JAR Std3a PDF

Joint
Aviation
Requirements
JAR–STD 3A
Aeroplane Flight & Navigation
Procedures Trainers
Joint Aviation Authorities

Joint
Aviation
Requirements
JAR–STD 3A
Aeroplane Flight & Navigation
Procedures Trainers
Change 1
1 June 1999
Printed and distributed by Westward Digital Limited, 37 Windsor Street, Cheltenham, Glos. GL52 2DG, United Kingdom
on behalf of the Joint Aviation Authorities Committee.
The members of the Joint Aviation Authorities Committee are representatives of the Civil Aviation
Authorities of the countries that have signed the ‘Arrangements Concerning the Development and the
Acceptance of Joint Aviation Requirements’. A list of these countries is kept by European Civil Aviation
Conference, 3 bis Villa Emile Bergerat, 92522 NEUILLY SUR SEINE Cedex, France.*
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* These countries are:

[ Austria, Belgium, Cyprus, Czech Republic, Denmark, Finland, France, Germany, Greece, Hungary,
Iceland, Ireland, Italy, Latvia, Luxembourg, Malta, Monaco, Netherlands, Norway, Poland, Portugal,
Romania, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom. ]
1.6.99 ii Change 1
JOINT AVIATION AUTHORITIES JOINT AVIATION REQUIREMENTS
LIST OF JAR DOCUMENTS
[ LIST OF JAR DOCUMENTS Issue 51 1st June, 1999]
JAR-1, DEFINITIONS AND ABBREVIATIONS Change 5 15th July, 1996

(No Basic Code)
JAR-21, CERTIFICATION PROCEDURES FOR Change 1 28th January, 1997

AIRCRAFT AND RELATED PRODUCTS AND PARTS
(No Basic Code)
JAR-22, SAILPLANES AND POWERED SAILPLANES Change 5 28th October, 1995

(Basic Code Luftuchtigkeitsforderungen für
Segelflugzeuge und Motorsegler (LFSM))†
JAR-23, NORMAL, UTILITY, AEROBATIC, AND Issued 11th March, 1994

COMMUTER CATEGORY AEROPLANES
(Basic Code FAR Part 23)
JAR-25, LARGE AEROPLANES Change 14 27th May, 1994

JAR-26, ADDITIONAL AIRWORTHINESS Issued 13th July, 1998

REQUIREMENTS FOR OPERATIONS
(No Basic Code)
JAR-27, SMALL ROTORCRAFT Issued 6th September, 1993

JAR-29, LARGE ROTORCRAFT Issued 5th November, 1993

JAR-36, AIRCRAFT NOISE Issued 23rd May, 1997
JAR-66, CERTIFYING STAFF MAINTENANCE Issued 3rd April, 1998
JAR-145, APPROVED MAINTENANCE Change 2 10th July, 1998

ORGANISATIONS
JAR-147, APPROVED MAINTENANCE TRAINING/ Issued 3rd April, 1998

EXAMINATIONS
†No amendments are now produced for these Basic Codes as the JAR Codes have been accepted in
their own right and therefore they will be the only documents which are updated periodically.
JOINT AVIATION AUTHORITIES JOINT AVIATION REQUIREMENTS
JAR-APU, AUXILIARY POWER UNITS Change 2 26th September, 1983

(Basic Code TSO c77A dated 20th July, 1981)
JAR-E, ENGINES Change 9 21st October, 1994

(Basic Code BCAR Section C)†
JAR-P, PROPELLERS Change 7 22nd October, 1987

(Basic Code BCAR Section C)†
JAR-TSO, JOINT TECHNICAL Change 3 28th April, 1998

STANDARD ORDERS
JAR-AWO, ALL WEATHER OPERATIONS Change 2 1st August, 1996
JAR-VLA, VERY LIGHT AEROPLANES Issued 26th April, 1990
JAR-OPS 1, COMMERCIAL AIR TRANSPORTATION Change 1 1st March, 1998

(AEROPLANES)
JAR-OPS 3, COMMERCIAL AIR TRANSPORTATION Change 1 1st February, 1999

