2008
Any FNPT submitted for initial evaluation on or after 1 July 1999 and before 1 August 2008, shall automatically be granted an equivalent qualification under JAR-FSTD A with effect from the re-evaluation conducted at the end of the
current validity period. This re-evaluation, and all future re-evaluations, will be conducted in accordance with the requirements of the same version of JAR-STD 3A, which was applicable for its last evaluation prior to implementation of JAR- FSTD A. Any upgrade will be based on the currently applicable version of JAR-FSTD A.
JAR-FSTD A.034 Requirements for Basic
Instrument Training Devices (BITD) qualified on or after 1 January 2003
and before 1 August 2008
Any BITD submitted for initial evaluation on or after 1 January 2003 and before 1 August 2008, shall automatically be granted an equivalent qualification under JAR-FSTD A with effect from the re-evaluation conducted at the end of the current validity period. This re-evaluation, and all future re-evaluations, will be conducted in accordance with the requirements of the same version of JAR-STD 4A, which was applicable for its last evaluation prior to implementation of JAR- FSTD A. Any upgrade will be based on the currently applicable version of JAR-FSTD A.
JAR–FSTD A.035 Requirements for Full
Flight Simulators approved or qualified before 1 April 1998
(See ACJ to JAR-FSTD A.035)
(a) FFS approved or qualified in accordance with national regulations of JAA Member States before
1 April 1998 will either be recategorised or will continue to maintain their approval under the Grandfather Rights provision, in accordance with sub-paragraphs (c) and (d) below. For FFS that are not re-categorized, maximum credit shall under no circumstances exceed originally issued National credits.
(b) FFS’s, neither previously recategorised nor with an approval maintained under the Grandfather Rights provision, will be qualified in accordance with JAR–FSTD A.030.
(c) FFS that are not recategorised but that have a primary reference document used for their testing, may be qualified by the Authority to an equivalent JAR–FSTD A Qualification Level, either AG, BG, CG or DG. An upgrade requires the recategorisation of the FFS.
(1) To gain and maintain an equivalent Qualification Level, these FFS shall be assessed
JAR-FSTD A.035 (continued) JAR-FSTD A.036 (continued)
in those areas that are essential to completing the flight crewmember training and checking process, as applicable.
(2) The FFS shall be subjected to:
(i) Validation tests; and
(ii) Functions and subjective tests.
(d) FFS that are not recategorised and that do not have a primary reference document used for their testing shall be qualified by special arrangement. Such FFS will be issued with a Special Category and shall be subjected to functions and subjective tests corresponding to those detailed in this document. In addition any previously recognised validation test shall be used.
JAR–FSTD A.036 Requirements for Flight
Training Devices approved or qualified before 1 July 2000
(See ACJ to JAR-FSTD A.036)
(a) FTDs approved or qualified in accordance with national regulations of JAA Members States before
1 July 2000 either will be recategorised or will continue to maintain their approval under the Grandfather Rights provision, in accordance with JAR–FSTD A.036(c) and JAR–FSTD A.036 (d).
(b) FTDs, neither previously recategorised nor with an approval maintained under the Grandfather Rights provision, will be qualified in accordance with JAR–FSTD A.030.
(c) FTDs that are not recategorised but that have a primary reference document used for their testing may be qualified by the Authority to an equivalent JAR–FSTD Qualification Level, either 1G or 2G. These Qualification Levels refer to similar credits achieved by JAR–FSTD A Level 1 and 2.
(1) To gain and maintain an equivalent Qualification Level, these FTDs shall be assessed in those areas which are essential to completing the flight crew member training and checking process, including:
(i) Longitudinal, lateral and directional handling qualities (where applicable);
(ii) Performance on the ground and in the air;
(iii) Specific operations where applicable;
(iv) Flight deck configuration;
(v) Functioning during normal, abnormal, emergency and, where applicable non normal operation;
(vi) Instructor station function and FTD control, and
(vii) Certain additional requirements depending on the Qualification Level and the installed equipment.
(2) The FTD shall be subjected to:
(i) Validation Tests, and
(ii) Functions and Subjective
Tests.
(d) FTDs that are not recategorised and that do not have a primary reference document used for their testing shall be qualified by special arrangement.
(1) Such FTDs will be issued with Special Categories.
(2) These FTDs shall be subjected to the same Functions and Subjective Tests referred to in JAR–FSTD A.036(c) (2) (ii).
(3) In addition any previously recognised Validation Test shall be used.
JAR–FSTD A.037 Requirements for Flight
Navigation and
Procedures Trainers approved or qualified before 1 July 1999
(See ACJ to JAR-FSTD A.037)
(No Longer Applicable)
JAR–FSTD A.040 Changes to qualified
FSTD
(a) Requirement to notify major changes to a FSTD. The operator of a qualified FSTD shall inform the Authority of proposed major changes such as:
(1) Aeroplane modifications, which could affect FSTD qualification.
(2) FSTD hardware and or software modifications that could affect the handling qualities, performances or system representations.
(3) Relocation of the FSTD; and
(4) Any deactivation of the FSTD.
JAR-FSTD A.040 (continued)
The Authority may complete a special evaluation following major changes or when a FSTD appears not to be performing at its initial Qualification Level.
(b) Upgrade of a FSTD. A FSTD may be upgraded to a higher Qualification Level. Special evaluation is required before the award of a higher Level of Qualification.
(1) If an upgrade is proposed the FSTD operator shall seek the advice of the Authority and give full details of the modifications. If the upgrade evaluation does not fall upon the anniversary of the original qualification date, a special evaluation is required to permit the FSTD to continue to qualify even at the previous Qualification Level.
(2) In the case of a FSTD upgrade, an FSTD operator shall run all validation tests for the requested Qualification Level. Results from previous evaluations shall not be used to validate FSTD performance for the current upgrade.
(c) Relocation of a FSTD
(1) In instances where a FSTD is moved to a new location, the Authority shall be advised before the planned activity along with a schedule of related events.
(2) Prior to returning the FSTD to service at the new location, the FSTD operator shall perform at least one third of the validation tests and, functions and subjective tests to ensure that the FSTD performance meets its original qualification standard. A copy of the test documentation shall be retained together with the FSTD records for review by the Authority.
(3) An evaluation of the FSTD in accordance with its original JAA qualification criteria shall be at the discretion of the Authority.
(d) Deactivation of a currently qualified FSTD
(1) If a FSTD operator plans to remove a FSTD from active status for prolonged periods, the Authority shall be notified and suitable controls established for the period during which the FSTD is inactive.
(2) The FSTD operator shall agree a procedure with the Authority to ensure that the FSTD can be restored to active status at its original Qualification Level.
JAR–FSTD A.045 Interim FSTD
Qualification
(See ACJ to FSTD A.045)
(a) In case of new aeroplane programmes, special arrangements shall be made to enable an interim Qualification Level to be achieved.
(b) For Full Flight Simulators, an Interim Qualification Level will only be granted at levels A, B or C.
(c) Requirements, details relating to the issue, and the period of validity of an interim Qualification Level will be decided by the Authority.
JAR–FSTD A.050 Transferability of FSTD
Qualification
When there is a change of FSTD operator:
(a) The new FSTD operator shall advise the Authority in advance in order to agree upon a plan of transfer of the FSTD.
(b) At the discretion of the Authority, the FSTD shall be subject to an evaluation in accordance with its original JAA qualification criteria.
(c) Provided that the FSTD performs to its original standard, its original Qualification Level shall be restored. Revised user approval(s) may also be required.
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Appendix 1 to JAR-FSTD A.030
Flight Simulation Training Device Standards
This appendix describes the minimum Full Flight Simulator (FFS), Flight Training Device (FTD), Flight and Navigation Procedures Trainer (FNPT) and Basic Instrument Training Devices (BITD) requirements for qualifying devices to the required Qualification Levels. Certain requirements included in this section shall be supported with a statement of compliance (SOC) and, in some designated cases, an objective test. The SOC will describe how the requirement was met. The test results shall show that the requirement has been attained. In the following tabular listing of FSTD standards, statements of compliance are indicated in the compliance column.
For FNPT use in Multi-Crew Co-operation (MCC) training the general technical requirement are expressed in the MCC column with additional systems, instrumentation and indicators as required for MCC training and operation.
For MCC (Multi Crew Co-operation) minimum technical requirements are as for Level II, with the following additions or amendments:
1 | Turbo-jet or turbo-prop engines. |
2 | Performance reserves, in case of an engine failure, to be in accordance with JAR-25. These may be simulated by a reduction in the aeroplane gross mass. |
3 | Retractable landing gear. |
4 | Pressurisation system. |
5 | De-icing systems |
6 | Fire detection / suppression system |
7 | Dual controls |
8 | Autopilot with automatic approach mode |
9 | 2 VHF transceivers including oxygen masks intercom system |
10 | 2 VHF NAV receivers (VOR, ILS, DME) |
11 | 1 ADF receiver |
12 | 1 Marker receiver |
13 | 1 transponder |
The following indicators shall be located in the same positions on the instrument panels of both pilots: | |
1 | Airspeed |
2 | Flight attitude with flight director |
3 | Altimeter |
4 | Flight director with ILS (HSI) |
5 | Vertical speed |
6 | ADF |
7 | VOR |
8 | Marker indication (as appropriate) |
9 | Stop watch (as appropriate) |
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FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | |||||||
A | B | C | D | 1 | 2 | I | II | MCC | ||||
a.1 A fully enclosed flight deck a.2 A cockpit/flight deck sufficiently enclosed to exclude distraction, which will replicate that of the aeroplane or class of aeroplane simulated | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | |||
a.3 | Flight deck, a full scale replica of the aeroplane simulated. | ✓ | ✓ | ✓ | ✓ | Flight deck observer seats are not considered to be additional flight crewmember duty stations and may be omitted. | ||||||
Equipment for operation of the cockpit windows shall be included in the FSTD, but the actual windows need not be operable. | ||||||||||||
The flight deck, for FSTD purposes, consists of all that space forward of a cross section of the fuselage at the most extreme aft setting of the pilots' seats. Additional required flight crewmember duty stations and those required bulkheads aft of the pilot seats are also considered part of the flight deck and shall replicate the aeroplane. | Bulkheads containing items such as switches, circuit breakers, supplementary radio panels, etc. to which the flight crew may require access during any event after pre-flight cockpit preparation is complete are considered essential and may not be omitted. Bulkheads containing only items such as landing gear pin storage compartments, fire axes or extinguishers, spare light bulbs, aircraft document pouches etc. are not considered essential and may be omitted. Such items, or reasonable facsimile, shall still be available in the FSTD but may be relocated to a suitable location as near as practical to the original position. Fire axes and any similar purpose instruments need only be represented in silhouette. | |||||||||||
a.4 | Direction of movement of controls and switches identical to that in the aeroplane. | ✓ | ✓ | ✓ | ✓ |
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FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE The use of electronically displayed images with physical overlay incorporating operable switches, knobs, buttons replicating aeroplane instruments panels may be acceptable. | |||||||
A | B | C | D | 1 ✓ | 2 ✓ | I | II | MCC | ||||
a.5 | A full size panel of replicated system(s) which will have actuation of controls and switches that replicate those of the aeroplane simulated. | |||||||||||
a.6 Cockpit/flight deck switches, instruments, equipment, panels, systems, primary and secondary flight controls sufficient for the training events to be accomplished shall be located in a spatially correct flight deck area and will operate as, and represent those in, that aeroplane or class of aeroplane. a.7 Crew members seats shall be provided with sufficient adjustment to allow the occupant to achieve the design eye reference position appropriate to the aeroplane or class of aeroplane and for the visual system to be installed to align with that eye position. | ✓ | ✓ | ✓ ✓ | ✓ ✓ | ✓ | For Multi-Crew Co-operation (MCC) qualification additional instrumentation and indicators may be required. See table at start of this appendix.. For BITDs the switches and controls size and shape and their location in the cockpit shall be representative. | ||||||
b.1 Circuit breakers that affect procedures and/or result in observable cockpit indications properly located and functionally accurate. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ |
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JAR-FSTD A
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FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
c.1 Flight dynamics model that accounts for various combinations of drag and thrust normally encountered in flight corresponding to actual flight conditions, including the effect of change in aeroplane attitude, sideslip, thrust, drag, altitude, temperature, gross weight, moments of inertia, centre of gravity location, and configuration. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | For FTD Levels 1 and 2 aerodynamic modelling sufficient to permit accurate systems operation and indication is acceptable. For FNPTs and BITDs class specific modelling is acceptable. |
d.1 All relevant instrument indications involved in the simulation of the applicable aeroplane shall automatically respond to control movement by a flight crewmember or induced disturbance to the simulated aeroplane; e.g., turbulence or wind shear. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | For FNPTs instrument indications sufficient for the training events to be accomplished. Reference ACJ No. 3 to JAR-FSTD A.030. For BITDs instrument indications sufficient for the training events to be accomplished. Reference ACJ No. 4 to JAR-FSTD A.030. |
d.2 Lighting environment for panels and instruments shall be sufficient for the operation being conducted. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | For FTD Level 2 lighting environment shall be as per aeroplane. | ||||
e.1 Communications, navigation, and caution and warning equipment corresponding to that installed in the applicant’s aeroplane with operation within the tolerances prescribed for the applicable airborne equipment. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | For FTD 1 applies where the appropriate systems are replicated. | ||||
e.2 Navigation equipment corresponding to that of the replicated aeroplane or class of aeroplanes, with operation within the tolerances prescribed for the actual airborne equipment. This shall include communication equipment (interphone and air/ground communications systems). | ✓ | ✓ | ✓ | ✓ |
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FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General e.3 Navigational data with the corresponding approach facilities. Navigation aids should be usable within range without restriction. | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | |||||||
A ✓ | B ✓ | C ✓ | D ✓ | 1 ✓ | 2 ✓ | I ✓ | II | MCC | COMPLIANCE | ||
✓ | ✓ | ✓ | For FTD 1 applies where navigation equipment is replicated. | ||||||||
For all FFSs and FTDs 2 where used for area or airfield competence training or checking, navigation data should be updated within 28 days. | |||||||||||
For FNPTs and BITDs complete navigational data for at least 5 different European airports with corresponding precision and non-precision approach procedures including current updating within a period of 3 months. | |||||||||||
f.1 In addition to the flight crewmember duty stations, three suitable seats for the instructor, delegated examiner and Authority inspector. The Authority will consider options to this standard based on unique cockpit configurations. These seats shall provide adequate vision to the pilot’s panel and forward windows. Observer seats need not represent those found in the aeroplane but in the case of FSTDs fitted with a motion system, the seats shall be adequately secured to the floor of the FSTD, fitted with positive restraint devices and be of sufficient integrity to safely restrain the occupant during any known or predicted motion system excursion. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | For FTDs and FNPT’s suitable seating arrangements for the Instructor and Examiner or Authority’s Inspector should be provided. For BITDs suitable viewing arrangements for the Instructor should be provided. |
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JAR-FSTD A
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FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
g.1 FSTD systems shall simulate applicable aeroplane system operation, both on the ground and in flight. Systems shall be operative to the extent that all normal, abnormal, and emergency operating procedures can be accomplished. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | For FTD Level 1, applies where system is simulated. For FNPTs systems shall be operative to the extent that it shall be possible to perform all normal, abnormal and emergency operations as may be appropriate to the aeroplane or class of aeroplanes being simulated and as required for the training. | ||
h.1 Instructor controls shall enable the operator to control all required system variables and insert abnormal or emergency conditions into the aeroplane systems. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | Where applicable and as required for training the following shall be available : - Position and flight freeze. - A facility to enable the dynamic plotting of the flight path on approaches, commencing at the final approach fix, including the vertical profile - Hard copy of map and approach plot |
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JAR-FSTD A
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2009-11-01
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
i.1 Control forces and control travel shall correspond to that of the replicated aeroplane. Control forces shall react in the same manner as in the aeroplane under the same flight conditions. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | For FTD Level 2 Control forces and control travel should correspond to that of the replicated aeroplane with CT&M. It is not intended that the device should be flown manually other than for short periods when the autopilot is temporarily disengaged. For FNPT Level I and BITDs control forces and control travel shall broadly correspond to that of the replicated aeroplane or class of aeroplane. Control force changes due to an increase/decrease in aircraft speed are not necessary. In addition for FNPT Level II and MCC control forces and control travels shall respond in the same manner under the same flight conditions as in the aeroplane or class of aeroplane being simulated. |
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JAR-FSTD A
1-C-13
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
