Some standard content:
National Standard of the People's Republic of China
Airplane flight simulator
Grade requirements
Airplane flight simulator standards1 Subject content and scope of application
This standard specifies the grade requirements and qualification tests for aircraft flight simulators. This standard applies to flight simulators for civil aircraft, but not to simulators for rotorcraft. 2
Simulator grade requirements
2.1 Description
GB/T15025-94
This chapter specifies the minimum requirements for the qualification of simulators of grades A, B, C, and D. When qualifying a simulator according to a particular grade, refer to Chapter 3 "Simulator Verification Test" and Chapter 4 "Simulator Function Check" of this standard. For the qualification of simulators of grades C and D, some requirements of the simulator and visual system in this chapter must be accompanied by a statement of conformity to support the qualification. In certain specific cases, objective tests must also be used for verification. The statement of conformity is to explain how the requirements are met. For example, the method of modeling the landing gear, the source of the friction coefficient, etc. The test should meet the specified requirements. In the simulator level requirements in Article 2.2, the tests that require a declaration of conformity have been noted in the additional requirements column. The levels that require the following performance are indicated by "×". Approved by the State Administration of Technical Supervision on March 22, 1994, and implemented on December 1, 1994
2.2 Simulator level requirements
GB/T15025-94
2.2.1 The simulator cockpit should be exactly the same size as the simulated aircraft cockpit. According to the purpose of the simulator, the cockpit should include all the space from the pilot's seat to the fuselage cross-section corresponding to the final position. The additional required crew positions and the required partition behind the pilot's seat should also be part of the cockpit and must be the same as the aircraft. 2.2.2 Circuit breakers that affect operating procedures or cause visible cockpit indications should be installed and operate accurately. 2.2.3 The effects of various combinations of drag and thrust normally encountered on aerodynamic changes under actual flight conditions, as well as the effects of changes in aircraft attitude, thrust, drag, altitude, temperature, gross weight, center of gravity position and aerodynamic shape should be simulated. 2.2.4 Ground handling simulation should generally be achieved to the extent that it can allow turns within the runway range and sufficient control for landing and crosswind approach to slope landing. 2.2.5 All relevant instrument indications involved in the simulated aircraft can automatically respond to the pilot's operations. Vertical, or external disturbances to the simulated aircraft, i.e. turbulence or wind shear
2.2.6 Communication and navigation are consistent with the communication and navigation equipment installed on the simulated aircraft and operate within the error range specified by the actual airborne equipment
Additional requirements
The values must be expressed in the appropriate units specified by the International Civil Aviation Organization or provided together with the measurement units used by the aircraft instrument indications
The alarm and warning systems in the aircraft should also be simulated in accordance with this requirement
GB/T15025-94
2.2.7 In addition to the working positions of the flight crew members, two seats must be reserved for the instructor (or inspector) and the inspector representing the national civil aviation authority. The simulator certification department will consider the selection of this standard based on the specific cockpit layout. Depending on the type of visual system, there must be enough vision to observe the pilot's instrument panel and front window at these seats. The observer seat does not need to replicate the equipment on the aircraft, but must be equipped with reliable safety belts and other facilities.
2.2.8 The simulator system must simulate the working conditions of the corresponding aircraft system on the ground and in flight. The system must work to such an extent that it can complete the normal, abnormal and emergency control procedures that are suitable for the level of simulator application. 2.2.9 The instructor control mechanism enables the operator to control system variables as needed and insert abnormal or emergency conditions into the aircraft system. 2.2.10 The control force and control stroke are the same as those of the simulated aircraft. Under the same flight conditions, the response of the control force should be the same as the response on the aircraft.
