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I C A O 7b25-AN/938 ** a 484L4Lb 0063630 O O T m

Dot 9625ANl938

MANUAL OF CRITERIA FOR THE

, QUALIFICATION OF FLIGHT

SIMULATORS

FIRST EDITION - 1995

Approved by thp Secretary Ceneruland puhlishecl under his authoritv

INTERNATIONAL CIVIL AVIATION ORGANIZATION

I C A O =lb25-AN/=l3B ** - 48YL4Lb OObLb3L T4b -

Published in separate English, French, Russian and Spanish editions by the International CivilA vi&on Orgunizatinn. All correspondence, except orders and subscriptions, should beaddressed to the Secretap General.

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Available free from the Document Sales Unit, ICAO

I C A O 9b25-AN/938 *kf - 484L4Lb OObLb34 7 5 5 -

Manual of Criteria for the

Qualification of Flight

Simulators

(Dot 9625AN/938)

FIRST EDITION - 1995

AMENDMENTS

The issue of amendments is announced regularly in the ICAO Journal and in themonthly Supplement to the Catalogue of /CA0 Publications and Audio VisualTraining Aicls, which holders of this publication should consult. The space below is

provided to keep a record of such amendments.

RECORD OF AMENDMENTS AND CORRIGENDA

AMENDMENTSAMENDMENTS CORRIGENDA

(ii)

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This manual addresses the use of flight simulatorsrepresenting aeroplanes. It does not consider the use offlight simulators in association with other types of aircraft,nor does this manual consider the use of synthetic flighttraining devices other than flight simulators equipped with,at minimum, a visual system and the equivalent of a sixdegree-of-freedom motion system.

The methods, procedures and testing standardscontained in this manual are the result of the experienceand expertise of State civil aviation authorities, operators,aircraft manufacturers and simulator manufacturers.

From 1989 to 1992 a specially convened internationalworking group held several meetings with the statedpurpose of establishing common test criteria that would berecognized internationally. The criteria that resulted fromthe work of the working group were presented to aconference held in London, United Kingdom, inJanuary 1992.

These criteria are contained in the appendices to thismanual. Appendix A describes the minimum requirementsfor qualifying Level I or II flight simulators. The vali-dation and functions tests associated with a particular levelof flight simulator are contained in Appendices B and C.

(iii)

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Table of Contents

Glossary of terms and abbreviations . . . . . . . . .

1.1 Glossary of terms . . . . . . . . . . . . . . . . . .1.2 Abbreviations and units. . . . . . . . . . . . . .

Chapter 1. Introduction . . . . . . . . . . . . . . . . . .

1.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . .I .2 Background . . . . . . . . . . . . . . . . . . . . . . .1.3 Related reading material . . . . . . . . . . . . .1.4 Levels of simulator qualification . . . . . .1.5 Testing for simulator qualification . . . . .1.6 International Qualification

Test Guide (IQTG) . . . . . . . . . . . . . . . . .

P a g e

1

I

3

6

7

1.7 Master International QualificationTest Guide (MIQTG) . . . . . . . . . . . . . . .

1.8 Configuration control . _ . . . . . . . . . ,1.9 Types of evaluations. . . . . . . . . . .1. IO Conduct of evaluations . . . . . . . .1.11 Evaluators’ Handbook. . . _ . . . . . .

Appendix A. Flight simulator criteria. . . . . . .

Appendix B. Flight simulator validation tests

Appendix C. Functions and subjective tests..

P a g e

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9

9

9

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GLOSSARY OF TERMS AND ABBREVIATIONS

1.1 GLOSSARY OF TERMS

The terms used in this manual have the followingmeanings:

Automatic testing. Flight simulator testing wherein allstimuli are under computer control.

Breakout. The force required at the pilot’s primarycontrols to achieve initial movement of the controlposition.

Closed loop testing. A test method for which the inputstimuli are generated by controllers which drive thesimulator to follow a defined target response.

Computer controlled aeroplane. An aeroplane where pilotinputs to the control surfaces are transferred andaugmented via computers.

Control sweep. Movement of the appropriate pilotcontroller from neutral to an extreme limit in onedirection (forward, aft, right or left), a continuousmovement back through neutral to the opposite extremeposition and then a return to the neutral position.

Convertible flight simulator. A flight simulator in whichhardware and software can be changed so that thesimulator becomes a replica of a different model,usually of the same type aircraft. The same simulatorplatform, flight deck shell, motion system, visualsystem, computers and necessary peripheral equipmentcan thus be used in more than one simulation.

Critical engine parameter. The engine parameter whichis the most appropriate measure of propulsive force.

Damping.

a) Critical damping. That minimum damping of asecond order system such that no overshoot occursin reaching a steady state value after beingdisplaced from a position of equilibrium andreleased. This corresponds to a relative dampingratio of 1.0.

b)

cl

Overdamped That damping of a second ordersystem such that it has more damping than isrequired for critical damping as described above.This corresponds to a relative damping ratio ofmore than 1.0.

Underdatnped. That damping of a second ordersystem such that a displacement from theequilibrium position and free release results in oneor more overshoots or oscillations before reaching asteady state value. This corresponds to a relativedamping ratio of less than 1.0.

Deadband. The amount of movement of the input for asystem for which there is no reaction in the output orstate of the system observed.

Driven. A test method where the input stimulus or variableis driven or deposited by automatic means, generally acomputer input. The input stimulus, or variable, maynot necessarily be an exact match to the flight testcomparison data, but simply driven to certainpredetermined values.

Evaluation. The careful appraisal of a flight simulator bythe competent authority to ascertain whether or not thestandards required for a specified qualification level aremet.

Flight simulator. A full-size replica of a specific type ormake, model and series of aircraft flight deck, includingthe assemblage of equipment and computer programmesnecessary to represent the aircraft in ground and flightoperations, a visual system providing an out-of-the-flight deck view and a force cueing motion system. Itis in compliance with the minimum standards forsimulator qualification.

a) Level Iflight simulator. A six-axis motion systemmust be provided. The sound simulation mustinclude the sounds of precipitation and othersignificant aircraft noises perceptible to the pilotand must be able to reproduce the sounds of a crashlanding. The response to control inputs must not be

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2 Manual of Criteria for the Qualification of Flight Simulators

greater than 150 milliseconds more than thatexperienced in the aircraft. Wind shear simulationmust be provided.

b) Level II flight simulator. The highest level ofsimulated performance. In addition to therequirements for Level I flight simulators, a fulldaylight/dusk/night visual system is required andthere must be complete fidelity of sounds andmotion buffets.

Flight simulator approval. The extent to which a flightsimulator of a specified qualification level may be usedby an operator or training organization as agreed by thecompetent authority. It takes account of differencesbetween aircraft and flight simulators and the operatingand training ability of the organization.

Fright simulator da&z. The various types of data used bythe flight simulator manufacturer and the applicant todesign, manufacture and test the flight simulator.

Flight simulator operator. That person, organization orenterprise directly responsible to the competentauthority for requesting and maintaining thequalification of a particular flight simulator.

Flight simulator qualification level The level of technicalcapability of a flight simulator as described in thismanual.

Flight test data Actual aircraft data obtained by theaircraft manufacturer (or other approved supplier ofdata) during an aircraft flight test programme.

Free response. The response of the aircraft aftercompletion of a control input or disturbance.

Frozen/locked. A test condition where a variable is heldconstant with time.

FuU sweep. Movement of the controller from neutral to astop, usually the aft or right stop, to the opposite stopand then to the neutral position.

Functional performance. An operation or performancethat can be verified by objective data or other suitablereference material that may not necessarily be flight testdata.

Functions test. A quantitative assessment of the operationand performance of a flight simulator by a suitablyqualified evaluator. The test may include verification of

correct operation of controls, instruments and systems ofthe simulated aeroplane under normal and non-normalconditions.

Ground effecL The change in aerodynamic characteristicsdue to modification of the air flow past the aircraft,caused by proximity to the ground.

Hands-off. A test manoeuvre conducted or completedwithout pilot control inputs.

Hands-on. A test manoeuvre conducted or completed withpilot control inputs as required.

Highright brightness. The area of maximum displayedbrightness which satisfies the brightness test inAppendix A, 3 1) 2).

Icing accountability. A demonstration of minimumrequired performance, whilst operating in maximum andintermittent maximum icing conditions, of theapplicable airworthiness requirement.

Zntegrated testing. Testing of the flight simulator such thatall aircraft system models are active and contributeappropriately to the results. None of the aircraft systemmodels should be substituted with models or otheralgorithms intended for testing purposes only. This maybe accomplished by using controller displacements asthe input. These controllers must represent thedisplacement of the pilot’s controls and must have beencalibrated.

International qualification test guide (ZQTG). Theprimary reference document used for the evaluation of aflight simulator. It contains test results, statements ofcompliance and other information to enable theevaluator to assess if the simulator meets the test criteriadescribed in this manual.

Irreversible control system. A control system in whichmovement of the control surface will not backdrive thepilot’s control on the flight deck.

Latency. The additional time beyond that of the basicperceivable response time of the aircraft due to theresponse of the flight simulator.

Manual testing. Flight simulator testing wherein the pilotconducts the test without computer inputs except forinitial set-up. All modules of the simulation must beactive.

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Glossary of terms and abbreviations 3

Master international quahfiation test guide (MIQTG).The regulatory authority approved test guide whichincorporates the results of tests witnessed by theregulatory authorities. The MIQTG serves as thereference for future evaluations.

Normal control. A state where the intended control,augmentation and protection functions are fullyavailable. Used in reference to computer-controlledaircraft.

Non-normal control. A state where one or more of theintended control, augmentation or protection functionsare not fully available.

Note.- Specific terms such as alternate, direct,secondary or back-up, etc., may be used to define an actuallevel of degradation used in reference to computer-controlled aircraft.

Objective test. A quantitative assessment based oncomparison to data.

Operator. A person, organization or enterprise engaged inor offering to engage in an aircraft operation.

Power lever angle. The angle of the pilot’s primary enginecontrol lever(s) on the flight deck, which may also bereferred to as PLA or power lever or throttle.

Predicted data. Data derived from sources other than flighttest.

Protection functions. Systems functions designed toprotect an aeroplane from exceeding its flight andmanoeuvre limitations.

Pulse input. A step input to a control followed by animmediate return to the initial position.

Reversible control systems. A control system in whichmovement of the control surface will backdrive thepilot’s control on the flight deck.

Snapshot. Presentation of one or more variables at a giveninstant of time.

Statement of compliance. Certification that specificrequirements have been met.

Step input. An abrupt input he!d at a constant value.

Subjective test. A qualitative assessment based onestablished standards as interpreted by a suitablyqualified person.

Time history. Presentation of the change of a variable withrespect to time.

Transport delay. The total flight simulator systemprocessing time required for an input signal from a pilotprimary flight control until motion system, visualsystem or instrument response. It is the over-all timedelay incurred from signal input until output responseand does not include the characteristic delay of theaeroplane simulated.

Upgrade. The improvement or enhancement of a flightsimulator for the purpose of achieving a higherqualification.

Validation data. Data used to prove that the flightsimulator performance corresponds to that of theaeroplane.

Validation jlight test data. Performance, stability andcontrol and other necessary test parameters electricallyor electronically recorded in an aeroplane using acalibrated data acquisition system of sufficientresolution and verified as accurate to establish areference set of relevant parameters to which like flightsimulator parameters can be compared.

Validation test. A test by which flight simulatorparameters can be compared to the relevant validationdata.

Visual system response time. The interval from an abruptcontrol input to the completion of the visual display scanof the first video field containing the resulting differentinformation.