j.1 Ground handling and aerodynamic programming shall include: (1) Ground Effect. For example: round-out, flare, and touchdown. This requires data on lift, drag, pitching moment, trim, and power ground effect. (2) Ground reaction – reaction of the aeroplane upon contact with the runway during landing to include strut deflections, tyre friction, side forces, and other appropriate data, such as weight and speed, necessary to identify the flight condition and configuration. (3) Ground handling characteristics – steering inputs to include crosswind, braking, thrust reversing, deceleration and turning radius. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | Statement of Compliance required. Tests required. For Level ‘A’ FFS, generic ground handling to the extent that allows turns within the confines of the runway, adequate control on flare, touchdown and roll-out (including from a cross -wind landing) only is acceptable. For FNPTs a generic ground handling model need only be provided to enable representative flare and touch down effects. |
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Appendix 1 to JAR-FSTD A.030 (continued)
JAR-FSTD A
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2009-11-01
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
k.1 Windshear models shall provide training in the specific skills required for recognition of wind shear phenomena and execution of recovery manoeuvres. Such models shall be representative of measured or accident derived winds, but may include simplifications which ensure repeatable encounters. For example, models may consist of independent variable winds in multiple simultaneous components. Wind models shall be available for the following critical phases of flight: (1) Prior to take-off rotation (2) At lift-off (3) During initial climb (4) Short final approach | ✓ | ✓ | Tests required. See ACJ No 1 to JAR-FSTD A.030, Para 2.3, g. | ||||||||
l.1 Instructor controls for environmental effects including wind speed and direction shall be provided. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | For FTDs environment modelling sufficient to permit accurate systems operation and indication. |
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JAR-FSTD A
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FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
m.1 Stopping and directional control forces shall be representative for at least the following runway conditions based on aeroplane related data: (1) Dry (2) Wet (3) Icy (4) Patchy wet (5) Patchy icy (6) Wet on rubber residue in touchdown zone. | ✓ | ✓ | Statement of Compliance required. Objective Tests required for (1), (2), (3), Subjective check for (4), (5), (6). | ||||||||
n.1 Brake and tyre failure dynamics (including antiskid) and decreased brake efficiency due to brake temperatures shall be representative and based on aeroplane related data. | ✓ | ✓ | Statement of Compliance required. Subjective test is required for decreased braking efficiency due to brake temperature, if applicable. | ||||||||
o.1 A means for quickly and effectively conducting daily testing of FSTD programming and hardware shall be available. | ✓ | ✓ | Statement of Compliance required. | ||||||||
p.1 Computer capacity, accuracy, resolution, and dynamic response shall be sufficient to fully support the overall fidelity, including its evaluation and testing. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | Statement of Compliance required. |
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JAR-FSTD A
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FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
q.1 Control feel dynamics shall replicate the aeroplane simulated. Free response of the controls shall match that of the aeroplane within the tolerances specified. Initial and upgrade evaluations will include control free response (pitch, roll and yaw controller) measurements recorded at the controls. The measured responses shall correspond to those of the aeroplane in take-off, cruise, and landing configurations. (1) For aeroplanes with irreversible control systems, measurements may be obtained on the ground if proper pitot static inputs are provided to represent conditions typical of those encountered in flight. Engineering validation or aeroplane manufacturer rationale will be submitted as justification to ground test or omit a configuration. (2) For FSTDs requiring static and dynamic tests at the controls, special test fixtures will not be required during initial evaluation if the FSTD operator’s MQTG shows both text fixture results and alternate test method results such as computer data plots, which were obtained concurrently. Repetition of the alternate method during initial evaluation may then satisfy this requirement. | ✓ | ✓ | Tests required. |
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JAR-FSTD A
1-C-17
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
r.1 One of the following two methods is acceptable as a means to prove compliance: (1) Transport Delay: A transport delay test may be used to demonstrate that the FSTD system response does not exceed 150 milliseconds. This test shall measure all the delay encountered by a step signal migrating from the pilot’s control through the control loading electronics and interfacing through all the simulation software modules in the correct order, using a handshaking protocol, finally through the normal output interfaces to the motion system, to the visual system and instrument displays. (see next page) | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | Tests required. For Level ‘A’ & ‘B’ FFSs, and applicable systems for FTDs, FNPTs and BITDs the maximum permissible delay is 300 milliseconds. |
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Appendix 1 to JAR-FSTD A.030 (continued)
JAR-FSTD A
1-C-18
2009-11-01
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
(continued) (2) Latency: The visual system, flight deck instruments and initial motion system response shall respond to abrupt pitch, roll and yaw inputs from the pilot's position within 150 milliseconds of the time, but not before the time, when the aeroplane would respond under the same conditions. |
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Appendix 1 to JAR-FSTD A.030 (continued)
2009-11-01
JAR-FSTD A
1-C-19
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
s.1 Aerodynamic modelling shall be provided. This shall include, for aeroplanes issued an original type certificate after June 1980, low altitude level flight ground effect, Mach effect at high altitude, normal and reverse dynamic thrust effect on control surfaces, aeroelastic representations, and representations of non-linearities due to sideslip based on aeroplane flight test data provided by the manufacturer. | ✓ | ✓ | Statement of Compliance required. Mach effect, aeroelastic representations, and non-linearities due to sideslip are normally included in the FSTD aerodynamic model. The Statement of Compliance shall address each of these items. Separate tests for thrust effects and a Statement of Compliance are required. | ||||||||
t.1 Modelling that includes the effects of airframe and engine icing. | ✓ | ✓ | ✓ | ✓ | Statement of Compliance required. SOC shall describe the effects that provide training in the specific skills required for recognition of icing phenomena and execution of recovery. | ||||||
u.1 Aerodynamic and ground reaction modelling for the effects of reverse thrust on directional control shall be provided. | ✓ | ✓ | ✓ | Statement of Compliance required. (page 2–C–44). | |||||||
v.1 Realistic aeroplane mass properties, including mass, centre of gravity and moments of inertia as a function of payload and fuel loading shall be implemented. | ✓ | ✓ | ✓ | ✓ | Statement of Compliance required at initial evaluation. SOC shall include a range of tabulated target values to enable a demonstration of the mass properties model to be conducted from the instructor’s station. | ||||||
w.1 Self-testing for FSTD hardware and programming to determine compliance with the FSTD performance tests shall be provided. Evidence of testing shall include FSTD number, date, time, conditions, tolerances, and the appropriate dependent variables portrayed in comparison with the aeroplane standard. | ✓ | ✓ | Statement of Compliance required. Tests required. |
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SECTION 1
Appendix 1 to JAR-FSTD A.030 (continued)
JAR-FSTD A
1-C-20
2009-11-01
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 1.1 General | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
x.1 Timely and permanent update of hardware and programming subsequent to aeroplane modification sufficient for the Qualification Level sought. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | |||||
y.1 Daily pre-flight documentation either in the daily log or in a location easily accessible for review is required. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ |
SECTION 1
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Appendix 1 to JAR-FSTD A.030 (continued)
2009-11-01
JAR-FSTD A
1-C-21
FLIGHT SIMULATOR TRAINING STANDARDS 2. Motion system | DEVICE | FFS | LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||||
a.1 Motion cues as perceived by the pilot shall be representative of the aeroplane, e.g. touchdown cues shall be a function of the simulated rate of descent. | ✓ | ✓ | ✓ | ✓ | For FSTDs where motion systems are not specifically required, but have been added, they will be assessed to ensure that they do not adversely affect the qualification of the FSTD. | ||||||||
b.1 A motion system shall: (1) Provide sufficient cueing, which may be of a generic nature to accomplish the required tasks. (2) Have a minimum of 3 degrees of freedom (pitch, roll & heave). (3) Produce cues at least equivalent to those of a six-degrees-of-freedom synergistic platform motion system. | ✓ | ✓ | ✓ | ✓ | Statement of Compliance required. Tests required. | ||||||||
c.1 A means of recording response time as required. | the | motion | ✓ | ✓ | ✓ | ✓ |
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SECTION 1
Appendix 1 to JAR-FSTD A.030 (continued)
JAR-FSTD A
1-C-22
2009-11-01
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 2. Motion system | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
d.1 Motion effects programming shall include: (1) Effects of runway rumble, oleo deflections, groundspeed, uneven runway, centreline lights and taxiway characteristics. (2) Buffets on the ground due to spoiler/speedbrake extension and thrust reversal. (3) Bumps associated with the landing gear. (4) Buffet during extension and retraction of landing gear. (5) Buffet in the air due to flap and spoiler/speedbrake extension. (6) Approach to stall buffet. (7) Touchdown cues for main and nose gear. (8) Nose wheel scuffing. (9) Thrust effect with brakes set. (See next page) | ✓ | ✓ | ✓ | ✓ | For Level ‘A’FFS: Effects may be of a generic nature sufficient to accomplish the required tasks. |
SECTION 1
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Appendix 1 to JAR-FSTD A.030 (continued)
2009-11-01
JAR-FSTD A
1-C-23
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 2. Motion system | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
d.1 (continued) (10) Mach and manoeuvre buffet. (11) Tyre failure dynamics. (12) Engine malfunction and engine damage. (13) Tail and pod strike. | ✓ | ✓ | ✓ | ✓ | |||||||
e.1 Motion vibrations: Tests with recorded results that allow the comparison of relative amplitudes versus frequency are required. Characteristic motion vibrations that result from operation of the aeroplane in so far as vibration marks an event or aeroplane state that can be sensed at the flight deck shall be present. The FSTD shall be programmed and instrumented in such a manner that the characteristic vibration modes can be measured and compared with aeroplane data. | ✓ | Statement of Compliance required. Tests required. |
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SECTION 1
Appendix 1 to JAR-FSTD A.030 (continued)
JAR-FSTD A
1-C-24
2009-11-01
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 3 Visual System | FS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
a.1 The visual system shall meet all the standards enumerated as applicable to the level of qualification requested by the applicant. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | For FTDs, FNPT 1s and BITDs, when visual systems have been added by the FSTD operator even though not attracting specific credits, they will be assessed to ensure that they do not adversely affect the qualification of the FSTD. For FTDs if the visual system is to be used for the training of manoeuvring by visual reference (such as route and airfield competence) then the visual system should at least comply with that required for level A FFS. | ||||
b.1 Continuous minimum collimated visual field-of-view of 45 degrees horizontal and 30 degrees vertical field of view simultaneously for each pilot. | ✓ | ✓ | SOC is acceptable in place of this test. | ||||||||
b.2 Continuous, cross-cockpit, minimum collimated visual field of view providing each pilot with 180 degrees horizontal and 40 degrees vertical field of view. Application of tolerances require the field of view to be not less than a total of 176 measured degrees horizontal field of view (including not less than ±88 measured degrees either side of the centre of the design eye point) and not less than a total of 36 measured degrees vertical field of view from the pilot’s and co-pilot’s eye points. | ✓ | ✓ | Consideration shall be given to optimising the vertical field of view for the respective aeroplane cut-off angle. SOC is acceptable in place of this test. |
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Appendix 1 to JAR-FSTD A.030 (continued)
2009-11-01
JAR-FSTD A
1-C-25
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 3 Visual System b.3 A visual system (night/dusk or day) capable of providing a field-of-view of a minimum of 45 degrees horizontally and 30 degrees vertically, unless restricted by the type of aeroplane, simultaneously for each pilot, including adjustable cloud base and visibility. | FS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE The visual system need not be collimated but shall be capable of meeting the standards laid down in Part 3 and 4 (Validation, Functions and Subjective Tests - See ACJ No.1 to JAR-FSTD A.030). SOC is acceptable in place of this test. | ||||||
A | B | C | D | 1 | 2 | I | II ✓ | MCC ✓ | |||
c.1 A means of recording the visual response time for visual systems. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | |||||
d.1 System Geometry. The system fitted shall be free from optical discontinuities and artefacts that create non-realistic cues. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | Test required. A Statement of Compliance is acceptable in place of this test. | ||||
e.1 Visual textural cues to assess sink rate and depth perception during take-off and landing shall be provided. | ✓ | ✓ | ✓ | ✓ | For Level ‘A’ FFS visual cueing shall be sufficient to support changes in approach path by using runway perspective. | ||||||
f.1 Horizon, and attitude shall correlate to the simulated attitude indicator. | ✓ | ✓ | ✓ | ✓ | Statement of Compliance required. | ||||||
g.1 Occulting - A minimum of ten levels shall be available. | ✓ | ✓ | ✓ | ✓ | Occulting shall be demonstrated. Statement of Compliance required. | ||||||
h.1 Surface (Vernier) resolution shall occupy a visual angle of not greater than 2 arc minutes in the visual display used on a scene from the pilot’s eyepoint. | ✓ | ✓ | Test and Statement of Compliance required containing calculations confirming resolution. |
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SECTION 1
Appendix 1 to JAR-FSTD A.030 (continued)
JAR-FSTD A
1-C-26
2009-11-01
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 3 Visual System | FS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
i.1 Surface contrast ratio shall be demonstrated by a raster drawn test pattern showing a contrast ratio of not less than 5:1 | ✓ | ✓ | Test and Statement of Compliance required. | ||||||||
j.1 Highlight brightness shall be demonstrated using a raster drawn test pattern. The highlight brightness shall not be less than 20 cd/m2 (6ft-lamberts). | ✓ | ✓ | Test and Statement of Compliance required. Use of calligraphic lights to enhance raster brightness is acceptable. | ||||||||
k.1 Light point size – not greater than 5 arc minutes. | ✓ | ✓ | Test and Statement of Compliance required. This is equivalent to a light point resolution of 2.5 arc minutes. | ||||||||
l.1 Light point contrast ratio – not less than 10:1 l.2 Light point contrast ratio – not less than 25:1. | ✓ | ✓ | ✓ | ✓ | Test and Statement of compliance required. Test and Statement of compliance required. | ||||||
m.1 Daylight, twilight and night visual capability as applicable for level of qualification sought. m.2 The visual system shall be capable of meeting, as a minimum, the system brightness and contrast ratio criteria as applicable for level of qualification sought | ✓ ✓ | ✓ ✓ | ✓ ✓ | ✓ ✓ | Statement of Compliance required for system capability. System objective and scene content tests are required. |
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Appendix 1 to JAR-FSTD A.030 (continued)
2009-11-01
JAR-FSTD A
1-C-27
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 3 Visual System m.3 Total scene content shall be comparable in detail to that produced by 10000 visible textured surfaces and (in day) 6000 visible lights or (in twilight or night) 15000 visible lights, and sufficient system capacity to display 16 simultaneously moving objects. m.4 The system, when used in training, shall provide in daylight, full colour presentations and sufficient surfaces with appropriate textural cues to conduct a visual approach, landing and airport movement (taxi). Surface shading effects shall be consistent with simulated (static) sun position. | FS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C ✓ ✓ | D ✓ ✓ | 1 | 2 | I | II | MCC |
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SECTION 1
Appendix 1 to JAR-FSTD A.030 (continued)
JAR-FSTD A
1-C-28
2009-11-01
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 3 Visual System | FS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
m.5 The system, when used in training, shall provide at twilight, as a minimum, full colour 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 shall include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by representative ownship lighting (e.g. landing lights). If provided, directional horizon lighting shall have correct orientation and be consistent with surface shading effects. m.6 The system, when used in training, shall provide at night, as a minimum, all features applicable to the twilight scene, as defined above, with the exception of the need to portray reduced ambient intensity that removes ground cues that are not self-illuminating or illuminated by ownship lights (e.g. landing lights). | ✓ | ✓ | ✓ ✓ | ✓ ✓ |
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Appendix 1 to JAR-FSTD A.030 (continued)
2009-11-01
JAR-FSTD A
1-C-29
FLIGHT SIMULATOR TRAINING DEVICE STANDARDS 4 Sound System | FFS LEVEL | FTD LEVEL | FNPT LEVEL | BITD | COMPLIANCE | ||||||
A | B | C | D | 1 | 2 | I | II | MCC | |||
a.1 Significant flight deck sounds which result from pilot actions corresponding to those of the aeroplane or class of aeroplane. | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | For FNPT Level I and BITD engine sounds only need be available | |
b.1 Sound of precipitation, rain removal equipment and other significant aeroplane noises perceptible to the pilot during normal and abnormal operations and the sound of a crash when the FSTD is landed in excess of limitations. | ✓ | ✓ | Statement of Compliance required. | ||||||||
c.1 Comparable amplitude and frequency of flight deck noises, including engine and airframe sounds. The sounds shall be co- ordinated with the required weather. | ✓ | Tests required. | |||||||||
d.1 The volume control shall have an indication of sound level setting which meets all qualification requirements. | ✓ | ✓ | ✓ | ✓ |
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SECTION 1
Appendix 1 to JAR-FSTD A.030 (continued)
JAR-FSTD A
1-C-30
2009-11-01
SECTION 2 TSFS 2009:87
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SECTION 2 – ADVISORY CIRCULARS JOINT (ACJ)
1 GENERAL
1.1 This Section contains Advisory Circulars Joint (ACJ) providing acceptable means of compliance and/or interpretative/explanatory material that have been agreed for inclusion in JAR–FSTD A.
