Forskrift om gjennomføring av JAR-STD 1A om kvalifisering av flygesimulatorer.

Vedlegg: JAR-STD 1A Aeroplane Flight Simulators, Amendment 3, Section 1, utgave datert 1. juli 2003.

§ 1 . Virkeområde

Forskriften gjelder kvalifisering av flygesimulatorer i henhold til JAR-STD 1A.

§ 2 . Formål

(1) Forskriften gjennomfører felleseuropeiske krav for kvalifisering av flygesimulatorer i norsk rett.

(2) Formålet med bestemmelsene i JAR-STD 1A er å sikre at flygesimulatorer er i en slik stand at de på bakgrunn av flysikkerhetshensyn egner seg for operativ trening.

§ 3 . Gjennomføring i norsk rett

(1) JAR-STD 1A Aeroplane Flight Simulators, Amendment 3, Section 1, utgave datert 1. juli 2003, gjelder som norsk rett.

(2) Med «JAR-STD 1A» menes i denne forskrift JAR-STD 1A Aeroplane Flight Simulators, Amendment 3, Section 1, utgave datert 1. juli 2003.

§ 4 . Kvalifisering av flygesimulator

(1) Luftfartstilsynet kvalifiserer flygesimulatorer i henhold til JAR-STD 1A.

(2) Kvalifiseringen er gyldig i 12 måneder med mindre Luftfartstilsynet har bestemt en annen varighet.

§ 5 . Søknad om kvalifisering

Søknad om kvalifisering av en flygesimulator må sendes Luftfartstilsynet minst tre måneder før den tas i bruk.

§ 6 . Utstedelse av kvalifiseringssertifikat

Kvalifiseringssertifikat i henhold til JAR-STD 1A utstedes når Luftfartstilsynet har evaluert og kvalifisert en flygesimulator for et bestemt kvalifiseringsnivå.

§ 7 . Fornyelse av kvalifisering

(1) Luftfartstilsynet kan etter søknad utføre evaluering av flygesimulatoren inntil 60 dager før kvalifiseringen utløper.

(2) Søknad med opplysninger som er nødvendig for å fatte vedtak om fornyelse av kvalifisering skal sendes Luftfartstilsynet senest tre måneder før kvalifiseringen utløper.

(3) Kvalifiseringen fornyes med 12 måneder regnet fra kvalifiseringens utløpsdato.

§ 8 . Tilbakekall

Dersom innehaveren av kvalifiseringen gitt i henhold til JAR-STD 1A ikke overholder bestemmelsene som gjelder for kvalifiseringen, kan Luftfartstilsynet tilbakekalle eller begrense kvalifiseringen.

§ 9 . Innlevering av dokument

Dersom en kvalifisering gitt i henhold til JAR-STD 1A er tilbakekalt med hjemmel i § 8 skal kvalifiseringssertifikatet umiddelbart sendes til Luftfartstilsynet.

§ 10 . Dispensasjon

Luftfartstilsynet kan, når særlige grunner tilsier det, dispensere fra bestemmelsene i denne forskrift.

§ 11 . Ikrafttredelse

Denne forskrift trer i kraft 1. november 2004. Fra samme dato oppheves forskrift 28. desember 1998 nr. 1347 om gjennomføring av JAR-STD 1A kvalifisering av flygesimulatorer.

Vedlegg

Vedlegget gjelder som en del av forskrift 23. september 2004 nr. 1331 om gjennomføring av JAR-STD 1A om kvalifisering av flygesimulatorer.

Joint Aviation Requirements Aeroplane Flight Simulators

JAR- STD 1A

Section 1

Amendment 3

1 July 2003

Engelsk originaltekst

Section 1 – Requirements

1 General

This Section contains the [r]equirements for [a]eroplane [f]light [s]imulators.

2 Presentation

The requirements of JAR-STD 1A are presented in two columns on loose pages, each page being identified by the date of issue and the Amendment number under which it is amended or reissued.

Sub-headings are in italic typeface.

Explanatory Notes not forming part of the requirements appear in smaller typeface.

New, amended and corrected text will be enclosed within heavy brackets until a subsequent 'Amendment' is issued.

After each paragraph, the various changes and amendments, if any since the initial issue, are indicated together with their date of issue.

Subpart A – Applicability

JAR-STD 1A.001 Applicability

JAR-STD 1A [as amended] applies to those persons, organisations or enterprises ([flight simulator] operators) seeking [initial] qualification of flight [simulators].

[The version of JAR-STD 1A agreed by the Authority and used for issue of the initial qualification shall be applicable for future recurrent qualifications of the flight simulator unless recategorised.]

Flight [simulator] users also shall gain approval to use the [flight simulator] as part of their approved training programmes despite the fact that the [flight simulator] has been previously qualified. Although this document provides guidance material for [flight simulator] users, precise details of such approvals are contained in JAR-OPS, JAR-FCL and other applicable documents.

[Ch. 1, 01.06.99; Amdt. 3,01.07.03]

Subpart B – General

(See ACJ [] STD 1 A.005)

Because of the technical complexity of STD [qualification], it is essential that standard terminology is used throughout. The following principal terms and abbreviations shall be used in order to comply with JAR-STD [(A)]. Further terms and abbreviations are contained in ACJ STD 1 A.005.

(a) Synthetic Training Device (STD). A training device which is either a Flight Simulator (FS), a Flight Training Device (FTD), a Flight & Navigation Procedures Trainer (FNPT) [, or a Basic Instrument Training Device (BITD).]

(b) Flight Simulator (FS). A full size replica of a specific type or make, model and series aeroplane flight deck, including the assemblage of all equipment and computer programmes necessary to represent the aeroplane in ground and flight operations, a visual system providing an out of the flight deck view, and a force cueing motion system. It is in compliance with the minimum standards for Flight Simulator Qualification.

(c) Flight Training Device (FTD). A full size replica of an aeroplane's instruments, equipment, panels and controls in an open flight deck area or an enclosed aeroplane flight deck, including the assemblage of equipment and computer software programmes necessary to represent the aeroplane in ground and flight conditions to the extent of the systems installed in the device. It does not require a force cueing motion or visual system. It is in compliance with the minimum standards for a specific FTD Level of Qualification.

(d) Flight and Navigation Procedures Trainer [ – (FNPT). A training device which represents the flight deck/cockpit environment including the assemblage of equipment and computer programmes necessary to represent an aeroplane in flight operations to the extent that the systems appear to function as in an aeroplane. It is in compliance with the minimum standards for a specific FNPT Type of Qualification.]

[(e) Basic Instrument Training Device (BITD). A ground based training device which represents the student pilot's station of a class of aeroplanes. It may use screen based instrument panels and springloaded flight controls, providing a training platform for at least the procedural aspects of instrument flight.

(f) Synthetic Training Device Approval (STD Approval). The extent to which an STD of a specified Qualification Level may be used by persons, organisations or enterprises as approved by the Authority. It takes account of aeroplane to STD differences and the operating and training ability of the organisation.

(g) Synthetic Training Device Operator (STD operator). That person, organisation or enterprise directly responsible to the Authority for requesting and maintaining the qualification of a particular STD.

(h) Synthetic Training Device User (STD User). The person, organisation or enterprise requesting training, checking and testing credits through the use of an STD.

(i) Synthetic Training Device Qualification (STD Qualification). The level of technical ability of an STD as defined in the compliance document.

(j) Qualification Test Guide (QTG). A document designed to demonstrate that the performance and handling qualities of an STD agree within prescribed limits with those of the aeroplane and that all applicable regulatory requirements have been met. The QTG includes both the aeroplane and STD data used to support the validation.

[Ch. 1,01.06.99; Amdt 2,01.04.01; Amdt. 3,01.07.03]

JAR-STD 1A.010 Implementation

JAR-STD 1A has been implemented on 1 April 1998 whereupon national arrangements, procedures and Qualification Certificates shall fully comply with JAR-STD 1A criteria.

Subpart C – Aeroplane flight simulators

(See [ACJ No. 1 to] [JAR]-STD 1A.015) (See [ACJ No. 2 to] [JAR-] STD 1A.015)

(a) The STD operator requiring evaluation shall apply to the Authority giving 3 months notice. [ In exceptional cases this period may be reduced to one month at the discretion of the Authority. ]

(b) An STD (FS) Qualification Certificate will be issued following satisfactory completion of an evaluation by the Authority.

[Ch. 1,01.06.99; Amdt. 3,01.07.03]

[(See ACJ STD 1A.020(a))]

(a) An STD qualification is valid for 12 months unless otherwise specified by the Authority.