1.2 ABBREVIATIONS AND UNITS

The abbreviations and units used in this manual have thefollowing meaning:

AGLairspeed

altitude

AOA

Above ground level (m or ft)Calibrated airspeed unless otherwisespecified (knots)Pressure-altitude (m or ft) unlessotherwise specifiedAngle of attack (degrees)

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4 ~~~uu~ (?f Criteria for the Qual$kation qf Flight Simulators

Ad

43

Total initial displacement of pilot

controller (initial displacement to final

resting amplitude)

Sequential amplitude of overshoot after

initial X-axis crossing, e.g. A, = first

overshoot

bank Bank/roll angle (degrees)

CCA

cd/m*

cm(s)

Computer controlled aeroplane

Candeltimetre2 (3.4263 candela/m* =

I ft-lambert)

Centimetre(s)

daN DecaNewtons

EPR Engine pressure ratio

ft

ft-lambert

fuel used

Foot (I ft = 0.304801 m)

Foot-lambert (I ft-lambert =

3.4263 candela/m*)

Mass of fuel used (kilos or pounds)

G/S

Acceleration due to gravity (m or ft/s2)

(I g = 9.8 I m/s? or 32.2 ft/s*)

Glideslope

height Height above ground = AGL (m or ft)

ILS

IQTG

Instrument landing system

International qualification test guide

km

kPa

kt

Kilometres (I km = 0.62 I37 statute

miles)

KiloPascal (KiloNewton/m’)

(I psi = 6.89476 kPa)

Knots calibrated airspeed unless

otherwise specified (I knot =

0.5 I48 m/s or I .689 ft/s)

lb Pound(s)

m

M C T M

medium

min

MIQTG

Metres (I m = 3.28083 ft)

Maximum certificated take-off mass

(kilos/pounds)

Normal operational weight for flight

segment

Minutes

MLG

MPa

ms

Master international qualification test

guide

Main landing gear

MegaPascals (I psi = 6894.76 pascals)

Millisecond(s)

N M

nominal

N I

N2

N W A

n

PAPI

pitch

PLA

PC,

PI

p2

P,

P,PLF

psi

RAE

REIL

R/C

R/D

R V R

s

sideslip

sm

sot

‘UN

T(P)T/O

T,

Ti

T

VASI

VGS

Nautical mile (I NM = 6 084 ft)

Normal operational weight,

configuration, speed, etc.. for the flight

segment specified

Low-pressure rotor revolutions per

minute

High-pressure rotor revolutions per

minute

Nosewheel angle (degrees)

sequential period of a full cycle of

oscillation

Precision approach path indicator

system

Pitch angle (degrees)

Power lever angle

Time from pilot controller release until

initial X-axis crossing (X-axis defined

by the resting amplitude)

First full cycle of oscillation after the

initial X-axis crossing

Second full cycle of oscillation after the

initial X-axis crossing

Sequential period of oscillation

Impact or feel pressure

Power for level flight

Pounds per square inch

Royal Aerospace Establishment

Runway end identitier lights

Rate of climb (m/s or ft/min)

Rate of descent (m/s or ft/min)

Runway visual range (m or ft)

Second(s)

Sideslip angle (degrees)

Statute miles (I statute mile = 5 280 ft)

Statement of compliance

Tolerance applied to amplitude

Tolerance applied to period

Take-off

Total time of the flare manoeuvre

duration

Total time from initial throttle

movement until a IO per cent response

of a critical engine parameter

Total time from T, to a 90 per cent

increase or decrease in the power level

specified

Visual approach slope indicator system

Visual ground segment

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Glossary of terms and abbreviations 5

VIII,

V md

V,

v,

W A T

Minimum control speed (air)

Minimum control speed (landing)

Rotate speed

Stall speed or minimum speed in the

stall

Weight, altitude. temperature

I st segment That portion of the take-off profile from

lift-off to gear retraction

2nd segment That portion of the take-off profile from

after gear retraction to initial flap/slat

retraction

3rd segment That portion of the take-off profile after

flap/slat retraction is complete

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Chapter 1

INTRODUCTION

1.1 PURPOSE

1 .I .I This manual establishes the performance and

documentation requirements for the evaluation of aeroplane

flight simulators used for training and checking of tlight

crew members. These test standards and methods of

compliance were derived from extensive experience of

regulatory authorities and industry.

I. 1.2 The manual is intended to provide the means for

a State civil aviation authority to qualify a flight simulator,

subsequent to a request by an applicant, through initial and

recurrent evaluations of the flight simulator. Further, the

manual is intended to provide the means for the civil

aviation authorities of other States to accept the

qualifications granted by the State which conducted the

initial and recurrent evaluation of a tlight simulator,

without repetitive evaluations, when considering approval

of the use of that flight simulator by applicants from their

own State.

1.2 BACKGROUND

The availability of advanced technology has permitted

greater use of flight simulators for training and checking of

flight crew members. The complexity. costs and operating

environment of modern aeroplanes also have encouraged

broader use of advanced simulation. Flight simulators can

provide more in-depth training than can be accomplished in

aeroplanes and provide a safe and suitable learning

environment. Fidelity of modem simulators is sufficient to

permit pilot assessment with assurance that the observed

behaviour will transfer to the aeroplane. Fuel conservation

and reduction in adverse environmental effects are

important by-products of tlight simulator use.

1.3 RELATED READING MATERIAL

1.3. I Applicants desiring evaluation, qualification

and approval for use of aeroplane flight simulators should

refer to related documents published by the International

Civil Aviation Organization (ICAO) and the International

Air Transport Association (IATA) dealing with the use of

tlight simulators and to technical and operational

requirements relevant to simulator data and design.

Applicable rules and regulations pertaining to the use of

flight simulators in the State for which the simulator

qualification and approval is requested must also be

consulted.

13.2 The related international documents which

formed the basis of the criteria set out in this manual were:

Australia

Canada

France

United Kingdom

United States

FSD I, Opetwtinnal Standards and

Kequirernmts, Approved Flight

Simukators

TP9685. Aeroplane and Rotorcraft

Simulator Manuul

Projet d’arrCt@ rrlatif ci I’agr&nent

des simulateurs de vol - I988

CAP 453, Aeroplane Flight

Simulators: Approval Requirements

Advisory Circular l20-40B, Airplane

Simulator Qual@ation

1.4 LEVELS OF SIMULATORQUALIFICATION

1.4.1 In dea l ing w i th f l igh t s imu la to rs , S ta te

regulatory authorities differentiate between the technical

criteria of the flight simulator and its use for training/

testing and checking. The initial evaluation of the flight

simulator and subsequent recurrent evaluations are

designed to qualify the tlight simulator as an acceptable

replication of the aircraft. Qualification is achieved by

comparing the flight simulator performance against the

criteria specified in the International Qualification Test

Guide (IQTG). Once the simulator has been qualified. the

State authority responsible for supervision of the activities

of the applicant for the use of the flight simulator can

decide what training tasks can be carried out on the tlight

6

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Chupter 1. - Introduction 7

simulator. This determination must be based on the flightsimulator qualification, the experience of the operator (theapplicant), the training programme in which the simulatoris to be used and the experience and qualifications of thepilots to be trained. This latter process results in theapproved use of a flight simulator within an approvedtraining programme.

1.4.2 This manual deals specifically with criteria forLevel 1 and Level II flight simulator\. Both of these typesof flight simulators have the capabihty for and are used byone or more States for Lero tlight time training. To enablea comparison. the Level I tlight simulator defined in thismanual may be equated to the United States FederalAviation Administration (FAA) and the European JointAirworthiness Authority (JAA) Level C and the UnitedKingdom Civi l Aviation Authority (CAA) Level 3. TheLevel II flight simulator defined in this manual may beequated to the United States FAA and the European JAALevel D and the United Kingdom CAA Level 4.

I.43 Appendices A, B and C describe the minimumrequirements for qualifying International Level I and IIaeroplane night simulators.

1.5 TESTING FOR SIMULATORQUALIFICATION

IS.1 The tlight simulator must be assessed in thoseareas which are essential to completing the flight crewmember training and checking process. This includes thesimulator’s longitudinal and lateral-directional responses;performance in take-off. climb, cruise, descent, approach,landing; all-weather operations; control checks; pilot, tlightengineer and instructor station functions checks and certainadditional requirements depending on the complexity orqualification level of the simulator. The motion system andvisual system will be evaluated to ensure their properoperation.

IS.2 The intent is to evaluate the s imulator asobjectively as possible. Pilot acceptance, however, is alsoan important consideration. Therefore, the simulator willbe subjected to validation tests listed in Appendix B of thism a n u a l a n d t h e f u n c t i o n s a n d s u b j e c t i v e t e s t s i nAppendix C. Validation tests are used to compareobjectively simulator and aeroplane data to ensure that theyagree within specified tolerances. Functions and subjectivetests provide a basis for evaluating simulator capability toperform over a typical training period and to verify correctoperation of the simulator.

I.53 Tolerances listed for parameters in Appendix Bshould not be confused with simulator design tolerancesa n d a r e t h e m a x i m u m a c c e p t a b l e f o r s i m u l a t o rqualification.

I S.4 For initial qualification testing of simulators, the

aeroplane manufacturer’s validation flight test data ispreferred. Data from other sources may be used, subject tothe review and concurrence of the regulatory authorityresponsible for the qualification.

1.5.5 In the case of new aeroplane programmes, theaeroplane manufacturer’s predicted data, partially validatedby flight test data, may be used in the provisional initialqualification of the simulator. However, the simulator mustbe revalidated following the release of the manufacturer’sdata resulting from final airworthiness approval of theaeroplane. The schedule shall be as agreed by theregulatory authority, simulator operator, simulatormanufacturer and aeroplane manufacturer.

1.5.6 Simulator operators seeking initial or upgradeevaluation of a simulator should be aware that performanceand handling data for older aeroplanes may not be ofsufticient quality to meet some of the test standardscontained in this manual. In this instance it may benecessary for a simulator operator to acquire additionalflight test data.

1.5.7 During simulator evaluation, i f a problem isencountered with a particular validation test, the test maybe repeated to ascertain if the problem was caused by testequipment or personnel error. Following this. if the testproblem persists a simulator operator should be prepared tooffer alternative test results which relate to the test inquestion.

IS.8 Val idat ion testh which do not meet the testcriteria should be rectified and satisfactorily retaken.

1.6 INTERNATIONAL QUALIFICATIONTEST GUIDE (IQTG)

1.6. I The lntemat ional Qual i f icat ion Test Guide(IQTG) is the primary reference document used for theevaluation of a flight simulator. It contains simulator testresults, statements of compliance and other information toenable the evaluator to assess if the simulator meets the testcriteria described in this manual.

1.6.2 The applicant should submit an IQTG whichincludes:

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a) a title page with blocks for the signatures of boththe applicant and approval authority;

1)

b) a simulator information page (for eachconfiguration in the case of convertible simulators)providing:

2)

1) simulator identification number; 3)

2) aeroplane model and series being simulated;

3) aerodynamic data revision;4)

4) engine model and its data revision;

5) flight control data revision;

6) avionic equipment system identification wherethe revision level affects the training andchecking capability of the simulator;

5)

6)

7) simulator model and manufacturer;

8) date of simulator manufacture;

9) simulator computer identification;7)

10) visual system type and manufacturer; and8)

11) motion system type and manufacturer;

c) table of contents;

d) log of revisions and/or list of effective pages;

e) listing of all reference and source data;

f) glossary of terms and symbols used;

g) Statements of compliance (SOC) with certainrequirements; SOCs should refer to sources ofinformation and show compliance rationale toexplain how the referenced material is used,applicable mathematical equations and parametervalues and conclusions reached. Kefer toAppendices A and B “Comments” column, forSOC requirements;

h) recording procedures and required equipment forthe validation tests; and

9)

10)

11)

12)

i) the following items for each validation testdesignated in Appendix B of this manual:

Test title. This should be short and definitive,based on the test title referred to inAppendix B

Test objective. This should be a brief summaryof what the test is intended to demonstrate.

Demonstration procedure. This is a briefdescription of how the objective is to be met.

References. These are the aeroplane datasource documents including both the documentnumber and the page/condition number.

Initial conditions. A full and comprehensivelist of the simulator initial conditions isrequired.

Manual test procedures. Procedures should besufficient to enable the test to be flown by aqualified pilot, using reference to flight deckinstrumentation and without reference to otherparts of the IQTG or flight test data.

Automatic test procedures. A Level II IQTGmust include provisions for automaticallyconducting the test.

Evaluation criteria. Specify the mainparameter(s) under scrutiny during the test.

Expected result(s). The aeroplane result,including tolerances and, if necessary, a furtherdefinition of the point at which the informationwas extracted from the source data.

Test result. Simulator validation test resultsobtained by the simulator operator from thesimulator. Tests run on a computer which isindependent of the simulator are notacceptable.

Source data. Copy of the aeroplane sourcedata, clearly marked with the document, pagenumber, issuing authority and the test numberand title as specified in 1). Computergenerated displays of flight test dataoverplotted with simulator data are insufficienton their own for this requirement.

Comparison of results. An acceptable meansof easily comparing simulator test results tothe data obtained on the aeroplane. Thepreferred method is over-plotting.

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Chapter 1. -Introduction 9

1.6.3 The simulator test results must be recorded on amultichannel recorder, line printer, or other appropriaterecording media acceptable to the regulatory authorityconducting the test. Simulator results should be labelledusing terminology common to aeroplane parameters asopposed to computer software identifications. Theseresults should be easily compared with the supporting databy employing cross plotting, overlay transparencies, orother acceptable means. Aeroplane data documentsincluded in the IQTG may be photographically reducedonly if such reduction will not alter the graphic scaling orcause difficulties in scale interpretation or resolution.Incremental scales on graphical presentations must provideresolution necessary for evaluation of the parameters shownin Appendix B. The test guide will provide thedocumented proof of compliance with the simulatorvalidation tests in Appendix B. For tests involving timehistories, flight test data sheets, or transparencies thereof,simulator test results should be clearly marked withappropriate reference points to ensure an accuratecomparison between the simulator and aeroplane withrespect to time. Where line printers are used to record timehistories, information taken from line printer data outputfor cross plotting on the aeroplane data should be clearlymarked. The cross plotting of the simulator data toaeroplane data is essential to verify simulator performancein each test. The evaluation serves to validate the simulatortest results given in the IQTG.

