Validation tests for feature fidelity levels
For detailed information for these tests refer to Part II, Appendix B, paragraphs 1 to 3.
Note. ─ Where a validation test has a dependency upon more than one FSTD fidelity feature and it is important for
these fidelity levels to be the same, the validation test section is annotated to this effect to highlight the importance of
the features inter-dependency for cohesive testing.
III-APP B-1
III-APP B-2
Manual of Criteria for the Qualification
of Flight Simulation Training Devices
Part
III, Appendix B – Validation Tests for Feature Fidelity Levels
TABLE OF VALIDATION TESTS FOR FEATURE FIDELITY LEVELS
III-APP B-3
TEST
1. PERFORMANCE
1.a Taxi
TOLERANCE
FLIGHT
CONDITION
G R1 R S
COMMENTS
For validation tests in this section the following
device features should be to the same fidelity
level:
Flight model;
Ground handling;
Flight controls and forces; and
Aeroplane systems.
1.a (1)
1.a
Minimum radius turn.
(2) Rate of turn versus
nosewheel steering
angle (NWA).
±0.9 m (3 ft) or ±20% of
aeroplane turn radius.
±10% or ±2°/s of turn
rate.
Ground.
Ground.
Plot both main and nose gear loci and key
engine parameter(s). Data for no brakes and
the minimum thrust required to maintain a
steady turn except for aeroplanes requiring
asymmetric thrust or braking to achieve the
minimum radius turn.
Record for a minimum of two speeds, greater
than minimum turning radius speed with one at
a typical taxi speed, and with a spread of at
least 5 kt.
TEST
1.b
1.b (1)
III-APP B-4
Take-off
Ground acceleration
time and distance.
TOLERANCE
For level S:
±1.5 sec or ±5% time; and
±61 m (200 ft) or ±5% of
distance.
For level R or R1:
±1.5 sec or ±5% of time
FLIGHT
CONDITION
Take-off.
G R1 R S
Manual of Criteria for the Qualification
of Flight Simulation Training Devices
COMMENTS
For validation tests in this section the following
device features should be to the same fidelity
level:
Flight model;
Ground handling;
Flight controls and forces; and
Aeroplane systems.
Note. — All aeroplane manufacturer
commonly-used certificated take-off flap
settings should be demonstrated at least once
either in minimum unstick speed (1.b.3),
normal take-off (1.b.4), critical engine failure
on take-off (1.b.5) or crosswind take-off
(1.b.6).
Acceleration time and distance should be
recorded for a minimum of 80% of the total
time from brake release to V r . May be
combined with normal take-off (1.b.4) or
rejected take-off (1.b.7). Plotted data should be
shown using appropriate scales for each
portion of the manoeuvre.
Part
III, Appendix B – Validation Tests for Feature Fidelity Levels
III-APP B-5
TEST
TOLERANCE
FLIGHT
CONDITION
G R1 R S
COMMENTS
1.b (2)
1.b (3)
Minimum control
speed, ground (Vmcg)
using aerodynamic
controls only per
applicable
airworthiness
requirement or
alternative engine
inoperative test to
demonstrate ground
control
characteristics.
Minimum unstick
speed (Vmu) or
equivalent test to
demonstrate early
rotation take-off
characteristics.
±25% of maximum
aeroplane lateral deviation
reached or ±1.5 m (5 ft).
For aeroplanes with
reversible flight control
systems:
±10% or ±2.2 daN (5 lbf)
rudder pedal force.
±3 kt airspeed.
±1.5° pitch angle.
Take-off.
Take-off.
Engine failure speed should be within ±1 kt of
aeroplane engine failure speed. Engine thrust
decay should be that resulting from the
mathematical model for the engine applicable
to the FSTD under test. If the modelled engine
is not the same as the aeroplane manufacturer’s
flight test engine, a further test may be run
with the same initial conditions using the thrust
from the flight test data as the driving
parameter. To ensure only aerodynamic
control, nosewheel steering should be disabled
(i.e. castored) or the nosewheel held slightly
off the ground.
If a Vmcg test is not available, an acceptable
alternative is a flight test snap engine
deceleration to idle at a speed between V1 and
V1-10 kt, followed by control of heading using
aerodynamic control only and recovery should
be achieved with the main gear on the ground.
Vmu is defined as the minimum speed at which
the last main landing gear leaves the ground.
