AMC12 FSTD(A).300  Guidance on upset prevention and recovery training (UPRT) for the FSTD Standards table

(a)      Background

(1)      This AMC provides guidance on Appendix 1 to CS FSTD(A).300, namely on the following:

(i)       1. General:

(A)     h.2 (IOS tools);

(B)     h.3 (upset scenarios); and

(C)     s.1 (aerodynamics); and

(ii)      2. Motion system, a.1.

(2)      This AMC applies to all FTSDs that are used to satisfy training provisions for UPRT manoeuvres. For the purposes of this AMC, an aeroplane upset (as defined in the ICAO Airplane Upset Prevention & Recovery Training Aid (AUPRTA) Rev 3, February 2017) is an undesired aeroplane state characterised by unintentional deviations from parameters experienced during normal operations. An aeroplane upset may involve pitch and/or bank angle deviations as well as inappropriate airspeeds for the given conditions.

(3)      FSTDs that are used to conduct training manoeuvres where the FSTD is repositioned either into an aeroplane upset condition or an artificial stimulus (such as weather phenomena or system failures) that is intended to result in a flight crew entering an aeroplane upset condition, must be evaluated and qualified.

(b)     FSTD Standards provisions

(1)      The provisions of Appendix 1 to CS FSTD(A).300 define three basic elements that are required for qualifying an FSTD for UPRT manoeuvres:

(i)       FSTD training envelope: see definition in AMC1 FSTD(A).200;

(ii)      instructor feedback: provides the instructor/evaluator with a minimum set of feedback tools to properly evaluate the trainee’s performance in accomplishing a UPRT task; and

(iii)     upset scenarios: where dynamic upset scenarios or aeroplane system malfunctions are used to drive the FSTD into an aeroplane upset condition, specific guidance must be available to the instructor, e.g. on the IOS or manual, which describes how the upset scenario is driven along with any malfunction or degradation in FSTD functionality required to stimulate the upset.

(2)      FSTD validation envelope

This envelope is defined by the following three subdivisions (see Appendix 3-D of the ICAO ‘AUPRTA’).

(i)       Flight-test-validated region

This is the region of the flight envelope which has been validated with flight test data, typically by comparing the performance of the FSTD against these flight test data through tests incorporated in the QTG and other flight test data utilised to further extend the model beyond the minimum provisions. Within this region, there is high confidence that the FSTD responds similarly to the aeroplane. Please note that this region is not strictly limited to what has been tested in the QTG; as long as the aerodynamics mathematical model has been conformed to the flight test results, that portion of the mathematical model is considered to be within the flight-test-validated region.

(ii)      Wind tunnel and/or analytical region

This is the region of the flight envelope for which there has been wind tunnel testing or the use of other reliable predictive methods (typically by the aeroplane manufacturer) to define the aerodynamic model. Any extensions to the aerodynamic model which have been evaluated in accordance with the definition of a representative stall model (as described in AMC10 FSTD(A).300) must be clearly indicated. Within this region, there is moderate confidence that the FSTD will respond in a similar way as the aeroplane.

(iii)     Extrapolated region

This is the region extrapolated beyond the flight-test-validated and wind-tunnel/analytical regions. The extrapolation may be a linear one, a holding of the last value before the extrapolation began, or some other set of values. Whether this extrapolated data is provided by the aeroplane or FSTD manufacturer, it is a ‘best estimation’ only. Within this region, there is low confidence that the FSTD will respond in a similar way as the aeroplane.

(c)      IOS feedback mechanism

(1)      For the instructor/evaluator to provide feedback to the student during the upset prevention and recovery manoeuvre training, additional information must be accessible which indicates the fidelity of the simulation, the magnitude of the trainee’s flight control inputs, as well as the aeroplane operational limits that could potentially affect the successful completion of the manoeuvre(s). At a minimum, the following must be available to the instructor/evaluator:

(i)      FSTD validation envelope

The FSTD must employ a method to display the FSTD’s expected fidelity with respect to the FSTD validation envelope. This may be displayed as an angle of attack versus sideslip (alpha/beta) envelope cross-plot on the IOS or other alternative method to clearly convey the FSTD’s fidelity level during the manoeuvre. The cross-plot or other alternative method must display the relevant validity regions for flaps-up and flaps-down at a minimum. This validation envelope must be derived by the aerodynamic data provider, or using information and data sources provided by the aerodynamic data provider.

(ii)      Flight control inputs

The FSTD must employ a method for the instructor/evaluator to assess the trainee’s flight control inputs during the upset recovery manoeuvre. Additional parameters, such as cockpit control forces (forces applied by the pilot to the controls) and the flight control law mode for fly-by-wire aeroplanes, must be portrayed in this feedback mechanism as well. For passive side-sticks, whose displacement is the flight control input, the force applied by the pilot to the controls does not need to be displayed. This tool must include a time history or other equivalent method of recording flight control positions.

(iii)     Aeroplane operational limits

The FSTD must employ a method to provide the instructor/evaluator with real-time information concerning the aeroplane operational limits. The simulated aeroplane’s parameters must be displayed dynamically in real-time and provided in a time history or equivalent format. At a minimum, the following parameters must be available to the instructor/evaluator:

(A)     airspeed and airspeed limits, including the stall speed and maximum operating limit airspeed (VMO)/maximum operating Mach (MMO);

(B)     load factor and operational load factor limits; and

(C)     angle of attack and stall identification angle of attack (please refer to AMC10 FSTD(A).300(d)(2) for additional information on the definition of the stall identification angle of attack); this parameter may be displayed in conjunction with the FSTD validation envelope.

(2)     Optionally, a recorded feedback mechanism is available to the instructor/evaluator.

[Issue: CS-FSTD(A)/2]