(HELICOPTERS)
JAR-FCL 1, FLIGHT CREW LICENSING (AEROPLANE) Issued 14th February, 1997
JAR-FCL 2, FLIGHT CREW LICENSING (HELICOPTER) Issued 15th October, 1997
JAR-FCL 3, FLIGHT CREW LICENSING (MEDICAL) Issued 28th February, 1997
[JAR-STD 1A, AEROPLANE FLIGHT SIMULATORS Change 1 1st June, 1999]
[JAR-STD 3A, AEROPLANE FLIGHT & NAVIGATION Change 1 1st June, 1999]
PROCEDURES TRAINERS
Printed and distributed by Westward Digital Limited, 37 Windsor Street, Cheltenham, Glos. GL52 2DG, United Kingdom
on behalf of the Joint Aviation Authorities Committee
JAR–STD 3A
CONTENTS (general layout)
JAR–STD 3A
[AEROPLANE FLIGHT & NAVIGATION PROCEDURES TRAINERS]
FOREWORD
CHECK LIST OF PAGES
PREAMBLE
SECTION 1 – REQUIREMENTS
SUBPART A – APPLICABILITY
SUBPART B – GENERAL
SUBPART C – FLIGHT & NAVIGATION PROCEDURES TRAINERS
SECTION 2 – ACCEPTABLE MEANS OF COMPLIANCE (AMC)/

INTERPRETATIVE AND EXPLANATORY MATERIAL (IEM)
AMC/IEM B – GENERAL
AMC/IEM C – FLIGHT & NAVIGATION PROCEDURES TRAINERS
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JAR–STD 3A
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JAR–STD 3A
CONTENTS (details)
JAR–STD 3A
[AEROPLANE FLIGHT & NAVIGATION PROCEDURES TRAINERS]
Paragraph Page
General and Presentation 1–0–1
JAR–STD 3A.001 Applicability 1–A–1
[JAR–STD 3A.005 Terminology 1–B–1]
JAR–STD 3A.010 Implementation 1–B–1
JAR–STD 3A.015 Application for FNPT Qualification 1–C–1
JAR–STD 3A.020 Validity of FNPT Qualification 1–C–1
JAR–STD 3A.025 Rules governing FNPT Operators 1–C–1
JAR–STD 3A.030 Requirements for FNPTs qualified on or after 1 July 1999 1–C–2
Appendix 1 to
JAR–STD 3A.030 Technical requirements 1–C–4
JAR–STD 3A.035 Requirements for FNPTs approved or qualified before 1 July 1999 1–C–8
JAR–STD 3A.040 Changes to qualified FNPTs 1–C–8
JAR–STD 3A.045 Interim FNPT Qualification 1–C–9
JAR–STD 3A.050 Transferability of FNPT Qualification 1–C–9
Change 1 C–3 1.6.99

JAR–STD 3A
CONTENTS (continued)
Paragraph Page

General and presentation 2–0–1
AMC/IEM B – GENERAL
AMC STD 3A.005 Terminology, Abbreviations 2–B–1
AMC/IEM – FLIGHT & NAVIGATION PROCEDURES TRAINERS
AMC STD 3A.015 FNPT Qualification – Application and Inspection 2–C–1
IEM STD 3A.015 FNPT Evaluations 2–C–4
[AMC STD 3A.025 Quality System 2–C–7]
AMC STD 3A.030 FNPTs qualified on or after 1 July 1999 2–C–15
1 Introduction 2–C–15
2 FNPT standards 2–C–18
3 FNPT validation tests 2–C–18
3.3 Table of validation tests 2–C–20
3.4 Functions and subjective tests 2–C–28
IEM STD 3A.030 Guidance on Design and Qualification 2–C–32
AMC STD 3A.035 FNPTs and devices approved or qualified before 1 July 1999 2–C–40
AMC STD 3A.045 New aeroplane FNPT Qualification 2–C–40
IEM STD 3A.045 New aeroplane FNPT Qualification – additional information 2–C–41
1.6.99 C–4 Change 1