2.2.11 The meaningful cockpit acoustic response generated by the pilot's control activities is consistent with the sound produced by the real aircraft under the same circumstances. 2.2.12 The sound of rainfall, windshield brushing and other obvious aircraft noises that the pilot can hear during normal flight, as well as the crash sound caused by the landing gear exceeding the limit during landing. 2.2.13 The cockpit noise and sound simulation must have real amplitude and frequency. The sounds include the sound of rainfall, windshield brushing, raindrops, lightning interference noise, and noise from the engine and aircraft body. These acoustic responses should be coordinated with the meteorological conditions such as thunder and rain shown in the visual display
Additional requirements
Requirement statement of conformity
Requirement to test the noise emitted from the aircraft or aircraft system
GB/T15025--94
2.2.14 The ground control and aerodynamic procedures of the simulator should include:
a. Ground effect - For example, lift, drag, pitch moment, trim and power data reflecting the ground effect are required during the leveling, drifting and landing of the aircraft before landing. b. Ground reaction - the reaction generated when the aircraft touches down. Including the compression deformation of the landing gear strut, tire friction, side force and other relevant data, such as weight, speed and other data necessary to distinguish the flight status and aircraft layout.
c. Ground control characteristics - Control input signals should include crosswind, brakes, reverse thrust, deceleration and turning radius. 2.2.15 The wind shear model of the simulator can provide flight training with the phenomenon of identifying wind shear and cultivating the special skills required to recover from wind shear. This model must reflect the characteristics of wind measured or obtained from accident investigations, but a simplified wind model with repeated effects can be used. For example, the model can be composed of multiple wind components that appear simultaneously and are independent variable winds. The wind shear model should be available for the following important flight phases:
Before lifting the nose wheel on the takeoff roll;
When leaving the ground;
When starting to climb;
Short final approach
2.2.16 It can simulate a representative crosswind, and the instructor can control the wind direction and wind speed
2.2.17 Based on the relevant aircraft data, it can at least simulate representative braking and directional control forces under the following runway conditions: a.
Dry runway;
Wet runway;
Icy runway;
Uneven blocky wet runway;
Uneven blocky icy runway;
Wet traces of rubber residue in the wheel contact area X
Additional requirements
Statement of compliance required
Test required.
Required to use internationally recognized wind models
a, b, c must have a statement of conformity
; d, e, f must be subject to subjective
GB/T15025-94
2.2.18 Based on the relevant data of the aircraft, the simulator should be able to reflect the dynamic characteristics of brake and tire failures and the reduction of braking effect due to brake temperature
2.2.19 There are means to quickly and effectively test the simulator program and hardware. An automated system can be used, which can perform at least part of the tests in the identification test guide
2.2.20 The computer capacity, accuracy, resolution and dynamic response of the simulator should be sufficient to meet the corresponding simulator level. 2.2.21 Dynamic characteristics of control feel exactly the same as the simulated aircraft. Within the tolerance range given in Chapter 3, the free response of the control mechanism should be consistent with the response of the aircraft. Initial and upgrade certification shall include the measurement of the control freedom response (wheel and foot) recorded on the controls. The measured response must be consistent with the airplane's response during takeoff, cruise, and landing. For airplanes with irreversible controls, if a.
Provide the correct dynamic-static pressures to represent typical conditions encountered in flight. Measurements may also be obtained on the ground. Engineering verification tests or the aircraft manufacturer's justification may be submitted as a basis for determining whether ground testing or omitting a form is feasible. b. For simulators that require static and dynamic testing on the control mechanism, if the operator's qualification test instructions show both the results obtained on the test device and the results obtained by another alternative test method, such as a computer output data curve, and it is obtained simultaneously with the test device results, then the special test device is not required for initial qualification. Therefore, repeating the alternative test method during initial qualification can also meet the test requirements
Additional requirements
Requirement statement of conformity and test
Degradation of braking effect due to brake temperature
Requirement statement of conformity
Requirement statement of conformity
Requirement test.