1.7 MASTER INTERNATIONALQUALIFICATION TEST GUIDE (MIQTG)

1.7.1 The Master International Qualification TestGuide (MIQTG) is the document which results from theevaluation and qualification of the flight simulator.

1.7.2 The MIQTG is then available as the documentto use for recurrent or special evaluations and is also thedocument that any civil aviation regulatory authority canuse as proof of an evaluation and current qualifications ofa flight simulator when approval for the use of theparticular flight simulator is requested for a specifictraining task.

1.8 CONFIGURATION CONTROL

A configuration control system shall be established andmaintained to ensure the continued integrity of thehardware and software as originally qualified.

1.9 TYPES OF EVALUATIONS

1.9.1 An initial evaluation is the first evaluation of asimulator to qualify it for use. It consists of a technicalreview of the International Qualification Test Guide(IQTG) and a subsequent on-site validation of the simulatorto ensure it meets all the requirements of the criteria.

1.9.2 Recurrent evaluations are those evaluationsaccomplished periodically to ensure that the simulatorretains its status as initially qualified.

1.9.3 Special evaluations are those that may beaccomplished resulting from any of the followingcircumstances:

a) a major hardware and/or software change whichmay affect the handling qualities, performance orsystems representations of the simulator; and

b) a situation discovered that indicates the simulator isnot performing at its initial qualification standard.

1.10 CONDUCT OF EVALUATIONS

Initial flight simulator evaluations

1.10.1 An applicant seeking evaluation of anaeroplane flight simulator should make the request to theregulatory authority who has jurisdiction over theapplicant’s training programme.

1.10.2 The request for evaluation should provide theIQTG and also include a statement that the simulator hasbeen thoroughly tested and that it meets the criteriadescribed in this manual. The applicant should furthercertify that all the IQTG checks for the requestedqualification level have been achieved and that thesimulator is representative of the aeroplane.

1.10.3 A copy of the simulator’s IQTG, marked withtest results, should accompany the request. Any IQTGdeficiencies raised by the authority should be correctedprior to the start of the evaluation.

Modification of flig’ht simulators, motion andvisual systems

1.10.4 Modifications to the simulator hardware andsoftware which affect flight, ground handling andperformance or any major modifications to the motion orvisual system should be evaluated to determine the impact

on the original IQTG criteria. If necessary, IQTG amend-ments should be prepared for any affected validation tests.The simulator should be tested to the new criteria.

1.10.5 The regulatory authority holding jurisdictionshould be advised in advance of any major changes to aflight simulator to determine if a special evaluation of thesimulator may be necessary prior to returning it to trainingfollowing the modification.

1.10.6 In the case of a simulator upgrade, validationtests for all areas affected by the upgrade or required by arequested higher qualification level should be run.Validation test results offered in a test guide for previousinitial or upgrade evaluations should not be used to validatesimulator performance in a test guide offered for arequested upgrade.

Temporary deactivation of a currently qualifiedflight simulator

1.10.7 In the event it is planned to remove a simulatorfrom active status for prolonged periods, the appropriateregulatory authorities should be notified and suitablecontrols established for the period the simulator is inactive.

1.10.8 An understanding should be arranged with theregulatory authority to ensure that the simulator can berestored to active status at its originally qualified level.

Moving a flight simulator to a new location

1.10.9 In instances where a simulator is to be movedto a new location, the appropriate regulatory authorityshould be advised of the planned activity and provided witha schedule of events related thereto.

1 .lO. 10 Prior to returning the simulator to service atthe new location, at least one third of the validation andfunctional tests from the IQTG should be performed toensure that the simulator performance meets its originalqualification standard. A copy of the test documentationshould be retained with the simulator records for review bythe appropriate authority.

Composition of an evaluation group

1.10.11 The simulator evaluation is usually conductedby a team led by a pilot from the regulatory authority.

Engineers and type qualified pilot inspectors will assist theteam leader.

1.10.12 The applicant should provide technicalassistance in the operation of the simulator and the requiredtest equipment. The applicant should make available apilot or training captain to assist the evaluation team asrequired.

1.10.13 On an initial evaluation the simulatormanufacturer and/or aeroplane manufacturer may havetechnical staff available to assist as required.

Simulator qualification basis

1.10.14 Following satisfactory completion of theinitial evaluation and qualification tests, a periodic checksystem should be established to ensure that simulatorscontinue to maintain their initially qualified performance,functions and other characteristics.

1.10.15 The time required for the periodic evaluationswill be established by the regulatory authority havingjurisdiction over the simulator.

1.11 EVALUATORS’ HANDBOOK

The methods proposed for conduct of the tests requiredto establish that the criteria set out in this manual arecomplied with by the flight simulator under evaluation arepublished in an Evaluators’ Handbook. The Evaluators’Handbook is an essential document and can be obtainedthrough the Joint Aviation Authorities, the RoyalAeronautical Society or the International Air TransportAssociation, at the addresses below.

International Air Transport Association2000 Peel StreetMontreal, QuebecCanada H3A 2R4Tel: (514) 8446311Fax: (514) 844-5286

The Royal Aeronautical Society4 Hamilton PlaceLondon W 1 V OBQ, United KingdomTel: 071-499 3515Fax: 07 l-499 6230

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10 Manual of Criteria for the Qwl$cation of Flight Simulators

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Appendix A

FLIGHT SIMULATOR CRITERIA

INTRODUCTION

This appendix describes the minimum simulatorrequirements for qualifying Level I or II flight simulators.The validation and functions tests listed in Appendices B andC must also be consulted when determining the requirementsof a specific level simulator. Certain simulator and visualsystem requirements included in this appendix must be

supported with a statement of compliance (SOC) and, insome designated cases, an objective test. The SOC willdescribe how the requirement was met, such as gearmodelling approach. coefficient of friction sources, etc. Thetest results should show that the requirement has beenattained. In the following tabular listing of simulator criteria,requirements for SOCs are indicated in the commentscolumn.

Requirements

Simulator/eve/

I /I Comments

4

b)

c)

4

1. GENERAL

Flight deck, a full-scale replica of the aeroplane simulated. Direction ofmovement of controls and switches identical to that in the aeroplane. Theflight deck, for simulator purposes, consists of all that space forward of across section of the fuselage at the most extreme aft setting of the pilots’seats. Additional required flight crew member duty stations and thoserequired bulkheads aft of the pilots’ seats are also considered part of theflight deck and must replicate the aeroplane.

Circuit breakers that affect procedures and/or result in observable flightdeck indications properly located and functionally accurate.

Effect of aerodynamic changes for various combinations of drag and thrustnormally encountered in flight corresponding to actual flight conditions,including the effect of change in aeroplane attitude, thrust, drag, altitude,temperature, gross mass, centre of gravity location and configuration.

All relevant instrument indications involved in the simulation of theapplicable aeroplane automatically respond to control movement by a flightcrew member or external disturbance to the simulated aeroplane, i.e.turbulence or wind shear.

Communications, navigation and caution and warning equipmentcorresponding to that installed in the applicant’s aeroplane with operationwithin the tolerances prescribed for the applicable airborne equipment.

Elm Numerical values must bepresented in accordance with theappropriate ICAO Table.

II

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f ) In addition to the flight crew member stations, two suitable seats for theinstructor/observer and regulatory authority inspector. The regulatoryauthorities will consider options to this requirement based on unique flightdeck configurations. These seats must provide adequate vision to thepilots’ panels and forward windows. Observer seats need not representthose found in the aeroplane but must be equipped with similar positiverestraint devices.

9) Simulator systems must simulate the applicable aeroplane systemoperation, both on the ground and in flight. Systems must be operative tothe extent that normal, abnormal and emergency operating proceduresappropriate to the simulator application can be accomplished.

h) Instructor controls to enable the operator to control all required systemvariables and insert abnormal or emergency conditions into the aeroplanesystems.

0 Control forces and control travel which correspond to that of the replicatedaeroplane. Control forces should react in the same manner as in theaeroplane under the same flight conditions.

i) Significant flight deck sounds which result from pilot actions correspondingto those of the aeroplane.

4 Sound of precipitation, windshield wipers and other significant aeroplanenoises perceptible to the pilot during normal operations and the sound ofa crash when the simulator is landed in excess of limitations.

Realistic amplitude and frequency of flight deck noises and sounds,including precipitation, windshield wipers, engine and airframe sounds.The sounds shall be co-ordinated with the weather representationsrequired by Appendix B, 4 f).

ml Ground handling and aerodynamic programming to include:

1) Ground effect. For example: roundout, flare and touchdown. Thisrequires data on lift, drag, pitching moment, trim and power in groundeffect.

2) Ground reaction. Reaction of the aeroplane upon contact with therunway during landing to include strut deflections, tire friction, sideforces 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 cross-wind,braking, thrust reversing, deceleration and turning radius.

lzl

El

El

El

El

El SOC required.

El Tests required for noises andsounds that originate from theaeroplane or aeroplane systems.See Appendix B, 5 c).

E lSOC required. Tests required.

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n) Wind shear models which provide training in the specific skills required for Tests required. See Appendix B,recognition of wind shear phenomena and execution of required Ixl Ixl 2h).manoeuvres. Such models must be representative of measured oraccident derived winds, but may include simplifications which ensurerepeatable encounters. For example, models may consist of independentvariable winds in multiple simultaneous components. Wind models shouldbe available for the following critical phases of flight:

1) prior to take-off rotation;

2) at lift-off;

3) during initial climb;

4) short frnal approach.

The United States Federal Aviation Adminrstration (FAA) Wind shearTraining Aid, wind models from the United Kingdom Royal AerospaceEstablishment (RAE), the Joint Airport Weather Studies (JAWS) Protect orother recognrzed sources may be implemented and must be supportedand properly referenced in the IQTG. Wind models from alternativesources may also be used if supported by aeroplane related data and suchdata are properly supported and referenced in the IQTG. Use ofalternative data must be coordinated with the regulatory authority prior tosubmission of the IQTG for approval.

o) Representative cross-winds and instructor controls for wind speed anddirection. IxlEl

p) Representative stopping and directional control forces for at least thefollowing runway conditions based on aeroplane related data: El0

SOC required. Objective testsrequired for I), 2) 3). Subjectivecheck for 4) 5), 6).

1) dry; See Appendix 8, 1 e).

2) wet;

3) icy;

4) patchy wet;

5) patchy icy;

6) wet on rubber residue in touchdown zone.

q) Representative brake and tire failure dynamics (including antiskid) anddecreased braking efficiency due to brake temperatures based on mEI

SOC required. Tests required fordecreased braking efficiency due

aeroplane related data. to brake temperature. SeeAppendix B, 2 g).

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Req uiremenfs

r) A means for quickly and effectively testing simulator programming andhardware. This may include an automated system which could be usedfor conducting at least a portion of the tests in the IQTG.

s) Simulator computer capacity, accuracy, resolution and dynamic responsesufficient for the qualification level sought.

t) Control feel dynamics which replicate the aeroplane simulated. Freeresponse of the controls shall match that of the aeroplane within tolerancegiven in Appendix B. Initial and upgrade evaluations will include control-free response (control column, control wheel and rudder pedal)measurements recorded at the controls. The measured responses mustcorrespond to those of the aeroplane in take-off, cruise and landingconfigurations.

1) For aeroplanes with irreversible control systems, measurements maybe obtained on the ground if proper pitot static inputs are provided torepresent conditions typical of those encountered in flight. Engineeringvalidation or aeroplane manufacturer rationale must be submitted asjustification to ground test or to omit a configuration.

2) For simulators requiring static and dynamic tests at the controls,special test fixtures will not be required during initial evaluations if theIQTG shows both test fixture results and alternate test method results,such as computer data plots, which were obtained concurrently.Repeat of the alternate method during initial evaluation may thensatisfy this requirement.

u) Relative response of the visual system, flight deck instruments and initialmotion system response shall be coupled closely to provide integratedsensory cues. These systems shall respond to abrupt pitch, roll and yawinputs at the pilot’s position within 150 milliseconds of the time, but notbefore the time, when the aeroplane would respond under the sameconditions. Visual scene changes from steady state disturbance shalloccur within the system dynamic response limit of 150 milliseconds but notbefore the resultant motion onset. The test to determine compliance withthese requirements should include simultaneously recording the analogoutput from the pilot’s control column, wheel and pedals, the output fromthe accelerometer attached to the motion system platform located at anacceptable location near the pilots’ seats, the output signal to the visualsystem display (including visual system analog delays) and the outputsignal to the pilot’s attitude indicator or an equivalent test approved by theregulatory authorities. The test resuits in a comparison of a recording ofthe simulator response to actual aeroplane response data in the take-off,cruise and landing configuration. The intent is to verify that the simulatorsystem transport delays, or time lags, are less than 150 milliseconds andthat the motion and visual cues relate to actual aeroplane responses. Foraeroplane response, acceleration in the appropriate rotational axis ispreferred.