JAR–STD 3A
FOREWORD
1 The Civil Aviation Authorities of certain European countries have agreed common
comprehensive and detailed aviation requirements, referred to as the Joint Aviation
Requirements (JAR), with a view to minimising Type Certification problems on joint ventures, to
facilitate the export and import of aviation products, to make it easier for maintenance carried
out in one European country to be accepted by the Civil Aviation Authority in another European
country and to regulate commercial air transport operations.
2 The JAR are recognised by the Civil Aviation Authorities of participating countries as an
acceptable basis for showing compliance with their national airworthiness codes.
3 The content has been prepared using the expertise available in this field as well as the ICAO
Doc 9625, the Manual for the Qualification of Flight Simulators and added to where necessary
by making use of existing European regulations and the Federal Aviation Requirements of the
United States of America where acceptable.
4 JAR–STD 3A has been issued with no National Variants. It may be felt that the document does
not contain all of the detailed compliance and interpretative information which some Civil
Aviation Authorities and Industry organisations would like to see. However, it has been
accepted that JAR–STD 3A should be applied in practice and the lessons learned embodied in
future amendments. The Civil Aviation Authorities of the JAA are therefore committed to early
amendment in the light of experience. Indeed, it is anticipated that some amendment will take
place during the transition period from adoption to full implementation.
5 Future development of the requirements of JAR–STD 3A, including the commitment in

Paragraph 4, will be in accordance with the JAA’s Notice of Proposed Amendment (NPA)
procedures. These procedures allow for the amendment of JAR–STD 3A to be proposed by the
Civil Aviation Authority of any of the participating countries and by any organisation represented
on the Joint Steering Assembly.
6 The Civil Aviation Authorities have agreed they should not unilaterally initiate amendment of
their national codes without having made a proposal for amendment of JAR–STD 3A in
accordance with the agreed procedure.
7 Definitions and abbreviations of terms used in JAR–STD 3A, that are considered generally
applicable are contained in JAR–1, Definitions and Abbreviations. However, terminology and
abbreviations of terms used in JAR–STD 3A, that are specific to a Subpart of JAR–STD 3A are
normally given in the Subpart concerned or, exceptionally, in the associated compliance or
interpretative material.
8 Amendments to the text in JAR–STD 3A are usually issued initially as ‘Orange Paper’
Amendments. Orange Paper amendments are pages containing revised paragraphs, following
NPA adoption. The issue of such pages avoids the need to re-paginate whole Subparts and are
a clear method of identifying new texts. These show an effective date and have the same status
and applicability as JAR–STD 3A from that date. When Orange Paper Amendments are
incorporated into the printed text, this will be accomplished by means of a ‘Change’.
9 New, amended and corrected text will be enclosed within heavy brackets until a subsequent
‘Change’ is issued.
Reissued by Change 1 F–1 9.1.98

JAR–STD 3A
9.1.98 F–2 Reissued by Change 1

JAR–STD 3A
JOINT AVIATION REQUIREMENTS
CHECK LIST OF PAGES
[JAR–STD 3A AEROPLANE FLIGHT & NAVIGATION PROCEDURES TRAINERS]
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JAR–STD 3A
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1.6.99 CL–2 Change 1

JAR–STD 3A
PREAMBLE
JAR–STD 3A
JAR–STD 3A comprises 3 Subparts (A, B and C) in Section 1, and 2 Subparts (B and C) in Section 2.
Where reference is made in JAR–STD 3A to other JAR codes which may not have been implemented
when JAR–STD 3A is implemented, then the equivalent existing national regulations will apply until
the referenced code has been implemented.
Change 1 1.6.1999
This second issue of JAR–STD 3A contains a number of amendments which reflect the result of
NPA–STD–2. It should be noted that the changes to the Quality System are applicable 12 months
after publication.
SECTION 1
Subpart B
Amendment of JAR–STD 3A.005 arising from NPA–STD–2.
Subpart C
Amendment of JAR–STD 3A.025, subparagraph (a) arising from NPA–STD–2.
SECTION 2
Subpart C
Deletion of IEM STD 3A.015, subparagraph 4.7 arising from NPA–STD–2.
Amendment of AMC STD 3A.025 arising from NPA–STD–2.
Change 1 P–1 1.6.99