Main landing gear strut compression or
equivalent air/ground signal should be
recorded. If a Vmu test is not available,
alternative acceptable flight tests are a constant
high-attitude take-off run through main gear
lift-off or an early rotation take-off.
If either of these alternative solutions is selected,
aft body contact/tail strike protection
functionality, if present on the aeroplane, should
be active.
Record time history data from 10 kt before start of
rotation until at least 5 s after the occurrence of
main gear lift-off.
TEST
1.b
1.b (5)
III-APP B-6
(4) Normal take-off.
Critical engine
failure on take-off.
TOLERANCE
±3 kt airspeed.
±1.5° pitch angle.
±1.5° AOA.
±6 m (20 ft) height.
For aeroplanes with
reversible flight control
systems:
±2.2 daN (5 lbf) or ±10%
of column force.
±3 kt airspeed.
±1.5° pitch angle.
±1.5° AOA.
±6 m (20 ft) height.
±2° roll angle.
±2° side-slip angle.
±3° heading angle.
For aeroplanes with
reversible flight control
systems:
±2.2 daN (5 lbf) or ±10%
of column force;
±1.3 daN (3 lbf) or ±10%
of wheel force; and
±2.2 daN (5 lbf) or ±10%
of rudder pedal force.
FLIGHT
CONDITION
Take-off.
Take-off.
G R1 R S
Manual of Criteria for the Qualification
of Flight Simulation Training Devices
COMMENTS
Data required for near maximum certificated
take-off mass at mid centre of gravity location
and light take-off mass at an aft centre of
gravity location. If the aeroplane has more than
one certificated take-off configuration, a
different configuration should be used for each
mass.
Record take-off profile from brake release to at
least 61 m (200 ft) AGL.
The test may be used for ground acceleration
time and distance (1.b.1).
Plotted data should be shown using appropriate
scales for each portion of the manoeuvre.
Record take-off profile to at least 61 m (200 ft)
AGL.
Engine failure speed should be within ±3 kt of
aeroplane data.
Test at near MCTM.
Part
III, Appendix B – Validation Tests for Feature Fidelity Levels
III-APP B-7
TEST
TOLERANCE
FLIGHT
CONDITION
G R1 R S
COMMENTS
1.b
(6) Crosswind take-off.
± 3 kt airspeed.
±1.5° pitch angle.
±1.5° AOA.
±6 m (20 ft) height.
±2° roll angle.
±2° side-slip angle.
±3° heading angle.
Correct trends at ground
speeds below 40 kt for
rudder/pedal and heading
angle.
For aeroplanes with
reversible flight control
systems:
±2.2 daN (5 lbf) or ±10%
of column force;
±1.3 daN (3 lbf) or ±10%
of wheel force; and
±2.2 daN (5 lbf) or ±10%
of rudder pedal force.
Take-off
Record take-off profile from brake release to at
least 61 m (200 ft) AGL.
This test requires test data, including wind
profile, for a crosswind component of at least
60% of the aeroplane performance data value
measured at 10 m (33 ft) above the runway.
Wind components should be provided as
headwind and crosswind values with respect to
the runway.
TEST
1.b
1.b (8)
III-APP B-8
(7) Rejected take-off.
Dynamic engine
failure after take-off.
TOLERANCE
For level S:
±5% of time or ±1.5 s.
±7.5% of distance or ±76
m (250 ft).
For level R or R1:
±5% of time or ±1.5 s.
±2°/s or ±20% of body
angular rates.
FLIGHT
CONDITION
Take-off.
Take-off.
G R1 R S
Manual of Criteria for the Qualification
of Flight Simulation Training Devices
COMMENTS
Record at mass near MCTM.
Speed for reject should be at least 80% of V1.
Autobrakes will be used where applicable.
Maximum braking effort, auto or manual.
Where a maximum braking demonstration is not
available, an acceptable alternative is a test using
approximately 80% braking and full reverse, if
applicable.
Time and distance should be recorded from brake
release to a full stop.
For level R or R1 devices, record time for at least
80% of the time segment from initiation of the
rejected take-off to full stop.
Engine failure speed should be within ±3 kt of
aeroplane data.
Engine failure may be a snap deceleration to
idle.
Record hands-off from 5 s before engine
failure to +5 s or 30° roll angle, whichever
occurs first.