1.2 Where a particular JAR paragraph does not have an Advisory Circular Joint (ACJ), it is considered that no supplementary material is required.
2 PRESENTATION
2.1 The ACJs are presented in full-page width on loose pages, each page being identified by the date of issue and the Amendment number under which it is amended or reissued.
2.2 A numbering system has been used in which the Advisory Circular Joint (ACJ) uses the same number as the JAR paragraph to which it refers. The number is introduced by the letters ACJ to distinguish the material from the JAR itself.
2.3 The acronym ACJ also indicates the nature of the material and for this purpose the type of material is defined as follows:
Advisory Circulars Joint (ACJ) illustrate a means, or several alternative means, but not necessarily the only possible means by which a requirement can be met. It should however be noted that where a new ACJ is developed, any such ACJ (which may be additional to an existing ACJ) will be amended into the document following consultation under the NPA procedure. Such ACJ will be designated by (acceptable means of compliance).
An ACJ as interpretative/explanatory material may contain material that helps to illustrate the meaning of a requirement. Such ACJ will be designated by ( interpretative/ explanatory material).
2.4 New ACJ material may, in the first place, be made available rapidly by being published as a Temporary Guidance Leaflet (TGL). FSTD TGLs (JAR–FSTD) can be found in the Joint Aviation Authorities Administrative & Guidance Material, Section 6 – Flight Simulation Training Devices ( FSTD), Part Three: Temporary Guidance Leaflet ( JAR–FSTD). The procedures associated with Temporary Guidance Leaflets are included in the FSTD Joint Implementation Procedures, Section 6 – Flight Simulation Training Devices (FSTD), Part Two: Procedures (JAR–FSTD) Chapter 9 .
Note: Any person who considers that there may be alternative ACJ to those published should submit details to the Operations Director, with a copy to the Regulation Director, for alternatives to be properly considered by the JAA. Possible alternative ACJ may not be used until published by the JAA as ACJ or TGLs.
2.5 Explanatory Notes not forming part of the ACJ text appear in a smaller typeface.
2.6 New, amended or corrected text is enclosed within heavy brackets.
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2.7 After each ACJ, the various changes and amendments, when any since the initial issue, are indicated together with their date of issue.
INTENTIONALLY LEFT BLANK
ACJ B – GENERAL
ACJ to JAR-FSTD A.005
Terminology, Abbreviations See JAR–FSTD A.005
1 Terminology
1.1 In addition to the principal terms defined in the requirement itself, additional terms used in the context of JAR–FSTD A and JAR-FSTD H have the following meanings:
a Acceptable Change. A change to configuration, software etc., which qualifies as a potential candidate for alternative approach to validation.
b Aircraft Performance Data. Performance data published by the aircraft manufacturer in documents such as the Aeroplane or Rotorcraft Flight Manual, Operations Manual, Performance Engineering Manual, or equivalent.
c Airspeed. Calibrated airspeed unless otherwise specified (knots).
d Altitude. Pressure altitude (metres or feet) unless specified otherwise.
e Audited Engineering Simulation. An aircraft manufacturer’s engineering simulation which has undergone a review by the appropriate regulatory Authorities and been found to be an acceptable source of supplemental validation data.
f Automatic Testing. Flight Synthetic Training Device (FSTD) testing wherein all stimuli are under computer control.
g Bank. Bank/Roll angle (degrees)
h Baseline. A fully flight-test validated production aircraft simulation. May represent a new aircraft type or a major derivative.
i Breakout. The force required at the pilot’s primary controls to achieve initial movement of the control position.
j Closed Loop Testing. A test method for which the input stimuli are generated by controllers which drive the FSTD to follow a pre-defined target response.
k Computer Controlled Aircraft. An aircraft where the pilot inputs to the control surfaces are transferred and augmented via computers.
l Control Sweep. A movement of the appropriate pilot’s control from neutral to an extreme limit in one direction (Forward, Aft, Right, or Left), a continuous movement back through neutral to the opposite extreme position, and then a return to the neutral position.
m Convertible FSTD. An FSTD in which hardware and software can be changed so that the FSTD becomes a replica of a different model or variant, usually of the same type aircraft. The same FSTD platform, cockpit shell, motion system, visual system, computers, and necessary peripheral equipment can thus be used in more than one simulation.
n Critical Engine Parameter. The engine parameter which is the most appropriate measure of propulsive force.
o Damping (critical). The CRITICAL DAMPING is that minimum Damping of a second order system such that no overshoot occurs in reaching a steady state value after being displaced from a position of equilibrium and released. This corresponds to a relative Damping ratio of 1:0
p Damping (over-damped). An OVER-DAMPED response is that Damping of a second order system such that it has more Damping than is required for Critical Damping, as described above. This corresponds to a relative Damping ratio of more than 1:0.
q Damping (under-damped). An UNDER-DAMPED response is that Damping of a second order system such that a displacement from the equilibrium position and free release results in one or more overshoots or oscillations before reaching a steady state value. This corresponds to a relative Damping ratio of less than 1:0.
r Daylight Visual. A visual system capable of meeting, as a minimum, system brightness, contrast ratio requirements and performance criteria appropriate for the level of qualification sought. The system, when used in training, should provide full colour presentations and sufficient surfaces with appropriate textural cues to successfully conduct a visual approach, landing and airport movement (taxi).
s Deadband. The amount of movement of the input for a system for which there is no reaction in the output or state of the system observed.
t Distance. Distance in Nautical Miles unless specified otherwise.
u Driven. A state where the input stimulus or variable is ‘driven’ or deposited by automatic means, generally a computer input. The input stimulus or variable may not necessarily be an exact match to the flight test comparison data – but simply driven to certain predetermined values.
v Engineering Simulation. An integrated set of mathematical models representing a specific aircraft configuration, which is typically used by the aircraft manufacturer for a wide range of engineering analysis tasks including engineering design, development and certification: and to generate data for checkout, proof- of-match/validation and other training FSTD data documents.
w Engineering Simulator. The term for the aircraft manufacturer’s simulator which typically includes a full-scale representation of the simulated aircraft flight deck, operates in real time and can be flown by a pilot to subjectively evaluate the simulation. It contains the engineering simulation models, which are also released by the aircraft manufacturer to the industry for FSTDs: and may or may not include actual on-board system hardware in lieu of software models.
x Engineering Simulator Data. Data generated by an engineering simulation or engineering simulator, depending on the aircraft manufacturer’s processes.
y Engineering Simulator Validation Data. Validation data generated by an engineering simulation or engineering simulator.
z Entry into Service. Refers to the original state of the configuration and systems at the time a new or major derivative aircraft is first placed into commercial operation.
aa Essential Match. A comparison of two sets of computer-generated results for which the differences should be negligible because essentially the same simulation models have been used. Also known as a virtual match.
bb FSTD Approval. The extent to which an FSTD of a specified Qualification Level may be used by an operator or training organisation as agreed by the Authority. It takes account of differences between aircraft and FSTDs and the operating and training ability of the organisation.
cc FSTD Data. The various types of data used by the FSTD manufacturer and the applicant to design, manufacture, test and maintain the FSTD.
dd FSTD Evaluation. A detailed appraisal of an FSTD by the Authority to ascertain whether or not the standard required for a specified Qualification Level is met.
ee FSTD Operator. That person, organisation or enterprise directly responsible to the authority for requesting and maintaining the qualification of a particular FSTD.
ff FSTD Qualification Level. The level of technical capability of a FSTD.
gg Flight Test Data. Actual aircraft data obtained by the aircraft manufacturer (or other supplier of acceptable data) during an aircraft flight test programme.
hh Free Response. The response of the aircraft after completion of a control input or disturbance. ii Frozen/Locked. A state where a variable is held constant with time.
jj Fuel used. Mass of fuel used (kilos or pounds)
kk Full Sweep. Movement of the controller from neutral to a stop, usually the aft or right stop, to the opposite stop and then to the neutral position.
ll Functional Performance. An operation or performance that can be verified by objective data or other suitable reference material that may not necessarily be flight test data.
ACJ to JAR-FSTD A.005 (continued)
mm Functions Test. A quantitative and/or qualitative assessment of the operation and performance of an FSTD by a suitably qualified evaluator. The test can include verification of correct operation of controls, instruments, and systems of the simulated aircraft under normal and non-normal conditions. Functional performance is that operation or performance that can be verified by objective data or other suitable reference material which may not necessarily be Flight Test Data.
nn Grandfather Rights. The right of an FSTD operator to retain the Qualification Level granted under a previous regulation of a JAA member state. Also the right of an FSTD user to retain the training and testing/checking credits which were gained under a previous regulation of a JAA member state.
oo Ground Effect. The change in aerodynamic characteristics due to modification of the air flow past the aircraft caused by the presence of the ground.
pp Hands-off Manoeuvre. A test manoeuvre conducted or completed without pilot control inputs.
qq Hands-on Manoeuvre. A test manoeuvre conducted or completed with pilot control inputs as required.
rr Heavy. Operational mass at or near maximum for the specified flight condition. ss Height. Height above ground = AGL (meters or feet)
tt Highlight Brightness. The maximum displayed brightness, which satisfies the appropriate brightness test.
uu Icing Accountability. A demonstration of minimum required performance whilst operating in maximum and intermittent maximum icing conditions of the applicable airworthiness requirement.Refers to changes from normal (as applicable to the individual aircraft design) in takeoff, climb (enroute, approach, landing) or landing operating procedures or performance data, in accordance with the AFM/RFM, for flight in icing conditions or with ice accumulation on unprotected surfaces.
vv Integrated Testing. Testing of the FSTD such that all aircraft system models are active and contribute appropriately to the results. None of the aircraft system models should be substituted with models or other algorithms intended for testing only. This may be accomplished by using controller displacements as the input. These controllers should represent the displacement of the pilot’s controls and these controls should have been calibrated.
ww Irreversible Control System. A control system in which movement of the control surface will not backdrive the pilot’s control on the flight deck.
xx Latency. The additional time, beyond that of the basic perceivable response time of the aircraft due to the response time of the FSTD.
yy Light. Operational mass at or near minimum for the specified flight condition.
zz Line Oriented Flight Training (LOFT). Refers to aircrew training which involves full mission simulation of situations which are representative of line operations, with special emphasis on situations which involve communications, management and leadership. It means ‘real-time’, full-mission training.
aaa Manual Testing. FSTD testing wherein the pilot conducts the test without computer inputs except for initial setup. All modules of the simulation should be active.
bbb Master Qualification Test Guide (MQTG). The Authority approved QTG which incorporates the results of tests witnessed by the Authority. The MQTG serves as the reference for future evaluations.
ccc Medium. Normal operational weight for flight segment.
ddd Night Visual. A visual system capable of meeting, as a minimum, the system brightness and contrast ratio requirements and performance criteria appropriate for the level of qualification sought. The system, when used in training, should provide, as a minimum, all features applicable to the twilight scene, as defined below, with the exception of the need to portray reduced ambient intensity that removes ground cues that are not self-illuminating or illuminated by own ship lights (e.g. landing lights).
eee Nominal. Normal operational weight, configuration, speed etc. for the flight segment specified.
fff Non-normal Control. A term used in reference to Computer Controlled Aircraft. Non-normal Control is the state where one or more of the intended control, augmentation or protection functions are not fully available.
(NOTE: Specific terms such as ALTERNATE, DIRECT, SECONDARY, BACKUP, etc, may be used to define an actual level of degradation).
ggg Normal Control. A term used in reference to Computer Controlled Aircraft. Normal Control is the state where the intended control, augmentation and Protection Functions are fully available.
hhh Objective Test (Objective Testing). A quantitative assessment based on comparison with data.
iii One Step. Refers to the degree of changes to an aircraft that would be allowed as an acceptable change, relative to a fully flight-test validated simulation. The intention of the alternative approach is that changes would be limited to one, rather than a series, of steps away from the baseline configuration. It is understood, however, that those changes which support the primary change (e.g. weight, thrust rating and control system gain changes accompanying a body length change) are considered part of the ‘one step’.
jjj Operator. A person, organisation or enterprise engaging in or offering to engage in an aircraft operation.
kkk Power Lever Angle. The angle of the pilot's primary engine control lever(s) on the flight deck. This may also be referred to as PLA, THROTTLE, or POWER LEVER.
lll Predicted Data. Data derived from sources other than type specific aircraft flight tests.
mmm Primary Reference Document. Any regulatory document which has been used by an Authority to support the initial evaluation of a FSTD.
nnn Proof-of-Match (POM). A document which shows agreement within defined tolerances between model responses and flight test cases at identical test and atmospheric conditions.
ooo Protection Functions. Systems functions designed to protect an aircraft from exceeding its flight and manoeuvre limitations.
ppp Pulse Input. An abrupt input to a control followed by an immediate return to the initial position.
qqq Qualification Test Guide (QTG). The primary reference document used for the evaluation of an FSTD. It contains test results, statements of compliance and other information to enable the evaluator to assess if the FSTD meets the test criteria described in this manual.
rrr Reversible Control System. A partially powered or unpowered control system in which movement of the control surface will backdrive the pilot’s control on the flight deck and/or affect its feel characteristics.
sss Robotic Test. A basic performance check of a system’s hardware and software components. Exact test conditions are defined to allow for repeatability. The components are tested in their normal operational configuration and may be tested independently of other system components.
ttt Sideslip. Sideslip Angle (degrees)
uuu Snapshot. A presentation of one or more variables at a given instant of time.
vvv Statement of Compliance (SOC). A declaration that specific requirements have been met. www Step Input. An abrupt input held at a constant value.
xxx Subjective Test (Subjective Testing). A qualitative assessment based on established standards as interpreted by a suitably qualified person.
yyy Throttle Lever Angle (TLA). The angle of the pilot’s primary engine control lever(s) on the flight deck.
zzz Time History. A presentation of the change of a variable with respect to time.
aaaa Transport Delay. The total FSTD system processing time required for an input signal from a pilot primary flight control until the motion system, visual system, or instrument response. It is the overall time delay incurred from signal input until output response. It does not include the characteristic delay of the aircraft simulated.
bbbb Twilight (Dusk/Dawn) Visual. A visual system capable of meeting, as a minimum, the system brightness and contrast ratio requirements and performance criteria appropriate for the level of qualification sought. The system, when used in training, should provide, as a minimum, full colour presentations of
reduced ambient intensity (as compared with a daylight visual system), sufficient to conduct a visual approach, landing and airport movement (taxi)
cccc Update. The improvement or enhancement of an FSTD.
dddd Upgrade. The improvement or enhancement of an FSTD for the purpose of achieving a higher qualification.
eeee Validation Data. Data used to prove that the FSTD performance corresponds to that of the aircraft.
ffff Validation Flight Test Data. Performance, stability and control, and other necessary test parameters electrically or electronically recorded in an aircraft using a calibrated data acquisition system of sufficient resolution and verified as accurate by the organisation performing the test to establish a reference set of relevant parameters to which like FSTD parameters can be compared.
gggg Validation Test. A test by which FSTD parameters can be compared with the relevant validation data.
hhhh Visual Ground Segment Test. A test designed to assess items impacting the accuracy of the visual scene presented to the pilot at a decision height (DH) on an ILS approach.
iiii Visual System Response Time. The interval from an abrupt control input to the completion of the visual display scan of the first video field containing the resulting different information.
jjjj Well-Understood Effect. An incremental change to a configuration or system which can be accurately modelled using proven predictive methods based on known characteristics of the change.
2 Abbreviations
A = Aeroplane
AC = Advisory Circular
ACJ = Advisory Circular Joint
A/C = Aircraft
Ad = Total initial displacement of pilot controller (initial displacement to final resting amplitude)
AFM = Aeroplane Flight Manual
AFCS = Automatic Flight Control System
AGL = Above Ground Level (metres or feet)
An = Sequential amplitude of overshoot after initial X axis crossing, e.g. A1 = 1st overshoot.