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Iz!Mil SOC required.

lxlaSOC required.

lxlaTests required. See Appendix B,2 b) 1) through 3) and 6 a).

Test required. See Appendix 8,q I3 4a).

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As an alternative, a transport delay test may be used to demonstrate thatthe simulator system does not exceed 150 milliseconds.

This test shall measure all the delays encountered by a step signalmigrating from the pilot’s control through the control loading electronicsand interfacing through all the simulation software modules in the correctorder, using a handshaking protocol, finally through the normal outputinterfaces to the motion system, to the visual system and instrumentdisplays. A recordable start time for the test should be provided by a pilotflight control input. The test mode shall permit normal computation timeto be consumed and shall not alter the flow of information through thehardware/software system. The transport delay of the system is then thetime between the control input and the individual hardware responses. Itneed only be measured once in each axis.

v) Aerodynamic modelling that includes, for aeroplanes issued an originaltype certificate after June 1960, low altitude level flight ground effect, Macheffect at high altitude, effects of airframe icing, normal and reversedynamic thrust effect on control surfaces, aeroelastic effect andrepresentations of nonlinearities due to side-slip based on aeroplane flighttest data provided by the aeroplane manufacturer.

w) Aerodynamic and ground reaction modelling for the effects of reversethrust on directional control.

x) Self-testing for simulator hardware and programming to determinecompliance with the simulator performance tests as prescribed inAppendix 6. Evidence of testing must include simulator number, date,time, conditions, tolerances and the appropriate dependent variablesportrayed in comparison to the aeroplane data. Automatic flagging of “out-of-tolerance” situations is encouraged.

y) Diagnostic analysis printouts of simulator malfunctions sufficient todetermine compliance with the simulator component inoperative guide.These printouts shall be retained between recurrent simulator evaluationsas part of the daily discrepancy log.

z) Timely permanent update of simulator hardware and programmingsubsequent to aeroplane modification.

aa) Daily pre-flight documentation either in the daily log or in a location easilyaccessible for review.

cl SOC required. See Appendix B,2 f) and 6 b) for further informationon ground effect. Mach effect,aeroelastic representations andnonlinearities due to side-slip arenormally included in the simulatoraerodynamic model. The SOCMUST address each of theseitems. Separate tests for thrusteffects and an SOC anddemonstration of icing effects arerequired.

SOC required. Tests required.See Appendix B, 2 e) 7).

SOC required. Tests required.For simulators on order prior to1992, that otherwise qualify forLevel I, an auto-test system maynot be required.

SOC required.

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Requirements

Manual of Criteria for the Qualification of Flight Simulators

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I /I Comments

2. MOTION SYSTEM

a) Motion cues perceived by the pilot representative of aeroplane motions,i.e. touchdown cues should be a function of the simulated rate of descent.

b) A motion system which produces cues at least equivalent to those of a sixdegree-of-freedom synergistic platform motion system.

c) A means of recording the motion response time for comparison withaeroplane data.

d) Special effects programming to include:

1) runway rumble, oleo deflections, effects of ground speed and unevenrunway characteristics;

2) buffets on the ground due to spoiler/speedbrake extension and thrustreversal;

3) bumps after lift-off of nose and main gear;

4) buffet during extension and retraction of landing gear;

5) buffet in the air due to flap and spoiler/speedbrake extension;

6) stall buffet to, but not necessarily beyond, the certified stall speed, Vs;

7) representative touchdown cues for main and nose gear;

8) nose-wheel scuffing and thrust effect with brakes set; and

9) Mach buffet.

e) Characteristic buffet motions that result from operation of the aeroplane(for example, high-speed buffet, extended landing gear, flaps, nose-wheelscuffing, stall) which can be sensed at the flight deck. The simulator mustbe programmed and instrumented in such a manner that the characteristicbuffet modes can be measured and compared to aeroplane data.Aeroptane data are also required to define flight deck motions when theaeroplane is subjected to atmospheric disturbances. General purposedisturbance models that approximate demonstrable flight test data areacceptable. Tests with recorded results that allow the comparison ofrelative amplitudes versus frequency are required.

EIEI

q Fl SOC required. Tests required.

q o See 1 u) of this appendix.

Elm

OEI SOC required. Tests required.See Appendix 8, 3 e).

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3. VISUAL SYSTEMS

a) Visual system capable of meeting all the standards of this appendix andAppendices B and C as applicable to the level of qualification requestedby the applicant.

b) Continuous minimum collimated visual field of view of 75 degreeslxlo

Wide angle systems providinghorizontal and 30 degrees vertical per pilot seat. It must be possible to cross flight deck viewing mustoperate pilot seat visual systems simultaneously. provide a minimum of 150 degrees

horizontal field of view; 75 degreesper pilot seat operatedsimultaneously.

c) A means of recording the visual response time for visual systems asrequired by Appendix 8, 4 a). lx0

d) Verification of visual ground segment and visual scene content at aEIEI

See Appendix B, 4) c).decision height on landing approach. The IQTG should containappropriate calculations and a drawing showing the pertinent data used toestablish the aeroplane location and visual ground segment. Such datashould include, but are not limited to:

1) airport and runway used;

2) glide slope transmitter location for the specified runway;

3) position of the glide slope receiver antenna relative to the aeroplanemain landing wheels;

4) approach and runway light intensity settings; and

5) aeroplane pitch angle.

The above parameters should be presented for the aeroplane in thelanding configuration and a main wheel height of 30 m (100 ft) above thetouchdown zone. The visual ground segment and scene content shouldbe determined for a runway visual range of 350 m (1 200 ft).

e) Visual cues to assess sink rate and depth perception during take-off andlanding. El0

f) Test procedures to quickly confirm visual system colour, RVR, focus,mEI

SOC required. Tests required.intensity, level horizon and attitude as compared to the simulated attitude See Appendix B, 4 b).indicator.

g) Dusk scene to enable identification of a visible horizon and typical terrainmEI

SOC required. Tests required.characteristics such as fields, roads and bodies of water. See Appendix B, 4 e).

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h) A minimum of ten levels of occulting. This capability must bedemonstrated by a visual model through each channel. lxl

i) Surface resolution will be demonstrated by a test pattern of objects shownto occupy a visual angle of 3 arc minutes in the visual used on a scene

qfrom the pilot’s eyepoint. This should be confirmed by calculations in thestatement of compliance.

j) Lightpoint size - not greater than 6 arc minutes measured in a test patternconsisting of a single row of lightpoints reduced in length until modulation is

qjust discernible. A row of 40 lights will form a 4-degree angle or less.

k) Lightpoint contrast ratio - not less than 25:l when a square of at least1 degree filled with lightpoints (i.e. lightpoint modulation is just discernible)

qis compared to the adjacent background.

I) Daylight, dusk and night visual scenes with sufficient scene content torecognize aerodrome, terrain and major landmarks around the aerodrome 0

and to successfully accomplish a visual landing. The daylight visual scenemust be part of a total daylight flight deck environment which at leastrepresents the amount of light in the flight deck on an overcast day.Daylight visual system is defined as a visual system capable of producing,as a minimum, full colour presentations, scene content comparable indetail to that produced by 4 000 edges or 1 000 surfaces for daylight and4 000 light points for night and dusk scenes, 20 cd/m* (6 ft-lamberts) oflight measured at the pilot’s eye position (highlight brightness) and adisplay which is free of apparent quantization and other distracting visualeffects whilst the simulator is in motion. The flight deck ambient lightingshall be dynamically consistent with the visual scene displayed. Fordaylight scenes, such ambient lighting shall not “wash out” the displayedvisual scene nor fall below 17 cd/m* (5 foot-lamberts) of light as reflectedfrom an instrument approach chart at knee height at the pilot’s station and’or 7 cd/m* (2 foot-lamberts) of light as reflected from the pilot’s face. Allbrightness and resolution requirements must be validated by an objectivetest and will be retested at least annually. Testing may be accomplishedmore frequently if there are indications that the performance is degradingon an accelerated basis. Compliance with the brightness capability maybe demonstrated with a test pattern of white light using a spot photometer.

1) Contrast ratio. A raster drawn test pattern filling the entire visual scene(three or more channels) shall consist of a matrix of black and whitesquares no larger than 10 degrees and no smaller than 5 degrees perchannel with a white square in the centre of each channel.

SOC required. Tests required.See Appendix B, 4 b).

See Appendix B, 4 b). Where anight/dusk system is used on aLevel I simulator, this test does notapply.

See Appendix B, 4 b). This isequivalent to a lightpoint resolutionof 3 arc minutes.

SOC required. Tests required.See Appendix B, 4 b).

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Requirements I II Comments

Measurement shall be made on the centre bright square for eachchannel using a i-degree spot photometer. This value shall have aminimum brightness of 7 cd/rr? (2 foot-lamberts). Measure anyadjacent dark squares. The contrast ratio is the bright square valuedivided by the dark square value. Minimum test contrast ratio resultis 5:l.

Note.- During contrast ratio testing, flight deck ambient light /eve/sshould be maintained as required in paragraph I) above.

2) Highlighf brightness test. Maintaining the full test pattern described inparagraph 1) above, superimpose a highlight on the centre whitesquare of each channel and measure the brightness using thel-degree spot photometer. Lightpoints are noi acceptable. Use ofcalligraphic capabilities to enhance raster brightness is acceptable.

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Appendix B

FLIGHT SIMULATOR VALIDATION TESTS

1. INTRODUCTION

I .l Flight simulator performance and systemoperation must be objectively evaluated by comparing theresults of tests conducted in the simulator to aeroplane dataunless specifically noted otherwise. To facilitate thevalidation of the simulator, a multichannel recorder, lineprinter, or other appropriate recording device acceptable tothe regulatory authorities should be used to record eachvalidation test result. These recordings should then becompared to the aeroplane source data.

1.2 Certain visual, sound and motion tests in thisappendix are not necessarily based upon validation datawith specific tolerances. However, these tests are includedhere for completeness and the required criteria must befulfilled instead of meeting a specific tolerance.

1.3 The simulator IQTG must describe clearly anddistinctly how the simulator will be set up and operated foreach test. Use of a driver programme designed toautomatically accomplish the tests is required for Level IIsimulators and Level I simulators on order after January1992 and is encouraged for all simulators. It is not theintent, nor is it acceptable, to test each simulator subsystemindependently. Over-all integrated testing of the simulatormust be accomplished to assure that the total simulatorsystem meets the prescribed standards. A manual testprocedure with explicit and detailed steps for completion ofeach test must also be provided.

1.4 The tests and tolerances contained in thisappendix must be included in the simulator IQTG. Foraeroplanes certificated prior to January 1992, an applicantmay, after reasonable attempts have failed to obtainsuitable flight test data, indicate in the IQTG where flighttest data are unavailable or unsuitable for a specific test.For such a test, alternative data should be submitted to theregulatory authority for approval. Submittal for approval ofdata other than flight test must include an explanation ofvalidity with respect to available flight test information.

1.5 The Table of Flight Simulator Validation Tests inthis appendix generally indicates the test results required.Unless noted otherwise, simulator tests should representaeroplane performance and handling qualities at operatingmass and centres of gravity (cg) positions typical of normaloperation. If a test is supported by aeroplane data at oneextreme mass or cg position, another test supported by

aeroplane data at mid-conditions or as close as possible tothe other extreme should be included. Certain tests whichare relevant only at one extreme mass or cg condition neednot be repeated at the other extreme. Tests of handlingqualities must include validation of augmentation devices.

1.6 For the testing of computer controlled aeroplane(CCA) simulators, flight test data are required for both thenormal (N) and non-normal (NN) control states, asindicated in the validation requirements of this appendix.Tests in the non-normal state will always include the leastaugmented state. Tests for other levels of control statedegradation may be required as detailed by the regulatoryauthorities at the time of definition of a set of specificaeroplane tests for simulator data. Where applicable, flighttest data must record:

a) pilot controller deflections or electronicallygenerated inputs including location of input; and

b) flight control surface positions unless test resultsare not effected by, or are independent of, surfacepositions.

1.7 The recording requirements of a) and b) aboveapply to both normal and non-normal states. All tests in theTable of Flight Simulator Validation Tests require testresults in the normal control state unless specifically notedotherwise in the comments section following the computercontrolled aeroplane designation (CCA).

1.8 Where tests in the performance section of theTable of Flight Simulator Validation Tests (paragraph 1 a)through f) of the table) require data in the normal control

20

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Appendix B - Flight simulator validation tests 21

state, this indicates the preferred control state. However, ifthe test results are independent of control state, non-normalcontrol data may be substituted.

1.9 Where tests in other sections of the appendixrequire testing in the normal control state, this indicates therequired control state.

1.10 Where non-normal control states are required,test data shall be provided for one or more non-normalcontrol states, including the least augmented state.

identification parameters should also be given. If com-paring short period dynamics, normal acceleration may beused to establish a match to the aeroplane, but airspeed,altitude, control input, aeroplane configuration and otherappropriate data must also be given. All airspeed valuesshould be clearly annotated as to indicated, calibrated, etc.,and like values used for comparison.