(b) An STD qualification [ ] revalidation may take place at any time within the 60 days prior the expiry of the validity of the [qualification] document. The new period of validity shall continue from the expiry date of the previous [qualification] document.

(c) The Authority may refuse, revoke, suspend or vary an STD qualification, if the provisions of JAR-STD 1A are not satisfied.

[Ch. 1, 01.06.99; Amdt. 3, 01.07.03]

(See [ACJ JAR-]STD 1A.025)

The STD operator shall demonstrate his capability to maintain the performance, functions and other characteristics specified for the STD Qualification Level as follows:

A Quality System shall be established and a Quality Manager designated to monitor compliance with, and the adequacy of, procedures required to ensure the maintenance of the Qualification Level of STDs. Compliance monitoring shall include a feedback system to the Accountable Manager to ensure corrective action as necessary. The Quality System shall include a Quality Assurance Programme that contains procedures designed to verify that the specified performance, functions and characteristics are being conducted in accordance with all applicable requirements, standards and procedures. The Quality System and the Quality Manager shall be acceptable to the Authority. The Quality System shall be described in relevant documentation.

Aeroplane modifications. Aeroplane modifications, whether or not enforced by an airworthiness directive, and which are essential for training and checking, shall be introduced into all affected STDs. Modification of STDs, including motion and visual systems: Where applicable and essential for training and checking, STD operators shall update their STDs (for example in the light of data revisions). Modifications of the STD hardware and software which affect flight, ground handling and performance or any major modifications of the motion or visual system shall be evaluated to determine the impact on the original qualification criteria. If necessary, STD operators shall prepare amendments for any affected [validation tests]. The STD operator shall test the STD to the new criteria. The Authority shall be advised in advance of any major changes to determine if the tests carried out by the STD operator are satisfactory. A special evaluation of the STD may be necessary prior to returning it to training following the modification.

The STD operator shall ensure that the [f]light [s]imulator and its installation comply with the local, country or state regulations for [h]ealth and [s]afety. However as a minimum the following shall be addressed: Flight simulator occupants and maintenance personnel shall be briefed on [f]light [s]imulator safety to ensure that they are aware of all safety equipment and arrangement in the flight simulator in case of emergency. Adequate fire/smoke detection, warning and suppression arrangements to ensure the safe passage of personnel from the [flight simulator]. Adequate protection against electrical, mechanical, hydraulic and pneumatic hazards – including those arising from the control loading & motion systems to ensure the maximum safety of all personnel in the vicinity of the [flight simulator]. Other items: Two way communication system which remains operational in the event of total power failure. Emergency lighting. Escape exits & facilities. Occupant restraints (seats, seat belts etc.). External warning of motion and access ramp or stairs activity. Danger area markings. Guard rails and gates. Motion & [c]ontrol [l]oading [e]mergency stop controls accessible from either pilot and instructor seats; and A manual or automatic electrical power isolation switch. The [f]light [s]imulator safety features such as emergency stops and emergency lighting shall be checked regularly by the STD operator but in any case at least annually. These tests shall be recorded. [Ch. 1, 01.06.99, Amdt. 2, 01.04.01; Amdt. 3, 01.07.03]

(See Appendix [2] to JAR-STD 1A.030) (See [ACJ No. 1 to JAR-] STD 1A.030) (See [ACJ No. 2 to JAR-] STD 1A.030)

(a) Any [flight simulator] submitted for initial evaluation on or after 1 April 1998, will be evaluated against [applicable] JAR-STD 1A criteria for Qualification Levels A, B C or D. [Recurrent evaluations of a flight simulator will be based on the same version of JAR-STD 1A, which was applicable for its initial evaluation. An upgrade will be based on the currently applicable version of JAR-STD 1A.]

Longitudinal, lateral and directional handling qualities. Performance on the surface and in the air. Specific operations where applicable. Flight deck configuration. Functioning during normal, abnormal, emergency and, where applicable, non-normal operation. Instructor station function and simulator control; and Certain additional requirements depending on the Qualification Level and the installed equipment.

Validation tests (See [ACJ No. 1 to JAR-]STD 1 A.030, [para 2.3, ACJ No. 1 to JAR-STD 1A.030(c)(1) and ACJ No. 2 to JAR-STD 1A.030(c)(1))]; and Functions & [s]ubjective tests [(See ACJ No. 1 to JAR-STD 1 A.030, para 3).]

(d) Data which [are] used to ensure the fidelity of a [f]light [s]imulator shall be of a standard that satisfies the Authority before the [f]light [s]imulator can gain a Qualification Level.

(e) The STD operator shall submit a QTG in a form and manner acceptable to the Authority.

(f) Upon completion of an initial or upgrade evaluation, and when all the discrepancies in the QTG have been addressed to the satisfaction of the Authority, the QTG is approved. After inclusion of the results of the tests witnessed by the Authority, the approved QTG becomes the Master QTG (MQTG), which is the basis for the [f]light [s]imulator qualification and subsequent recurrent [flight simulator] evaluations.

Run the complete MQTG progressively between each annual evaluation by the Authority. Results shall be dated and retained in order to satisfy both the STD operator as well as the Authority that [f]light simulator standards are being maintained; and Establish a Configuration Control System to ensure the continued integrity of the hardware and software qualified. [Ch. 1, 01.06.99; Amdt. 2, 01.04.01; Amdt. 3,01.07.03]

(See [ACJ JAR-]STD 1A.035)

(a) Flight [s]imulators approved or qualified in accordance with national regulations of JAA Members States before 1 April 1998 either will be recategorised or will continue to maintain their approval under the Grandfather Rights provision, in accordance with sub-paragraphs (c) and (d) below.

(b) Recategorised [f]light [s]imulators will be qualified in accordance with JAR-STD 1 A.030.

To gain and maintain an equivalent Qualification Level, these [f]light [s]imulators shall be assessed in those areas which are essential to completing the flight crew member training and checking process, including: Longitudinal, lateral and directional handling qualities. Performance on the [ground] and in the air. Specific operations where applicable. Flight deck configuration. Functioning during normal, abnormal, emergency and, where applicable non-normal operation. Instructor station function and simulator control; and Additional requirements depending on the Qualification Level and the installed equipment. The [f]light [s]imulators shall be subjected to: Validation [t]ests; and Functions and [s]ubjective Tests.

(d) Flight [s]imulators that are not recategorised and that do not have a primary reference document used for their testing shall be qualified by special arrangement. Such [f]light [s]imulators will be issued with Special Categories and shall be subjected to the same [f]unctions and [s]ubjective [t]ests referred to in sub-paragraph (c)(2)(ii) above. In addition any previously recognised [v]alidation [t]est shall be used.

[Ch. 1, 01.06.99, Amdt. 2,01.04.01; Amdt. 3,01.07.03]

JAR-STD 1A.040 Changes to qualified Flight Simulators

Aeroplane modifications which could affect [f]light [s]imulator [q]ualification. Flight [s]imulator hardware and/or software modifications which could affect the handling qualities, performances or system representations. Relocation of [s]imulator; and Any deactivation of the [f]light [s]imulator.

The Authority may complete a special evaluation following major changes or when a [f]light [s]imulator appears not to be performing at its initial Qualification Level.

If an [u]pgrade is proposed the STD operator shall seek the advice of the Authority and give full details of the modifications. If the upgrade evaluation does not fall upon the anniversary of the original qualification date, a special evaluation is required to permit the flight simulator to continue to qualify even at the previous [Qualification] Level. In the case of a [flight] [s]imulators [f]light [s]imulators [u]pgrade, an STD operator shall run all [v]alidation [t]ests for the requested Qualification Level. Validation [t]est results offered in a test guide for previous [i]nitial or [u]pgrade evaluation shall not be used to validate simulator performance in a test guide offered for a current [u]pgrade.

In instances where a [f]light [s]imulator is moved to a new location, the Authority shall be advised before the planned activity along with a schedule of events related thereto. Prior to returning the simulator to service at the new location the STD operator shall perform at least one third of the [v]alidation [t]ests (if any) and, [f]unctions and [s]ubjective [t]ests to ensure that the [flight] simulator performance meets its original qualification standard. A copy of the test documentation shall be retained with the [flight] simulator records for review by the Authority. At the discretion of the Authority, the [flight] simulator shall be subject to an evaluation in accordance with its original JAA qualification criteria.

In the event a STD operator plans to remove a [f]light [s]imulator from active status for prolonged periods, the Authority shall be notified and suitable controls established for the period the [f]light [s]imulator is inactive. The STD operator shall agree a procedure with the Authority to ensure that the [f]light [s]imulator can be restored to active status at its original Qualification Level. [Ch. 1, 01.06.99, Amdt. 2,01.04.01; Amdt. 3, 01.07.03]

(See [ACJ [ ]STD 1 A.045) [ ]

(a) In case of new aeroplane programmes, special arrangements shall be made to enable an interim Qualification Level to be achieved.