See 3.3.6
GB/T15025-94
2.2.22 The relative responses of the motion system, visual system and cockpit instruments should be closely coordinated to provide comprehensive sensory information. At the pilot's position, the above systems should respond to short and strong control inputs in pitch, roll and yaw within 150ms or 300ms of the aircraft's response under the same conditions. And the response time must not be ahead of the aircraft's response. Starting from a steady-state disturbance, visual picture changes should occur within the 150ms or 300ms limit of the system's dynamic response, but must not occur before the start of synthetic motion. To determine compliance with the above test requirements, this test should include simultaneous recording of simulated output signals from the pilot's control column, control wheel, and foot; output signals from accelerometers mounted on the motion system platform and located at acceptable locations near the pilot's position; output signals to the pilot's seat position; output signals to the visual display (including the simulated signal delay of the visual system); output signals to the pilot's attitude indicator, or an equivalent test approved by the simulator certification agency. The test results should be compared with the actual aircraft response data in takeoff, cruise and landing conditions. The purpose of this test is to verify that the transmission delay or time lag of the simulator system is less than 150ms or 300ms, and to confirm that the motion sensation and visual sensation are related to the response of the actual aircraft. For the aircraft response, it is best to use accelerations on the corresponding rotational axes. As an alternative, a transmission delay test can be used to show that the simulator system does not exceed the specific limit of 150ms or 300ms.
This test measures all delays after transmission by transmitting a step signal. The step signal transmission starts from the pilot's control mechanism, passes through the electronic equipment of the control load and in the correct order, uses the handshake protocol to connect with all simulation software modules, and finally reaches the motion system, visual system and instrument display system through the conventional output interface. The pilot's flight control input signal should provide a recordable start time for the test. The test mode should allow normal operation time to be consumed and will not affect the information transmission through the hardware and software systems. Then, the transmission delay of the system is the time between the control input and the response of a single hardware. This time only needs to be measured once on each axis and is independent of the flight conditions. Level B
Additional requirements
Requires testing,
Test results For A-level and B-level simulators, the response must be within 300ms; for C-level and D-level simulators, the response must be within 150ms
GB/T15025-94
2.2.23 The aerodynamic model used by the simulator should include: low-altitude level flight Ground effect, Mach number effect at high altitude, the effect of icing on the fuselage, the effect of normal dynamic thrust and reverse dynamic thrust on the control surfaces, the manifestation of aeroelasticity, and the nonlinear effect caused by sideslip simulated based on the aircraft test data provided by the aircraft manufacturer
2.2.24 The effect of reverse thrust on directional control should be included when establishing the mathematical model of aerodynamic force and ground reaction
2.2.25 The simulator hardware and program can be self-tested to determine whether they meet the simulator performance test specified in Chapter 3. The test data must include the simulator number, date, time, conditions, tolerances and the corresponding dependent variable curve, i.e., the function curve, when compared with the aircraft standard. The use of automatic indication of "out-of-tolerance" conditions is encouraged
2.2.26 The printed results of the simulator fault diagnosis analysis are sufficient to determine whether the simulator failed component guidelines are met. These printouts shall be kept by the operator during the two periodic verifications of the simulator and shall be included in the daily difference records. 2.2.27 After the aircraft is modified, the simulator hardware and procedures shall be modified in a timely manner. 2.2.28 The documents required for use before flight shall be placed in the place where the daily record documents are placed or in a location that is easy to access for reference. 2.3 Motion system requirements 2.3.1 The motion sensation felt by the pilot shall reflect the motion of the aircraft. That is, the touchdown sensation shall vary with the descent rate of the aircraft when it touches down. Additional requirements Required compliance statement, information on ground effect can be found in 3.3.8. Nonlinearities caused by Mach number effects, aeroelasticity and sideslip are usually included in the aerodynamic model of the simulator, but each item shall have a compliance statement. Thrust effects require a separate test and a statement of conformity. Icing effects also require a statement of conformity and a test. 2.3.2 The motion system has at least three degrees of freedom GB/T15025-94. 2.3.3 It can produce at least the sensory signals equivalent to a six-degree-of-freedom coordinated motion platform system. 2.3.4 There is equipment to record the motion response time for comparison with the aircraft data. 2.3.5 Special effects procedures include: vibration on the runway, compression of hydraulic shock absorber struts, ground a.
speed effects and uneven runways. Characteristics; ground buffet caused by extension of spoilers (or speed brakes) and reverse thrust;
Bumping of nose and main landing gear after leaving the ground; d.