3. INFORMATION FOR VALIDATION TESTS

3.1 Control dynamics2. TEST REQUIREMENTS

2.1 The ground and flight tests required forqualification are listed in the Table of Flight SimulatorValidation Tests. Computer generated simulator test resultsshould be provided for each test. The results should beproduced on a multichannel recorder, line printer or otherappropriate recording device acceptable to the regulatoryauthorities. Time histories are required unless otherwiseindicated in the Table of Flight Simulator Validation Tests.

2.2 Flight test data which exhibit rapid variations ofthe measured parameters may require engineeringjudgement when making assessments of simulator validity.Such judgement must not be limited to a single parameter.All relevant parameters related to a given manoeuvre orflight condition must be provided to allow over-allinterpretation. When it is difficult or impossible to matchsimulator to aeroplane data throughout a time history,differences must be justified by providing a comparison ofother related variables for the condition being assessed.

2.3 Parameters, tolerances and flight conditions. TheTable of Flight Simulator Validation Tests of this appendixdescribes the parameters, tolerances and flight conditionsfor simulator validation. When two tolerance values aregiven for a parameter, the less restrictive may be usedunless indicated otherwise. If a flight condition or operatingcondition is shown which does not apply to thequalification level sought, it should be disregarded.Simulator results must be labelled using the tolerances andunits given.

2.4 Flight condition verljication. When comparingthe parameters listed to those of the aeroplane, sufficientdata must also be provided to verify the correct flightcondition. For example, to show the control force is withinf 2.2 daN (5 lb) in a static stability test, data to showcorrect airspeed, power, thrust or torque, aeroplaneconfiguration, altitude, and other appropriate datum

3.1.1 The characteristics of an aeroplane flight controlsystem have a major effect on handling qualities. Asignificant consideration in pilot acceptability of anaeroplane is the “feel” provided through the flightcontrols. Considerable effort is expended on aeroplane feelsystem design so that pilots will be comfortable and willconsider the aeroplane desirable to fly. In order for asimulator to be representative, it too must present the pilotwith the proper feel: that of the aeroplane being simulated.Compliance with this requirement shall be determined bycomparing a recording of the control feel dynamics of thesimulator to actual aeroplane measurements in the take-off,cruise and landing configurations.

3.1.2 Recordings such as free response to a pulse orstep function are classically used to estimate the dynamicproperties of electromechanical systems. In any case, thedynamic properties can only be estimated since the trueinputs and responses are also only estimated. Therefore, itis imperative that the best possible data be collected sinceclose matching of the simulator control loading system tothe aeroplane systems is essential. The required controldynamics tests are indicated in 2 b) 1) through 3) of theTable of Flight Simulator Validation Tests.

3.1.3 For initial and upgrade evaluations, it isrequired that control dynamics characteristics be measuredat and recorded directly from the flight controls. Thisprocedure is usually accomplished by measuring the freeresponse of the controls using a step input or pulse input toexcite the system. The procedure must be accomplished inthe take-off, cruise and landing flight conditions andconfigurations.

3.1.4 For aeroplanes with irreversible controlsystems, measurements may be obtained on the ground ifproper pitot-static inputs are provided to representairspeeds typical of those encountered in flight. Likewise, itmay be shown that for some aeroplanes, take-off, cruise

ICAO 7625-AN/938 Xt - 4134L4Lb OObLb57 252 -


and landing configurations have like effects. Thus, one maysuffice for another. If either or both considerations apply,engineering validation or aeroplane manufacturer rationalemust be submitted as justification for ground tests or foreliminating a configuration. For simulators requiring staticand dynamic tests at the controls, special test fixtures willnot be required during initial and upgrade evaluations if theIQTG shows both test fixture results and the results of analternate approach, such as computer plots which wereproduced concurrently and show satisfactory agreement.Repeat of the alternate method during the initial evaluationwould then satisfy this test requirement.

3.2 Control dynamics evaluation

3.2.1 The dynamic properties of control systems areoften stated in terms of frequency, damping and a numberof other classical measurements which can be found intexts on control systems. In order to establish a consistentmeans of validating test results for simulator controlloading, criteria are needed that will clearly define theinterpretation of the measurements and the tolerances to beapplied. Criteria are needed for both underdamped,critically damped and overdamped systems. In the case ofan underdamped system with very light damping, thesystem may be quantified in terms of frequency anddamping. In critically damped or overdamped systems, thefrequency and damping are not readily measured from aresponse time history. Therefore, some other measurementmust be used.

3.2.2 Tests to verify that control feel dynamicsrepresent the aeroplane must show that the dynamicdamping cycles (free response of the controls) match thoseof the aeroplane within specified tolerances. The method ofevaluating the response and the tolerance to be applied isdescribed for the underdamped and critically damped cases.

a) Underdamped response. Two measurements arerequired for the period, the time to first zerocrossing (in case a rate limit is present) and thesubsequent frequency of oscillation. It is necessaryto measure cycles on an individual basis in casethere are non-uniform periods in the response. Eachperiod will be independently compared to therespective period of the aeroplane control systemand, consequently, will enjoy the full tolerancespecified for that period.

The damping tolerance should be applied toovershoots on an individual basis. Care should betaken when applying the tolerance to small over-shoots since the significance of such overshoots

becomes questionable. Only those overshoots largerthan 5 per cent of the total initial displacementshould be considered. The residual band, labelledT(A,) on Figure B-l is ti per cent of the initialdisplacement amplitude Ad from the steady statevalue of the oscillation. Oscillations within theresidual band are considered insignificant. Whencomparing simulator data to aeroplane data, theprocess should begin by overlaying or aligning thesimulator and aeroplane steady state values andthen comparing amplitudes of oscillation peaks, thetime of the first zero crossing and individualperiods of oscillation. The simulator should showthe same number of significant overshoots to withinone when compared against the aeroplane data.This procedure for evaluating the response isillustrated in Figure B- 1.

b) Critically damped and overdamped response. Dueto the nature of critically damped and overdampedresponses (no overshoots), the time to reach 90 percent of the steady state (neutral point) value shouldbe the same as the aeroplane within +lO per cent.Figure B-2 illustrates the procedure.

3.2.3 Tolerances. The following table summarizes thetolerances, T. See Figures B- 1 and B-2 for an illustration ofthe referenced measurements.

TV’,) &IO% of PO-UP,) 220% of P,TO’,) 330% of P,-UP,) flO(n+l)% of P,WV flO% of A,, f20% of subsequent

peaksVA,) fi% of A, = residual bandO v e r s h o o t s +l

3.3 Alternate method for controldynamics evaluation

3.3.1 One aeroplane manufacturer has proposed, andthe regulatory authorities have accepted, an alternate meansfor dealing with control dynamics. The method applies toaeroplanes with hydraulically powered flight controls andartificial feel systems. Instead of free response measure-ments, the system would be validated by measurements ofcontrol force and rate of movement.

3.3.2 For each axis of pitch, roll and yaw, the controlshall be forced to its maximum extreme position for thefollowing distinct rates. These tests shall be conducted attypical taxi, take-off, cruise and landing conditions.

P=PeriodA=Amplitude

T(P)=Tolerance applied to periodT(A)=Tolerance applied to amplitude

Displacement

Figure B-l. Underdamped step response

I C A O =lb25=AN/938 ** - 48’iLlrLb 0063657 0 2 5 D


ICAO =lb25-AN/938 ** - ‘+BYLVLb OObLbbO 8 4 7 m


4

b)

cl

Static test. Slowly move the control such thatapproximately 100 seconds are required to achievea full sweep. A full sweep is defined as movementof the controller from neutral to the stop, usually aftor right stop, then to the opposite stop, then to theneutral position.

Slow dynamic test. Achieve a full sweep inapproximately 10 seconds.

Fast dynamic test. Achieve a full sweep inapproximately 4 seconds.

Note.- Dynamic sweeps may be limited to forcesnot exceeding 44.5 daN (100 lb).

3.3.3 Tolerances.

a) Static test. Items 2 a) l), 2) and 3) of the Table ofFlight Validation Tests.

b) Dynamic test. 9.9 daN (2 lb) or ?lO per cent ondynamic increment above static test.

3.3.4 The regulatory authorities are open toalternative means such as the one described above. Suchalternatives must, however, be justified and appropriate tothe application. For example, the method describedhere may not apply to all manufacturer’s systems andcertainly not to aeroplanes with reversible control systems.Hence, each case must be considered on its own merit onan ad hoc basis. Should the regulatory authority find thatalternative methods do not result in satisfactoryperformance, then more conventionally accepted methodsmust be used

3.4 Ground effect

3.4.1 For a simulator to be used for take-off andlanding it must faithfully reproduce the aerodynamicchanges which occur in ground effect. The parameterschosen for simulator validation must obviously beindicative of these changes. The primary validationparameters for longitudinal characteristics in ground effectare:

a) elevator or stabilizer angle to trim;

b) power (thrust) required for level flight;

c) angle of attack for a given lift coefficient;

d) height; and

e) airspeed.

This listing of parameters assumes that ground effectdata is acquired by tests during “fly-bys” at severalaltitudes in ground effect. The test altitudes should, as aminimum, be at 10 per cent, 30 per cent and 70 per cent ofthe aeroplane wingspan and one altitude out of groundeffect, e.g. 150 per cent of wingspan. Level I simulatorevaluations may use methods other than the level fly-bymethod.

3.4.2 If other methods are proposed, such as shallowglideslope approaches to the ground maintaining a chosenparameter constant, then additional validation parametersare important. For example, if constant attitude shallowapproaches are chosen as the test manoeuvre, pitch attitudeand flight path angle are additional necessary validationparameters. The selection of the test method and proceduresto validate ground effect is at the option of the organizationperforming the flight tests; however, rationale must beprovided to conclude that the tests performed do indeedvalidate the ground-effect model.

3.4.3 The allowable longitudinal parameter tolerancesfor validation of ground effect characteristics are:

elevator or stabilizer anglepower for level flightangle of attackheightairspeedpitch attitude

+l ’ti%+l’+lO% or +1.5 m (5 ft)k.3 kt+l”

3.4.4 The lateral-directional characteristics are alsoaltered by ground effect. For example, because of changesin lift, roll damping is affected. The change in roll dampingwill affect other dynamic modes usually evaluated forsimulator validation. In fact, Dutch Roll dynamics, spiralstability and roll-rate for a given lateral control input arealtered by ground effect. Steady heading side-slips will alsobe affected. These effects must be accounted for in thesimulator modelling. Several tests such as “cross-windlanding’ ’ , “one engine inoperative landing” and “enginefailure on take-off’ serve to validate lateral-directionalground effect since portions of them are accomplishedwhilst transiting heights at which ground effect is animportant factor.

3.5 Visual systems

Daylight visual systems must meet the followingcriteria:

a) Contrast ratio. A raster drawn test pattern fillingthe entire visual scene (three or more channels)shall consist of a matrix of black and white squaresno larger than 10 degrees and no smaller than5 degrees per square with a white square in thecentre cf each channel.

Measurement shall be made on the centre brightsquare for each channel using a l-degree spotphotometer. This value shall have a minimumbrightness of 7 cd/m2 (2 foot-lamberts). Measureany adjacent dark squares. The contrast ratio is thebright square value divided by the dark squarevalue. Minimum test contrast ratio result is 5: 1.

Lightpoint contrast ratio shall be not less than 25: Iwhen a square of at least 1 degree filled (i.e.


lightpoint modulation is just discernible) withlightpoint is compared to the background adjacent.

b) Highlight brightness test. Maintaining the full testpattern described above, superimpose a highlight onthe centre white square of each channel andmeasure the brightness using the l-degree spotphotometer. Lightpoints are not acceptable. Use ofcalligraphic capabilities to enhance rasterbrightness is acceptable.

c) Resolution will be demonstrated by a test of objectsshown to occupy a visual angle of 3 arc minutes inthe visual scene from the pilot’s eyepoint. Thisshould be confirmed by calculations in thestatement of compliance.

d) Lightpoint size - not greater than 6 arc minutesmeasured in a test pattern consisting of a single rowof lightpoints reduced in length until modulation isjust discernible. A row of 40 lights will form a4-degree angle or less.

TABLE OF FLIGHT SIMULATOR VALIDATION TESTS

Test Tolerance Right condition Comments

1. PERFORMANCE

a) Taxi

1) minimum radius turn

2) rate of turn versus nosewheelsteering angle (NWA)

b) Take-off

1) ground acceleration time anddistance

2) minimum control speed, ground(V,,) aerodynamic controls only perapplicable airworthiness requirementor low speed, engine inoperativeground control characteristics

M.9 m (3 ft) or f20% ofaeroplane turn radius

+lO% or S?/s turn rate

55% time and distance or +5%time and ~31 m(200 ft) of distance

95% of maximum aeroplanelateral deviation orf1.5 m (5ft)

3) minimum unstick speed (V,,) or +3 kt airspeedequivalent as provided by the k1.5” pitchaeroplane manufacturer

Ground/take-off Plot both main and nose gear turning radius. Data for no brakes andminimum thrust except for aeroplanes requiring asymmetric thrust orbraking to turn.