(b) Requirements, details relating to the issue, and the period of validity of an interim Qualification Level will be decided by the Authority.

[Amdt. 3,01.07.03]

JAR-STD 1A.050 Transferability of Flight Simulator Qualification

(a) When there is a change of STD operator, the new operator shall advise the Authority in advance in order to agree upon a plan of transfer of the [f]light [s]imulator.

(b) At the discretion of the Authority, the [f]light [s]imulator shall be subject to an evaluation in accordance with its original JAA qualification criteria.

(c) Provided that the [f]light [s]imulator performs to its original standard, its original Qualification Level shall be restored.

[Ch. 1,01.06.99, Amdt. 2,01.04.01; Amdt. 3, 01.07.03]

Appendix 1 to JAR-STD 1A.030 [Minimum technical Requirements for Flight Simulator Qualification Levels]

Each of those four levels carries an appropriate technical description and maximum training, checking and testing credits. The training, checking and testing credits do not imply an automatic level of approval for any flight simulator user. Table 1 indicates in broad terms the maximum credits possible for each technical Qualification Level. Specific requirements for the use of the aeroplane or flight simulator will be determined by the Authority, Specialised training courses (e.g. ETOPS, TCAS, AWOPS, [windshear] etc.) require an adequate standard of simulation which will be evaluated by the Authority.

(b) Certain flight simulator and visual system requirements included in this Appendix shall be supported with a statement of compliance (SOC) and, in some designated cases, an objective test. Compliance statements shall describe how the requirement was met, such as gear modelling approach, coefficient of friction sources, etc.

[Ch. 1, 01.06.99, Amdt.2,01.04.01; Amdt. 3, 01.07.03]

Table 1 – Minimum technical requirements for qualifying JAA Level A, B, C and D Flight Simulators Qualification Level General Technical Requirements Maximum Credits A The lowest level of flight simulator technical complexity. An enclosed full scale replica of the aeroplane cockpit/flight deck including simulation of all systems, instruments, navigational equipment, communications and caution and warning systems. An instructor's station with seat shall be provided as shall be seats for the flight crewmembers and one seat for inspectors/observers. Control forces and displacement characteristics shall correspond to that of the replicated aeroplane and they shall respond in the same manner as the aeroplane under the same flight conditions. The use of class specific data tailored to the specific aeroplane type with fidelity sufficient to meet the objective tests, functions and subjective tests is allowed. Generic ground effect and ground handling models are permitted. Motion, visual and sound systems sufficient to support the training, testing and checking credits sought are required. The visual system [shall] provide at least 45 degrees horizontal and 30 degrees vertical field of view per pilot. A night scene is acceptable. The response to control inputs shall not be greater than 300 milliseconds more than that experienced on the aircraft. Wind shear need not be simulated. Suitable for: – Crew procedures training. – Instrument flight training. – Transition/conversion training, testing and checking except for take off and landing manoeuvres. – Recurrent training, checking and testing (type and instrument rating renewal/revalidation) B As for Level A plus: Validation flight test data shall be used as the basis for flight and performance and systems characteristics. Additionally ground handling and aerodynamics programming to include ground effect reaction and handling characteristics shall be derived from validation flight test data. As for Level A plus: – Recency of experience (three take-offs and landings in 90 days). – Transition/conversion training for take-offs and landing manoeuvres. – Transition/conversion testing and checking except for take-offs and landings. C The second highest [l]evel of [flight] simulator performance. As for Level B plus: A daylight/twilight/night visual system is required with [a] continuous, cross-cockpit, minimum collimated visual field of view providing each pilot with 180 degrees horizontal and 40 degrees vertical field of view. A six axes motion system shall be provided. The sound simulation shall include the sounds of precipitation and other significant aeroplane noises perceptible to the pilot and shall be able to reproduce the sounds of a crash landing. The response to control inputs shall not be greater than 150 milliseconds more than that experienced on the [aeroplane]. Wind shear simulation shall be provided. As for Level B plus: – Transition/conversion testing and checking of take-off and landings for flight crews, who may be required to meet a minimum experience level defined by the Authority. D The highest level of flight simulator performance. As for Level C plus: There shall be complete fidelity of sounds and motion buffets. As for Level C plus: – Transition/conversion testing and checking of take- offs and landings for flight crewmembers whose minimum experience level is defined by the Authority.