AEO = All Engines Operating
AOA = Angle of Attack (degrees)
BC = ILS localizer back course CAT I/II/III = Landing category operations
CCA = Computer Controlled Aeroplane
cd/m2 = Candela/metre2, 3.4263 candela/m2 = 1 ft-Lambert CG = Centre of gravity
cm(s) = Centimetre, centimetres
CT&M = Correct Trend and Magnitude
daN = DecaNewtons
dB = Decibel
deg(s) = Degree, degrees
DGPS = Differential Global Positioning System
DH = Decision Height
DME = Distance Measuring Equipment
DPATO = Defined Point After Take-off
DPBL = Define Point Before Landing
EGPWS EPR EW | = = = | Enhanced Ground Proximity Warning System Engine Pressure Ratio Empty Weight |
FAA | = | United States Federal Aviation Administration (U.S.) |
FD | = | Flight Director |
FOV | = | Field Of View |
FPM | = | Feet Per Minute |
FTO | = | Flying Training Organisation |
ft | = | Feet, 1 foot = 0.304801 metres |
ft-Lambert | = | Foot-Lambert, 1 ft-Lambert = 3.4263 candela/m2 |
g | = | Acceleration due to gravity (metres or feet/sec2), 1g = 9.81 m/sec2 or 32.2 feet/sec2 |
G/S | = | Glideslope |
GPS | = | Global Positioning System |
GPWS | = | Ground Proximity Warning System |
H | = | Helicopter |
HGS | = | Head-up Guidance System |
IATA | = | International Air Transport Association |
ICAO | = | International Civil Aviation Organisation |
IGE | = | In Ground Effect |
ILS | = | Instrument Landing System |
IMC | = | Instrument Meteorological Conditions |
in | = | Inches 1 in = 2.54 cmIOS = Instructor Operating Station |
IPOM | = | Integrated proof of match |
IQTG | = | International Qualification Test Guide (RAeS Document) |
JAA | = | Joint Aviation Authorities |
JAR | = | Joint Aviation Requirement |
JAWS | = | Joint Airport Weather Studies |
km | = | Kilometres 1 km = 0.62137 Statute Miles |
kPa | = | KiloPascal (Xxxx Xxxxxx/Metres2). 1 psi = 6.89476 kPa |
kts | = | Knots calibrated airspeed unless otherwise specified, 1 Knot = 0.5148 m/sec or |
1.689 ft/sec | ||
lb | = | Pounds |
LOC | = | Localizer |
LOFT | = | Line oriented flight training |
LOS | = | Line oriented simulation |
LDP | = | Landing Decision Point |
m | = | Metres, 1 Metre = 3.28083 feet |
MCC | = | Multi-Crew Co-operation |
MCTM | = | Maximum certificated take-off mass (kilos/pounds) |
MEH | = | Multi-engine Helicopter |
min | = | Minutes |
MLG | = | Main landing gear |
mm | = | Millimetres |
MPa | = | MegaPascals [1 psi = 6894.76 pascals] |
MQTG | = | Master Qualification Test Guide |
ms | = | Millisecond(s) |
MTOW | = | Maximum Take-off Weight |
n | = | Sequential period of a full cycle of oscillation |
ACJ to JAR-FSTD A.005 (continued)
N | = | NORMAL CONTROL Used in reference to Computer Controlled Aircraft |
N/A | = | Not Applicable |
N1 | = | Engine Low Pressure Rotor revolutions per minute expressed in percent of |
N1/Ng | = | maximum Gas Generator Speed |
N2 | = | Engine High Pressure Rotor revolutions per minute expressed in percent of |
N2/Nf | = | maximum Free Turbine Speed |
NAA | = | National Aviation Authority |
NDB | = | Non-directional beacon |
NM | = | Nautical Mile, 1 Nautical Mile = 6 080 feet = 1 852m |
NN | = | Non-normal control a state referring to computer controlled aircraft |
NR | = | Main Rotor Speed |
NWA | = | Nosewheel Angle (degrees) |
OEI | = | One Engine Inoperative |
OGE | = | Out of Ground Effect |
OM-B | = | Operations Manual – Part B (AFM) |
OTD | = | Other Training Device |
P0 | = | Time from pilot controller release until initial X axis crossing (X axis defined by the |
P1 | = | resting amplitude) First full cycle of oscillation after the initial X axis crossing |
P2 | = | Second full cycle of oscillation after the initial X axis crossing |
PANS | = | Procedure for air navigation services |
PAPI | = | Precision Approach Path Indicator System |
PAR | = | Precision approach radar |
Pf | = | Impact or Feel Pressure |
PLA | = | Power Lever Angle |
PLF | = | Power for Level Flight |
Pn | = | Sequential period of oscillation |
POM | = | Proof-of-Match |
PSD | = | Power Spectral Density |
psi | = | pounds per square inch. (1 psi = 6·89476 kPa) |
PTT | = | Part-Task Trainer |
QTG | = | Qualification Test Guide |
R/C | = | Rate of Climb (metres/sec or feet/min) |
R/D | = | Rate of Descent (metres/sec or feet/min) |
RAE | = | Royal Aerospace Establishment |
RAeS | = | Royal Aeronautical Society |
REIL | = | Runway End Identifier Lights |
RNAV | = | Radio navigation |
RVR | = | Runway Visual Range (metres or feet) |
s | = | second(s) |
sec(s) | = | second, seconds |
sm | = | Statute Mile 1 Statute Mile = 5280 feet = 1609m |
SOC | = | Statement of Compliance |
SUPPS | = | Supplementary procedures referring to regional supplementary procedures |
TCAS | = | Traffic alert and Collision Avoidance System |
TGL | = | Temporary Guidance Leaflet |
T(A) | = | Tolerance applied to Amplitude |
T(p) | = | Tolerance applied to period |
T/O | = | Take-off |
Tf | = | Total time of the flare manoeuvre duration |
Ti | = | Total time from initial throttle movement until a 10% response of a critical engine |
TLA | = | parameter Throttle lever angle |
TLOF | = | Touchdown and Lift Off |
TDP | = | Take-off Decision Point |
Tt | = | Total time from Ti to a 90% increase or decrease in the power level specified |
VASI | = | Visual Approach Slope Indicator System |
VDR | = | Validation Data Roadmap |
VFR | = | Visual Flight Rules |
VGS | = | Visual Ground Segment |
Vmca | = | Minimum Control Speed (Air) |
Vmcg | = | Minimum Control Speed (Ground) |
Vmcl | = | Minimum Control Speed (Landing) |
VOR | = | VHF omni-directional range |
Vr | = | Rotate Speed |
Vs | = | Stall Speed or minimum speed in the stall |
V1 | = | Critical Decision Speed |
VTOSS | = | Take-off Safety Speed |
Vy | = | Optimum Climbing Speed |
Vw | = | Wind Velocity |
WAT | = | Weight, Altitude, Temperature |
1st Segment | = | That portion of the take-off profile from lift-off to completion of gear retraction (JAR |
2nd Segment | = | 25) That portion of the take-off profile from after gear retraction to end of climb at V2 |
3rd Segment | = | and initial flap/slat retraction (JAR 25) That portion of the take-off profile after flap/slat retraction is complete (JAR 25) |
INTENTIONALLY LEFT BLANK
ACJ C – AEROPLANE FLIGHT SIMULATION TRAINING DEVICES
ACJ No. 1 to JAR-FSTD A.015 (acceptable means of compliance) FSTD Qualification – Application and Inspection
See JAR–FSTD A.015
1 Letter of Application
A sample of letter of application is provided overleaf.
INTENTIONALLY LEFT BLANK
LETTER OF APPLICATION FOR INITIAL JAA EVALUATION OF A FLIGHT SIMULATION TRAINING
DEVICE (except BITD). Part A
To be submitted not less than 3 months prior to requested qualification date
(Date)
PRINCIPAL INSPECTOR (XXX XXX OFFICE)
(Address)…………………………………………….
…………………………………………………………. (City)…………………………………………………. (Country)…………………………………………….
Type of FSTD | Aircraft Type/Class | Qualification Level Sought | ||||
Flight Simulator | FFS | A | B | C | D | |
Flight Training Device | FTD | 1 | 2 | |||
Flight and Navigation Procedures Trainer | FNPT | I | II | II MCC | ||
Basic Instrument Training Device | BITD |
Dear,
............……....... (Name of Applicant). requests the evaluation of its Flight Simulation
Training Device for JAR-FSTD A qualification. The ..…...(FSTD Manufacturer Name) FSTD with its
...……….... (Visual System Manufacturer Name, if applicable) Visual System is fully defined on page
.......….... of the accompanying Qualification Test Guide (QTG) which was run on.....…... (date). at
.......(place).......
Evaluation is requested for the following configurations and engine fits as applicable:
e.g. 767 PW/GE and 757RR 1……………..
2…………….
3…………….
Dates requested are:……………………….. and the FSTD will be located at
………………………………………………………………………………………………………………
The QTG will be submitted by……(Date)… and in any event not less than 30 days before the
requested evaluation date unless otherwise agreed with the Authority.
Comments:
………………………………………………………………………………………………………………………………
………………………………………………………………………………………………………………………………
……………………………………………. Signed
……………………… Print name……………..
position/appointment held……………….
e mail address…………….
telephone number…………
Part B
To be completed with attached QTG results
(Date)………….
We have completed tests of the FSTD and declare that it meets all applicable requirements of the JAR– FSTD A (Aeroplane) except as noted below. Appropriate hardware and software configuration control procedures have been established and these are appended for your inspection and approval.
The following MQTG tests are outstanding:
Tests | Comments |
(Add boxes as required)
It is expected that they will be completed and submitted 3 weeks prior to the evaluation date.
Signed
………………………
Print name…..............................
position/appointment held……………….
E-mail address…………….
Telephone number…………
Part C
To be completed not less than 7 days prior to initial evaluation
(Date)…………
The FSTD has been assessed by the following evaluation team:
.............................. (name) ...................... Qualification ...........................
.............................. (name) ...................... Qualification ...........................
.............................. (name) ...................... Qualification ...........................
.............................. (name) ...................... Pilot’s Licence Nr................
.............................. (name) ....................... Flight Engineer’s Licence Nr (if applicable) ...........
This team attest(s) that it conforms to the aeroplane flight deck configuration of (Name of FSTD
operator). (type of aeroplane) aeroplane and that the simulated systems and subsystems function
equivalently to those in that aeroplane. This pilot has also assessed the performance and the flying qualities of the FSTD and finds that it represents the designated aeroplane.
(Additional comments as required)
………………………………………………………….
…………………………………………………………….
…………………………………………………………….
Signed
………………………
Print name…..............................
position/appointment held……………….
E-mail address…………….
Telephone number…………
2 Composition of Evaluation Team
2.1 To gain a Qualification Level, an FSTD is evaluated in accordance with a structured routine conducted by a technical team which is appointed by the Authority. The team normally consists of at least the following personnel:
a. A technical FSTD inspector of the Authority, or an accredited inspector from another JAA Authority, qualified in all aspects of flight simulation hardware, software and computer modelling or, exceptionally, a person designated by the Authority with equivalent qualifications; and
b. One of the following:
i. A flight inspector of the Authority, or an accredited inspector from another JAA Authority, who is qualified in flight crew training procedures and is holding a valid type rating on the aeroplane (or for BITD, class rated on the class of aeroplane) being simulated; or
ii. A flight inspector of the Authority who is qualified in flight crew training procedures assisted by a Type Rating Instructor, holding a valid type rating on the aeroplane (or for BITD, class rated on the class of aeroplane) being simulated; or, exceptionally,
iii. A person designated by the Authority who is qualified in flight crew training procedures and is holding a valid type rating on the aeroplane (or for BITD, class rated on the class of aeroplane) being simulated and sufficiently experienced to assist the technical team. This person should fly out at least part of the functions and subjective test profiles.
Where a designee is used as a substitute for one of the Authority’s inspectors, the other person shall be a properly qualified inspector of the Authority or an accredited inspector from another JAA Authority.
For an FTD level 1 and FNPT Type I, one suitably qualified Inspector may combine the functions in a. and b. above.
For a BITD this team consists of an Inspector from a JAA National Aviation Authority and one from another JAA National Aviation Authority, including the manufacturer‘s Authority if applicable.
2.2 Additionally the following persons should be present:
a. For FFS, FTD and FNPT a type or class rated Training Captain from the FSTD operator or main FSTD users.
b. For all types, sufficient FSTD support staff to assist with the running of tests and operation of the instructor’s station.
2.3 On a case-by-case basis, when an FFS is being evaluated, the Authority may reduce the evaluation team to an Authority flight inspector supported by a type rated training captain from a main flight simulator user for evaluation of a specific flight simulator of a specific FSTD operator, provided:
a. This composition is not being used prior to the second recurrent evaluation;
b. Such an evaluation will be followed by an evaluation with a full authority evaluation team;
c. The Authority flight inspector will perform some spot checks in the area of objective testing;
d. No major change or upgrading has been applied since the directly preceding evaluation;
e. No relocation of the FSTD has taken place since the last evaluation;
f. A system is established enabling the Authority to monitor and analyse the status of the FSTD on a continuous basis;
g. The FSTD hardware and software has been working reliably for the previous years. This should be reflected in the number and kind of (technical log) discrepancies and the results of the quality system audits.
ACJ No. 2 to JAR- FSTD A.015 (explanatory material) FSTD Evaluations
See JAR–FSTD A.015
1 General
1.1 During initial and recurrent FSTD evaluations it will be necessary for the Authority to conduct the Objective and Subjective tests described in JAR–FSTD A.030 and JAR–FSTD A.035, and detailed in ACJ No 1 to JAR-FSTD A.030. There will be occasions when all tests cannot be completed – for example during recurrent evaluations on a convertible FSTD – but arrangements should be made for all tests to be completed within a reasonable time.
1.2 Following an evaluation, it is possible that a number of defects may be identified. Generally these defects should be rectified and the Authority notified of such action within 30 days. Serious defects, which affect flight crew training, testing and checking, could result in an immediate downgrading of the Qualification Level, or if any defect remains unattended without good reason for period greater than 30 days, subsequent downgrading may occur or the FSTD Qualification could be revoked.
2 Initial Evaluations
2.1 Objective Testing
2.1.1 Objective Testing is centred around the QTG. Before testing can begin on an initial evaluation the acceptability of the validation tests contained in the QTG should be agreed with the Authority well in advance of the evaluation date to ensure that the FSTD time especially devoted to the running of some of the tests by the Authority is not wasted. The acceptability of all tests depends upon their content, accuracy, completeness and recency of the results.
2.1.2 Much of the time allocated to Objective Tests depends upon the speed of the automatic and manual systems set up to run each test and whether or not special equipment is required. The Authority will not necessarily warn the FSTD operator of the sample validations tests which will be run on the day of the evaluation, unless special equipment is required. It should be remembered that the FSTD cannot be used for Subjective Tests whilst part of the QTG is being run. Therefore sufficient time (at least 8 consecutive hours) should be set aside for the examination and running of the QTG. A useful explanation of how the validation tests should be run is contained in the ‘RAeS Aeroplane Flight Simulator Evaluation Handbook’ (February 95 or as amended) produced in support of the ICAO Manual of Criteria for the Qualification of Flight Simulators and JAR–FSTD A.
2.2 Subjective Testing
2.2.1 The Subjective Tests for the evaluation can be found in ACJ No 1 to JAR-FSTD A.030, and a suggested Subjective Test Profile is described in sub-paragraph 4.6 below.
2.2.2 Essentially one working day is required for the Subjective Test routine, which effectively denies use of the FSTD for any other purpose.
2.3 Conclusion
2.3.1 To ensure adequate coverage of Subjective and Objective Tests and to allow for cost effective rectification and re-test before departure of the inspection team, adequate time (up to three consecutive days) should be dedicated to an initial evaluation of an FSTD.
3 Recurrent Evaluations
3.1 Objective Testing
3.1.1 During recurrent evaluations, the Authority will wish to see evidence of the successful running of the QTG between evaluations. The Authority will select a number of tests to be run during the evaluation, including those that may be cause for concern. Again adequate notification would be given when special equipment is required for the test.
3.1.2 Essentially the time taken to run the Objective Tests depends upon the need for special equipment, if any, and the test system, and the FSTD cannot be used for Subjective Tests or other functions whilst testing is in progress. For a modern FSTD incorporating an automatic test system, four (4) hours would normally be required. FSTDs that rely upon Manual Testing may require a longer period of time.
3.2 Subjective Testing
ACJ No. 2 to JAR-FSTD A.015 (continued)
3.2.1 Essentially the same subjective test routine should be flown as per the profile described in sub- paragraph 4.6 below with a selection of the subjective tests taken from ACJ No 1 to JAR- FSTD A.030.