Ground/take-off Plot a minimum of two speeds, greater than minimum turning radiusspeed, with a spread of a least 5 kt.

Ground/take-off Acceleration time and distance should be recorded for a minimum of80% of the total time from brake release to V,

Ground/take-off Engine failure speed must be within fl k-t of aeroplane engine failurespeed. Engine thrust decay must be that resulting from themathematical model for the engine variant applicable to the simulatorunder test. If the modelled engine variant is not the same as theaeroplane manufacturers flight test engine, then a further test may berun with the same initial conditions using the thrust from the flight testdata as the driving parameter. Aeroplanes with reversible flightcontrol systems must also plot rudder pedal force [&lo% or 9.2 daN(5 WI.

Ground/take-off V,, is defined as that speed at which the last main landing gearleaves the ground. Main landing gear strut compression orequivalent air/ground signal should be recorded. Record, as aminimum, from 10 kt before start of rotation. Elevator input mustprecisely match aeroplane data.

Test Tolerance Flight condition Comments

4) normal take-off +3 kt airspeed+1.5” pitch+1.5” AOAti m (20 ft) height

Ground/take-off and1 st segment climb

5) critical engine failure on take-off +3 kt airspeed Ground/take-off and+1.5” pitch 1 st segment climbfl.5” AOA+6 m (20 fl) height9” bank and sideslip angle

6) cross-wind take-off i3 kt airspeedii .5’ pitch11.5’ AOAS m (20 ft) heighti2” bank and side-slip angle

Ground/take-off and1st segment climb

7) rejected take-off i5% time or k1.5 si7.5% distance or +76 m(250ft)

Ground/take-off

8) dynamic engine failure after take-off i20% body rates 1st segment climb

c) Climb

1) normal climball engines operating

&3 kt airspeed+5% or M.5 m/s (100 ft/min)rate of climb

Initial climb

Record take-off profile from brake release to at least 61 m (200 f-t)AGL. Aeroplanes with reversible flight control systems must also plotcontrol column force [*lo% or +2.2 daN (5 lb)].

Record take-off profile to at least 61 m (200 ft) AGL. Engine failurespeed must be within rtr3 kt of aeroplane data. Test at near MCTM.Aeroplanes with reversible flight control systems must also plotcontrol column force [*IO% or +2.2 daN (5 lb)], control wheel force[flO% or +I .3 daN (3 lb)], rudder pedal force [+I 0% or ~2.2 daN

(5 WI.CCA: Test in normal and non-normal control state.

Record take-off profile to at least 61 m (200 f-t) AGL. Requires testdata, including wind profile, for a cross-wind component of at least20 kt or the maximum demonstrated cross-wind, if available.Aeroplanes with reversible flight control systems must also plotcontrol column force [&lo% or +2.2 daN (5 lb)], control wheel force[flO% or +1.3 daN (3 lb)], rudder pedal force [*lo% or +2.2 daN

(5 W.

Record near MCTM. Autobrakes will be used where applicable.Maximum braking effort, auto or manual. Time and distance shouldbe recorded from brake release to a full stop.

Engine failure speed must be within f3 kt of aeroplane data. Enginefailure may be a snap deceleration to idle. Record hands-off from5 s before engine failure to t5 s or 30” bank, whichever occurs firstand then hands-on until wings-level recovery.CCA: Test in normal and non-normal control state.

Manufacturer’s gross climb gradient may be used for flight test data.Record at nominal climb speed and mid initial climb altitude.May be a snapshot test.

Test Tolerance Flighf condition Comments

2) one engine inoperative2nd segment climb

3) one engine inoperative en-routeclimb

4) one engine inoperative approachclimb for aeroplanes with icingaccountability if required by the flightmanual

5) level acceleration and deceleration

d) Cruise

1) cruise performance

e) Stopping

1) deceleration time and distance,manual wheel brakes, dry runway,no reverse thrust

+ 3 kt airspeed*5% or a.5 m/s (100 timin)rate of climb

+lO% time+lO% distance+lO% fuel used

*3 kt airspeed*5% or M.5 m/s (100 ftlmin)rate of climb but not less thanthe approved flight manual rateof climb

+5% time

k.05 EPR+5% of Nl and N2+5% torque_+5% fuel flow

+5% of timeFor distances up to 1 220 m(4 000 tt) 9~61 m (200 ft) orflO%, whichever is thesmaller, For distances greaterthan 1 220 m (4 000 ft) +5%distance.

2nd segment climb

En-route climb

Approach climb withone engine inoperative

Cruise

Cruise

Landing

Manufacturer’s gross climb gradient may be used for flight test dataand rate of climb cannot be less than flight manual values. Test atWAT (weight, altitude or temperature) limiting condition. May be asnapshot test.

Approved performance manual data may be used. Test for at leasta 1 550 m (5 000 ft) segment.

Manufacturers’ gross climb gradient may be used for flight test data.May be a snapshot test. Test near maximum certificated landingmass.

Minimum of 50 kt speed change.

May be a minimum of two consecutive snapshots with a spread of atleast 5 minutes.

Time and distance should be recorded for at least 60% of the totaltime from touchdown to a full stop, Data required for medium, lightand near maximum certificated landing mass. Engineering data maybe used for the medium and light mass conditions. Brake systempressure should be available.

I C A O =lb2.5-AN/938 Et - 484L4Lb 0063665 327 m


ICAO ‘7625-AN/738 ** - 484L4Lb OOblbbb 265 m


Ted Tolerance Flight condition Commenfs

7) alignment of PLA versus selectedengine parameter (EPR, Nl, torque)

Note.- In the case of propeller-drivenaeroplanes, if an additional lever, usuallyreferred fo as the propeller lever, is presentit musf a/so be checked. Where these leversdo not have angular travel a folerance of&2 cm (M.8 in) applies.

8) brake pedal position versus forceand brake system pressurecalibration

b) Dynamic control checks

1) pitch control

2) roll control

3) yaw control

4) small control inputs

&5’ of PLA

fl.2 daN (5 lb) or 10% force+l .O MPa (150 psi) or &IO%brake system pressure

+lO% of time for first zerocrossing and flO(n+l)% ofperiod thereafter&IO% amplitude of firstovershoot and +20%amplitude for subsequentovershoots greater than 5% ofinitial displacement (4)+l overshoot

Same as 2 b) 1) above

Same as 2 b) 1) above

90% body rates

Ground

Take-off, cruise andlanding



Cruise and approach

Simultaneous recording for all engines. The 5” tolerance appliesagainst aeroplane data and between engines. May be a snapshottest.

Simulator computer output results may be used to show compliance.Relate the hydraulic system pressure to pedal position in a groundstatic test.

Data should be for normal control displacements in both directions(approximately 25% to 50% full throw). Tolerances apply against theabsolute values of each period (considered independently). n = thesequential period of a full oscillation. Refer to 3.2 of this appendix.CCA: Test not applicable if aeroplane controller is installed in thesimulator.

Data should be for normal control displacement. (Approximately 25%to 50% of full throw). Refer to 3.2 of this appendix.CCA: Test not applicable if aeroplane controller is installed in thesimulator.

Data should be for normal control displacement (Approximately 25%to 50% of full throw). Refer to 3.2 of this appendix.

Small control inputs defined as 5% of total travel.

Test Flight condition Comments

c) Longitudinal

1) power change dynamics

2) flap change dynamics

3) spoiler/speed brake changedynamics

4) gear change dynamics

5) gear and flap/slat operating times

6) longitudinal trim

+3 kt airspeed&30 m (100 ft) altitudeU.5’ or +20% pitch

k3 kt airspeed+30 m (100 ft) altitudefl.5’ or GO% pitch

k3 kt airspeed+30 m (100 ft) altitudeU.5” or 20% pitch

+3 kt airspeed+30 m (100 ft) altitudek1.5’ or 20% pitch

*l s or +lO% of time

+l’ pitch control (elevator andstabilizer)fl’ pitch+5% net thrust or equivalent

Approach to go-around

2nd to 3rd segmentclimb and approach tolanding

Cruise

1st to 2nd segmentclimb and approach tolanding

Take-off and approach(air loaded)

Cruise, approach andlanding

Time history of uncontrolled free response for a time increment equalto at least 5 s before initiation of the power change to completion ofthe power change t 15 s.CCA: Test in normal AND non-normal control state.

Time history of uncontrolled free response for a time increment equalto at least 5 s before initiation of the reconfiguration change to thecompletion of the reconfiguratron change t 15 s. 3rd segment =Initial flap retraction after take-off.CCA: Test in normal AND non-normal control state.

Time history of uncontrolled free response for a time increment equalto at least 5 s before initiation of the configuration change tocompletion of the configuration change t 15 s. Results required forboth extension and retraction.CCA: Test in normal AND non-normal control state.

Time history of uncontrolled free response for a time increment equalto at least 5 s before initiation of the configuration change tocompletion of the configuration change t 15 s.CCA: Test in normal AND non-normal control state.

Normal and alternate flaps - data for extend and retract. Normalgear-data for extend and retract. Alternate gear-data for extendonly. All data for full range (intermediate increment times notrequired). Tabular data from production aeroplanes are acceptable.

May be a series of snapshot tests.CCA: Test in normal AND non-normal control state.

ICAO =1625=AN/93B ** = 48414Lb ORb3bb9 T 7 4 m

34 Manual of Criteria for the QualiJication of Flight Simulators

Test Tolerance Flight condition Comments

3) step input of flight deck roll controller *lo% or 9*/s roll rate

4) spiral stability Correct trend and S? or flO%bank in 20 s

5) engine inoperative trim +l ’ rudder angle or +l * tabangle or equivalent rudderpedalS!* side-slip

6) rudder response G/s or flO% yaw rate

7) dutch roll (yaw damper OFF) M.5 s or + 10% of periodflO% of time to 112 or doubleamplitude or +0.02 of dampingratioSO% or fl s of timedifference between peaks ofbank and side-slip

6) steady state side-slip For a given rudder position:e2’ bank+l * side-slip+lO% or 9’ aileron*lo% or +5’ spoiler orequivalent control wheelposition or force

Approach or landing CCA: Test in normal AND non-normal control state.

Cruise Aeroplane data averaged from multiple tests may be used. Test forboth directions.CCA: Test in non-normal control state.

2nd segment climb andapproach or landing

Approach or landing

Cruise and approach orlanding

Approach or landing

May be snapshot tests.

Test with stability augmentation ON and OFF.Test with a step input at approximately 25% of full rudder pedal throw.CCA: Test in normal AND non-normal control state.

Test for at least six cycles with stability augmentation OFF.CCA: Test in non-normal control state.

May be a series of snapshot tests using at least two rudder positions(in each direction for propeller driven aeroplanes). Aeroplanes withreversible flight control systems must also show control wheel force[flO% or k1.3 daN (3 lb)] and rudder pedal force [+lO% or f2.2 daN(5 VI.

Test Tolerance Night condition Comments

e) Landings

1) normal landing +3 Id airspeed+I 5’ pitch+l 5” AOAf3 m (10 ft) or +iO% of height

2) minimum/no flap landing

3) cross-wind landing

5) autoland (if applicable)

+3 kt airspeed+_I 5’ pitch+1.5’ AOAk3 m (10 ft) or +lO% of height

+_3 kt airspeedH.5’ pitchkl.5” AOAk3 m (10 ft) or flO% height9 bank angleti’ side-slip angle

4) one engine inoperative landing f3 kt airspeedfl.5” pitch21.5’ AOA*3 m (10 ft) or fl 0% height9’ bank angle~2’ side-slip angle

+1.5 m (5 ft) flare heightSo.5 s T,M.7 m/s (140 ft/min) R/D attouchdown+3 m (10 ft) lateral deviationfrom maximum demonstratedcross-wind (autoland) deviation

Normal landing

Minimum certificatedlanding flapconfiguration

Landing

Landing

Landing

Test from a minimum of 61 m (200 R) AGL to nosewheel touchdown.Derotation may be shown as a separate segment from the time ofmain landing gear touchdown. Medium, light and near maximumcertificated landing mass must be shown. Aeroplanes with reversibleflight control systems must also plot control column force [*lo% or+2.2 daN (5 lb)].CCA: Test in normal AND non-normal control state.

Test from a minimum of 61 m (200 ft) AGL to nosewheel touchdown.Derotation may be shown as a separate segment from the time ofmain landing gear touchdown. Test at near maximum certificatedlanding mass. Aeroplanes with reversible flight control systems mustalso plot control column force [+lO% or k2.2 daN (5 lb)].

Test from a minimum of 60 m (200 R) AGL to a 50% decrease in mainlanding gear touchdown speed. Requires test data, including windprofile, for a cross-wind component of at least 20 kt or the maximumdemonstrated cross-wind, if available. Aeroplanes with reversibleflight control systems must also plot control wheel force [*lo% or+1.3 daN (3 lb) and rudder pedal force [*IO% or ti.2 daN (5 lb)].