Buffeting when retracting and extending landing gear;
Air buffeting caused by extension of flaps and spoilers (or speed brakes);
Feel;
Stall buffeting, but not necessarily exceeding the specified stall speed. Representative nose wheel drag of main and nose landing gear touchdown;
Thrust effect under set braking conditions;
Mach number effect
2.3.6 Characteristics of buffeting motions felt in the cockpit due to aircraft handling (e.g., buffeting at high speed, aircraft with landing gear, flaps extended, tire dragging, stall, etc.). The simulator must be programmed and instrumented to measure characteristic buffeting patterns and compare them with aircraft data. Aircraft data should be used to define the cockpit motions under atmospheric disturbances. A general-purpose tantalite model that can roughly demonstrate flight test data is also acceptable. The test results should be recorded so that the relative amplitude and frequency can be compared
Additional requirements
Requirements for declaration of conformity and test
See 2.2.22
Requirements for declaration of conformity and test
2.4 Requirements for visual systembzxZ.net
GB/T15025-94
2.4.1 The visual system can meet all the requirements of this chapter and chapters 3 and 4 (verification tests and functional checks), and the requirements should correspond to the certification level applied for by the operator. 2.4.2 It can provide each pilot with a field of view of 45° horizontal range and 30° vertical range at the same time
2.4.3 Each pilot seat has a collimated optical field of view of at least 75° horizontal field of view and 30° vertical field of view. The two-seat flight vision system should be able to operate simultaneously. 2.4.4 There is a means to record the visual response time of the vision system in accordance with 3.3.5.1.
2.4.5 The visible ground area and scene content can be distinguished at the approach and landing decision altitude. The identification test guide should include the corresponding calculations and the plotting of data related to the determination of the aircraft position and the visible surface area. Such data should include at least: the airport and runway used;
The location of the glide slope transmitter for a specific runway; b.
Line position;
The setting of the approach and runway light intensity relative to the aircraft landing gear wheels;
The aircraft pitch angle.
When the aircraft is in the landing state and the main wheels are 30m (100ft) above the runway touchdown area, the characteristics specified by the above parameters should be reflected. When the runway visual range is 350m (1200ft), the visible surface area and scene content should be determined. Additional requirements: For wide-angle systems that provide full cockpit through-view, a horizontal field of view of at least 150° must be provided; each pilot can operate a 75° field of view simultaneously. GB/T15025-94 2.4.6 During takeoff and landing, the visual information can be used to judge the descent rate and the perceived altitude. 2.4.7 Test steps can quickly verify the color, runway visual range, focus, light intensity, horizon and attitude of the visual system that can be compared with the simulator attitude instrument. 2.4.8 Dusk scenery can identify the visible horizon and typical terrain features, such as fields, roads and pools. 2.4.9 At least 10 levels of obstruction. This capability must be demonstrated using a visual model for each channel. 2.4.10 The day, dusk, and night vision images have sufficient scene content to identify the airport, terrain, and major landmarks around the airport and to successfully complete a visual landing. The brightness of the daytime scene must partially reflect the brightness of the entire daytime cockpit environment and at least represent the lighting in the cockpit on an overcast day. The daytime vision system is a vision system that can produce at least a full-color simulation. The picture content is equivalent to 4000 edges or 1000 faces for the daytime scene and 4000 light points for the night and dusk scenes in terms of details. The brightness measured at the pilot's eye position (brightest part) is 20cd/m2 (6ft·la). The resolution is 3' for the field of view at the pilot's eye position. When the simulator is in motion, the graphics display has no obvious discontinuities or other visually disturbing effects. The ambient lighting of the simulator should be dynamically consistent with the displayed scene. For ambient lighting such as daytime scenery, the brightness of the displayed scene must not be "masked", but the reflected light from the approach chart must not be less than 17cd/m2 (5ft·la) at the pilot's knee height, or the reflected light from the pilot's face must not be less than 7cd/m2 (2ft·la). All brightness and resolution requirements must be verified by objective testing and retested at least annually by the simulator certification department. If there are signs of accelerated performance degradation, the number of tests may be increased. The qualification of brightness capability can be verified using a spot photometer using a white light test format image.
