GM1 ORA.FSTD.200 Application for FSTD qualification

ED Decision 2012/007/R

USE OF FOOTPRINT TESTS IN QUALIFICATION TEST SUBMISSION

(a)     Introduction

(1)     Recent experience during initial qualification of some FFSs has required acceptance of increasing numbers of footprint tests. This is particularly true for FFSs of smaller or older aircraft types, where there may be a lack of aircraft flight test data. However, the large number of footprint tests offered in some QTGs has given rise to concern. 

(2)     This guidance is applicable to FFS aeroplane, FTD aeroplane, FFS helicopter and FTD helicopter qualifications.

(b)     Terminology

(1)     Footprint test - footprint test data are derived from a subjective assessment carried out on the actual FSTD requiring qualification. The assessment and validation of these data are carried out by a pilot appointed by the competent authority. The resulting data are the footprint validation data for the FSTD concerned.

(c)      Recommendation

(1)     It is permitted to use footprint data where flight test data is not available. Only when all other alternative possible sources of data have been thoroughly reviewed without success may a footprint test be acceptable, subject to a case-by-case review with the competent authorities concerned, and taking into consideration the level of qualification sought for the FSTD.

(2)     Footprint test data should be:

(i)      constructed with initial conditions and FFS set up in the appropriate configuration (e.g. correct engine rating) for the required validation data;

(ii)     a manoeuvre representative of the particular aircraft being simulated;

(iii)     manually flown out by a type rated pilot who has current experience on type* and is deemed acceptable by the competent authority**;

(iv)     constructed from validation data obtained from the footprint test manoeuvre and transformed into an automatic test;

(v)      an automatic test run as a fully integrated test with pilot control inputs; and

(vi)     automatically run for the initial qualification and recurrent evaluations.

* In this context, ‘current’ refers to the pilot experience on the aircraft and not to the Part-FCL standards.

** The same pilot should sign off the complete test as being fully representative.

(3)     A clear rationale should be included in the QTG for each footprint test. These rationales should be added to and clearly recorded within the validation data roadmap (VDR) in accordance with and as defined in Appendix 2 to AMC1-CS-FSTD(A).300.

(4)     Where the number of footprint tests is deemed by the competent authority to be excessive, the maximum level of qualification may be affected. The competent authority should review each area of validation test data where the use of footprint tests as the basis for the validation data is proposed. Consideration should be given to the extent to which footprint tests are used in any given area.

For example, it would be unacceptable if all or the vast majority of takeoff tests were proposed as footprint tests, with little or no flight test data being presented. It should be recognised, therefore, that it may be necessary for new flight test data to be gathered if the use of footprint tests becomes excessive, not just overall, but also in specific areas.

(5)     For recurrent evaluation purposes an essential match is to be expected. Validation tests using footprint data which do not provide an essential match should be justified to the satisfaction of the competent authority.

The competent authority should be consulted at the point of definition of the aircraft data for qualification prior to the procurement of the device if footprint tests need to be used.