3.2.2 Normally, the time taken for recurrent Subjective Testing is about four (4) hours, and the FSTD cannot perform other functions during this time.
3.3 Conclusion
3.3.1 To ensure adequate coverage of Subjective and Objective Tests during a recurrent evaluation, a total of 8 hours should be allocated, (4 hours for a BITD). However, it should be remembered that any FSTD deficiency that arises during the evaluation could necessitate the extension of the evaluation period.
3.3.2 In the case of a BITD, the recurrent evaluation may be conducted by one suitably qualified Flight Inspector only, in conjunction with the visit of any Registered Facility or inspection of any Flight Training Organisation, using the BITD.
4 Functions and Subjective Tests – Suggested Test Routine
4.1 During initial and recurrent evaluations of an FSTD, the competent Authority will conduct a series of Functions and Subjective Tests that together with the Objective Tests complete the comparison of the FSTD with the type or class of aeroplane.
4.2 Whereas functions tests verify the acceptability of the simulated aeroplane systems and their integration, Subjective Tests verify the fitness of the FSTD in relation to training, checking and testing tasks.
4.3 The FSTD should provide adequate flexibility to permit the accomplishment of the desired/required tasks while maintaining an adequate perception by the flight crew that they are operating in a real aeroplane environment. Additionally, the Instructor Operating Station (IOS) should not present an unnecessary distraction from observing the activities of the flight crew whilst providing adequate facilities for the tasks.
4.4 Section 1 of JAR– FSTD A sets out the requirements, and the ACJs in Section 2 the means of compliance for qualification. However, it is important that both the competent Authority and the FSTD operator understand what to expect from the routine of FSTD Functions and Subjective Tests. It should be remembered that part of the Subjective Tests routine for an FSTD should involve an uninterrupted fly-out (except for FTD level 1) comparable with the duration of typical training sessions in addition to assessment of flight freeze and repositioning. An example of such a profile is to be found in sub-paragraph 4.6 (4.7 for BITD) below. (A useful explanation of Functions and Subjective Tests and an example of Subjective Test routine check-list may be found in the RAeS Airplane Flight Simulator Evaluation Handbook Volume II (February 95 or as amended) produced in support of the ICAO Manual of Criteria for the Qualification of Flight Simulators and JAR–FSTD A.
4.5 JAA Regulatory Authorities and FSTD operators who are unfamiliar with the evaluation process are advised to contact a suitably experienced JAA Authority.
ACJ No 2 to JAR FSTD A.015 (continued)
FL180
ENG-OUT 1
EN-RTE CLIMB PERF
TAXI CX
FL070
INSTRUMENT 5,000
DEPARTURE
R-CLIMB PERF
V+TRIM
±20 KT
CABIN DEPRESS (WARN MASKS)
ENG SLAMS
ENG OUT CLIMB
ENG S/DOWN
FL050
R/W TURNS
etc...
FL350
(CAB PRESS)
CRUISE TRIMS
MMO (WARN CONTROLS)
APU FUNCTION
ENG S/DOWN
FL290
1
RELIGHT FL140 (WINDMILL OR INTERNAL)
ENG RELIGHT
2
2
HIGH SPEED DESCENT
FL150
VMO (WARN CONTROLS)
STALLS
FL100
L/G & FLAPS HYDRAULIC NON NORMAL
RAT
INSTRUMENT ARRIVAL
3
3
ILS NORMAL
G/A
VISUAL CCT LEFT/RIGHT
ILS NORMAL
LAND
4.6 Typical Test Profile for a FSTD A.
Note: (1) The Typical Test Profile (approximately 2 hours) should be flown at aeroplane masses at, or close to, the maximum allowable mass for the ambient atmospheric conditions. Those ambient conditions should be varied from Standard Atmosphere to test the validity of the limits of temperature and pressure likely to be required in the practical use of the FSTD. Visual exercises only apply to FSTDs fitted with a visual system.
(2) Flight with AFCS
(3) Manual handling qualities are purely generic and should not provide negative training
4.7 Typical Subjective Test Profile for BITDs (approximately 2 hours) - items and altitudes as applicable.
- Instrument departure, rate of climb, climb performance
- Level-off at 4 000 ft
- Fail engine (if applicable)
- Engine out climb to 6 000 ft (if applicable)
- Engine out cruise performance (if applicable), restart engine
- All engine cruise performance with different power settings
- Descent to 2000 ft
- All engine performance with different configurations, followed by ILS approach
- All engine go-around
- Non-precision approach
ACJ No 2 to JAR FSTD A.015 (continued)
- Go-around with engine failure (if applicable)
- Engine out ILS approach (if applicable)
- Go-around engine out (if applicable)
- Non precision approach engine out (if applicable), followed by go-around
- Restart engine (if applicable)
- Climb to 4000 ft
- Manoeuvring:
- Normal turns left and right
- Steep turns left and right
- Acceleration and deceleration within operational range
- Approaching to stall in different configurations
- Recovery from spiral dive
- Auto flight performance (if applicable)
- System malfunctions
- Approach
ACJ to JAR-FSTD A.020 (acceptable means of compliance) Validity of FSTD Qualification
See JAR-FSTD A.020
1. Prerequisites
1.1 On a case-by-case basis, the Authority may grant an extended validity of a FSTD qualification in excess of 12 months up to a maximum of 36 months, to a specific FSTD operator for a specific FSTD, provided:
a. an initial and at least one recurrent successful evaluation have been performed on this FSTD by the same Authority;
b. the FSTD operator has got a satisfactory record of successful regulatory FSTD evaluations over a period of at least 3 years;
c. the FSTD operator has established and successfully maintained a Quality System for at least 3 years;
d. the Authority performs a formal audit of the FSTD operator's Quality System every calendar year;
e. an accountable person of the FSTD operator with FSTD and training experience acceptable to the Authority (such as a type rated training captain), reviews the regular reruns of the QTG and conducts the relevant function and subjective tests every 12 months;
f. a report detailing the results of the QTG rerun tests and function and subjective evaluation will be signed and submitted by the accountable person described under subparagraph (e) above to the Authority.
2. Prerogative of the Authority
The Authority reserves the right to perform FSTD evaluations whenever it deems it necessary.
ACJ No.1 to JAR-FSTD A.025 (acceptable means of compliance) Quality System
See JAR– FSTD A.025
1. Introduction
1.1 In order to show compliance with JAR– FSTD A.025, an FSTD operator should establish his Quality System in accordance with the instructions and information contained in the following paragraphs.
2 General
2.1 Terminology
a. The terms used in the context of the requirement for an FSTD operator’s Quality System have the following meanings:
i. Accountable Manager. The person acceptable to the Authority who has corporate authority for ensuring that all necessary activities can be financed and carried out to the standard required by the Authority, and any additional requirements defined by the FSTD operator.
ii. Quality Assurance. All those planned and systematic actions necessary to provide adequate confidence that specified performance, functions and characteristics satisfy given requirements.
iii. Quality Manager. The manager, acceptable to the Authority, responsible for the management of the Quality System, monitoring function and requesting corrective actions.
2.2 Quality Policy
2.2.1 An FSTD operator should establish a formal written Quality Policy Statement that is a commitment by the Accountable Manager as to what the Quality System is intended to achieve. The Quality Policy should reflect the achievement and continued compliance with JAR– FSTD A together with any additional standards specified by the FSTD operator.
2.2.2 The Accountable Manager is an essential part of the FSTD qualification holder’s organisation. With regard to the above terminology, the term ‘Accountable Manager’ is intended to mean the Chief Executive/President/Managing Director/General Manager etc. of the FSTD operator’s organisation, who by virtue of his position has overall responsibility (including financial) for managing the organisation.
2.2.3 The Accountable Manager will have overall responsibility for the FSTD qualification holder’s Quality System including the frequency, format and structure of the internal management evaluation activities as prescribed in paragraph 4.9 below.
2.3 Purpose of the Quality System
2.3.1 The Quality System should enable the FSTD operator to monitor compliance with JAR– FSTD A, and any other standards specified by that FSTD operator, or the Authority, to ensure correct maintenance and performance of the device.
2.4 Quality Manager
2.4.1 The primary role of the Quality Manager is to verify, by monitoring activity in the fields of FSTD qualification, that the standards required by the Authority, and any additional requirements defined by the FSTD operator, are being carried out under the supervision of the relevant Manager.
2.4.2 The Quality Manager should be responsible for ensuring that the Quality Assurance Programme is properly established, implemented and maintained.
2.4.3 The Quality Manager should:
a. Have direct access to the Accountable Manager;
b. Have access to all parts of the FSTD operator’s and, as necessary, any sub-contractor’s organisation.
2.4.4 The posts of the Accountable Manager and the Quality Manager may be combined by FSTD operators whose structure and size may not justify the separation of those two posts. However, in this event, Quality Audits should be conducted by independent personnel.
3 Quality System
3.1 Introduction
3.1.1 The FSTD operator’s Quality System should ensure compliance with FSTD qualification requirements, standards and procedures.
3.1.2 The FSTD operator should specify the structure of the Quality System.
3.1.3 The Quality System should be structured according to the size and complexity of the organisation to be monitored.
3.2 Scope
3.2.1 As a minimum, the Quality System should address the following:
a. The provision of JAR–FSTD A.
b. The FSTD operator’s additional standards and procedures.
c. The FSTD operator’s Quality Policy.
d. The FSTD operator’s organisational structure.
e. Responsibility for the development, establishment and management of the Quality System.
f. Documentation, including manuals, reports and records.
g. Quality Procedures.
h. Quality Assurance Programme.
i. The provision of adequate financial, material and human resources.
j. Training requirements for the various functions in the organisation.
ACJ No. 1 to JAR-FSTD A.025 (continued)
3.2.2 The Quality System should include a feedback system to the Accountable Manager to ensure that corrective actions are both identified and promptly addressed. The feedback system should also specify who is required to rectify discrepancies and non-compliance in each particular case, and the procedure to be followed if corrective action is not completed within an appropriate timescale.
3.3 Relevant Documentation
Relevant documentation should include the following:
a. Quality Policy.
b. Terminology.
c. Reference to specified STD technical standards.
d. A description of the organisation.
e. The allocation of duties and responsibilities.
f. Qualification procedures to ensure regulatory compliance.
g. The Quality Assurance Programme, reflecting:
i. Schedule of the monitoring process.
ii. Audit procedure
iii. Reporting procedures.
iv. Follow-up and corrective action procedures.
v. Recording system.
h. Document control.
4. Quality Assurance Programme
4.1 Introduction
4.1.1 The Quality Assurance Programme should include all planned and systematic actions necessary to provide confidence that all maintenance is conducted and all performance maintained in accordance with all applicable requirements, standards and procedures.
4.1.2 When establishing a Quality Assurance Programme, consideration should, at least, be given to the paragraphs 4.2 to 4.9 below.
4.2 Quality Inspection
4.2.1 The primary purpose of a quality inspection is to observe a particular event/action/document etc., in order to verify whether established procedures and requirements are followed during the accomplishment of that event and whether the required standard is achieved.
4.2.2 Typical subject areas for quality inspections are:
Actual STD operation. Maintenance.
Technical standards.
Flight simulator safety features.
4.3 Audit
4.3.1 An audit is a systematic and independent comparison of the way in which an activity is being conducted against the way in which the published procedures say it should be conducted.
4.3.2 Audits should include at least the following quality procedures and processes:
a. A statement explaining the scope of the audit.
b. Planning and preparation.
c. Gathering and recording evidence
d. Analysis of the evidence.
4.3.3 Techniques which contribute to an effective audit are:
a. Interviews or discussions with personnel.
b. A review of published documents.
c. The examination of an adequate sample of records.
d. The witnessing of the activities which make up the operation
e. The preservation of documents and the recording of observations.
4.4 Auditors
4.4.1 An FSTD operator should decide, depending on the complexity and size of the organisation, whether to make use of a dedicated audit team or a single auditor. In any event, the auditor or audit team should have relevant FSTD experience.
4.4.2 The responsibilities of the auditors should be clearly defined in the relevant documentation.
4.5 Auditor’s Independence
4.5.1 Auditors should not have any day to day involvement in the area of activity which is to be audited. An FSTD operator may, in addition to using the services of full-time dedicated personnel belonging to a separate quality department, undertake the monitoring of specific areas or activities by the use of part-time auditors. Due to the technological complexity of FSTDs, which requires auditors with very specialised knowledge and experience, an FSTD operator may undertake the audit function by the use of part-time personnel from within his own organisation or from an external source under the terms of an agreement acceptable to the Authority. In all cases the FSTD operator should develop suitable procedures to ensure that persons directly responsible for the activities to be audited are not selected as part of the auditing team. Where external auditors are used, it is essential that any external specialist is familiar with the type of device conducted by the FSTD operator.
4.5.2 The FSTD operator’s Quality Assurance Programme should identify the persons within the company who have the experience, responsibility and authority to:
a. Perform quality inspections and audits as part of ongoing Quality Assurance.
b. Identify and record any concerns or findings, and the evidence necessary to substantiate such concerns or findings.
c. Initiate or recommend solutions to concerns or findings through designated reporting channels.
d. Verify the implementation of solutions within specific time scales.
e. Report directly to the Quality Manager.
4.6 Audit Scope
4.6.1 FSTD operators are required to monitor compliance with the procedures they have designed to ensure specified performance and functions. In doing so they should as a minimum, and where appropriate, monitor:
a. Organisation.
b. Plans and objectives.
c. Maintenance procedures.
d. FSTD Qualification Level.
e. Supervision.
f. FSTD technical status.
g. Manuals, logs, and records.
h. Defect deferral.
ACJ No.1 to JAR-FSTD A.025 (continued)
ACJ No. 1 to JAR-FSTD A.025 (continued)
i. Personnel training.
j. Aeroplane modifications management.
4.7 Auditing scheduling
4.7.1 A Quality Assurance Programme should include a defined audit schedule and a periodic review. The schedule should be flexible, and allow unscheduled audits when trends are identified. Follow-up audits should be scheduled when necessary to verify that corrective action was carried out and that it was effective.
4.7.2 An FSTD operator should establish a schedule of audits to be completed during a specified calendar period. All aspects of the operation should be reviewed within every period of 12 months in accordance with the programme unless an extension to the audit period is accepted as explained below. An FSTD operator may increase the frequency of audits at his discretion but should not decrease the frequency without the agreement of the Authority.
4.7.3 When an FSTD operator defines the audit schedule, significant changes to the management, organisation, or technologies should be considered as well as changes to the regulatory requirements.
4.7.4 For FSTD operators whose structure and size may not justify the completion of a complex system of audits, it may be appropriate to develop a Quality Assurance Programme that employs a checklist. The checklist should have a supporting schedule that requires completion of all checklist items within a specified time scale, together with a statement acknowledging completion of a periodic review by top management.
4.7.5 Whatever arrangements are made, the FSTD operator retains the ultimate responsibility for the Quality System and especially the completion and follow up of corrective actions.
4.8 Monitoring and Corrective Action
4.8.1 The aim of monitoring within the Quality System is primarily to investigate and judge its effectiveness and thereby to ensure that defined policy, performance and function standards are continuously complied with. Monitoring activity is based upon quality inspections, audits, corrective action and follow-up. The FSTD operator should establish and publish a quality procedure to monitor regulatory compliance on a continuing basis. This monitoring activity should be aimed at eliminating the causes of unsatisfactory performance.
4.8.2 Any non-compliance identified as a result of monitoring should be communicated to the manager responsible for taking corrective action or, if appropriate, the Accountable Manager. Such non-compliance should be recorded, for the purpose of further investigation, in order to determine the cause and to enable the recommendation of appropriate corrective action.
4.8.3 The Quality Assurance Programme should include procedures to ensure that corrective actions are taken in response to findings. These quality procedures should monitor such actions to verify their effectiveness and that they have been completed. Organisational responsibility and accountability for the implementation of corrective actions resides with the department cited in the report identifying the finding. The Accountable Manager will have the ultimate responsibility for resourcing the corrective action and ensuring, through the Quality Manager, that the corrective action has re-established compliance with the standard required by the Authority, and any additional requirements defined by the FSTD operator.
4.8.4 Corrective action
a. Subsequent to the quality inspection/audit, the FSTD operator should establish:
i. The seriousness of any findings and any need for immediate corrective action.
ii. Cause of the finding.
iii. Corrective actions required to ensure that the non-compliance does not recur.
iv. A schedule for corrective action.
v. The identification of individuals or departments responsible for implementing corrective action.
vi. Allocation of resources by the Accountable Manager, where appropriate.