JAR–STD 3A
9.1.98 P–2 Reissued by Change 1

SECTION 1 JAR–STD 3A
1 GENERAL
1.1 This Section contains the requirements for Flight & Navigation Procedures Trainers.
2 PRESENTATION
2.1 The requirements of JAR–STD 3A are presented in two columns on loose pages, each page
being identified by the date of issue or the change number under which it is amended or reissued.
2.2 Subheadings are in italic typeface.
2.3 Explanatory notes not forming part of the requirements appear in smaller typeface.
2.4 New, amended and corrected text will be enclosed within heavy brackets until a subsequent
‘change’ is issued.
Reissued by Change 1 1–0–1 9.1.98

JAR–STD 3A SECTION 1
9.1.98 1–0–2 Reissued by Change 1

JAR–STD 3A.001 Applicability

JAR-STD 3A applies to those persons,
[organizations or enterprises (FNPT operators)
seeking qualification of Flight & Navigation
Procedures Trainers (FNPT). FNPT users also
shall gain approval to use the FNPT as part of
their approved training programmes despite the
fact that the FNPT has been previously qualified.
Although this document inter alia provides
guidance for FNPT users, precise details of such
approvals are contained in JAR–FCL and other
applicable documents.]
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Change 1 1–A–1 1.6.99

9.1.98 1–A–2 Reissued by Change 1

JAR–STD 3A.005 (continued)
JAR–STD 3A.005 Terminology (f) Other Training Device (OTD). A training

(See AMC STD 3A.005) aid other than Flight Simulator, Flight Training
Device or Flight & Navigation Procedures Trainer
Because of the technical complexity of Flight
which provides for training where a complete
Simulator, Flight Training Device (FTD) and
flight deck environment is not necessary.
FNPT qualification, it is essential that standard
terminology is used throughout. The following (g) Synthetic Training Device Approval (STD
terms and abbreviations [shall] be used in order to Approval). The extent to which an STD of a
[comply with JAR–STD. Further terms and specified Qualification Level may be used by
abbreviations are contained in AMC STD persons, organisations or enterprises as approved
3A.005.] by the Authority. It takes account of aeroplane to
STD differences and the operating and training
[(a) Synthetic Training Device (STD). A
ability of the organisation.
training device which is either a Flight Simulator
(FS), a Flight Training Device (FTD), a Flight & (h) Synthetic Training Device Operator (STD
Navigation Procedures Trainer (FNPT), or an Operator). That person, organisation or enterprise
Other Training Device (OTD). directly responsible to the Authority for
requesting and maintaining the qualification of a
(b) Flight Simulator (Simulator). A full size
particular STD.
replica of a specific type or make, model and
series aeroplane flight deck, including the (i) Synthetic Training Device User (STD
assemblage of all equipment and computer User). The person, organisation or enterprise
programmes necessary to represent the aeroplane requesting training and checking credits through
in ground and flight operations, a visual system the use of an STD.
providing an out of the flight deck view, and a
(j) Synthetic Training Device Qualification
force cueing motion system. It is in compliance
(STD Qualification). The level of technical ability
with the minimum standards for Flight Simulator
of an STD as defined in the compliance
qualification.
document.
(c) Flight Training Device (FTD). A full size
(k) Qualification Test Guide (QTG). A
replica of an aeroplane’s instruments, equipment,
document designed to demonstrate that the
panels and controls in an open flight deck area or
performance and handling qualities of an STD
an enclosed aeroplane flight deck, including the
agree within prescribed limits with those of the
assemblage of equipment and computer software
aeroplane and that all applicable regulatory
programmes necessary to represent the aeroplane
requirements have been met. The QTG includes
in ground and flight conditions to the extent of the
both the aeroplane and STD data used to support
systems installed in the device. It does not require
the validation.]
a force cueing motion or visual system. It is in
compliance with the minimum standards for a
specific FTD Level of Qualification.
(d) Flight and Navigation Procedures
JAR–STD 3A.010 Implementation
Trainer – Type II (FNPT II). A ground based
training device which represents the flight deck JAR–STD 3A will be implemented on 1 July
environment of a multi-engine aeroplane type or 1999 whereupon national arrangements,
class to the extent that the systems appear to [procedures and Qualification Certificates shall]
function as in an aeroplane. It incorporates a fully comply with JAR–STD 3A criteria.
visual system providing an out of the flight deck
view.
(e) Flight and Navigation Procedures
Trainer – Type I (FNPT I). A ground based
training device which represents the flight deck
environment of a class of aeroplanes.
Change 1 1–B–1 1.6.99