Appendix 2 to JAR-STD 1 A.030 Flight simulator standards

1 General. This appendix describes the minimum flight simulator requirements for qualifying flight simulators to the required Qualification Levels. Certain requirements included in this section shall be supported with a statement of compliance (SOC) and, in some designated cases, an objective test. The SOC will describe how the requirement was met, such as gear modelling approach, coefficient of friction sources etc. The test results shall show that the requirement has been attained. In the following tabular listing of flight simulator standards, statements of compliance are indicated in the compliance column. Flight simulator standards Simulator level Compliance A B C D a. Flight deck, a full scale replica of the aeroplane simulated. Direction of movement of controls and switches identical to that in the aeroplane. Equipment for operation of the cockpit windows shall be included in the flight simulator, but the actual windows need not be operable. The flight deck, for flight simulator purposes, consists of all that space forward of a cross section of the fuselage at the most extreme aft setting of the pilots' seats. Additional required flight crewmember duty stations and those required bulkheads aft of the pilot seats are also considered part of the flight deck and shall replicate the aeroplane. X X X X Flight deck observer seats are not considered to be additional flight crewmember duty stations and may be omitted. Bulkheads containing items such as switches, circuit breakers, supplementary radio panels, etc. to which the flight crew may require access during any event after pre-flight cockpit preparation is complete are considered essential and may not be omitted. Bulkheads containing only items such as landing gear pin storage compartments, fire axes or extinguishers, spare light bulbs, aircraft document pouches etc. are not considered essential and may be omitted. Such items, or reasonable facsimile, shall still be available in the flight simulator but may be relocated to a suitable location as near as practical to the original position. Fire axes and any similar purpose instruments need only be represented in silhouette. b. Circuit breakers that affect procedures and/or result in observable cockpit indications properly located and functionally accurate. X X X X c. Flight dynamics model that accounts for various combinations of drag and thrust normally encountered in flight corresponding to actual flight conditions, including the effect of change in aeroplane attitude, thrust, drag, altitude, temperature, gross weight, moments of inertia, centre of gravity location, and configuration. X X X X For level 'A' flight simulators generic ground handling, flare and touchdown effect are acceptable. d. All relevant instrument indications involved in the simulation of the applicable aeroplane shall automatically respond to control movement by a flight crewmember of induced disturbance to the simulated aeroplane; e.g., turbulence or wind shear. X X X X e. Communications, navigation, and caution and warning equipment corresponding to that installed in the applicant's aeroplane with operation within the tolerances prescribed for the applicable airborne equipment. X X X X f. In addition to the flight crewmember duty stations, three suitable seats for the instructor/delegated examiner and Authority inspector. The Authority will consider options to this standard based on unique cockpit configurations. These seats shall provide adequate vision to the pilot's panel and forward windows. Observer seats need not represent those found in the aeroplane but shall be adequately secured to the floor of the flight simulator, fitted with positive restraint devices and be of sufficient integrity to safely restrain the occupant during any known or predicted motion system excursion. X X X X g. Flight simulator systems shall simulate applicable aeroplane system operation, both on the ground and in flight. Systems shall be operative to the extent that all normal, abnormal, and emergency operating procedures can be accomplished. X X X X h. Instructor controls shall enable the operator to control all required system variables and insert abnormal or emergency conditions in the aeroplane systems. X X X X i. Control forces and control travel shall correspond to that of the replicated aeroplane. Control forces shall react in the same manner as in the aeroplane under the same flight conditions. X X X X j. Ground handling and aerodynamic programming shall include: (1) Ground Effect. For example: round-out, flare, and touchdown. This requires data on lift, drag, pitching moment, trim, and power ground effect. (2) Ground reaction – reaction of the aeroplane upon contact with the runway during landing to include strut deflections, tyre friction, side forces, and other appropriate data, such as weight and speed, necessary to identify the flight condition and configuration. (3) Ground handling characteristics – steering inputs to include crosswind, braking, thrust reversing, deceleration and turning radius. X X X X Statement of Compliance required. Tests required. For Level 'A' flight simulators, generic ground handling may be represented to the extent that allows turns within the confines of the runway and adequate control on the landing and roll-out from a cross – wind landing. k. Windshear models shall provide training in the specific skills required for recognition of wind shear phenomena and execution of recovery manoeuvres. Such models shall be representative of measured or accident derived winds, but may include simplifications which ensure repeatable encounters. For example, models may consist of independent variable winds in multiple simultaneous components. Wind models shall be available for the following critical phases of flight: (1) Prior to take-off rotation (2) At lift-off (3) During initial climb (4) Short final approach X X Test required. See ACJ No 1 to JAR-STD 1A.030, para 2.3, g. l. Instructor controls for environmental effects including wind speed and direction shall be provided. X X X X m. Stopping and directional control forces shall be representative for at least the following runway conditions based on aeroplane related data: (1) Dry (2) Wet (3) Icy (4) Patchy wet (5) Patchy icy (6) Wet on rubber residue in touchdown zone. X X Statement of Compliance required. Objective Tests required for (1), (2), (3), Subjective check for (4), (5), (6). n. Brake and tyre failure dynamics (including antiskid) and decreased brake efficiency due to brake temperatures shall be representative and based on aeroplane related data. X X Statement of Compliance required. Subjective test is required for decreased braking efficiency due to brake temperature, if applicable. o. A means for quickly and effectively conducting daily testing of flight simulator programming and hardware shall be available. X X Statement of Compliance required. p. Flight simulator computer capacity, accuracy, resolution, and dynamic response shall be sufficient to fully support the overall flight simulator fidelity. X X X X Statement of Compliance required. q. Control feel dynamics shall replicate the aeroplane simulated. Free response of the controls shall match that of the aeroplane within the tolerances specified. Initial and upgrade evaluations will include control free response (pitch, roll and yaw controller) measurements recorded at the controls. The measured responses shall correspond to those of the aeroplane in take- off, cruise, and landing configurations. 1) For aeroplanes with irreversible control systems, measurements may be obtained on the ground if proper pitot static inputs are provided to represent conditions typical of those encountered in flight. Engineering validation or aeroplane manufacturer rationale will be submitted as justification to ground test or omit a configuration. (2) For flight simulators requiring static and dynamic tests at the controls, special test fixtures will not be required during initial evaluation if the STD operator's MQTG shows both text fixture results and alternate test method results such as computer data plots, which were obtained concurrently. Repetition of the alternate method during initial evaluation may then satisfy this requirement. X X Tests required. r. Relative response of the visual system, cockpit instruments and initial motion system response shall be coupled closely to provide integrated sensory cues. Visual scene changes from steady state disturbance (i.e. the start of the scan of the first video field containing different information) shall occur within the system dynamic response limit of 150 milliseconds. Motion onset shall also occur within the system dynamic response limit of 150 milliseconds. Motion onset shall occur before the start of the scan of the first video field containing different information but shall occur before the end of the scan of the same video field. The test to determine compliance with these requirements shall include simultaneously recording the output from the pilot's pitch, roll and yaw controllers, the output from the accelerometer attached to the motion system platform located at an acceptable location near the pilot's seats, the output signal to the visual system display (including visual system analog delays), and the output signal to the pilot's attitude indicator or an equivalent test approved by the Authority. The following two methods are acceptable means to prove compliance with the above requirement: (1) Transport Delay: A transport delay test may be used to demonstrate that the flight simulator system response does not exceed 150 milliseconds. This test shall measure alle the delay encountered by a step signal migrating from the pilot's control through the control loading electronics and interfacing through all the simulation software modules in the correct order, using a handshaking protocol, finally through the normal output interfaces to the motion system, to the visual system and instrument displays. A recordable start time for the test shall be provided by a pilot flight control input. The test mode shall permit normal computation time to be consumed and shall not alter the flow of information through the hardware/software system. The transport delay of the system is then the time between control input and the individual hardware responses. It need only be measured once in each axis. (2) Latency: The visual system, flight deck instruments and initial motion system response shall respond to abrupt pitch, roll and yaw inputs from the pilot's position within 150 milliseconds of the time, but not before the time, when the aeroplane would respond under the same conditions. The objective of the test is to compare the recorded response of the flight simulator to that of the actual aeroplane data in the take-off, cruise and landing configuration for rapid control inputs in all three rotational axes. The intent is to verify that the flight simulator system response does not exceed 150 milliseconds (this does not include aeroplane response time as per the manufacturer's data) and that the motion and visual cues relate to actual aeroplane responses. For aeroplane response, acceleration in the appropriate corresponding rotational axis is preferred. X X X X Tests required. For Level 'A' & 'B' flight simulators the maximum permissible delay is 300 milliseconds. For Level 'A' & 'B' flight simulators the maximum permissible delay is 300 milliseconds. For Level 'A' & 'B' flight simulators the maximum permissible delay is 300 milliseconds. s. Aerodynamic modelling shall be provided. This shall include, for aeroplanes issued an original type certificate after June 1980, low altitude level flight ground effect, Mach effect at high altitude, normal and reverse dynamic thrust effect on control surfaces, aeroelastic representations, and representations of non-linearities due to sideslip based on aeroplane flight test data provided by the manufacturer. X X Statement of Compliance required. Mach effect, aeroelastic representations, and non-linearities due to sideslip are normally included in the flight simulator aerodynamic model. The Statement of Compliance shall address each of these items. Separate tests for thrust effects and a Statement of Compliance are required. t. Modelling that includes the effects of airframe and engine icing. X X Statement of Compliance required. SOC shall describe the effects that provide training in the specific skills required for recognition of icing phenomena and execution of recovery. u. Aerodynamic and ground reaction modelling for the effects of reverse thrust on directional control shall be provided. X X X Statement of Compliance required. v. Realistic aeroplane mass properties, including mass, centre of gravity and moments of inertia as a function of pay load and fuel loading shall be implemented. X X X X Statement of Compliance required at initial evaluation. SOC shall include a range of tabulated target values to enable a demonstration of the mass properties model to be conducted from the instructor's station. w. Self-testing for flight simulator hardware and programming to determine compliance with the flight simulator performance tests shall be provided. Evidence of testing shall include flight simulator number, date, time, conditions, tolerances, and the appropriate dependent variables portrayed in comparison with the aeroplane standard. X X Statement of Compliance required. Tests required. x. Timely and permanent update of flight simulator hardware and programming subsequent to aeroplane modification sufficient for the Qualification Level sought. X X X X y. Daily preflight documentation either in the daily log or in a location easily accessible for review is required. X X X X

2 Motion system Flight simulator standards Simulator level Compliance A B C D a. Motion cues as perceived by the pilot shall be representative of the aeroplane, e.g. touchdown cues shall be a function of the simulated rate of descent. X X X X b. A motion system shall: Statement of Compliance required. Tests required. (1) Provide sufficient cueing, which may be of a generic nature to accomplish the required tasks. X (2) Have a minimum of 3 degrees of freedom (pitch, roll & heave). X (3) Produce cues at least equivalent to those of a six-degrees-of-freedom synergistic platform motion system. X X c. A means of recording the motion response time as required. X X X X d. Motion effects programming shall include: (1) Effects of runway rumble, oleo deflections, groundspeed, uneven runway, centreline lights and taxiway characteristics. (2) Buffets on the ground due to spoiler/speedbrake extension and thrust reversal. (3) Bumps associated with the landing gear. (4) Buffet during extension and retraction of landing gear. (5) Buffet in the air due to flap and spoiler/speedbrake extension. (6) Approach to stall buffet. (7) Touchdown cues for main and nose gear. (8) Nose wheel scuffing. (9) Thrust effect with brakes set. (10) Mach and manoeuvre buffet. (11) Tyre failure dynamics. (12) Engine malfunction and engine damage. (13) Tail and pod strike. X X X X For Level 'A': Effects may be of a generic nature sufficient to accomplish the required tasks. e. Motion vibrations: Tests with recorded results that allow the comparison of relative amplitudes versus frequency are required. Characteristic motion vibrations that result from operation of the aeroplane in so far as vibration marks an event or aeroplane state that can be sensed at the flight deck shall be present. The flight simulator shall be programmed and instrumented in such a manner that the characteristic vibration modes can be measured and compared with aeroplane data. X Statement of Compliance required. Tests required.