4.8.5 The Quality Manager should:
a. Verify that corrective action is taken by the manager responsible in response to any finding of non- compliance.
b. Verify that corrective action includes the elements outlined in paragraph 4.8.4 above.
c. Monitor the implementation and completion of corrective action.
d. Provide management with an independent assessment of corrective action, implementation and completion.
e. Evaluate the effectiveness of corrective action through the follow-up process.
4.9 Management Evaluation
4.9.1 A management evaluation is a comprehensive, systematic, documented review of the Quality System and procedures by the management, and it should consider:
a. The results of quality inspections, audits and any other indicators.
b. The overall effectiveness of the management organisation in achieving stated objectives.
4.9.2 A management evaluation should identify and correct trends, and prevent, where possible, future non-conformities. Conclusions and recommendations made as a result of an evaluation should be submitted in writing to the responsible manager for action. The responsible manager should be an individual who has the authority to resolve issues and take action.
4.9.3 The Accountable Manager should decide upon the frequency, format, and structure of internal management evaluation activities.
4.10 Recording
4.10.1 Accurate, complete, and readily accessible records documenting the results of the Quality Assurance Programme should be maintained by the FSTD operator. Records are essential data to enable an FSTD operator to analyse and determine the root causes of non-conformity, so that areas of non-compliance can be identified and addressed.
4.10.2 The following records should be retained for a period of 5 years:
a. Audit schedules.
b. Quality inspection and audit reports.
c. Response to findings.
d. Corrective action reports.
e. Follow-up and closure reports; and
f. Management evaluation reports.
5 Quality Assurance responsibility for sub-contractors
5.1 Sub-contractors
5.1.1 FSTD operators may decide to sub-contract out certain activities to external agencies for the provision of services related to areas such as:
a. Maintenance.
b. Manual preparation.
5.1.2 The ultimate responsibility for the product or service provided by the sub-contractor always remains with the FSTD operator. A written agreement should exist between the FSTD operator and the sub- contractor clearly defining the services and quality to be provided. The sub-contractor's activities relevant to the agreement should be included in the FSTD operator's Quality Assurance Programme.
ACJ No. 1 to JAR-FSTD A.025 (continued)
5.1.3 The FSTD operator should ensure that the sub-contractor has the necessary authorisation/approval when required, and commands the resources and competence to undertake the task. If the FSTD operator requires the sub-contractor to conduct activity which exceeds the sub-contractor’s authorisation/approval, the FSTD operator is responsible for ensuring that the sub-contractor’s Quality Assurance takes account of such additional requirements.
6 Quality System Training
6.1 General
6.1.1 An FSTD operator should establish effective, well planned and resourced quality related briefing for all personnel.
6.1.2 Those responsible for managing the Quality System should receive training covering:
a. An introduction to the concept of the Quality System.
b. Quality management.
c. Concept of Quality Assurance.
d. Quality manuals.
e. Audit techniques.
f. Reporting and recording
g. The way in which the Quality System will function in the organisation.
6.1.3 Time should be provided to train every individual involved in quality management and for briefing the remainder of the employees. The allocation of time and resources should be sufficient for the scope of the training.
6.2 Sources of Training
6.2.1 Quality management courses are available from the various national or international Standards Institutions, and an FSTD operator should consider whether to offer such courses to those likely to be involved in the management of Quality Systems. FSTD operators with sufficient appropriately qualified staff should consider whether to carry out in-house training.
7. Standard Measurements for Flight Simulator Quality
7.1 General
7.1.1 It is recognised that a Quality System tied to measurement of FSTD performance will probably lead to improving and maintaining training quality. One acceptable means of measuring FSTD performance is as defined and agreed by industry in ARINC report 433 (May 15th, 2001 or as amended) entitled “Standard Measurements for Flight Simulator Quality”.
ACJ No. 2 to JAR-FSTD A.025
BITD Operator's Quality System See JAR-FSTD A.025
1 Introduction
1.1 In order to show compliance with JAR-FSTD A.025, a BITD operator should establish his Quality System in accordance with the instructions and information contained in the following paragraphs.
2 Quality Policy
2.1 A BITD operator should establish a formal written Quality Policy Statement that is a commitment by the Accountable Manager as to what the Quality System is intended to achieve.
2.2 The Accountable Manager is someone who by virtue of his position has overall authority and responsibility (including financial) for managing the organization.
2.3 The Quality Manager is responsible for the function of the Quality System and requesting corrective actions.
3 Quality System
3.1 The Quality System should enable the BITD operator to monitor compliance with JAR-FSTD A, and any other standards specified by that BITD operator to ensure correct maintenance and performance of the device.
3.2 A Quality Manager oversees the day-to-day control of quality.
3.3 For a small FSTD operator the position of the Accountable Manager and the Quality Manager may be combined. However, in this event, independent personnel should conduct Quality Audits.
4 Quality Assurance Programme
4.1 A Quality Assurance Programme together with a statement acknowledging completion of a periodic review by the Accountable Manager should include the following:
4.1.1 A maintenance facility which provides suitable BITD hardware and software test and maintenance capability.
4.1.2 A recording system in the form of a technical log in which defects, deferred defects and development work are listed, interpreted, actioned and reviewed within a specified time scale.
4.1.3 Planned routine maintenance of the BITD and periodic running of the QTG with adequate manning to cover BITD operating periods and routine maintenance work.
4.1.4 A planned audit schedule and a periodic review should be used to verify that corrective action was carried out and that it was effective. The auditor should have adequate knowledge of BITDs and should be acceptable to the Authority.
5 Quality System Training
5.1 The Quality Manager should receive appropriate Quality System training and brief other personnel on the procedures.
ACJ No. 3 to JAR-FSTD A.025
Installations
See JAR-FSTD A.025(c)
1 Introduction
1.1 This ACJ identifies those elements that are expected to be addressed, as a minimum, to ensure that the FSTD installation provides a safe environment for the users and operators of the FSTD under all circumstances.
2 Expected Elements
2.1 Adequate fire/smoke detection, warning and suppression arrangements should be provided to ensure safe passage of personnel from the FSTD.
2.2 Adequate protection should be provided against electrical, mechanical, hydraulic and pneumatic hazards – including those arising from the control loading and motion systems to ensure maximum safety of all personnel in the vicinity of the FSTD.
2.3 Other areas that should be addressed include:
a. A two way communication system that remains operational in the event of a total power failure.
b. Emergency lighting
c. Escape exits and escape routes
d. Occupant restraints (seats, seat belts etc.).
e. External warning of motion and access ramp or stairs activity.
f. Danger area markings.
g. Guard rails and gates
h. Motion and control loading emergency stop controls accessible from either pilot or instructor seats; and
i. A manual or automatic electrical power isolation switch.
ACJ No. 1 to JAR-FSTD A.030 (acceptable means of compliance) FSTDs qualified on or after 1 August 2008
See JAR–FSTD A.030
NOTE: The structure and numbering of this ACJ departs from JAA layout due to the complexity of the technical content and the need to retain harmonisation with the ICAO Manual of Criteria for the Qualification of Flight Simulators (1995 or as amended).
1 Introduction
1.1 Purpose. This ACJ establishes the criteria that define the performance and documentation requirements for the evaluation of FSTDs used for training, testing and checking of flight crewmembers. These test criteria and methods of compliance were derived from extensive experience of Authorities and the industry.
1.2 Background
1.2.1 The availability of advanced technology has permitted greater use of FSTDs for training, testing and checking of flight crewmembers. The complexity, costs and operating environment of modern aircraft also encourages broader use of advanced simulation. FSTDs can provide more in-depth training than can be accomplished in aircraft and provide a safe and suitable learning environment. Fidelity of modern FSTDs is sufficient to permit pilot assessment with the assurance that the observed behaviour will transfer to the aircraft. Fuel conservation and reduction in adverse environmental effects are important by-products of FSTD use.
1.2.2 The methods, procedures, and testing criteria contained in this ACJ are the result of the experience and expertise of Authorities, operators, and aeroplane and FSTD manufacturers. From 1989 to 1992 a specially convened international working group under the sponsorship of the Royal Aeronautical Society (RAeS) held several meetings with the stated purpose of establishing common test criteria that would be recognised internationally. The final RAeS document, entitled International Standards for the Qualification of Airplane Flight Simulators, dated January 1992 (ISBN 0–903409–98–4), was the core document used to establish these JAA criteria and also the ICAO Manual of Criteria for the Qualification of Flight Simulators (1995 or as amended). An international review under the co-chair of FAA and JAA during 2001 was the basis for a major modification of the ICAO Manual of Criteria for the Qualification of Flight Simulators (1995 or as amended) and for the JAR-FSTD A document.
1.2.3 In showing compliance with JAR–FSTD A.030, the Authority expects account to be taken of the IATA document entitled ‘Design and Performance Data Requirements for Flight Simulators’ – (1996 or as amended), as appropriate to the Qualification Level sought. In any case early contact with the Authority is advised at the initial stage of FSTD build to verify the acceptability of the data.
1.3 Levels of FSTD qualification.
Parts 2, and 3 of this ACJ describe the minimum requirements for qualifying Level A, B, C and D aeroplane FFS, Level 1 and 2 aeroplane FTDs, FNPT types I, II and IIMCC and BITDs.
See also Appendix 1 to JAR-FSTD A.030
1.4 Terminology.
Terminology and abbreviations of terms used in this ACJ are contained in ACJ to JAR-FSTD A.005.
1.5 Testing for FSTD qualification
1.5.1 The FSTD should be assessed in those areas that are essential to completing the flight crewmember training, testing and checking process. This includes the FSTDs’ longitudinal and lateral- directional responses; performance in take-off, climb, cruise, descent, approach, landing; specific operations; control checks; flight deck, flight engineer, and instructor station functions checks; and certain additional requirements depending on the complexity or Qualification Level of the FSTD. The motion and visual systems (where applicable) will be evaluated to ensure their proper operation. Tolerances listed for parameters in the validation tests (Paragraph 2) of this ACJ are the maximum acceptable for FSTD qualification and should not be confused with FSTD design tolerances.
1.5.2 For FFSs and FTDs the intent is to evaluate the FSTD as objectively as possible. Pilot acceptance, however, is also an important consideration. Therefore, the FSTD will be subjected to validation, and functions and subjective tests listed in Part 2 and 3 of this ACJ.
Validation tests are used to compare objectively FFSs and FTDs with aircraft data to ensure that they agree within specified tolerances. Functions and subjective tests provide a basis for evaluating FSTD capability to perform over a typical training period and to verify correct operation of the FSTD.
1.5.3 For initial qualification of FFSs and FTDs aeroplane manufacturer’s validation flight test data is preferred. Data from other sources may be used, subject to the review and concurrence of the Authority.
1.5.4 For FNPTs and BITDs generic data packages can be used. In this case, for an initial evaluation only Correct Trend and Magnitude (CT&M) can be used. The tolerances listed in this ACJ are applicable for recurrent evaluations and should be applied to ensure the device remains at the standard initially qualified.
For initial qualification testing of FNPTs and BITDs, Validation Data will be used. They may be derived from a specific aeroplane within the class of aeroplane the FNPT or BITD is representing or they may be based on information from several aeroplanes within the class. With the concurrence of the Authority, it may be in the form of a manufacturer's previously approved set of Validation Data for the applicable FNPT or BITD. Once the set of data for a specific FNPT or BITD has been accepted and approved by the Authority, it will become the Validation Data that will be used as reference for subsequent recurrent evaluations with the application of the stated tolerances.
The substantiation of the set of data used to build the Validation Data should be in the form of an engineering report and shall show that the proposed Validation Data are representative of the aeroplane or the class of aeroplane modelled. This report may include flight test data, manufacturer’s design data, information from the Aeroplane Flight Manual (AFM) and Maintenance Manuals, results of approved or commonly accepted simulations or predictive models, recognized theoretical results, information from the public domain, or other sources as deemed necessary by the FSTD manufacturer to substantiate the proposed model.
1.5.5 In the case of new aircraft programmes, the aircraft manufacturer’s data partially validated by flight test data, may be used in the interim qualification of the FSTD. However, the FSTD should be re-evaluated following the release of the manufacturer’s approved data. The schedule should be as agreed by the Authority, FSTD operator, FSTD manufacturer, and aircraft manufacturer.
1.5.6 FSTD operators seeking initial or upgrade evaluation of a FSTD should be aware that performance and handling data for older aircraft may not be of sufficient quality to meet some of the test standards contained in this ACJ. In this instance it may be necessary for an operator to acquire additional flight test data.
1.5.7 During FSTD evaluation, if a problem is encountered with a particular validation test, the test may be repeated to ascertain if the problem was caused by test equipment or FSTD operator error. Following this, if the test problem persists, an FSTD operator should be prepared to offer an alternative test.
1.5.8 Validation tests that do not meet the test criteria should be addressed to the satisfaction of the Authority.
1.6 Qualification Test Guide (QTG)
1.6.1 The QTG is the primary reference document used for evaluating a FSTD. It contains test results, statements of compliance and other information for the evaluator to assess if the FSTD meets the test criteria described in this ACJ.
1.6.2 The FSTD operator (in case of a BITD the manufacturer) should submit a QTG that includes:
a. A title page with FSTD operator (in case of a BITD the manufacturer) and approval Authority signature blocks.
b. A FSTD information page (for each configuration in the case of convertible FSTDs) providing:
i. FSTD operator’s FSTD identification number, for a BITD the model and serial number.
ii. Aeroplane model and series being simulated. For FNPTs and BITDs aeroplane model or class being simulated.
iii. References to aerodynamic data or sources for aerodynamic model.
ACJ No. 1 to JAR-FSTD A.030 (continued)
iv. References to engine data or sources for engine model.
v. References to flight control data or sources for flight controls model.
vi. Avionic equipment system identification where the revision level affects the training and checking capability of the FSTD.
vii. FSTD model and manufacturer.
viii. Date of FSTD manufacture.
ix. FSTD computer identification.
x. Visual system type and manufacturer (if fitted).
xi. Motion system type and manufacturer (if fitted).
c. Table of contents.
d. List of effective pages and log of test revisions.
e. Listing of all reference and source data.
f. Glossary of terms and symbols used.
g. Statements of Compliance (SOC) with certain requirements. SOC’s should refer to sources of information and show compliance rationale to explain how the referenced material is used, applicable mathematical equations and parameter values, and conclusions reached.
h. Recording procedures and required equipment for the validation tests.
i. The following items are required for each validation test:
i. Test title. This should be short and definitive, based on the test title referred to in paragraph 2.3 of this ACJ;
ii. Test objective. This should be a brief summary of what the test is intended to demonstrate;
iii. Demonstration procedure. This is a brief description of how the objective is to be met;
iv. References. These are the aeroplane data source documents including both the document number and the page or condition number;
v. Initial conditions. A full and comprehensive list of the test initial conditions is required;
vi. Manual test procedures. Procedures should be sufficient to enable the test to be flown by a qualified pilot, using reference to flight deck instrumentation and without reference to other parts of the QTG or flight test data or other documents;
vii. Automatic test procedures (if applicable).
viii. Evaluation criteria. Specify the main parameter(s) under scrutiny during the test;
ix. Expected result(s). The aeroplane result, including tolerances and, if necessary, a further definition of the point at which the information was extracted from the source data. For FNPTs and BITDs, the initial validation test result including tolerances is sufficient.
x. Test result. Dated FSTD validation test results obtained by the FSTD operator. Tests run on a computer that is independent of the FSTD are not acceptable. For a BITD the validation test results are normally obtained by the manufacturer;
xi. Source data. Copy of the aeroplane source data, clearly marked with the document, page number, issuing authority, and the test number and title as specified in sub-para (i) above. Computer generated displays of flight test data overplotted with FSTD data are insufficient on their own for this requirement.
xii. Comparison of results. An acceptable means of easily comparing FSTD test results with the validation data.
xiii. The preferred method is overplotting. The FSTD operator’s FSTD test results should be recorded on a multi-channel recorder, line printer, electronic capture and display or other
appropriate recording media acceptable to the Authority conducting the test. FSTD results should be labelled using terminology common to aeroplane parameters as opposed to computer software identifications. These results should be easily compared with the supporting data by employing cross plotting or other acceptable means. Aeroplane data documents included in the QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution. Incremental scales on graphical presentations should provide resolution necessary for evaluation of the parameters shown in paragraph 2. The test guide will provide the documented proof of compliance with the FSTD validation tests in the tables in paragraph 2. For tests involving time histories, flight test data sheets, FSTD test results should be clearly marked with appropriate reference points to ensure an accurate comparison between the FSTD and aeroplane with respect to time. FSTD operators using line printers to record time histories should clearly mark that information taken from line printer data output for cross plotting on the aeroplane data. The cross plotting of the FSTD operator’s FSTD data to aeroplane data is essential to verify FSTD performance in each test. The evaluation serves to validate the FSTD operator’s FSTD test results.
j. A copy of the version of the primary reference document as agreed with the Authority and used in the initial evaluation should be included.