Additional requirements
Requirements for declaration of conformity and tests
Requirements for declaration of conformity and tests
Requirements for declaration of conformity and tests
Requirements for declaration of conformity and tests
GB/T15025-94
a. Contrast. The grating test pattern (three or more channels) that fills the entire visual frame consists of an array of black and white squares, each square not larger than 10° and not less than 5°. Each channel is centered with a white square. The bright square in the center of each channel should be measured with a 1° spot photometer. The minimum value measured should be 7 cd/m2 (2 ft·la). Then measure each adjacent dark square. The value of the bright square divided by the value of the dark square is the contrast. The minimum contrast tested should be 5:1.
b. Maximum brightness test. Keep the above test pattern intact. Overlay the entire area of the white square in the center of each channel to form the brightest area. Measure its brightness with a 1° spot photometer. It is not acceptable to use a light point or light array on the screen for maximum brightness testing. However, it is acceptable to use a line to increase the brightness of the grating.
c. Verify resolution with a test pattern showing an object. The object occupies 3' of visual angle in the scene from the pilot's eye point. This test shall be confirmed by calculations in the declaration of conformity. d. Spot size - The spot measured in the test pattern shall not exceed 6". The test pattern consists of a single row of spots, the length of which can be reduced to the extent that the modulation can be distinguished.
e. Spot contrast - When the grid of spots filled with spots (i.e., just enough to distinguish the spot modulation) over a range of at least 1° can be compared with its adjacent background, the spot contrast shall not be less than 25:1
3 Simulator Verification Test
3.1 General Requirements
Additional Requirements||tt ||Requires to maintain the cabin environment lighting
Brightness
Simulator performance and system operation must be objectively evaluated, that is, the test results obtained on the simulator are compared with the aircraft data. If other methods are used for comparison, special instructions must be given. Simulator verification should use a multi-channel recorder, line printer, or other suitable recording equipment acceptable to the simulator certification agency to record each verification test result. Then compare the recorded results with the aircraft source data.
The operator shall provide the certification test guide , the setup and operation of each test of the simulator must be clearly described separately. For Class D simulators and Class C simulators ordered after the publication of this standard, a driver designed to automatically complete the verification test is required, and all simulators are encouraged to use this automatic test driver. The simulator certification agency will not accept independent testing of each subsystem of the simulator. The simulator must complete the overall test to ensure that the entire simulator system meets the specified standards. Clear and detailed test steps must be provided in the manual test procedure to complete each test. The tests and tolerances listed in this chapter must be included in the operator's certification test instructions. Unless otherwise specified, Class B, C, and D simulators must be compared with aircraft test data. For aircraft certified before the publication of this standard, if reasonable efforts have been made but appropriate flight test data cannot be obtained, the operator may specify in the certification test instructions those flight test data that are not available or suitable for a certain test. For such tests, alternative data should be submitted to the simulator certification agency for approval. The data submitted for approval10 The day, dusk and night vision images have sufficient scene content to identify the airport, terrain and major landmarks around the airport and to successfully complete a visual landing. The brightness of the daytime scene must partially reflect the brightness of the entire daytime cockpit environment and at least represent the light in the cockpit on an overcast day. The daytime vision system is a vision system that can produce at least full-color simulation. The picture content is equivalent to 4000 edges or 1000 faces for the daytime and 4000 light points for the night and dusk scenes. The brightness measured at the pilot's eye position (brightest part) is 20cd/m2 (6ft·la). For the field of view at the pilot's eye position, the resolution is 3'. When the simulator is in motion, the graphic display has no obvious discontinuity or other visually disturbing effects. The ambient lighting of the simulator should be dynamically consistent with the displayed scene. For ambient lighting such as daytime scenery, the brightness of the displayed scene must not be "masked", but the reflected light from the approach chart must not be less than 17cd/m2 (5ft·la) at the pilot's knee height, or the reflected light from the pilot's face must not be less than 7cd/m2 (2ft·la). All brightness and resolution requirements must be verified by objective testing and retested at least annually by the simulator certification department. If there are signs of accelerated performance degradation, the number of tests may be increased. The qualification of brightness capability can be verified using a spot photometer using a white light test format image.