3 Visual System Flight simulator standards Simulator level Compliance A B C D a. The visual system shall meet all the standards enumerated as applicable to the level of qualification requested by the applicant. X X X X b. Continuous minimum collimated visual field of view of 45 degrees horizontal and 30 degrees vertical field of view simultaneously for each pilot. X X SOC is acceptable in place of this test. Continuous cross-cockpit, minimum collimated visual field of view providing each pilot with 180 degrees horizontal and 40 degrees vertical field of view. Application of tolerances require the field of view to be not less than a total of 176 measured degrees horizontal field of view (including not less than ±88 measured degrees either side of the centre of the design eye point) and not less than a total of 36 measured degrees vertical field of view from the pilot's and co-pilot's eye points. X X Consideration shall be given to optimising the vertical field of view for the respective aeroplane cut-off angle. c. A means of recording the visual response time for visual systems. X X X X d. System Geometry. The system fitted shall be free from optical discontinuities and artefacts that create non-realistic cues. X X X X Test required. A Statement of Compliance is acceptable in place of this test. e. Visual textural cues to assess sink rate and depth perception during take-off and landing shall be provided. X X X X For Level 'A' visual cueing shall be sufficient to support changes in approach path by using runway perspective. f. Horizon, and attitude shall correlate to the simulated attitude indicator. X X X X Statement of Compliance required. g. Occulting capability A minimum of ten levels of occulting shall be available. X X X X Occulting shall be demonstrated. Statement of Compliance required. h. Surface (Vernier) resolution shall occupy a visual angle of not greater than 2 arc minutes in the visual display used on a scene from the pilot's eyepoint, X X Test and Statement of Compliance required containing calculations confirming resolution. i. Surface contrast ratio shall be demonstrated by a raster drawn test pattern showing a contrast ratio of not less than 5:1 X X Test and Statement of Compliance required. j. Highlight brightness shall be demonstrated using a raster drawn test pattern. The highlight brightness shall not be less than 20 cd/m 2 (6ft-lamberts). X X Test and Statement of Compliance required. Use of calligraphic lights to enhance raster brightness is acceptable. k. Lightpoint size – not greater than 5 arc minutes. X X Test and Statement of Compliance required. This is equivalent to a light point resolution of 2.5 arc minutes. l. Lightpoint contrast ratio – not less than 10:1 Lightpoint contrast ratio – not less than 25:1. X X X X Test and Statement of compliance required. m. Daylight, twilight (and night visual capability as applicable for level of qualification sought). The visual system shall be capable of meeting, as a minimum, the system brightness and contrast ratio criteria as identified in ACJ STD 1A.030 2.3 1. X X X X X X X X Statement of Compliance required for system capability. System objective and scene content tests are required. Total scene content shall be comparable in detail to that produced by 10000 visible textured surfaces and (in day) 6000 visible lights or (in twilight or night) 15 000 visible lights, and sufficient system capacity to display 16 simultaneously moving objects. The system, when used in training, shall provide: X X (i) In daylight, full colour presentations and Sufficient surfaces with appropriate textural cues to conduct a visual approach, landing and airport movement (taxi). Surface shading effects shall be consistent with simulated (static) sun position. X X (ii) At twilight, as a minimum, full colour presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and airport signage, to conduct a visual approach, landing and airport movement (taxi). Scenes shall include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by representative ownship lighting (e.g. landing lights). If provided, directional horizon lighting shall have correct orientation and be consistent with surface shading effects. X X (iii) At night, as a minimum, all features applicable to the twilight scene, as defined above, with the exception of the need to portray reduced ambient intensity that removes ground cues that are not self-illuminating or illuminated by ownship lights (e.g. landing lights). X X X X

4 Sound System Flight simulator standards Simulator level Compliance A B C D a. Significant flight deck sounds which result from pilot actions corresponding to those of the aeroplane. X X X X b. Sound of precipitation, rain removal equipment and other significant aeroplane noises perceptible to the pilot during normal and abnormal operations and the sound of a crash when the simulator is landed in excess of limitations. X X Statement of Compliance required. c. Comparable amplitude and frequency of flight deck noises, including engine and airframe sounds. The sounds shall be co-ordinated with the required weather. X Tests required. d. The volume control shall have an indication of sound level setting which meets all qualification requirements. X X X X

Section 2 – [Advisory Circulars Joint (ACJ)]

1 General

This Section contains [Advisory Circulars Joint (ACJ) providing acceptable means of compliance and/or interpretative/explanatory material] that [have] been agreed for inclusion in JAR-STD 1 A.

Where a particular JAR paragraph does not have an [Advisory Circular Joint (ACJ)], it is considered that no supplementary material is required.

2 Presentation

The [Advisory Circulars Joint (ACJ)] are presented in full page width on loose pages, each page being identified bye the date of issue and the Amendment number under which it is amended or reissued.

A numbering system has been used in which the [Advisory Circular Joint (ACJ)] uses the same number as the JAR paragraph to which it refers. The number is introduced by the letters [ACJ] to distinguish the material from the JAR itself.

The acronym [ACJ] also indicates the nature of the material and for this purpose the [ ] type of material [is] defined as follows:

[Advisory Circulars Joint (ACJ)] illustrate a means, or several alternative means, but not necessarily the only possible means by which a requirement can be met. It should however be noted that where a new [ACJ] is developed, any such [ACJ] (which may be additional to an existing [ACJ]) will be amended into the document following consultation under the NPA procedure. [Such ACJ will be designated by (acceptable means of compliance).]

[An ACJ as interpretative/explanatory material may contain material that] helps to illustrate the meaning of a requirement. [Such ACJ will be designated by (interpretative/explanatory material).]

New [ACJ] material may, in the first place, be made available rapidly by being published as a Temporary Guidance Leaflet (TGL). STD TGLs (JAR-STD) can be found in the Joint Aviation Authorities Administrative & Guidance Material, Section 6 – Synthetic Training Devices (STD), Part Three: Temporary Guidance Leaflet (JAR-STD). The procedures associated with Temporary Guidance Leaflets are included in the STD Joint Implementation Procedures, Section 6 – Synthetic Training Devices (STD), Part Two: Procedures (JAR-STD) Chapter 9.

Note: Any person who considers that there may be alternative [ACJ] to those published should submit details to the Operations Director, with a copy to the Regulation Director, for alternatives to be properly considered by the JAA. Possible alternative [ACJ] may not be used until published by the JAA as [ACJ] or TGLs.

Explanatory Notes not forming part of the [ACJ] text appear in a smaller typeface.

New, amended or corrected text is enclosed within heavy brackets.

After each [ACJ], the various changes and amendments, when any since the initial issue, are indicated together with their date of issue.

[ACJ] B – GENERAL

[ACJ] STD 1A.005 [(acceptable means of compliance)] Terminology, Abbreviations See JAR-STD 1A.005