1.7 Configuration control. A configuration control system should be established and maintained to ensure the continued integrity of the hardware and software as originally qualified.
1.8 Procedures for initial FSTD qualification
1.8.1 The request for evaluation should reference the QTG and also include a statement that the FSTD operator has thoroughly tested the FSTD and that it meets the criteria described in this document except as noted in the application form. The FSTD operator – for a BITD the manufacturer - should further certify that all the QTG checks, for the requested Qualification Level, have been achieved and that the FSTD is representative of the respective aeroplane or, for FNPTs and BITDs representative of the respective class of aeroplane.
1.8.2 A copy of the FSTD operator’s or BITD manufacturer's QTG, marked with test results, should accompany the request. Any QTG deficiencies raised by the Authority should be addressed prior to the start of the on-site evaluation.
1.8.3 The FSTD operator may elect to accomplish the QTG validation tests while the FSTD is at the manufacturer’s facility. Tests at the manufacturer’s facility should be accomplished at the latest practical time prior to disassembly and shipment. The FSTD operator should then validate FSTD performance at the final location by repeating at least one-third of the validation tests in the QTG and submitting those tests to the Authority. After review of these tests, the Authority will schedule an initial evaluation. The QTG should be clearly annotated to indicate when and where each test was accomplished. This may not be applicable for BITDs that would normally undergo initial qualification at the manufacturer’s facility.
1.9 FSTD recurrent qualification basis
1.9.1 Following satisfactory completion of the initial evaluation and qualification tests, a periodic check system should be established to ensure that FSTDs continue to maintain their initially qualified performance, functions and other characteristics.
1.9.2 The FSTD operator should run the complete QTG, which includes validation, functions & subjective tests, between each annual evaluation by the Authority. As a minimum, the QTG tests should be run progressively in at least four approximately equal 3 monthly blocks on an annual cycle. Each block of QTG tests should be chosen to provide coverage of the different types of validation, functions & subjective tests. Results shall be dated and retained in order to satisfy both the FSTD operator as well as the Authority that the FSTD standards are being maintained. It is not acceptable that the complete QTG is run just prior to the annual evaluation.
2 FSTD Validation Tests
2.1 General
2.1.1 FSTD performance and system operation should be objectively evaluated by comparing the results of tests conducted in the FSTD with aeroplane data unless specifically noted otherwise. To facilitate the
ACJ No. 1 to JAR-FSTD A.030 (continued)
ACJ No. 1 to JAR-FSTD A.030 (continued)
validation of the FSTD, an appropriate recording device acceptable to the Authority should be used to record each validation test result. These recordings should then be compared to the approved validation data.
2.1.2 Certain tests in this ACJ are not necessarily based upon validation data with specific tolerances. However, these tests are included here for completeness, and the required criteria should be fulfilled instead of meeting a specific tolerance.
2.1.3 The FSTD MQTG should describe clearly and distinctly ho90
w the FSTD will be set up and operated for each test. Use of a driver programme designed to accomplish the tests automatically is encouraged. Overall integrated testing of the FSTD should be accomplished to assure that the total FSTD system meets the prescribed standards.
Historically, the tests provided in the QTG to support FSTD qualification have become increasingly fragmented. During the development of the ICAO Manual of Criteria for the Qualification of Flight Simulators, 1993 by an RAeS Working Group, the following text was inserted:
“It is not the intent, nor is it acceptable, to test each Flight Simulator subsystem independently. Overall Integrated Testing of the Flight Simulator should be accomplished to assure that the total Flight Simulator system meets the prescribed standards.”
This text was developed to ensure that the overall testing philosophy within a QTG fulfilled the original intent of validating the FSTD as a whole whether the testing was carried out automatically or manually.
To ensure compliance with this intent, QTGs should contain explanatory material which clearly indicates how each test (or group of tests) is constructed and how the automatic test system is controlling the test e.g. which parameters are driven, free, locked and the use of closed and open loop drivers.
A test procedure with explicit and detailed steps for completion of each test must also be provided. Such information should greatly assist with the review of a QTG that involves an understanding of how each test was constructed in addition to the checking of the actual results
A manual test procedure with explicit and detailed steps for completion of each test should also be provided.
2.1.4 Submittals for approval of data other than flight test should include an explanation of validity with respect to available flight test information. Tests and tolerances in this paragraph should be included in the FSTD MQTG.
For FFS devices representing aeroplanes certificated after January 2002 the MQTG should be supported by a Validation Data Roadmap (VDR) as described in Appendix 2 to ACJ No. 1 to JAR-FSTD A.030. Data providers are encouraged to supply a VDR for older aeroplanes.
For FFS devices representing aeroplanes certificated prior to January 1992, an operator may, after reasonable attempts have failed to obtain suitable flight test data, indicate in the MQTG where flight test data are unavailable or unsuitable for a specific test. For such a test, alternative data should be submitted to the Authority for approval.
2.1.5 The table of FSTD Validation Tests in this ACJ indicates the required tests. Unless noted otherwise, FSTD tests should represent aeroplane performance and handling qualities at operating weights and centres of gravity (cg) positions typical of normal operation.
For FFS devices, if a test is supported by aeroplane data at one extreme weight or cg, another test supported by aeroplane data at mid-conditions or as close as possible to the other extreme should be included. Certain tests, which are relevant only at one extreme weight or cg condition, need not be repeated at the other extreme. Tests of handling qualities should include validation of augmentation devices.
Although FTDs are not designed for the purpose of training and testing of flight handling skills, it will be necessary, particularly for FTD Level 2 to include tests which ensure stability and repeatability of the generic flight package. These tests are also indicated in the tables.
2.1.6 For the testing of Computer Controlled Aeroplane (CCA) FSTDs, flight test data are required for both the normal (N) and non-normal (NN) control states, as applicable to the aeroplane simulated and, as indicated in the validation requirements of this paragraph. Tests in the non-normal state should always include the least augmented state. Tests for other levels of control state degradation may be required as detailed by the Authority at the time of definition of a set of specific aeroplane tests for FSTD data. Where applicable, flight test data should record:
ACJ No. 1 to JAR-FSTD A.030 (continued)
a. pilot controller deflections or electronically generated inputs including location of input; and
b. flight control surface positions unless test results are not affected by, or are independent of, surface positions.
2.1.7 The recording requirements of 2.1.6 a) and b) above apply to both normal and non-normal states. All tests in the table of validation tests require test results in the normal control state unless specifically noted otherwise in the comments section following the computer controlled aeroplane designation (CCA). However, if the test results are independent of control state, non-normal control data may be substituted.
2.1.8 Where non-normal control states are required, test data should be provided for one or more non- normal control states including the least augmented state.
2.1.9 Where normal, non-normal or other degraded control states are not applicable to the aeroplane being simulated, appropriate rationales should be included in the aeroplane manufacturer’s validation data roadmap (VDR), which is described in Appendix 2 to ACJ No. 1 to JAR-FSTD A.030.
2.2 Test requirements
2.2.1 The ground and flight tests required for qualification are listed in the table of FSTD Validation Tests. Computer generated FSTD test results should be provided for each test. The results should be produced on an appropriate recording device acceptable to the Authority. Time histories are required unless otherwise indicated in the table of validation tests.
2.2.2 Approved validation data that exhibit rapid variations of the measured parameters may require engineering judgement when making assessments of FSTD validity. Such judgement should not be limited to a single parameter. All relevant parameters related to a given manoeuvre or flight condition should be provided to allow overall interpretation. When it is difficult or impossible to match FSTD to aeroplane data or approved validation data throughout a time history, differences should be justified by providing a comparison of other related variables for the condition being assessed.
2.2.2.1 Parameters, tolerances, and flight conditions. The table of FSTD validation tests in paragraph 2.3 below describes the parameters, tolerances, and flight conditions for FSTD validation. When two tolerance values are given for a parameter, the less restrictive may be used unless indicated otherwise.
Where tolerances are expressed as a percentage:
▪ for parameters that have units of percent, or parameters normally displayed in the cockpit in units of percent (e.g. N1, N2, engine torque or power), then a percentage tolerance will be interpreted as an absolute tolerance unless otherwise specified (i.e. for an observation of 50% N1 and a tolerance of 5%, the acceptable range shall be from 45% to 55%).
▪ for parameters not displayed in units of percent, a tolerance expressed only as a percentage will be interpreted as the percentage of the current reference value of that parameter during the test, except for parameters varying around a zero value for which a minimum absolute value should be agreed with the Authority
If a flight condition or operating condition is shown which does not apply to the qualification level sought, it should be disregarded. FSTD results should be labelled using the tolerances and units specified.
2.2.2.2 Flight condition verification. When comparing the parameters listed to those of the aeroplane, sufficient data should also be provided to verify the correct flight condition. For example, to show the control force is within ± 2.2 daN (5 pounds) in a static stability test, data to show correct airspeed, power, thrust or
torque, aeroplane configuration, altitude, and other appropriate datum identification parameters should also be given. If comparing short period dynamics on a FSTD, normal acceleration may be used to establish a match to the aeroplane, but airspeed, altitude, control input, aeroplane configuration, and
other appropriate data should also be given. All airspeed values should be assumed to be calibrated unless annotated otherwise and like values used for comparison.
2.2.2.3 Where the tolerances have been replaced by ‘Correct Trend and Magnitude’ (CT&M), the FSTD should be tested and assessed as representative of the aeroplane or class of aeroplane to the satisfaction of
the Authority. To facilitate future evaluations, sufficient parameters should be recorded to establish a reference. For the initial qualification of FNPTs and BITDs no tolerances are to be applied and the use of CT&M is to be assumed throughout.
2.2.2.4 Flight conditions. The flight conditions are specified as follows:
a. Ground-on ground, independent of aeroplane configuration
b. Take-off - gear down with flaps in any certified takeoff position
c. Second segment climb – gear up with flaps in any certified take off position
d. Clean – flaps and gear up
e. Cruise – clean configuration at cruise altitude and airspeed
f. Approach – gear up or down with flaps at any normal approach positions as recommended by the aeroplane manufacturer
g. Landing – gear down with flaps in any certified landing position.
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SECTION 2
ACJ No. 1 to JAR-FSTD A.030 (continued)
2009-11-01
2.3 Table of FSTD Validation Tests
2.3.1 A number of tests within the QTG have had their requirements reduced to ‘Correct Trend and Magnitude’ (CT&M) for initial evaluations thereby avoiding the need for specific Flight Test Data. Where CT&M is used it is strongly recommended that an automatic recording system be used to ‘footprint’ the baseline results thereby avoiding the effects of possible divergent subjective opinions on recurrent evaluation.
However, the use of CT&M is not to be taken as an indication that certain areas of simulation can be ignored. It is imperative that the specific characteristics are present, and incorrect effects would be unacceptable.
TSFS 2009:87
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2.3.2 In all cases the tests are intended for use in recurrent evaluations at least to ensure repeatability.
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | |||||
FS | FTD | FNPT | BITD | ||||||
A | B C | D | Init. Rec | I II MCC | Init. Rec | ||||
|
| It is accepted that tests and associated tolerances will only apply to a Level 1 FTD if that system or flight condition is simulated. | |||||||
1. PERFORMANCE |
|
| |||||||
a. TAXY |
|
| |||||||
(1) Minimum Radius Turn. | ± 0.9 m (3 ft) or ± 20% of aeroplane turn radius. | Ground | C T & M | ✓ ✓ | ✓ | Plot both main and nose gear-turning loci. Data for no brakes and the minimum thrust required to maintain a steady turn except for aeroplanes requiring asymmetric thrust or braking to turn. | |||
(2) Rate of Turn vs. Nosewheel Steering Angle (NWA). | ± 10% or ± 2º/s turn rate. | Ground | C T & M | ✓ ✓ | ✓ | Tests for a minimum of two speeds, greater than minimum turning radius speed, with a spread of at least 5 kts groundspeed. | |||
b. TAKE-OFF | Note-All commonly used take-off flap settings should be demonstrated at least once either in minimum unstick speed (1b3), normal take-off (1b4), critical engine failure on take-off (1b5) or cross wind take-off (1b6). |
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | ||||||
FS | FTD | FNPT | BITD | |||||||
A | B C | D | Init. | Rec | I II MCC | Init. Rec | ||||
(1) Ground Acceleration Time and Distance. | ± 5% or ±1.5 s time and ± 5% or ± 61 m (200 ft) distance | Take-off | C T & M | ✓ ✓ | ✓ | C T & M | ✓ | Acceleration time and distance should be recorded for a minimum of 80% of the total time from brake release to VR. | ||
May be combined with normal takeoff (1b4) | ||||||||||
or rejected takeoff (1b7). Plotted data | ||||||||||
should be shown using appropriate scales | ||||||||||
for each portion of the manoeuvre. | ||||||||||
For FTD's test limited to time only | ||||||||||
(2) Minimum Control Speed, ground (VMCG) aerodynamic controls only per | ± 25% of maximum aeroplane lateral deviation or ± 1.5 m (5 ft) | Take-off | C T & M | ✓ ✓ | ✓ | Engine failure speed should be within ± 1 kt of aeroplane engine failure speed. Engine thrust decay should be that resulting from the mathematical model for the engine variant applicable to the flight simulator under test. If the modelled engine variant is not the same as the aeroplane manufacturers’ flight test engine, then a further test may be run with the same initial conditions using the thrust from the flight test data as the driving parameter. If a VMCG test is not available an acceptable alternative is a flight test snap engine deceleration to idle at a speed between V1 and V1-10 kts, followed by control of heading using aerodynamic control only and recovery should be achieved with the main gear on the ground. To ensure only aerodynamic control, nosewheel steering should be disabled (i.e., castored) or the nosewheel held slightly off the ground. | ||||
applicable | For aeroplanes with | |||||||||
airworthiness | reversible flight | |||||||||
requirement or | control systems: | |||||||||
alternative engine inoperative test | ± 10% or ± 2·2 daN (5 lb) rudder pedal force | |||||||||
to demonstrate | ||||||||||