Note. — For safety considerations, aeroplane
flight test may be performed out of ground effect
at a safe altitude, but with correct aeroplane
configuration and airspeed.
CCA: Test in normal and non-normal control
state.
Part
III, Appendix B – Validation Tests for Feature Fidelity Levels
III-APP B-9
TEST
1.c
Climb
TOLERANCE
FLIGHT
CONDITION
G R1 R S
COMMENTS
For validation tests in this section the following
device features should be to the same fidelity
level:
Flight model;
Flight controls and forces; and
Aeroplane systems.
1.c
1.c (2)
1.c (3)
(1) Normal climb all
engines operating.
One-engine-
inoperative 2nd
segment climb.
One-engine-
inoperative en-route
climb.
±3 kt airspeed.
±0.5 m/s (100 ft/ min) or
±5% of rate of climb.
±3 kt airspeed.
±0.5 m/s (100 ft/ min) or
±5% of rate of climb, but
not less than aeroplane
performance data
requirements.
±10% of time.
±10% of distance.
±10% of fuel used.
Clean. C
2nd segment
climb.
Clean.
T
&
M
C
T
&
M
Flight test data is preferred; however,
aeroplane performance manual data is an
acceptable alternative.
Record at nominal climb speed and mid initial
climb altitude.
FSTD performance is to be recorded over an
interval of at least 300 m (1000 ft).
For level G, R and R1 devices, this test may be
a snapshot test.
Flight test data is preferred; however,
aeroplane performance manual data is an
acceptable alternative.
Record at nominal climb speed.
FSTD performance is to be recorded over an
interval of at least 300 m (1000 ft).
Test at WAT (weight, altitude or temperature)
limiting condition.
For level G, R and R1 devices, this test may be
a snapshot test.
Flight test data or aeroplane performance
manual data may be used.
Test for at least a 1550 m (5000 ft) segment.
TEST
1.c (4)
1.d
III-APP B-10
One-engine-
inoperative approach
climb for aeroplanes
with icing
accountability if
provided in the
aeroplane
performance data for
this phase of flight.
Cruise/Descent
TOLERANCE
±3 kt airspeed.
±0.5 m/s (100 ft/ min) or
±5% rate of climb, but not
less than aeroplane
performance data.
FLIGHT
CONDITION
Approach.
G R1 R S
Manual of Criteria for the Qualification
of Flight Simulation Training Devices
COMMENTS
Flight test data or aeroplane performance
manual data may be used.
FSTD performance to be recorded over an
interval of at least 300 m (1000 ft).
Test near maximum certificated landing mass
as may be applicable to an approach in icing
conditions.
Aeroplane should be configured with all anti-
ice and de-ice systems operating normally,
gear up and go-around flap.
All icing accountability considerations, in
accordance with the aeroplane performance
data for an approach in icing conditions,
should be applied.
For validation tests in this section the following
device features should be to the same fidelity
level:
Flight model;
Flight controls and forces; and
Aeroplane systems.
1.d (1)
Level flight
acceleration.
±5% of time.
Cruise.
Time required to increase airspeed a minimum
of 50 kt, using maximum continuous thrust
rating or equivalent.
For aeroplanes with a small operating speed
range, speed change may be reduced to 80% of
operational speed change.
Part
III, Appendix B – Validation Tests for Feature Fidelity Levels
III-APP B-11
TEST
TOLERANCE
FLIGHT
CONDITION
G R1 R S
COMMENTS
1.d (2)
Level flight
deceleration.
±5% of time.
Cruise.
Time required to decrease airspeed a minimum
of 50 kt, using idle power.
For aeroplanes with a small operating speed
range, speed change may be reduced to 80% of
operational speed change.
1.d
1.d
1.d
1.e
(3) Cruise performance. ±.05 EPR or ±3% N1
or ±5% of torque.
±5% of fuel flow.
(4) Idle descent. ±3 kt airspeed.
±1.0 m/s (200 ft/min) or
±5% of rate of descent.
(5) Emergency descent. ±5 kt airspeed.
±1.5 m/s (300 ft/min) or
±5% of rate of descent.
Stopping
Cruise.
Clean.
As per
aeroplane
performance
data.
The test may be a single snapshot showing
instantaneous fuel flow, or a minimum of two
consecutive snapshots with a spread of at least
3 minutes in steady flight.