Terminology

Acceptable Change, A change to configuration, software etc., which qualifies as a potential candidate for alternative approach to validation. [Aeroplane Performance Data. Performance data published by the aeroplane manufacturer in documents such as the Aeroplane Flight Manual, Operations Manual, Performance Engineering Manual, or equivalent.] Audited Engineering Simulation. An aeroplane manufacturer's engineering simulation which has undergone a review by the appropriate regulatory Authorities and been found to be an acceptable source of supplemental validation data. Automatic Testing. Flight [S]imulator testing wherein all stimuli are under computer control. Baseline. A fully flight-test validation production aeroplane simulation. May represent a new aeroplane type or a major derivative. Breakout. The force required at the pilot's primary controls to achieve initial movement of the control position. Closed Loop Testing. A test method for which the input stimuli are generated by controllers which drive the [flight] simulator to follow a pre-defined target response. Computer Controlled Aeroplane. An aeroplane where the pilot inputs to the control surfaces are transferred and augmented via computers. Control Sweep. A movement of the appropriate pilot's control from neutral to an extreme limit in one direction (Forward, Aft, Right, or Left), a continuous movement back through neutral to the opposite extreme position, and then a return to the neutral position. Convertible Flight Simulator. A [flight] simulator in which hardware and software can be changed so that the [flight] simulator becomes a replica of a different model or variant, usually of the same type aeroplane. The same [flight] simulator platform, cockpit shell, motion system, visual system, computers, and necessary peripheral equipment can thus be used in more than one simulation. Critical Engine Parameter. The engine parameter which is the most appropriate measure of propulsive force. Damping (critical). The CRITICAL DAMPING is that minimum Damping of a second order system such that no overshoot occurs in reaching a steady state value after being displaced from a position of equilibrium and released. This corresponds to a relative Damping ratio of 1-0. Damping (over-damped). An OVER-DAMPED response is that Damping of a second order system such that it has more Damping than is required for Critical Damping, as described above. This corresponds to a relative Damping ratio of more than 1-0. Damping (under-damped). An UNDER-DAMPED response is that Damping of a second order system such that a displacement from the equilibrium position and free release results in one or more overshoots or oscillations before reaching a steady state value. This corresponds to a relative Damping ratio of less than 1-0. Daylight Visual. A visual system capable of meeting, as a minimum, system brightness, contrast ratio requirements and performance criteria appropriate for the level of qualification sought. The system, when used in training, should provide full colour presentations and sufficient surfaces with appropriate textural cues to successfully conduct a visual approach, landing and airport movement (taxy).] Deadband. The amount of movement of the input for a system for which there is no reaction in the [o]utput or state of the system observed. Driven. A state where the input stimulus or variable is 'driven' or deposited by automatic means, generally a computer input. The input stimulus or variable may not necessarily be an exact match to the flight test comparison data – [but] simply driven to certain predetermined values. Engineering Simulation. An integrated set of mathematical models representing a specific aeroplane configuration, which is typically used by the aeroplane manufacturer for a wide range of engineering analysis tasks including engineering design, development and certification: and to generate data for checkout, proof-of-match/validation and other training [flight] [s]imulator data documents. Engineering Simulator. The term for the aeroplane manufacturer's [f]light [s]imulator which typically includes a full-scale representation of the simulated aeroplane flight deck, operates in real time and can be flown by a pilot to subjectively evaluate the simulation. It contains the engineering simulation models, which are also released by the aeroplane manufacturer to the industry for training [f]light [s]imulators: and may or may not include actual on-board system hardware in lieu of software models. Engineering Simulator Data. Data generated by an engineering simulation or engineering [f]light [s]imulator, depending on the aeroplane manufacturer's processes. Engineering [Simulator V]alidation [D]ata. Validation data generated by an engineering simulation or engineering simulator.] Entry into Service. Refers to the original state of the configuration and systems at the time a new or major derivative aeroplane is first placed into commercial operation. Essential Match. A comparison of two sets of computer-generated results for which the differences should be negligible because essentially the same simulation models have been used. Also known as a virtual match. Evaluation. The careful appraisal of a flight simulator by the authority to ascertain whether or not the standards required for a specified Qualification Level are met. Flight [S]imulator [A]pproval. The extent to which a flight simulator of a specified [Q]ualification [L]evel may be used by an operator or training organisation as agreed by the [A]uthority. It takes account of differences between aeroplanes and flight simulators and the operating and training ability of the organisation. Flight [S]imulator [D]ata. The various types of data used [by the flight simulator manufacturer and the applicant] to design, manufacture, test and maintain the flight simulator. Flight [S]imulator [O]perator. That person, organisation or enterprise directly responsible to the authority for requesting and maintaining the qualification of a particular flight simulator.] Flight Test Data. Actual aeroplane data obtained by the aeroplane manufacturer (or other supplier of acceptable data) during an aeroplane flight test programme. Flight [S]imulator Qualification Level. The level of technical capability of a flight simulator.] Free Response. The response of the aeroplane after completion of a control input or disturbance. Full [S]weep. Movement of the controller from neutral to a stop, usually the aft or right stop, to the opposite stop and then to the neutral position.] Functional [P]erformance. An operation or performance that can be verified by objective data or other suitable reference material that may not necessarily be flight test data.] Functions Test. A quantitative assessment of the operation and performance of a Flight Simulator by a suitably qualified evaluator. The test can include verification of correct operation of controls, instruments, and systems of the simulated aeroplane under normal and non-normal conditions. Functional performance is that operation or performance that can be verified by objective data or other suitable reference material which may not necessarily be flight test data. Grandfather Rights The right of a STD operator to retain the Qualification Level granted under a previous regulation of a JAA [member] state. Also the right of an STD user to retain the training and testing/checking credits which were gained under a previous regulation of a JAA [member] state. Ground Effect. The change in aerodynamic characteristics due to modification of the air flow past the aircraft caused by the presence of the ground. Hands-off Manoeuvre. A test manoeuvre conducted or completed without pilot control inputs. Hands-on Manoeuvre. A test manoeuvre conducted or completed with pilot control inputs as required. Highlight brightness. The [area of] maximum displayed brightness, which satisfies the brightness test [appropriate for the level of qualification sought]. Icing Accountability. [Refers to changes from normal (as applicable to the individual aeroplane design) in takeoff, climb (enroute, approach, landing) or landing operating procedures or performance data, in accordance with the AFM, for flight in icing conditions or with ice accumulation on unprotected surfaces.] Integrated Testing. Testing of the [flight] simulator such that all aeroplane system models are active and contribute appropriately to the result. None of the aeroplane system models should be substituted with models or other algorithms intended for testing only. This may be accomplished by using controller displacements as the input. These controllers should represent the displacement of the pilot's controls and these controls should have been calibrated. Irreversible Control System. A control system in which movement of the control surface will not backdrive the pilot's control in the cockpit. Latency. The additional time, beyond that of the basic perceivable response time of the aeroplane due to the response time of the [flight] simulator. Line Oriented Flight Training (LOFT). Refers to aircrew training which involves full mission simulation of situations which are representative of line operations, with special emphasis on situations which involve communications, management and leadership, it means 'real-time', full-mission training. Manual Testing. [Flight s]imulator testing wherein the pilot conducts the test without computer inputs except for initial setup. All modules of the simulation should be active. Master Qualification Test Guide (MQTG). The Authority approved QTG which incorporates the results of tests witnessed by the Authority. The MQTG serves as the reference for future evaluations. Night Visual. A visual system capable of meeting, as a minimum, the system brightness and contrast ratio requirements and performance criteria appropriate for the level of qualification sought. The system, when used in training, should provide, as a minimum, all features applicable to the twilight scene, as defined below, with the exception of the need to portray reduced ambient intensity that removes ground cues that are not self-illuminating or illuminated by ownship lights (e.g. landing lights).] Non-normal Control. A [ ] state where one or more of the intended control, augmentation or protection functions are not fully available. [Used in reference to computer controlled aeroplanes.]

Normal Control. A [ ] state where the intended control, augmentation and protection functions are fully available. [Used in reference to computer controlled aeroplanes.] Objective Test (Objective Testing). A quantitative assessment based on comparison with data. One Step. Refers to the degree of changes to an aeroplane that would be allowed as an acceptable change, relative to a fully flight-test validated simulation. The intention of the alternative approach is that changes would be limited to one, rather than a series, of steps away from the baseline configuration. It is understood, however, that those changes which support the primary change (e.g. weight, thrust rating and control system gain changes accompanying a body length change) are considered part of the 'one step'. Operator. A person, organisation or enterprise engaging in or offering to engage in an aeroplane operation.] Proof-of-Match (POM). A document which shows agreement within defined tolerances between model responses and flight test cases at identical test and atmospheric conditions. Protection Functions. Systems functions designed to protect an aeroplane from exceeding its flight and manoeuvre limitations. Pulse Input. An abrupt input to a control followed by an immediate return to the initial position. Qualification Test Guide (QTG). The primary reference document used for the evaluation of a flight simulator. It contains test results, statements of compliance and other information to enable the evaluator to assess if the flight simulator meets the test criteria described in this manual.] Reversible Control System. A control system in which movement of the control surface will backdrive the pilot's control [on the flight deck]. Robotic Test. A basic performance check of a system's hardware and software components. Exact test conditions are defined to allow for repeatability. The components are tested in their normal operational configuration and may be tested independently of other system components.] Snapshot. A presentation of one or more variables at a given instant of time. Statement of Compliance (SOC). A declaration that specific requirements have been met. Step input. An abrupt input held at a constant value. Subjective Test (Subjective Testing). A qualitative assessment based on established standards as interpreted by a suitably qualified person. Throttle Lever Angle. The angle of the pilot's primary engine control lever(s) on the flight deck, which also may be referred to as TLA or power lever or throttle.] Time History. A presentation of the change of a variable with respect to time. Transport Delay. The total [f]light [s]imulator system processing time between an input signal from a pilot primary flight control and the motion system, visual system, or instrument response. It is the overall time delay incurred from signal input until output response. It does not include the characteristic delay of the aeroplane simulated. Twilight (Dusk/Dawn) Visual. A visual system capable of meeting, as a minimum, the system brightness and contrast ratio requirements and performance criteria appropriate for the level of qualification sought. The system, when used in training, should provide, as a minimum, full colour presentations of reduced ambient intensity (as compared with a daylight visual system), sufficient to conduct a visual approach, landing and airport movement (taxi) Update. The improvement or enhancement of a flight simulator.] Upgrade. [An update] for the purpose of achieving a higher qualification. Validation Data. Data used to prove that the [f]light [s]imulator performance corresponds to that of the aeroplane. Validation Flight Test Data. Performance, stability and control, and other necessary test parameters electrically or electronically recorded in an aeroplane using a calibrated data acquisition system of sufficient resolution and verified as accurate by the organisation performing the test to establish a reference set of relevant parameters to which like [flight] simulator parameters can be compared. Validation Test. A test by which [f]light [s]imulator parameters can be compared with the relevant validation data. Visual System Response Time. The interval from an abrupt control input to the completion of the visual display scan of the first video field containing the resulting different information. Visual Ground Segment Test. A test designed to assess items impacting the accuracy of the visual scene presented to the pilot at a decision height (DH) on an ILS approach.] Well-Understood Effect. An incremental change to a configuration or system which can be accurately modelled using proven predictive methods based on known characteristics of the change.