9.1.98 1–B–2 Reissued by Change 1

JAR–STD 3A.025(a)(1) (continued)
JAR–STD 3A.015 Application for FNPT of, procedures required to ensure the
Qualification maintenance of the Qualification Level of
(See AMC STD 3A.015) STDs. Compliance monitoring shall include a
(See IEM STD 3A.015) feed-back system to the Accountable Manager
to ensure corrective action as necessary.
(a) The operator of an FNPT requiring
evaluation of this FNPT [shall] apply to the (2) The Quality System shall include a
Authority giving 3 months notice. Quality Assurance Programme that contains
procedures designed to verify that the
(b) An STD (FNPT) Qualification
specified performance, functions and
[Certificate will be issued following satisfactory]
characteristics are being conducted in
completion of an evaluation by the Authority.
accordance with all applicable requirements,
(c) Exceptionally, for the initial evaluation standards and procedures.
of an FNPT I, the period of notice may be
(3) The Quality System and the
reduced to one month at the discretion of the
Quality Manager shall be acceptable to the
Authority.
Authority.
(4) The Quality System shall be
described in relevant documentation.]
(b) Updating and modifications. Maintain a
link with manufacturers to incorporate important
JAR–STD 3A.020 Validity of FNPT
modifications, especially :
Qualification
(1) Aeroplane modifications.
[(a) An FNPT qualification is valid for]
Aeroplane modifications whether or not
12 months unless specified otherwise by the
enforced by an Airworthiness Directive and
Authority.
which are essential for training and testing
[(b) An FNPT qualification test for ] shall be introduced into all affected FNPTs.
revalidation may take place at any time within
(2) Modification of FNPTs, including
the 60 days prior to the expiry of the validity of
the addition or removal of any motion and
[the qualification document. The new period of]
visual systems (if fitted):
validity shall continue from the expiry date of
[the previous qualification document.] [(i) Where applicable, STD
operators shall update their FNPTs (for]
(c) The Authority may refuse, revoke,
example in the light of data revisions).
[suspend or vary an FNPT qualification, if the]
Modifications of the FNPT hardware
provisions of JAR–STD 3A are not satisfied.
and software which affect flight,
performance and systems operation or
any major modifications or removal /
addition of the motion or visual system
(if fitted) shall be evaluated to
determine the impact on the original
JAR–STD 3A.025 Rules governing FNPT
[qualification criteria. If necessary, STD
Operators
operators shall prepare amendments for]
(See AMC STD 3A.025)
any affected Validation Tests. The [STD
[The operator of an FNPT shall demonstrate] operator shall test the FNPT to] the new
his capability to maintain the performance, criteria.
functions and other characteristics specified for
[(ii) The Authority shall be]
the FNPT Qualification Type as follows :
advised in advance of any major
[(a) Quality System changes to determine if a special
evaluation of the FNPT may be
(1) A Quality System shall be
necessary prior to returning it to training
established and a Quality Manager designated
following the modification.
to monitor compliance with, and the adequacy
Change 1 1–C–1 1.6.99