ground control | ||||||||||
characteristics. |
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JAR-FSTD A
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2009-11-01
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | |||||||
FS | FTD | FNPT | BITD | ||||||||
A | B | C | D | Init. Rec | I II MCC | Init. Rec | |||||
(3) Minimum Unstick Speed | ± ± | 3 kts airspeed 1.5º pitch angle | Take-off | C T & M | ✓ | ✓ | ✓ |
| VMU is defined as the minimum speed at which the last main landing gear leaves the | ||
(VMU) or | ground. Main landing gear strut compression | ||||||||||
equivalent test | or equivalent air/ground signal should be | ||||||||||
to demonstrate | recorded. | ||||||||||
early rotation take off characteristics. | If a VMU test is not available, alternative acceptable flight tests are a constant high- attitude take-off run through main gear lift- | ||||||||||
off, or an early rotation take-off. Record time | |||||||||||
history data from 10 kts before start of | |||||||||||
rotation until at least 5 seconds after the | |||||||||||
occurrence of main gear lift-off. | |||||||||||
(4) Normal Take-off. | ± ± ± | 3 kts airspeed 1.5º pitch angle 1.5º AOA | Take-off | C T & | ✓ | ✓ | ✓ |
| Data required for near maximum certificated take-off weight at mid centre of gravity and light take-off weight at an aft centre of gravity. | ||
± | 6 m (20 ft) height | M | If the aeroplane has more than one | ||||||||
For aeroplanes with reversible flight control systems: ± 10% or ± 2·2 daN (5 | certificated take-off configuration, a different configuration should be used for each weight. Record take-off profile from brake release to at least 61 m (200 ft) AGL. | ||||||||||
lb) column force | May be used for ground acceleration time | ||||||||||
and distance (1b1). | |||||||||||
Plotted data should be shown using | |||||||||||
appropriate scales for each portion of the | |||||||||||
manoeuvre. |
SECTION 2
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JAR-FSTD A
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | |||||
FS | FTD | FNPT | BITD | ||||||
A | B C | D | Init. Rec | I II MCC | Init. Rec | ||||
(5) Critical Engine Failure on Take- off. | ± 3 kts airspeed ± 1.5º pitch angle ± 1.5º AOA ± 6 m (20 ft) height ± 2º bank and sideslip | Take-off | C T & M | ✓ ✓ | ✓ |
| Record take-off profile to at least 61 m (200 ft) AGL. Engine failure speed should be within ± 3 kts of aeroplane data. Test at near maximum take-off weight. | ||
angle | |||||||||
± 3° heading angle | |||||||||
For aeroplanes with | |||||||||
reversible flight | |||||||||
control systems: | |||||||||
± 10% or ± 2·2 daN (5 | |||||||||
lb) column force | |||||||||
± 10% or ± 1·3 daN (3 | |||||||||
lb) wheel force | |||||||||
± 10% or ± 2·2 daN (5 | |||||||||
lb) rudder pedal force. |
TSFS 2009:87
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ACJ No. 1 to JAR-FSTD A.030 (continued)
SECTION 2
JAR-FSTD A
2-C-30
2009-11-01
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | ||||||
FS | FTD | FNPT | BITD | |||||||
A | B C | D | Init. Rec | I II MCC | Init. Rec | |||||
(6) Crosswind Take- off. | ± 3 kts airspeed ± 1.5º pitch angle ± 1.5º AOA ± 6 m (20 ft) height ± 2º bank and sideslip | Take-off | C T & M | ✓ ✓ | ✓ |
| Record take-off profile from brake release to at least 61 m (200 ft) AGL. Requires test data, including wind profile, for a crosswind component of at least 60% of | |||
angle | the AFM value measured at 10m (33 ft) | |||||||||
± 3° heading | above the runway. | |||||||||
Correct trends at | ||||||||||
airspeeds below 40 | ||||||||||
kts for rudder/pedal | ||||||||||
and heading. | ||||||||||
For aeroplanes with | ||||||||||
reversible flight | ||||||||||
control systems: | ||||||||||
± 10% or ± 2·2 daN (5 | ||||||||||
lb) column force | ||||||||||
± 10% or ± 1·3 daN (3 | ||||||||||
lb) wheel force | ||||||||||
± 10% or ± 2·2 daN (5 | ||||||||||
lb) rudder pedal force | ||||||||||
(7) Rejected Take- off. | ± ± ± ± | 5% time or 1.5 s 7.5% distance or 76 m (250 ft) | Take-off | C T & M | ✓ ✓ | ✓ |
| Record near maximum take-off weight. Speed for reject should be at least 80% of V1. Autobrakes will be used where applicable. Maximum braking effort, auto or manual. Time and distance should be recorded from | ||
brake release to a full stop. |
SECTION 2
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2009-11-01
2-C-31
JAR-FSTD A
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | |||||
FS | FTD | FNPT | BITD | ||||||
A | B C | D | Init. Rec | I II MCC | Init. Rec | ||||
(8) Dynamic Engine Failure after Take-off. | ± 20% or ± 2º/s body angular rates | Take-off | C T & M | ✓ ✓ | ✓ |
| Engine failure speed should be within ± 3 kts of aeroplane data. Engine failure may be a snap deceleration to idle. Record hands off from 5 secs before engine failure to + 5 secs or 30 deg bank, whichever occurs first. | ||
Note: for safety considerations, aeroplane | |||||||||
flight test may be performed out of ground | |||||||||
effect at a safe altitude, but with correct | |||||||||
aeroplane configuration and airspeed. | |||||||||
CCA: Test in normal AND Non-normal | |||||||||
Control state. | |||||||||
c. CLIMB |
|
| |||||||
(1) Normal Climb All Engines Operating | ± 3 kts airspeed ± 5% or ± 0·5 m/s | Clean or specified climb | ✓ | ✓ ✓ | ✓ | ✓ ✓ | ✓ ✓ ✓ | ✓ ✓ | Flight test data or aeroplane performance manual data may be used. Record at nominal climb speed and mid initial climb altitude. |
(100 ft/min) R/C | configuration | FSTD performance to be recorded over an | |||||||
interval of at least 300 m (1 000 ft). | |||||||||
For FTD's may be a Snapshot test |
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ACJ No. 1 to JAR-FSTD A.030 (continued)
SECTION 2
JAR-FSTD A
2-C-32
2009-11-01
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | ||||||||
FS | FTD | FNPT | BITD | |||||||||
A | B | C | D | Init. | Rec | I II MCC | Init. | Rec | ||||
(2) One Engine Inoperative Second Segment Climb. | ± 3 kts airspeed ± 5% or ± 0.5 m/s (100 ft/min) R/C but not less than AFM values. | 2nd Segment Climb for FNPTs and BITDs Gear up | ✓ | ✓ | ✓ | C T & M | ✓ | ✓ ✓ ✓ | C T & M | ✓ | Flight test data or aeroplane performance manual data may be used. Record at nominal climb speed. Flight simulator performance to be recorded over an interval of at least 300m (1 000 ft). | |
and Take-off Flaps | Test at WAT (Weight, Altitude, or Temperature) limiting condition. | |||||||||||
For FTD's may be a Snapshot test | ||||||||||||
(3) One Engine Inoperative En route Climb. | ± ± ± | 10% time 10% distance 10% fuel used | Clean | ✓ | ✓ | ✓ | ✓ | C T & M | ✓ | Flight test data or aeroplane performance manual data may be used. Test for at least a 1 550 m (5 000 ft) | ||
segment. | ||||||||||||
(4) One Engine Inoperative | ± 3 kts airspeed ± 5% or ± 0.5 m/s | Approach | ✓ | ✓ | Flight test data or aeroplane performance manual data may be used. FSTD | |||||||
Approach Climb | (100 ft/min) R/C but | performance to be recorded over an interval | ||||||||||
for aeroplanes | not less than AFM | of at least 300 m (1 000 ft). | ||||||||||
with icing | values | Test near maximum certificated landing | ||||||||||
accountability if | weight as may be applicable to an approach | |||||||||||
required by the | in icing conditions. | |||||||||||
flight manual for this phase of flight. | Aeroplane 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 flight manual for an approach in icing | ||||||||||||
conditions, should be applied. |
SECTION 2
TSFS 2009:87
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ACJ No. 1 to JAR-FSTD A.030 (continued)
2009-11-01
2-C-33
JAR-FSTD A
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | |||
FS | FTD | FNPT | BITD | ||||
A B C D | Init. Rec | I II MCC | Init. Rec | ||||
d. CRUISE / DESCENT |
| ||||||
(1) Level Flight Acceleration | ± 5% time | Cruise | C ✓ ✓ ✓ T | ✓ ✓ |
| Minimum of 50 kts increase using maximum continuous thrust rating or equivalent. | |
& | For very small aeroplanes, speed change may | ||||||
M | be reduced to 80% of operational speed range. | ||||||
(2) Level Flight Deceleration | ± 5% time | Cruise | C ✓ ✓ ✓ T | ✓ ✓ |
| Minimum of 50 kts decrease using idle power. For very small aeroplanes, speed change may | |
& M | be reduced to 80% of operational speed range. | ||||||
(3) Cruise Performance | ± 0.05 EPR or ± 5% N1 or ± 5% | Cruise | ✓ ✓ ✓ ✓ | ✓ ✓ | May be a single snapshot showing instantaneous fuel flow, or a minimum of two | ||
torque | consecutive snapshots with a spread of at | ||||||
± 5% fuel flow | least 3 minutes in steady flight. | ||||||
(4) Idle Descent | ± 3 kts airspeed ± 5% or ± 1·0 m/s (200 ft/min) R/D | Clean | ✓ ✓ ✓ ✓ | Idle power stabilised descent at normal descent speed at mid altitude. Flight simulator performance to be recorded over an interval of at least 300 m (1 000 ft). | |||
(5) Emergency Descent | ± 5 kts airspeed ± 5% or ± 1·5 m/s (300 ft/min) R/D | As per AFM | ✓ ✓ ✓ ✓ |
| Stabilised descent to be conducted with speedbrakes extended if applicable, at mid altitude and near VMO or according to emergency descent procedure. Flight simulator performance to be recorded over an interval of at least 900 m (3 000 ft). | ||
e. STOPPING |
|
|
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SECTION 2
JAR-FSTD A
2-C-34
2009-11-01
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | |||||
FS | FTD | FNPT | BITD | ||||||
A | B C | D | Init. Rec | I II MCC | Init. Rec | ||||
(1) Deceleration Time and Distance, Manual Wheel Brakes, Dry Runway, No Reverse Thrust. | ± 5% or ±1.5 s time. For distances up to 1 220 m (4 000 ft) ± 61 m (200 ft) or ± 10%, whichever is the smaller. | Landing | C T & M | ✓ ✓ | ✓ | Time and Distance should be recorded for at least 80% of the total time from touchdown to a full stop. Data required for medium and near maximum certificated landing weight. Engineering data may be used for the medium weight condition. Brake system pressure should be recorded. | |||
For distances greater | |||||||||
than 1 220 m (4 000 | |||||||||
ft) ± 5% distance. | |||||||||
(2) Deceleration Time and Distance, Reverse Thrust, No Wheel | ± 5% or ±1.5 s time and the smaller of ± 10% or ± 61 m (200 ft) of distance. | Landing | C T & M | ✓ ✓ | ✓ | Time and distance should be recorded for at least 80% of the total time from initiation of reverse thrust to full thrust reverser minimum operating speed. Data required for medium and near maximum certificated landing | |||
Brakes, Dry | weights. | ||||||||
Runway. | Engineering data may be used for the | ||||||||
medium weight condition. | |||||||||
(3) Stopping Distance, Wheel | ± 10% or ± 61 m (200 ft) | Landing | ✓ | ✓ |
| Either flight test or manufacturers performance manual data should be used | |||
Brakes, Wet | distance | where available. Engineering data, based on | |||||||
Runway. | dry runway flight test stopping distance and | ||||||||
the effects of contaminated runway braking | |||||||||
coefficients, are an acceptable alternative. | |||||||||
(4) Stopping Distance, Wheel | ± 10% or ± 61 m (200 ft) | Landing | ✓ | ✓ |
| Either flight test or manufacturer’s performance manual data should be used | |||
Brakes, lcy | distance | where available. Engineering data, based on | |||||||
Runway. | dry runway flight test stopping distance and | ||||||||
the effects of contaminated runway braking | |||||||||
coefficients, are an acceptable alternative. |
SECTION 2
TSFS 2009:87
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ACJ No. 1 to JAR-FSTD A.030 (continued)
2009-11-01
2-C-35
JAR-FSTD A
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | |||
FS | FTD | FNPT | BITD | ||||
A B C D | Init. Rec | I II MCC | Init. Rec | ||||
f. ENGINES | |||||||
(1) Acceleration | ± 10% Ti or ± 0·25s ± 10% Tt | Approach or Landing | C ✓ ✓ ✓ T & M | ✓ ✓ | ✓ ✓ ✓ | ✓ ✓ | Ti = Total time from initial throttle movement until a 10% response of a critical engine parameter. Tt = Total time from initial throttle movement to 90% of go around power. Critical engine parameter should be a measure of power (N1, N2, EPR, etc). Plot from flight idle to go around power for a rapid throttle movement. FTD, FNPT and BITD only: CT&M acceptable. |
(2) Deceleration | ± 10% TI or ± 0·25s ± 10% Tt | Ground | C ✓ ✓ ✓ T & M | ✓ ✓ | ✓ ✓ ✓ | ✓ ✓ | Ti = Total time from initial throttle movement until a 10% response of a critical engine parameter. Tt = Total time from initial throttle movement to 90% decay of maximum take-off power. Plot from maximum take-off power to idle for a rapid throttle movement. FTD, FNPT and BITD only: CT&M acceptable. |
2. HANDLING QUALITIES |
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SECTION 2
JAR-FSTD A
2-C-36
2009-11-01
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | ||||||||
FS | FTD | FNPT | BITD | |||||||||
A | B | C | D | Init. | Rec | I II MCC | Init. | Rec | ||||
a. STATIC CONTROL CHECKS |
| NOTE: Pitch, roll and yaw controller position vs. force or time shall be measured at the control. An alternative method would be to instrument the FSTD in an equivalent manner to the flight test aeroplane. The force and position data from this instrumentation can be directly recorded and matched to the aeroplane data. Such a permanent installation could be used without any time for installation of external devices. CCA: Testing of position versus force is not applicable if forces are generated solely by use of aeroplane hardware in the FSTD. | ||||||||||
(1) Pitch Controller Position vs. Force and Surface Position Calibration. | ± 0.9 daN (2 lbs) breakout. ± 2.2 daN (5 lbs) or ± 10% force. ± 2º elevator angle | Ground | ✓ | ✓ | ✓ | ✓ | C T & M | ✓ | Uninterrupted control sweep to stops. Should be validated (where possible) with inflight data from tests such as longitudinal static stability, stalls, etc. Static and dynamic flight control tests should | |||
be accomplished at the same feel or impact | ||||||||||||
pressures. | ||||||||||||
Column Position vs. Force only. | ± 2.2 daN (5 lbs) or ± 10% Force. | Cruise or Approach | ✓ ✓ ✓ | C T & M | ✓ | FNPT 1 and BITD: Control forces and travel shall broadly correspond to that of the replicated class of aeroplane. | ||||||
(2) Roll Controller Position vs. Force and Surface Position Calibration. | ± 0.9 daN (2 lbs) breakout ± 1.3 daN (3 lbs) or ± 10% force ± 2º aileron angle | Ground | ✓ | ✓ | ✓ | ✓ | C T & M | ✓ |
| Uninterrupted control sweep to stops. Should be validated with in-flight data from tests such as engine out trims, steady state sideslips, etc. Static and dynamic flight control tests should be accomplished at the | ||
± 3º spoiler angle | same feel or impact pressures. |
SECTION 2
TSFS 2009:87
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ACJ No. 1 to JAR-FSTD A.030 (continued)
2009-11-01
2-C-37
JAR-FSTD A
TESTS | TOLERANCE | FLIGHT CONDITIONS | FSTD LEVEL | COMMENTS | ||||||||||
FS | FTD | FNPT | BITD | |||||||||||
A | B | C | D | Init. | Rec | I | II | MCC | Init. | Rec | ||||
Wheel Position vs. Force only. | ± 1.3 daN (3 lbs) or ± 10% Force | Cruise or Approach | ✓ | ✓ | ✓ | C T & M | ✓ | FNPT 1 and BITD: Control forces and travel shall broadly correspond to that of the replicated class of aeroplane | ||||||
(3) Rudder Pedal Position vs. Force and | ± 2.2 daN (5 lbs) breakout ± 2.2 daN (5 lbs) | Ground | ✓ | ✓ | ✓ | ✓ | C T | ✓ | Uninterrupted control sweep to stops. Should be validated with in flight data from tests such as engine out trims, steady state sideslips, | |||||
Surface Position | or ± 10% force | & | etc. Static and dynamic flight control tests | |||||||||||
Calibration. | ± 2º rudder angle | M | should be accomplished at the same feel or | |||||||||||
Pedal Position | impact pressures. | |||||||||||||
vs. Force only. | ± 2.2 daN (5 lbs) or ± 10% Force. | Cruise or Approach | ✓ | ✓ | ✓ | C T & | ✓ | FNPT 1 and BITD: Control forces and travel shall broadly correspond to that of the replicated class of aeroplane | ||||||
M | ||||||||||||||
(4) Nosewheel Steering Controller Force and Position Calibration. | ± 0.9 daN (2 lbs) breakout ± 1.3 daN (3 lbs) or ± 10% force ± 2º NWA | Ground | C T & M | ✓ | ✓ | ✓ | Uninterrupted control sweep to stops. | |||||||
(5) Rudder Pedal Steering Calibration. | ± | 2º NWA | Ground | C T & M | ✓ | ✓ | ✓ | Uninterrupted control sweep to stops. | ||||||
(6) Pitch Trim Indicator vs. | ± | 0.5º trim angle. | Ground | ✓ | ✓ | ✓ | ✓ |
| Purpose of test is to compare flight simulator against design data or equivalent. | |||||
Surface Position Calibration | ||||||||||||||
±1° of trim angle | Ground |
| ✓ | ✓ | ✓ | ✓ | ✓ | C T & M | ✓ | BITD: Only applicable if appropriate trim settings are available, e.g. data from the AFM. |
TSFS 2009:87
Bilaga 1
ACJ No. 1 to JAR-FSTD A.030 (continued)
SECTION 2
JAR-FSTD A
2-C-38
2009-11-01