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Appendix 3 to AMC1 FSTD(A).300 Data requirements for alternate engines - approval guidelines (applicable to full flight simulators only)

Available versions for ERULES-1963177438-15678

ED Decision 2012/010/R found in: CS-FSTD(A) Issue 2 - Aeroplane Flight Simulation Training Devices (May 2018)

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Appendix 3 to AMC1 FSTD(A).300 Data requirements for alternate engines – approval guidelines (applicable to full flight simulators only)

ED Decision 2012/010/R

(a) Background

(1) For a new aeroplane type, the majority of flight validation data are collected on the first aeroplane configuration with a ‘baseline’ engine type. These data are then used to validate all FFS representing that aeroplane type.

(2) In the case of FFS representing an aeroplane with engines of a different type than the baseline, or a different thrust rating than that of previously validated configurations, additional flight test validation data may be needed.

(3) When a FFS with additional and/or alternate engine fits is to be qualified, the QTG should contain tests against flight test validation data for selected cases where engine differences are expected to be significant.

(b) Approval Guidelines for validating alternate Engine Fits

(1) The following guidelines apply to FSTDs representing aeroplanes with an alternate engine fit or with more than one engine type or thrust rating.

(2) Validation tests should be segmented into those that are dependent on engine type or thrust rating, and those that are not.

(3) For tests that are independent of engine type or thrust rating, the QTG may be based on validation data from any engine fit. Tests in this category should be clearly identified.

(4) For tests which are affected by engine type, the QTG should contain selected engine-specific flight test data sufficient to validate that particular aeroplane-engine configuration. These effects may be due to engine dynamic characteristics, thrust levels and/or engine-related aeroplane configuration changes. This category is primarily characterised by differences between different engine manufacturers’ products, but also includes differences due to significant engine design changes from a previously flight-validated configuration within a single engine type. See Table 1 below for a list of acceptable tests.

(5) For those cases where the engine type is the same, but the thrust rating exceeds that of a previously flight-validated configuration by five per cent (5%) or more, or is significantly less than the lowest previously validated rating (a decrease of 15% or more), the QTG should contain selected engine-specific flight test data sufficient to validate the alternate thrust level. See Table 1 below for a list of acceptable tests. However, if an aeroplane manufacturer, qualified as a validation data supplier under the guidelines of [AMC7 FSTD(A).300](#_DxCrossRefBm1310592841) and [AMC8 FSTD(A).300](#_DxCrossRefBm1310592842), shows that a thrust increase greater than 5% will not significantly change the aeroplane’s flight characteristics, then flight validation data are not needed.

(6) No additional flight test data are required for thrust ratings which are not significantly different from that of the baseline or other applicable flight-validated engine-airframe configuration (i.e., less than 5% above or 15% below), except as noted in (b)(7) and (b)(8) below. As an example, for a configuration validated with 50000 pound-thrust-rated engines, no additional flight validation data are required for ratings between 42500 lbs and 52500 lbs. If multiple engine ratings are tested concurrently, only test data for the highest rating are needed.

(7) Throttle calibration data (i.e., commanded power setting parameter versus throttle position) should be provided to validate all alternate engine types, and engine thrust ratings that are higher or lower than a previously validated engine. Data from a test aeroplane or engineering test bench are acceptable, provided the correct engine controller (both hardware and software) is used.

(8) The validation data described in (b)(4) through (b)(7) above should be based on flight test data, except as noted there, or where other data are specifically allowed within [AMC7 FSTD(A).300](#_DxCrossRefBm1310592841). However, if certification of the flight characteristics of the aeroplane with a new thrust rating (regardless of percentage change) does require certification flight testing with a comprehensive stability and control flight instrumentation package, then the conditions in table 1 below should be obtained from flight testing and presented in the QTG. Conversely, flight test data other than throttle calibration as described above are not required if the new thrust rating is certified on the aeroplane without need for a comprehensive stability and control flight instrumentation package.

(9) As a supplement to the engine-specific flight tests of table 1 below and baseline engine-independent tests, additional engine-specific engineering validation data should be provided in the QTG, as appropriate, to facilitate running the entire QTG with the alternate engine configuration. The specific validation tests to be supported by engineering simulation data should be agreed with the competent authority well in advance of FSTD evaluation.

(10) A matrix or roadmap should be provided with the QTG indicating the appropriate validation data source for each test (see [Appendix 2](#_DxCrossRefBm1310592837) of this AMC).

The following flight test conditions (one per test number) are appropriate and should be sufficient to validate implementation of alternate engine fits in an FSTD.

<table border="1" cellpadding="0" cellspacing="0" width="608"><tr><td width="68">TEST NUMBER</td><td colspan="2" width="334">TEST DESCRIPTION</td><td width="91">ALTERNATE ENGINE TYPE</td><td width="115">ALTERNATE THRUST RATING 2</td></tr><tr><td valign="top" width="68">1.b.1, 4</td><td colspan="2" valign="top" width="334">Normal take-off/ground acceleration time &amp; distance</td><td width="91">X</td><td width="115">X</td></tr><tr><td valign="top" width="68">1.b.2</td><td colspan="2" valign="top" width="334">Vmcg, if performed for aeroplane certification</td><td width="91">X</td><td width="115">X</td></tr><tr><td valign="top" width="68">1.b.5</td><td valign="top" width="214">Engine-out take-off</td><td rowspan="2" valign="top" width="119">Either test may be performed.</td><td rowspan="2" width="91">X</td><td rowspan="2" width="115"></td></tr><tr><td valign="top" width="68">1.b.8</td><td valign="top" width="214">Dynamic engine failure after take-off</td></tr><tr><td valign="top" width="68">1.b.7</td><td colspan="2" valign="top" width="334">Rejected take-off if performed for aeroplane certification</td><td width="91">X</td><td width="115"></td></tr><tr><td valign="top" width="68">1.d.3</td><td colspan="2" valign="top" width="334">Cruise performance</td><td width="91">X</td><td width="115"></td></tr><tr><td valign="top" width="68">1.f.1, 2</td><td colspan="2" valign="top" width="334">Engine acceleration and deceleration</td><td width="91">X</td><td width="115">X</td></tr><tr><td valign="top" width="68">2.a.8</td><td colspan="2" valign="top" width="334">Throttle calibration 1</td><td width="91">X</td><td width="115">X</td></tr><tr><td valign="top" width="68">2.c.1</td><td colspan="2" valign="top" width="334">Power change dynamics (acceleration)</td><td width="91">X</td><td width="115">X</td></tr><tr><td valign="top" width="68">2.d.1</td><td colspan="2" valign="top" width="334">Vmca if performed for aeroplane certification</td><td width="91">X</td><td width="115">X</td></tr><tr><td valign="top" width="68">2.d.5</td><td colspan="2" valign="top" width="334">Engine inoperative trim</td><td width="91">X</td><td width="115">X</td></tr><tr><td valign="top" width="68">2.e.1</td><td colspan="2" valign="top" width="334">Normal landing</td><td width="91">X</td><td width="115"></td></tr></table>

1 Should be provided for all changes in engine type or thrust rating (see (b)(7) above).

2 See (b)(5) through (b)(8) above for a definition of applicable thrust ratings.

Note: This table does not take into consideration additional configuration settings and control laws.

Table 1: Alternate engine validation flight tests