JAR–STD 3A.025 (continued)
[(c) Installations. Ensure that the FNPT is] JAR–STD 3A.030 Requirements for FNPTs
located in a suitable environment which supports Qualified on or after 1
safe and reliable operation. July 1999
(See Appendix 1 to JAR–
[(1) The STD operator shall ensure]
STD 3A.030)
that the FNPT and its installation comply with
the local, country or state regulations for
(See IEM STD 3A.030)
Health and Safety. However as a minimum the
following shall be addressed: (a) Any FNPT submitted for initial
evaluation on or after 1 July 1999, will be
(i) FNPT occupants and
evaluated against JAR–STD 3A criteria for
[maintenance personnel shall receive]
[qualification as Type I or II.]
adequate briefing on FNPT safety.
(b) An FNPT must be assessed in those
(ii) Adequate fire/smoke detection,
areas which are essential to completing the flight
warning and suppression arrangements
crew member training and testing process,
to ensure the safe passage of personnel
(where applicable) including :
from the FNPT.
(1) longitudinal, lateral and
(iii) Adequate protection against
directional handling qualities;
electrical, mechanical, hydraulic and
pneumatic hazards – including those (2) performance on the surface and in
arising from the motion or control the air;
[loading system (where applicable).]
(3) specific operations where
(iv) Other items : applicable;
(A) Emergency lighting. (4) cockpit/flight deck configuration;
(B) Escape exits & facilities. (5) functioning during normal,
[abnormal and emergency operation;]
(C) Danger area markings.
(6) instructor station function and
(D) Guard rails and gates.
FNPT control; and
(E) Control Loading Emer-
(7) certain additional requirements
gency stop controls (if applicable)
[depending on the qualification and the]
accessible from either pilot and
installed equipment.
instructor seats.
[(c) The FNPT shall be subjected to :]
(F) A manual or automatic
electrical power isolation switch. (1) Validation Tests, and
(2) The FNPT safety features such as (2) Functions & Subjective tests as
emergency stops and emergency lighting shall found in the Qualification Test Guide (QTG).
[be checked regularly by the STD operator]
(d) Data which is used to ensure the fidelity
but in any case at least annually. These checks
of an FNPT [shall] be of a standard that satisfies
[shall] be recorded.
the Authority, before the FNPT can gain a
(d) Additional Equipment. Where additional Qualification Level.
equipment including Motion or Visual system
[(e) The STD operator shall submit a QTG]
[has been added by the STD operator to an]
in a form and manner which is acceptable to the
FNPT even though not required for
Authority.
[qualification, it will be assessed to ensure that]
it does not adversely affect the quality of (f) The QTG will only be approved after
training. Therefore any subsequent modification, completion of an initial or upgrade evaluation,
removal or unserviceability could affect the and when all the discrepancies in the QTG have
[qualification of the device.] been addressed to the satisfaction of the
Authority. After inclusion of the results of the
tests witnessed by the Authority, the approved
QTG becomes the Master QTG (MQTG), which
1.6.99 1–C–2 Change 1

JAR–STD 3A.030(f) (continued)
[is the basis for the FNPT qualification and

subsequent recurrent FNPT evaluations.]
[(g) The STD operator shall:
(1) Run the complete MQTG
progressively between each annual evaluation
by the Authority. Results shall be dated and
retained in order to satisfy both the STD
operator as well as the Authority that FNPT
standards are being maintained.
(2) Establish a Configuration Control
System to ensure the continued integrity of
the hardware and software qualified.]
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Change 1 1–C–3 1.6.99

Appendix 1 to JAR–STD 3A.030

Technical requirements
(a) This appendix describes the minimum
technical requirements for qualifying FNPT
Types I and II.
(b) Each of these Types carries an
appropriate technical description.
(c) Convertible FNPTs [shall] be qualified
in each configuration.
(d) Specific requirements for the use of the
FNPTs are determined by the Authority.
Specialized training courses require an adequate
standard of simulation which will be evaluated
by the Authority. (See JAR–FCL 1).
(e) Maximum credits are granted according
[to JARFCL 1 as referred to in the following
tables.]
1.6.99 1–C–4 Change 1

Appendix 1 to JAR–STD 3A.030 (continued)
Table 1 – FNPT I
Device Minimum Technical Requirements Maximum Credits
FNPT Type I 1 – A cockpit/flight deck sufficiently enclosed to exclude distraction, Credits in accordance with
which will replicate that of the aeroplane or class of aeroplane JAR–FCL.
simulated and in which the switches and all the controls will operate
as, and represent those in, that aeroplane or class of aeroplane.
2 – Instruments, equipment, panels, systems, primary and secondary (In order to be used for
flight controls sufficient for the training events to be accomplished aeroplane type or class-
[shall] be located in a spatially correct flight deck area. specific training, testing and
checking, the device must
3 – Lighting environment for panels and instruments sufficient for the also be qualified as a Flight
operation being conducted. Training Device (FTD) or
Flight Simulator.)
4 – In addition to the flight crew members’ stations, suitable viewing
arrangements for the instructor [shall be provided. These shall]
provide an adequate view of the crew members panels and station.
5 – Effects of aerodynamic changes for various combinations of drag