Additional requirements
Requirements for declaration of conformity and tests
Requirements for declaration of conformity and tests
Requirements for declaration of conformity and tests
Requirements for declaration of conformity and tests
GB/T15025-94
a. Contrast. The grating test pattern (three or more channels) that fills the entire visual frame consists of an array of black and white squares, each square not larger than 10° and not less than 5°. Each channel is centered with a white square. The bright square in the center of each channel should be measured with a 1° spot photometer. The minimum value measured should be 7 cd/m2 (2 ft·la). Then measure each adjacent dark square. The value of the bright square divided by the value of the dark square is the contrast. The minimum contrast tested should be 5:1.
b. Maximum brightness test. Keep the above test pattern intact. Overlay the entire area of the white square in the center of each channel to form the brightest area. Measure its brightness with a 1° spot photometer. It is not acceptable to use a light point or light array on the screen for maximum brightness testing. However, it is acceptable to use a line to increase the brightness of the grating.
c. Verify resolution with a test pattern showing an object. The object occupies 3' of visual angle in the scene from the pilot's eye point. This test shall be confirmed by calculations in the declaration of conformity. d. Spot size - The spot measured in the test pattern shall not exceed 6". The test pattern consists of a single row of spots, the length of which can be reduced to the extent that the modulation can be distinguished.
e. Spot contrast - When the grid of spots filled with spots (i.e., just enough to distinguish the spot modulation) over a range of at least 1° can be compared with its adjacent background, the spot contrast shall not be less than 25:1
3 Simulator Verification Test
3.1 General Requirements
Additional Requirements||tt ||Requires to maintain the cabin environment lighting
Brightness
Simulator performance and system operation must be objectively evaluated, that is, the test results obtained on the simulator are compared with the aircraft data. If other methods are used for comparison, special instructions must be given. Simulator verification should use a multi-channel recorder, line printer, or other suitable recording equipment acceptable to the simulator certification agency to record each verification test result. Then compare the recorded results with the aircraft source data.
The operator shall provide the certification test guide , the setup and operation of each test of the simulator must be clearly described separately. For Class D simulators and Class C simulators ordered after the publication of this standard, a driver designed to automatically complete the verification test is required, and all simulators are encouraged to use this automatic test driver. The simulator certification agency will not accept independent testing of each subsystem of the simulator. The simulator must complete the overall test to ensure that the entire simulator system meets the specified standards. Clear and detailed test steps must be provided in the manual test procedure to complete each test. The tests and tolerances listed in this chapter must be included in the operator's certification test instructions. Unless otherwise specified, Class B, C, and D simulators must be compared with aircraft test data. For aircraft certified before the publication of this standard, if reasonable efforts have been made but appropriate flight test data cannot be obtained, the operator may specify in the certification test instructions those flight test data that are not available or suitable for a certain test. For such tests, alternative data should be submitted to the simulator certification agency for approval. The data submitted for approval10 The day, dusk and night vision images have sufficient scene content to identify the airport, terrain and major landmarks around the airport and to successfully complete a visual landing. The brightness of the daytime scene must partially reflect the brightness of the entire daytime cockpit environment and at least represent the light in the cockpit on an overcast day. The daytime vision system is a vision system that can produce at least full-color simulation. The picture content is equivalent to 4000 edges or 1000 faces for the daytime and 4000 light points for the night and dusk scenes. The brightness measured at the pilot's eye position (brightest part) is 20cd/m2 (6ft·la). For the field of view at the pilot's eye position, the resolution is 3'. When the simulator is in motion, the graphic display has no obvious discontinuity or other visually disturbing effects. The ambient lighting of the simulator should be dynamically consistent with the displayed scene. For ambient lighting such as daytime scenery, the brightness of the displayed scene must not be "masked", but the reflected light from the approach chart must not be less than 17cd/m2 (5ft·la) at the pilot's knee height, or the reflected light from the pilot's face must not be less than 7cd/m2 (2ft·la). All brightness and resolution requirements must be verified by objective testing and retested at least annually by the simulator certification department. If there are signs of accelerated performance degradation, the number of tests may be increased. The qualification of brightness capability can be verified using a spot photometer using a white light test format image.