Test from a minimum of 60 m (200 ft) AGL to a 50% decrease in mainlanding gear touchdown speed.

This test is not a substitute for the ground effects test requirement.Plot lateral deviation from touchdown to autopilot disconnect. Tr =duration of flare.

Test Tolerance Nighf condition Commenfs

6) go-around +3 kt airspeed+I 5’ pitchfl.5” AOA

Go-around Engine inoperative go-around required near maximum certificatedlanding mass with critical engine(s) inoperative. Normal all-engineautopilot go-around must be demonstrated (if applicable) at mediummass.CCA: Test in normal AND non-normal control state.

7) directional control (ruddereffectiveness) with reverse thrust(symmetric and asymmetric)

+5 M airspeed

f) Ground effect

1) a test to demonstrate ground effect

g) Brake fade

1) A test to demonstrate decreasedbraking efficiency due to braketemperature

h) Wind shear

1) a test to demonstrate wind shearmodels

Landing

+l ’ elevator or stabilizer angle*5% net thrust or equivalent+l * AOA

Landing

+I .5 m (5 ft) or +iO% height+3 kt airspeed+l’ pitch

None

None

Aeroplane test data required. However, aeroplane manufacturer’sengineering simulator data may be used for reference data as a lastresort. Aeroplanes with demonstrated minimum speed for ruddereffectiveness: +5 kt. Others, test to verify simulator meets conditionsdemonstrated by the aeroplane manufacturer.

See 3.4 of this appendix. A rationale must be provided withjustification of results.

Take-off or landing SOC required. The test must show decreased braking efficiency dueto brake temperature based on aeroplane related data.

Take-off and landing Wind shear models are required which provide training in the specificskills required for recognition of wind shear phenomena andexecution of recovery manoeuvres.

Test Tolerance Night con&ion Comments

Note.- Wind shear models must be representative of measured or accident derived winds, but may be simplifications which ensure repeatable encounters. For example, modelsmay consist of independent variable winds in multiple simulfaneous components. Wind models should be available for the following crifical phases of flight:

1) prior fo fake-off rotation;2) at lift-o&3) during initial climb; and4) shorf final approach.

The United States Federal Aviation Administration (FAA) Wind shear Training Aid, wind models from fhe Unifed Kingdom Royal Aerospace Establishment (RAE), the United States JointAerodrome Weather Studies {JAWS) Project or other recognized sources may be implemented and must be supported and properly referenced in fhe IQTG. Wind models from alternatesources may also be used if supported by aeroplane related data and such data are properly supported and referenced in the IQTG. Use of alternate data must be co-ordinated withthe regulatory authorities prior to submission of the /QTG for approval.

i) Flight and manoeuvre envelopeprotection functions

1) overspeed &5 kt airspeed Cruise

2) minimum speed

3) load factor

4) pitch angle

5) bank angle

6) angle of attack

*3 M airspeed Take-off, cruise andapproach or landing

HI.1 g normal acceleration Take-off, cruise

fl.5” pitch Cruise, go-around

ti2’ or +I 0% bank Approach

k1.5” AOA 2nd segment andapproach or landing

The requirements of this paragraph are only applicable to computercontrolled aeroplanes. Time history results are required of simulatorresponse to control inputs during entry into protection envelope limits,Flight test data must be provided for both normal and non-normalcontrol states.

Test

3. MOTION SYSTEM

Tolerance Nigbf condition Comments

Certain tests in the following sections formotion, visual and sound (3,4 and 5) do notrequire the test to be accomplished for aLevel I flight srmulator approval. These willbe noted In the comments section, e.g.3 e) 1).

a) Frequency response

b) Leg balance

c) Turn-around check

d) Special effects

As specified by the applicantfor simulator qualification

Not applicable Appropriate test to demonstrate frequency response required.


Not applicable Appropriate test to demonstrate leg balance required.

1)

2)

3)

4)

5)

thrust effects with brakes set

runway rumble, oleo deflections,effects of ground speed and unevenrunway characteristics

None

None

bumps after lift-off of nose and mainlanding gear

None

buffet during retraction andextension of landing gear

None

buffet in air due to flap and spoiler/speedbrake extension andapproach-to-stall

None


Not applicable Appropriate test to demonstrate smooth turn-around required.

Take-off Qualitative assessment to determine that the effect is representative.

Take-off Qualitative assessment to determine that the effect is representative.

Take-off

Climb

Approach Qualitative assessment to determine that the effect is representative.

Qualitative assessment to determine that the effect is representative.


Test Tolerance Night condition Comments

6) touchdown cues for main and noselanding gear

7) buffet on the ground due to spoiler/speedbrake extension and thrustreversal

8) nosewheel scuffing

9) Mach buffet

e) Characteristic buffet motions

1) a test with recorded results and anSOC are required for characteristicbuffet motions which can be sensedat the flight deck. Examples of suchmotion buffets are high speed buffet,landing gear extension, flapsoperation, atmospheric disturbance,nosewheel scuffing and approach-to-stall.

4. VISUAL SYSTEM

a) visual, motion and instrument systemsresponse to an abrupt pilot controllerinput, compared to aeroplane responsefor a similar input

None Landing Qualitative assessment to determine that the effect is representative.

None Landing Qualitative assessment to determine that the effect is representative.

None

None

Ground

Flight



None Ground and flight NOT REQUIRED FOR LEVEL I FLIGHT SIMULATORS.

For atmospheric disturbance testing, general purpose disturbancemodels that approximate demonstrable flight test data areacceptable.

The recorded test results for characteristic buffets must allow thecomparison of relative amplitude versus frequency.

150 milliseconds or less afteraeroplane response

Take-off, cruise, andapproach or landing

One test is required in each axis (pitch, roll and yaw) for each of thethree conditions compared to aeroplane data for a similar input. Atotal of nine tests are required unless invoking the provisions ofAppendix A, u).

or

transport delay 15 milliseconds or less aftercontroller movement

Pitch, roll and yaw One test is required in each axis (total three tests).

I C A O =lb25-AN/938 ** - 4B4L4Lb OObl,b?b LO4 m


lest

c) Visual ground segment

Tolerance Flight condition Comments

1) visual ground segment Lb 20%Threshold lights must bevisible if they are in the visualsegment. (See example undercomments)

Trimmed in the landing The IQTG should indicate the source of data, i.e. ILS G/S antennaconfiguration at 30 m location, pilot eye reference point, flight deck cut-off angle, etc., used(100 ft) wheel height to make visual scene ground segment (VGS) scene contentabove touchdown zone calculations. Example: if the calculated VGS for the aeroplane ison glide slope at an 256 m (840 ft), the 20% tolerance of 51 m (168 ft) may be applied atRVR setting of 350 m the near or far end of the simulator VGS or may be split between(1 200 ft). both, as long as the total of 51 m (168 ft) is not exceeded.

d) Visual feature recognition

1) runway definition, strobe lights, 8 km (5 sm) minimum from the Approachrunway edge white lights and VASI runway thresholdlights

2) runway centre line lights 5 km (3 sm) minimum from therunway threshold

Approach

3) threshold lights and touchdown zone 3 km (2 sm) minimum from the Approachlights runway threshold

4) runway markings Night/dusk scenes within rangeof landing lights.Day scene as required bythree arc minutes resolution.

Approach

e) Visual scene content

1) aerodrome runways and taxiways Demonstration model Ground or flight

Within final picture resolution, the distances at which features arevisible for tests 1) through 4) should not be less than those indicatedin the specified test. Applicants should indicate the light intensitylevel used for the test.

For Tests 1) through IO) the demonstration models can be asampling of specific models used in the training programme or ageneric aerodrome model. A minimum of three specific aerodromesis required.

ICAO qb25-AN/938 Xf - 4841416 OObLb78 T87 -


H

b

I C A O 9b25-AN/938 8% - 484L4Lb 0063679 ?I,3 -


E.o,i i

7ai?EBLL

r02Ba

Jest Tolerance F/igbf condition Comments

g) Flight compatibility

1)

2)

3)

4

4

cl

vrsual system compatibtlity withaerodynamic programming

visual cues to assess sink rate anddepth perception during landings

accurate portrayal of environmentrelatrng to simulator attitudes

5. SOUND SYSTEMS

significant flight deck sounds, whichresult from pilot actions,corresponding to those of theaeroplane

sound of precipitation, windshieldwipers, and other significantaeroplane noises perceptible to theflrght crew during normal operationsand the sound of a crash related insome logrcal manner to landing in anunusual attitude or in excess of thestructural gear lirnttations of theaeroplane

realistic amplitude and frequency offlight deck noises and soundsincluding engine, airframe andprecipitation sounds. The soundsshall be co-ordinated with weatherrepresentations which are requiredto be displayed in the visual scene.

Not applicable Ground and flight Qualitative tests to verify the validity of latency, throughput and visualattitude versus simulator attitude tests.

Not applicable Approach and landing Qualitative test to confirm that terrain features, surfaces on taxiwaysand ramps and other cultural features provide cues for landing theaeroplane.

Not applicable Flight

Not applicable

Not applicable

Not applicable

Flight and ground

Flight and ground

Flight and ground

Statement of compliance or demonstration of representative sounds.

Statement of compliance or demonstration of representative sounds.Significant aeroplane noises should include noises such as engine,flap, gear and spoiler extension and retraction and thrust reversal toa comparable level as that found in the aeroplane.

NOT REQUIRED FOR LEVEL I FLIGHT SIMULATORS.Test results must show a comparison of the amplitude and frequencycontent of the sounds.

I C A O 9b25-AN/938 ** - 48414Lb OObLb&l, 57L m

Appendix C

FUNCTIONS AND SUBJECTIVE TESTS

1. INTRODUCTION

1.1 Accurate replication of aeroplane systemsfunctions should be checked at each flight crew memberposition. This includes procedures using aircraft operatingmanuals and checklists. Handling qualities, performanceand simulator systems operation will be subjectivelyassessed. Prior co-ordination with the regulatory authorityresponsible for the evaluation is essential to ensure that thefunctions tests are conducted in an efficient and timelymanner and that any skills, experience or expertise requiredby the evaluation team are available.

1.2 At the request of a regulatory authority, thesimulator may be assessed for a special aspect of a relevanttraining programme during the functions and subjectiveportion of an evaluation. Such an assessment may includea portion of a LOFT (Line Oriented Flight Training)scenario or special emphasis items in the trainingprogramme. Unless directly related to a requirement forthe current qualification level, the results of such anevaluation would not affect the simulator’s current status.

1.3 Functions tests should be run in a logical flightsequence at the same time as performance and handlingassessments. This also permits real time simulator running

for two to three hours, without repositioning or flight orposition freeze, thereby permitting proof of reliability.

2. TEST REQUIREMENTS

2.1 The ground and flight tests and other checksrequired for qualification are listed in the Table ofFunctions and Subjective Tests. The table includesmanoeuvres and procedures to assure that the simulatorfunctions and performs appropriately for use in pilottraining and checking in the manoeuvres and proceduresnormally required of a training and checking programme.

2.2 Manoeuvres and procedures are included toaddress some features of advanced technology aeroplanesand innovative training programmes. For example, “highangle of attack manoeuvring” is included to provide analternative to “approach to stalls”. Such an alternative isnecessary for aeroplanes employing flight envelopelimiting technology.

2.3 All systems functions will be assessed for normaland, where appropriate, alternate operations. Normal,abnormal and emergency procedures associated with aflight phase will be assessed during the evaluation ofmanoeuvres or events within that flight phase. Systems arelisted separately under “any flight phase” to assureappropriate attention to systems checks.

46

I C A O 9b25-AN/938 *Kg - L)B’+l,4Lb 0063682 4 0 8 m

Manual of Criteria for the Qual$cation of Flight Simulators 47

TABLE OF FUNCTIONS AND SUBJECTIVE TESTS

Simulator/eve/

I I/

1. FUNCTIONS AND MANOEUVRES

a) Preparation for flight

1) Pre-flight. Accomplish a functionscheck of all switches, indicators,systems and equipment at all crewmembers’ and instructors’ stationsand determine that the flight deckdesign and functions are identicalto that of the aeroplane simulated

b) Surface operations (pre-take-off)

1) engine start

0 normal start

ii) alternate start procedures

iii) abnormal starts andshutdowns (hot start, hungstart, etc.)

