Appendix 7 to AMC1 FSTD(A).300  Applicability of CS-FSTD amendments to FSTD data packages for existing aeroplanes

Except where specifically indicated otherwise in AMC1 FSTD(A).300(b)(3), validation data for qualification test guide (QTG) objective tests are expected to be derived from aeroplane flight testing.

Ideally, data packages for all new FSTDs should fully comply with the current standards for qualifying FSTDs.

For types of aeroplanes first entering into service after the publication of a new amendment of CS-FSTD(A), the provision of acceptable data to support the FSTD qualification process is a matter of planning and regulatory agreement.

For aeroplanes certificated prior to the release of the current amendment of CS-FSTD(A), it may not always be possible to provide the required data for any new or revised objective test cases compared to the previous amendments. After certification, manufacturers do not normally keep flight test aeroplanes available with the required instrumentation to gather additional data. In the case of flight test data gathered by independent data providers, it is most unlikely that the test aeroplane will still be available.

Notwithstanding the above discussion, except where other types of data are already acceptable (see, for example, AMC7 FSTD(A).300 and AMC8 FSTD(A).300), the preferred source of validation data is flight testing. It is expected that best endeavours will be made by data suppliers to provide the required flight test data. If any flight test data exist (flown during the certification or any other flight test campaigns) that address the requirement, these test data should be provided. If any possibility exists to do this flight test during the occasion of a new flight test campaign, this should be done and provided in the data package at the next issue. Where these flight test data are genuinely not available, alternative sources of data may be acceptable using the following hierarchy of preferences:

first:             as defined in flight testing at an alternate but near equivalent condition/configuration.

second:        data from an audited engineering simulation as defined in AMC1 FSTD(A).200(a) from an acceptable source (for example meets the guidelines laid out in AMC7 FSTD(A).300(b), or as used for aircraft certification.

Third:          aeroplane performance data as defined in AMC to CS FSTD(A).200 or other approved published sources (e.g., production flight test schedule) for the following tests:

i.        1.c(1) normal climb, all engines;

ii.       1.c(2) one engine inoperative 2nd segment climb;

iii.      1.c(3) one engine inoperative en-route climb;

iv.      1.c(4) one engine inoperative approach climb for aeroplanes with icing accountability;

v.       1.e(3) stopping distance, wheel brakes, wet runway, and test; and

vi.      1.e(4) stopping distance, wheel brakes, icy runway.

fourth:         Where no other data are available, in exceptional circumstances only, the following sources may be acceptable subject to a case-by-case review with the competent authorities concerned taking into consideration the level of qualification sought for the FSTD:

i.        unpublished but acceptable sources e.g., calculations, simulations, video or other simple means of flight test analysis or recording; or

ii.       footprint test data from the actual training FSTD requiring qualification validated by subjective assessment by a pilot appointed by the competent authority.

In certain cases, it may make good engineering sense to provide more than one test to support a particular objective test requirement. An example is a minimum control speed (ground) test (V_mcg) test, where the flight test engine and thrust profile do not match the simulated engine. The VMCG test could be run twice, once with the flight test thrust profile as an input and a second time with a fully integrated response to a fuel cut on the simulated engine.

For aeroplanes certified prior to the date of issue of an amendment, an operator may, after reasonable attempts have failed to obtain suitable flight test data, indicate in the MQTG where flight test data are unavailable or unsuitable for a specific test. For each case, where the preferred data are not available, a rationale should be provided laying out the reasons for the non-compliance and justifying the alternate data and or test(s).

These rationales should be clearly recorded within the validation data roadmap (VDR) in accordance with and as defined in Appendix 2 to AMC1 FSTD(A).300.

It should be recognised that there may come a time when there are so little compatible flight test data available that new flight testing may be required.