Idle power stabilized descent at normal descent
speed at mid altitude.
FSTD performance to be recorded over an
interval of at least 300 m (1 000 ft).
Stabilized descent to be conducted with speed
brakes extended if applicable, at mid altitude
and near Vmo or according to emergency
descent procedure.
FSTD performance to be recorded over an
interval of at least 900 m (3000 ft).
For validation tests in this section the following
device features should be to the same fidelity
level:
Flight model;
Ground handling;
Flight controls and forces; and
Aeroplane systems.
TEST
1.e (1)
1.e (2)
1.e (3)
1.e (4)
III-APP B-12
Deceleration time
and distance, manual
wheel brakes, dry
runway, no reverse
thrust.
Deceleration time
and distance, reverse
thrust, no wheel
brakes, dry runway.
Stopping distance,
wheel brakes, wet
runway.
Stopping distance,
wheel brakes, icy
runway.
TOLERANCE
±1.5 s or ±5% of time.
For distances up to 1220
m (4000 ft), the smaller of
±61 m (200 ft) or ±10% of
distance.
For distances greater than
1220 m (4000 ft), ±5% of
distance.
±1.5 s or ±5% of time; and
the smaller of ±61 m (200
ft) or ±10% of distance.
±61 m (200 ft) or ±10% of
distance.
±61 m (200 ft) or ±10% of
distance.
FLIGHT
CONDITION
Landing.
Landing.
Landing.
Landing.
G R1 R S
Manual of Criteria for the Qualification
of Flight Simulation Training Devices
COMMENTS
Time and distance should be recorded for at
least 80% of the total time from touchdown to
a full stop.
Position of ground spoilers and brake system
pressure should be plotted (if applicable).
Data required for medium and near maximum
certificated landing mass. Engineering data
may be used for the medium mass condition.
Time and distance should be recorded for at
least 80% of the total time from initiation of
reverse thrust to full thrust reverser minimum
operating speed.
Position of ground spoilers should be plotted
(if applicable).
Data required for medium and near maximum
certificated landing mass. Engineering data
may be used for the medium mass condition.
Either flight test or manufacturer’s
performance manual data should be used,
where available.
Engineering data, based on dry runway flight
test stopping distance and the effects of
contaminated runway braking coefficients, are
an acceptable alternative.
Either flight test or manufacturer’s
performance manual data should be used,
where available.
Engineering data, based on dry runway flight
test stopping distance and the effects of
contaminated runway braking coefficients, are
an acceptable alternative.
Part
III, Appendix B – Validation Tests for Feature Fidelity Levels
III-APP B-13
TEST
1.f
1.f
Engines
(1) Acceleration.
TOLERANCE
±10% Ti or ±0.25 s; and
±10% Tt or ±0.25 s.
For level R or R1:
±10% Ti or ± 1 s; and
±10% Tt or ± 1 s.
For level G:
±10% Ti or ± 1 s; and
±10% Tt or ± 1 s.
FLIGHT
CONDITION
Approach or
landing.
C
G R1 R S
T
&
M
COMMENTS
Ti = total time from initial throttle movement
until a critical engine parameter reaches 10%
of its total response above idle power.
Tt = total time from initial throttle movement
until a critical engine parameter reaches 90%
of its total response above idle power.
Total response is the incremental change in the
critical engine parameter from idle power to
go-around power.
Refer to paragraph 3.1, Figure B-1 of Part II,
Appendix B.
TEST
1.f
III-APP B-14
(2) Deceleration.
TOLERANCE
±10% Ti or ±0.25 s; and
±10% Tt or ±0.25 s.
For level R or R1 devices:
±10% Ti or ± 1 s; and
±10% Tt or ± 1 s.
For level G devices:
±10% Ti or ± 1 s; and
±10% Tt or ± 1 s.
FLIGHT
CONDITION
Ground.
C
G R1 R S
T
&
M
Manual of Criteria for the Qualification
of Flight Simulation Training Devices
COMMENTS
Ti = total time from initial throttle movement
until a critical engine parameter reaches 10%
of its total response below maximum take-off
power.
Tt = total time from initial throttle movement
until a critical engine parameter reaches 90%
of its total response below maximum take-off
power.
Total response is the incremental change in the
critical engine parameter from maximum take-
off power to idle power.
Refer to paragraph 3.1, Figure B-2 of Part II,
Appendix B.