Abbreviations AC = Advisory Circular [ACJ = Advisory Circular Joint] AFM = Approved Flight Manual AGL = Above Ground Level (metres or feet) Airspeed = Calibrated airspeed unless otherwise specified (knots) Altitude = Pressure altitude (metres or feet) unless specified otherwise AOA = Angle of Attack (degrees) A d = Total initial displacement of pilot controller (initial displacement to final resting amplitude) A n = Sequential amplitude of overshoot after initial X axis crossing, e.g. A 1 = 1st overshoot. Bank = Bank/Roll angle (degrees) [BC = ILS localizer back course] [CAT I/II/III = Landing category operations] CCA = Computer Controlled Aeroplane cd/m 2 = candela/metre 2 , 3-4263 candela/m 2 = 1 ft-Lambert cm(s) = centimetre, centimetres daN = decaNewtons deg(s) = degree, degrees [DH = Decision Height] distance = distance in Nautical Miles unless specified otherwise DME = Distance Measuring Equipment EPR = Engine Pressure Ratio FAA = [United States] Federal Aviation Administration (U.S.) ft = feet, 1 foot = 0-304801 metres ft-Lambert = foot-Lambert, 1 ft-Lambert = 3-4263 candela/m 2 fuel used = Mass of fuel used (kilos or pounds) g = Acceleration due to [g]ravity (metres or feet/sec 2 ), 1g = 9-81 m/sec 2 or 32-2 feet/sec 2 G/S = Glideslope [GPS = Global Positioning System HGS = Head-up Guidance System Heavy = Operational mass at or near the maximum for the specified flight condition] Height = Height above ground = AGL (metres or feet) IATA = International Air Transport Association [ICAO = International Civil Aviation Organisation ILS = Instrument Landing System] IOS = Instructor Operating Station [IPOM = Integrated proof of match] [JAA = Joint Aviation Authorities JAR = Joint Aviation Requirement JAWS = Joint Airport Weather Studies] km = Kilometres 1 km = 0-62137 Statute Miles kPa = KiloPascal (Kilo Newton/Metres 2 ). 1 psi = 6-89476 kPa kts = Knots calibrated airspeed unless otherwise specified, 1 Knot = 0-5148 m/sec or 1-689 ft/sec lb = pounds [light = Operational mass at or near the minimum for the specified flight condition LOC = ILS localizer LOFT = Line oriented flight training LOS = Line oriented simulation] m = Metres, 1 Metre = 3-28083 feet MCC = Multi-Crew Co-operation [MCTM = Maximum certificated take-off mass (kilos/pounds) Medium = Normal operational weight for flight segment min = Minutes MLG = Main landing gear MPa = MegaPascals [1 psi = 6894-76 pascals] MQTG = Master Qualification Test Guide ms = millisecon(s) N = NORMAL CONTROL Used in reference to Computer Controlled Aeroplanes n = sequential period of a full cycle of oscilliation N1 = Engine Low Pressure Rotor revolutions per minute [expressed in percent of maximum] N2 = Engine High Pressure Rotor revolutions per minute [expressed in percent of maximum] [NAA = National Aviation Authority NDB = Non-directional beacon] NM = Nautical Mile, 1 Nautical Mile = 6 080 feet = 1 852m NN = Non-normal control [a state referring] to computer controlled aeroplanes Nominal = Normal operational weight, configuration, speed, etc, for the flight segment specified NWA = Nosewheel Angle (degrees) [OM-B = Operations Manual – Part B (AFM) [PANS = Procedure for air navigation services] PAPI = Precision Approach Path Indicator System [PAR = Precision approach radar] Pitch = Pitch angle (degrees) P 0 = Time from pilot controller release until initial X axis crossing (X axis defined by the resting amplitude) P 1 = First full cycle of oscillation after the initial X axis crossing P 2 = Second full cycle of oscillation after the initial X axis crossing P n = Sequential period of oscillation P f = Impact or Feel Pressure PLF = Power for Level Flight POM = Proof-of-Match [PSD = Power Spectral Density] psi = pounds per square inch QTG = Qualification Test Guide RAE = Royal Aerospace Establishment RAeS = Royal Aeronautical Society REIL = Runway End Identifier Lights R/C = Rate of Climb (metres/sec or feet/min) R/D = Rate of Descent (metres/sec or feet/min) [RNAV = Radio navigation] RVR = Runway Visual Range (metres or feet) s = second(s) sec(s) = second, seconds Sideslip = Sideslip Angle (degrees) sm = Statute Mile 1 Statute Mile = 5 280 feet = 1 609m SOC = Statement of Compliance [STD = Synthetic Training Device SUPPS = Supplementary procedures referring to regional supplementary procedures] T(A) = Tolerance applied to Amplitude [TLA = Throttle lever angle] T(p) = Tolerance applied to period T/O = Take-off T f = Total time of the flare manoeuvre duration T i = Total time from initial throttle movement until a 10% response of a critical engine parameter T t = Total time from T i to a 90% increase or decrease in the power level specified VASI = Visual Approach Slope Indicator System [VDR = Validation Data Roadmap VFR = Visual Flight Rules] VGS = Visual Ground Segment V MCA = Minimum Control Speed (Air) V MCG = Minimum Control Speed (Ground) V MCL = Minimum Control Speed (Landing) [VOR = VHF omni-directional range] V R = Rotate Speed V s = Stall Speed or minimum speed in the stall WAT = Weight, Altitude, Temperature 1st Segment = That portion of the take-off profile from lift-off to [completion of] gear retraction 2nd Segment = That portion of the take-off profile from after gear retraction to [end of climb at V2 and] initial flap/slat retraction 3rd Segment = That portion of the take-off profile after flap/slat retraction is complete

[Ch. 1, 01.06.99; Amdt. 2,01.04.01; Amdt. 3,01.07.03]

[ACJ] C – AEROPLANE FLIGHT SIMULATORS

[ACJ No. 1 to JAR-]STD 1A.015 [(acceptable means of compliance)] Flight Simulator Qualification – Application and Inspection See JAR-STD 1A.015

Part A

To Be Submitted Not Less Than 3 Months Prior To Requested Qualification Date

(Date) PRINCIPAL INSPECTOR (JAA NAA OFFICE) (Address) .......................................... (City) ..................... (Country) .....................

Dear ..................... (Name of applicant) ................... requests the evaluation of its ...... (type) ...... flight simulator for level .......... (A, B, C or D) qualification. The flight simulator manufacturer is ..................... and the visual system manufacturer ..................... Dates requested are: ..................... and the flight simulator will be located at .....................

e.g. 767 PW/GE and 757RR

.................... .................... ....................

The QTG will be submitted by ...... (Date) ....... and in any event not less than 30 days before the requested evaluation date unless otherwise agreed with the Authority.

Comments: ...............................................................

Signed

..................... Print name ..................... position/appointment held ..................... e mail address ..................... telephone number .....................] [ Part B (Date) .....................

To Be Completed With Attached QTG Results

We have completed tests of the flight simulator and declare that it meets all applicable requirements of JAR-STD 1A (Aeroplane Flight Simulators) except as noted below.

The following tests are outstanding: Tests Comments

Add boxes as required

Signed .....................

Print name position/appointment held ..................... e mail address ..................... telephone number .....................]

[Part C

To Be Completed Not Less Than 7 Days Prior To Initial Evaluation

The flight simulator has been assessed by the following evaluation team: ............. (name) ............. Qualification ...... ...... ............. (name) ............. Qualification ...... ...... ............. (name) ............. Qualification ...... ...... ............. (name) ............. Pilot's Licence Nr . ........... ............. (name) ............. Flight Engineer (Licence Nr) – if applicable .............

This team attest(s) that the flight simulator conforms to the aeroplane cockpit configuration of ..................... (Name of Operator) ................ (type of aeroplane) .......... aeroplane and that the simulated systems and subsystems function equivalently to those in that aeroplane. This pilot has also assessed the performance and the flying qualities of the flight simulator and finds that it represents the designated aeroplane.