2 ) pushbacklpowerback

3) taxi

0 thrust response

ii) power lever friction

iii) ground handling

iv) nose-wheel scuffing

v) brake operation (normal andalternate/emergency)

vi) brake fade (if applicable)

vii) other

El

El

ElEl

El

El

ElEl

Simulatorlevel

I /I

c) Take-off

1) normal take-offEIEI

i) parameter relationships

ii) acceleration characteristics

iii) nose-wheel and ruddersteering

iv) cross-wind (maximumdemonstrated)

VI special performance

vi) instrument take-off

vii) landing gear, wing flap,leading edge deviceoperation

viii) other

2) abnormal/emergency

0 rejected take-off

ii) rejected special performance

iii) with failure of most criticalengine at most critical pointalong take-off path(continued take-off)

iv) with wind shear

v) flight control system failuremodes

vi) other

d) In-flight operation

1) climb EIEI

48

Simulatorlevel

I II

i) normal

ii) one engine inoperative

iii) other

2) cruise

i) performance characteristics(speed vs power)

ii) turns with/without spoilers(speedbrake) deployed

iii) high altitude handling

iv) high speed handling

v) Mach tuck and trim,overspeed warning

vi) normal and steep turns

vii) performance turns

viii) approach to stalls, stallwarning, buffet and g-break(cruise, take-off, approachand landing configuration)

ix) high angle of attackmanoeuvres (cruise, take-off, approach and landingconfiguration)

xl in-flight engine shutdownand restart

xi) manoeuvring with oneengine inoperative

xii) specific flight characteristics

xiii) manual flight controlreversion

xiv) flight control system failuremodes

xv) other

EIEI

Manual of Criteria for rhe Qualification of Flight Simulators

SimUlatOflevel

I I1

3) descentlxlm

i) normal

ii) maximum rate

iii) manual flight controlreversion

iv) flight control system failuremodes

4 other

e) Approaches

1) non-precision approach andlanding procedures lzllzl

- N D B- VOR, RNAV, TACAN- DMEARC- ILS/LOC/BC*- ILS offset localizer- direction finding facility- surveillance radar

0 manoeuvring with all enginesoperating

ii) landing gear, operation offlaps and speed brake

iii) all engines operating

iv) one or more enginesinoperative

v) missed approachprocedures

- all engines operating

- one or more enginesinoperative (asapplicable)

* ILS localiserhack course approaches are not included in PANS-OPS(Dot 8i68)

ICAO 9b25-AN/738 ** - 4843436 0063684 280 m

Atmendix C - Functions and Subiective Tests

Simula tar/eve/

I II

2) precision approach and landingprocedures

i) PAR

i i ) ILSlMLS

- normal- engine(s) inoperative

- Category I publishedapproach* manually controlled

with and without flightdirector to 30 m(100 fl) below CAT Iminima

l with cross-wind(maximumdemonstrated)

l with wind shear

- Category II publishedapproachl auto-coupled,

autothrottle, autolandl all engines operating

missed approach

- Category Ill publishedapproach* with generator failurel with 10 knot tail wind0 with 10 knot cross-

winda one engine

inoperative

3) visual approach and landing

9 abnormal wing flaps/slats

ii) without glide slope guidance

9 Visual segment and landing

1) normal

El0I

2) abnormal/emergency Flo0 engine(s) inoperative

ii) rejected

iii) with wind shear

iv) with standby (minimum)electrical/hydraulic power

49

Simulatorlevel

I /I

0 cross-wind (maximumdemonstrated)

ii) from VFR traffic pattern

iii) from non-precision approach

iv) from precision approach

v) from circling approach

Nofe.- Simulafors wifh visual systemswhich permit complefing a circling approach inaccordance with applicable regulations may beapproved for that particular circling approachprocedure.

v) with longitudinal trimmalfunction

vi) with lateral-directional trimmalfunction

vii) with loss of flight controlpower (manual reversion)

viii) with worst case failure offlight control system (mostsignificant degradation offly-by-wire system which isnot extremely improbable)

ix) other flight control systemfailure modes as dictated bythe training programme

x) other

ICAO qb25-AN/938 ** - 484L4Lb 0061685 LJ,~ m

50

Simulatorlevel

I /I

g) Ground operations (post landing)

1) landing roll and taxi

0 spoiler operation

ii) reverse thrust operation

iii) directional control andground handling, both withand without reverse thrust

iv) reduction of ruddereffectiveness with increasedreverse thrust (rear pod-mounted engines)

v) brake and anti-skid operationwith dry, wet and icyconditions

vi) brake operation

vii) other

h) Any flight phase

1) aeroplane and powerplantsystems operation

0 air conditioning

ii) anti-icing/de-icing

iii) auxiliary power unit

iv) communications

VI electrical

vi) fire detection andsuppression

vi i ) ftaps

viii) flight controls

ix) fuel and oil

x) hydraulic

Manual of Criteria for the Qualification of Flighr Simulators

Simulatorlevel

I II

xi) landing gear

xii) oxygen

xiii) pneumatic

xiv) powerplant

xv) pressurization

2) flight management and guidancesystems

q q

0 airborne radar

ii) automatic landing aids

iii) autopilot

iv) collision avoidance systems

v) flight control computers

vi) flight display systems

vii) ground proximity warningsystems

viii) head-up displays

ix) navigation systems

x) stall warning/avoidance

xi) stability and controlaugmentation

xii) wind shear avoidanceequipment

3) airborne procedures EIEI0 holding

ii) air hazard avoidance

iii) wind shear

4) engine shutdown and parkingEIEI

I C A O 7b25-AN/938 ** - LL8414Lb OObl,bd!b 0 5 3 m

Appendix C - Functions and Subjective Tests

Simulaforlevel

I /I

9 engine and systemsoperation

ii) parking brake operation

2. VISUAL SYSTEM

a) Accurate portrayal of environmentrelating to simulator attitudes

b) The distance at which runway featuresare visible should not be less thanthose listed below. Distances aremeasured from runway threshold to anaeroplane aligned with the runway onan extended 3-degree glide slope

1) runway definition, strobe lights,approach lights, white runwayedge lights and VASI from 8 km(5 sm) of the runway threshold

2) runway centre line lights andtaxiway definition from 5 km(3 sm)

3) threshold lights and touchdownzone lights from 3 km (2 sm)

4) runway markings within range oflanding lights for night scenes; asrequired by 3 arc-minuteresolution on day scenes

c) Representative aerodrome scenecontent including:

1) aerodrome runways and taxiways

2) runway definition

i) runway surface andmarkings

ii) lighting for the runway in useincluding runway edge andcentre line lighting,touchdown zone, VASI andapproach lighting ofappropriate colours

51

Simulatorlevel

I /I

iii) taxiway lights

d) Operational landing lightsElm

e) Instructor controls of:Ixlo

1) cloud base

2) visibility in kilometres/statute milesand RVR in metres/feet

3) aerodrome selection

4) aerodrome lighting

f) Visual system compatibility withaerodynamic programming

Elm

g) Visual cues to assess sink rates anddepth perception during landings

q q

1) surface on taxiways and ramps

2) terrain features

h) Dusk and night visual scene capability q qi) Minimum of three specific aerodrome

scenes

1) surfaces on runways, taxiwaysand ramps

2) lighting of appropriate colourfor allrunways including runway edge,centre line, VASI and approachlighting for the runway in use

3) aerodrome taxiway lighting

4) ramps and terminal buildingswhich correspond to specified lineoriented flight training (LOFT) andline oriented simulator (LOS)scenarios

i) General terrain characteristics andsignificant landmarks

ICAO ‘=lb25-AN/738 t* m 4841416 0061687 TAT m

52

Simulatorlevel

I /I

k) At and below an altitude of 610 m(2 000 ft) height above the aerodromeand within a radius of 16 km (IO sm)from the aerodrome, weatherrepresentations, including thefollowing:

1) variable cloud density

2) partial obscuration of groundscenes; the effect of a scattered-to-broken cloud deck

3) graduai break-out

4) patchy fog

5) the effect of fog on aerodromelighting

I) A capability to present ground and airhazards such as another aeroplanecrossing the active runway orconverging airborne traffic

m) Operational visual scenes whichportray representative physicalrelationships known to cause landingillusions, such as short runways,landing approaches over water, uphillor downhill runways, rising terrain onthe approach path and uniquetopographic features

n) Special weather representations whichinclude the sound, visual and motioneffects of entering light, medium andheavy precipitation near athunderstorm on take-off, approachand landings at and below an altitudeof 610 m (2 000 ft) above theaerodrome surface and within a radiusof 16 km (10 sm) from the aerodrome

o) Wet and snow-covered runwaysincluding runway lighting reflections forwet, partially obscured lights for snowor suitable alternative effects

El

Ixl

q

q

q

El

El

lxl

El

El


Simula tarlevel

I II

p) Realistic colour and directionality ofaerodrome lighting

q) Weather radar presentations inaeroplanes where radar information ispresented on the pilot’s navigationinstruments. Radar returns shouldcorrelate to the visual scene

r) Freedom from apparent quantization(aliasing)

3. SPECIAL EFFECTS

al

4

cl

4

4

f 1

9)

h)

il

i)

Runway rumble, oleo deflections,effects of ground speed and unevenrunway characteristics

Buffets on the ground due to spoiler/speedbrake extension and thrustreversal

Bumps after lift-off of nose and maingear

Buffet during extension and retractionof landing gear

Buffet in the air due to flap and spoiler/speedbrake extension and approach-to-stall buffet

Touchdown cues for main and nosegear

Nose-wheel scuffing

Thrust effect with brakes set

Mach buff et

Representative brake and tire failuredynamics (including anti-skid) anddecreased brake efficiency due to highbrake temperatures based onaeroplane related data. Theserepresentations should be realisticenough to cause pilot identification of

I C A O 9b25-AN/938 I* I 4843436 OObLbdd 926 m

Appendix C - Functions and Subjective Tests

Simulatorlevel

I /I

the problem and implementation ofappropriate procedures Simulatorpitch, side loading and directionalcontrol characteristics should berepresentative of the aeroplane

k) Sound of precipitation and significantaeroplane noises perceptible to thepilot during normal operations and thesound of a crash when the simulator islanded in excess of landing gearIimItations. Significant aeroplanenoises should include noises such asengine, flap, gear and spoilerextension and retraction and thrustreversal to a comparable level as thatfound in the aeroplane. The sound ofa crash should be related in somelogical manner to landing in an unusualattitude or in excess of the structuralgear limitations of the aeroplane

I) Effects of airframe icing

53

Simulatorlevel

I II

-END-

I C A O 9625-AN/938 ** - 484l141b OObltb87 862 m

ICAO TECHNICAL PUBLICATIONS

The ,following summaty gives the status, and also

describes in general terms the contents of the vut-ious

series of technical publications issued by the Inter-

national Civil Aviation Organization. It does not include

specialized publications that do not ,fall specify-cal1.v within one of the series. such CIS the Aeronautical

Chart Catalogue or the Meteorological Tables for

, International Air Navigation.

International Stan’dards and Recommended Prac-tices are adopted by the Council in accordance with

Articles 54, 37 and 90 of the Convention on Inter-

national Civil Aviation and are designated, for

convenience. as Annexes to the Convention. The

uniform application by Contracting States of the speci-

fications contained in the International Standards is

recognized as necessary for the safety or regularity of

international air navigation while the uniform appli-

cation of the specifications in the Recommended

Practices is regarded as desirable in the interest of

safety, regularity or efticiency of international air

navigation. Knowledge of any differences between the

national regulations or practices of a State and those

established by an International Standard is essential to

the safety or regularity of international air navigation. In

the event of non-compliance with an lntemational

Standard, a State has. in fact, an obligation, under

Article 38 of the Convention. to notify the Council of

any differences. Knowledge of difference:, from

Recommended Practices may also be important for the

safety of air navigation and, although the Convention

does not impose any oblig;ltion with regard thereto. the

Council has invited Contracting States to notify such

differences in addition to those relating to International

Standards.

Procedures for Air Navigation Services (PANS)

are approved by the Council for world-wide application.

They contain, for the most part. operating procedures

regarded as not yet having attained a sufticient degree of

maturity for adoption as International Standards and

Recommended Practices, as well as material of a more

permanent character which is considered too detailed for

incorporation in an Annex, or is susceptible to frequent

amendment, for which the processes of the Convention

would be too cumbersome.

Regional Supplementary Procedures (SUPPS)

have a status similar to that of PANS in that they are

approved by the Council. but only for application in the

respective regions. They are prepared in consolidated

form, since certain of the procedures apply to

overlapping regions or are common to two or more

regions.

The,fi>llowing public~utions ure prepured by uuthority

qf t h e Secretury Gene& in uccordance w i t h t h eprinciples and policies approved bja the Council.

Technical Manuals provide guidance and infor-

mation in amplification of the international Standards.

Recommended Practices and PANS, the implemen-

tation of which they are designed to facilitate.

Air Navigation Plans detail requirements for facili-

ties and services for international air navigation in the

respective ICAO Air Navigation Regions. They are

prepared on the authority of the Secretary General on

the basis of recommendations of regional air navigation

meetings and of the Council action thereon. The plans

are amended periodically to reflect changes in require-

ments and in the status of implementation of the

recommended facilities and services.

ICAO Circulars make available specialized infor-

mation of interest to Contracting States. This includes

studies on technical subjects.

ICAO 9625-AN/938 ** - 484L41b OObl,b=lO 584 i-

(9 CA0 1995l/95, E/P1/2200

Order No. 9625Printed in ICAO

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