Additional requirements
Requirements for declaration of conformity and tests
Requirements for declaration of conformity and tests
Requirements for declaration of conformity and tests
Requirements for declaration of conformity and tests
GB/T15025-94
a. Contrast. The grating test pattern (three or more channels) that fills the entire visual frame consists of an array of black and white squares, each square not larger than 10° and not less than 5°. Each channel is centered with a white square. The bright square in the center of each channel should be measured with a 1° spot photometer. The minimum value measured should be 7 cd/m2 (2 ft·la). Then measure each adjacent dark square. The value of the bright square divided by the value of the dark square is the contrast. The minimum contrast tested should be 5:1.
b. Maximum brightness test. Keep the above test pattern intact. Overlay the entire area of the white square in the center of each channel to form the brightest area. Measure its brightness with a 1° spot photometer. It is not acceptable to use a light point or light array on the screen for maximum brightness testing. However, it is acceptable to use a line to increase the brightness of the grating.
c. Verify resolution with a test pattern showing an object. The object occupies 3' of visual angle in the scene from the pilot's eye point. This test shall be confirmed by calculations in the declaration of conformity. d. Spot size - The spot measured in the test pattern shall not exceed 6". The test pattern consists of a single row of spots, the length of which can be reduced to the extent that the modulation can be distinguished.
e. Spot contrast - When the grid of spots filled with spots (i.e., just enough to distinguish the spot modulation) over a range of at least 1° can be compared with its adjacent background, the spot contrast shall not be less than 25:1
3 Simulator Verification Test
3.1 General Requirements
Additional Requirements||tt ||Requires to maintain the cabin environment lighting
Brightness
Simulator performance and system operation must be objectively evaluated, that is, the test results obtained on the simulator are compared with the aircraft data. If other methods are used for comparison, special instructions must be given. Simulator verification should use a multi-channel recorder, line printer, or other suitable recording equipment acceptable to the simulator certification agency to record each verification test result. Then compare the recorded results with the aircraft source data.
The operator shall provide the certification test guide , the setup and operation of each test of the simulator must be clearly described separately. For Class D simulators and Class C simulators ordered after the publication of this standard, a driver designed to automatically complete the verification test is required, and all simulators are encouraged to use this automatic test driver. The simulator certification agency will not accept independent testing of each subsystem of the simulator. The simulator must complete the overall test to ensure that the entire simulator system meets the specified standards. Clear and detailed test steps must be provided in the manual test procedure to complete each test. The tests and tolerances listed in this chapter must be included in the operator's certification test instructions. Unless otherwise specified, Class B, Class C, and Class D simulators must be compared with aircraft test data. For aircraft certified before the publication of this standard, if reasonable efforts have been made but appropriate flight test data cannot be obtained, the operator may specify in the certification test instructions those flight test data that are not available or suitable for a certain test. For such tests, alternative data should be submitted to the simulator certification agency for approval. The data submitted for approval
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