Additional comments as required: .......................... .......................... ..........................

Signed

............. Print name............ .... position/appointment held.... e mail address............. .. telephone number...... .....]

A [t]echnical [f]light [s]imulator [i]nspector of the Authority, or an accredited inspector from another JAA Authority, qualified in all aspects of flight simulation hardware, software and computer modelling or, exceptionally, a person designated by the Authority with equivalent qualifications; and One of the following: A [f]light [i]nspector of the Authority, or an accredited inspector from another JAA Authority, who is qualified in flight crew training procedures and type rated on the aeroplane being simulated; or A [f]light [i]nspector of the Authority who is qualified in flight crew training procedures assisted by a [t]ype [r]ating [i]nstructor, type rated on the aeroplane being simulated; or, exceptionally, A person designated by the Authority who is qualified in flight crew training procedures and type rated on the aeroplane being simulated. Where a designee is used as a substitute for one of the Authority's inspectors, the other person shall be a properly qualified inspector of the Authority or an accredited inspector from another JAA Authority.

A type rated Training Captain typically from the STD operator or main [flight] [s]imulator [u]ers. Sufficient [flight] simulator support staff to assist with the running of tests and operation of the instructor's station.

This composition is not being used prior to the second recurrent evaluation; Such an evaluation will be followed by an evaluation with a full authority evaluation team; The Authority flight inspector will perform some spot checks in the area of objective testing; No major change or upgrading has been applied since the directly preceding evaluation; No relocation of the flight simulator has taken place since the last evaluation; A system is established enabling the Authority to monitor and analyse the status of the flight simulator on a continuous basis; The flight simulator's hard- and software has been working reliably for the previous years. This should be reflected in the number and kind of (technical log) discrepancies and the results of the quality system audits.]

[Ch. 1, 01.06.99; Amdt. 3, 01.07.03]

[ACJ No. 2 to JAR-]STD 1A.015[(explanatory material)] [Flight] Simulator Evaluations See JAR-STD 1 A.015

General

During initial and recurrent [flight] [s]imulator [e]valuations it will be necessary for the Authority to conduct the [o]bjective and [s]ubjective [t]ests described in JAR-STD 1A.030 and JAR-STD 1A.035, and detailed in [ACJ] STD 1A.030. There will be occasions when all tests cannot be completed – for example during recurrent evaluations on a convertible [flight] simulator – but arrangements should be made for all tests to be completed within a reasonable time.

Following an evaluation, it is possible that a number of defects may be identified, generally these defects should be rectified and the Authority notified of such action within 30 days. Serious defects, affecting [flight] crew training, testing and checking, could result in an immediate downgrading of the Qualification Level, or if any defect remains unattended without good reason for period greater than 30 days, subsequent downgrading may occur.

Initial Evaluations

Objective Testing

Objective [t]esting is centred around the QTG. Before testing can begin on an initial evaluation the acceptability of the [v]alidation [t]ests contained in the QTG should be agreed with the Authority well in advance of the evaluation date to ensure that the [flight] simulator time especially devoted to the running of some of the tests by the Authority is not wasted. The acceptability of all tests depends upon their content, accuracy, completeness and recency of the results.

Much of the time allocated to [o]bjective [t]ests depends upon the speed of the automatic and manual systems set up to run each test and whether or not special equipment is required. The Authority will not necessarily warn the [STD] [o]perator of the sample validations tests which will be run on the day of the evaluation, unless special equipment is required. It should be remembered that the [flight] [s]imulator cannot be used for [s]ubjective [t]ests whilst part of the QTG is being run. Therefore at least a complete working day (i.e. at least 8 consecutive hours) should be set aside for the examination and running of the QTG. A useful explanation of how the [v]alidation [t]ests should be run is contained in the 'Aeroplane Flight Simulator Evaluation Handbook' (February 95 or as amended) produced in support of the [ICAO Manual of criteria for the qualification of flight simulators] and JAR-STD 1A.

Subjective Testing

The [s]ubjective [t]ests for the evaluation can be found in [ACJ] STD 1A.030, and a suggested [s]ubjective [t]est [p]rofile is described in sub-paragraph 4[ ] below.

Essentially one working day is required for the [s]ubjective [t]est routine, which effectively denies use of the [flight] simulator for any other purpose.

Conclusion

To ensure adequate coverage of [s]ubjective and [o]bjective [t]ests and to allow for cost effective rectification and retest before departure of the inspection team, three consecutive days should be dedicated to an initial evaluation of a [f]light [s]imulator.

Recurrent Evaluations

Objective Testing

During recurrent evaluations, the Authority will wish to see evidence of the successful running of the QTG between evaluations. The Authority will select a number of tests to be run during the evaluation, including those which may be cause for concern, giving adequate notification if special equipment is required.

Essentially the time taken to run the [o]bjective [t]ests depends upon the need for special equipment and the test system, and the [flight] simulator cannot be used for [s]ubjective [t]ests or other functions whilst testing is in progress. For a modern [flight] simulator incorporating an automatic test system, four (4) hours would normally be required. [Flight] [s]imulators which rely upon [m]anual [t]esting may require a longer period of time.

Subjective Testing

Essentially the same [s]ubjective [t]est routine should be flown as per the profile described in sub-paragraph 4.6 below with a selection of the [s]ubjective [t]ests taken from [ACJ] STD 1A.030.

Normally, the time taken for recurrent [s]ubjective [t]esting is about 4 hours, and the [flight] simulator cannot perform other functions during this time.

Conclusion

To ensure adequate coverage of [s]ubjective and [o]bjective [t]ests during a recurrent evaluation, a total of 8 hours should be allocated. However, it should be remembered that any [flight] simulator deficiency which arises during the evaluation could necessitate the extension of the evaluation period.

Functions and Subjective Tests – Suggested Test Routine

During initial and recurrent evaluations of a [f]light [s]imulator, the Authority will conduct a series of [f]unctions and [s]ubjective [t]ests which together with the [o]bjective [t]ests complete the comparison of the [flight] simulator with the aeroplane.

Whereas [f]unctions [t]ests verify the acceptability of the simulated aeroplane systems and their integration, [s]ubjective [t]ests verify the fitness of the [flight] simulator in relation to training, checking and testing tasks.

The [flight] simulator should provide adequate flexibility to permit the accomplishment of the desired/required tasks while maintaining an adequate perception by the flight crew that they are operating in a real aeroplane environment. Additionally, the Instructor Operating Station (IOS) should not present an unnecessary distraction from observing the activities of the flight crew whilst providing adequate facilities for the tasks.

Section [One] of JAR-STD 1A prescribes the requirements and the [ACJs in Section [Two] the means of compliance for [f]light [s]imulator [q]ualification. However, it is important that both the Authority and the STD operator understand what to expect from the routine of [f]light [s]imulator [f]unctions and [s]ubjective [t]ests. It should be remembered that part of the [s]ubjective [t]ests routine should involve an uninterrupted fly-out comparable with the duration of typical training sessions in addition to assessment of flight freeze and repositioning. An example of such a profile is to be found in [Figure 1] below. A useful explanation of [f]unctions and [s]ubjective [t]ests and an example of [s]ubjective [t]est routine check-list are to be found in the [Airplane] Flight Simulator Evaluation Handbook (February 95 or as amended) produced in support of the [ICAO Manual of criteria for the qualification of flight simulators] and JAR-STD 1A.

[Figure 1 – Typical Test Profile (2 hours)]

Authorities and STD operators who are unfamiliar with the evaluation process are advised to contact a suitably experienced JAA Authority.]

[Ch. 1, 1.6.99; Amdt. 3,01.07.03]

[ACJ STD1 A.020(a) (acceptable means of compliance) Validity of Flight Simulator Qualification See JAR-STD 1A.020

Prerequisites

an initial and at least one recurrent successful evaluation have been performed on this flight simulator by the same Authority; the STD operator has got a satisfactory record of successful regulatory flight simulator evaluations over a period of at least 3 years; the STD operator has established and successfully maintained a Quality System for at least 3 years; the Authority performs a formal audit of the STD operator's Quality System every calendar year an accountable person of the STD operator with flight simulator and training experience acceptable to the Authority (such as a type rated training captain), reviews the regular reruns of the QTG and conducts the relevant function and subjective tests every 12 months; a report detailing the results of the QTG rerun tests and function and subjective evaluation will be signed and submitted by the accountable person described under subparagraph (e) above to the Authority.

Prerogative of the Authority

The Authority reserves the right to perform flight simulator evaluations whenever it deems it necessary.]

[Amdt. 3,01.07.03]