and thrust normally encountered in flight, including the effect of
change in aeroplane attitude, sideslip, altitude, temperature, gross
mass, centre of gravity location and configuration.
6 – Navigation equipment corresponding to that of the replicated

aeroplane or class of aeroplanes, with operation within the tolerances
prescribed for the actual airborne equipment. This shall include
communication equipment (interphone and air/ground
communications systems).
7 – Control forces and control travel shall broadly correspond to that

of the replicated aeroplane or class of aeroplane.
8 – Complete navigational data for at least 5 different European

airports with corresponding precision and non-precision approach
procedures including current updating within a period of 3 months. All
navigational aids should be usable, if within range, without restriction
and without Instructor intervention.
9 – Engine sounds shall be available.
10 – The following shall be available:
– variable effects of wind and turbulence.

– hard copy of map and approach plot.
– provision for position freeze and flight freeze.
– Instructor controls necessary to perform the training task.
11 – A Qualification Test Guide which shall be submitted by the

Operator in a form and manner that is acceptable to the competent
Authority and which conforms to AMC STD 3A.030 (para 1.6).
12 – Stall recognition device corresponding to that of the replicated

aeroplane or class of aeroplane.
See also Note 1 below Table 3.
Change 1 1–C–5 1.6.99

Table 2 – FNPT II
FNPT Type II As for Type I with the following additions or amendments: Credits in accordance with
JAR–FCL.
1 – The flight deck, including the instructor’s station, shall be
enclosed.
2 – Circuit breakers shall function accurately when involved in

procedures or malfunctions requiring or involving flight crew
response.
(In order to be used for
3 – Crew members seats shall be provided with sufficient adjustment aeroplane type or class-
to allow the occupant to achieve the design eye reference position specific training, testing and
appropriate to the aeroplane or class of aeroplane and for the visual checking, the device must
system to be installed to align with that eye position. also be qualified as a Flight
Training Device (FTD) or
4 – A generic ground handling model shall be provided to enable Flight Simulator.)
representative flare and touch down effects to be produced by the
sound and visual systems.
5 – Systems [shall] be operative to the extent that it shall be possible

to perform all normal, abnormal and emergency operations as may
be appropriate to the aeroplane or class of aeroplanes being
simulated and as required for the training. Once activated, proper
systems operation must result from system management by the crew
member and not require any further input from the instructor’s
controls.
6 – The Instructor’s station shall include the following controls:

(a) representative crosswinds.
(b) a facility to enable the dynamic plotting of the flight path on
approaches, commencing at the final approach fix, including
the vertical profile.
7 – Control forces and control travels which respond in the same
manner under the same flight conditions as in the aeroplane or class
of aeroplane being simulated.
8 – Aerodynamic modelling shall reflect:

(a) the effects of airframe icing;
(b) the rolling moment due to yawing.
9 – Significant cockpit/flight deck sounds, responding to pilot actions,
corresponding to the aeroplane or class of aeroplane being
simulated.
10 – A visual system (night/dusk or day) capable of providing a field-

of-view of a minimum of 45 degrees horizontally and 30 degrees
vertically, unless restricted by the type of aeroplane, simultaneously
for each pilot, including adjustable cloud base and visibility. The
visual system need not be collimated but shall be capable of meeting
the standards laid down in Part 3 and 4 (Validation, Functions and
Subjective Tests – See AMC STD 3A.030). The responses of the
visual system and the flight deck instruments to control inputs shall
be closely coupled to provide the integration of the necessary cues.
See also Note 1 below Table 3.
1.6.99 1–C–6 Change 1

Table 3 – FNPT II MCC
FNPT Type II For use in Multi-Crew Co-operation (MCC) training – as for Type II MCC credits in accordance
MCC with the following additions or amendments: with JAR–FCL.
1– turbo-jet or turbo-prop engines.
2– performance reserves, in case of an engine failure, to be in
accordance with JAR–25. These may be simulated by a
reduction in the aeroplane gross mass.
3– retractable landing gear.
4– pressurization system.
5– deicing systems.
6– fire detection / suppression system.
7– dual controls.
8– autopilot with automatic approach mode.
9– 2 VHF transceivers including oxygen masks intercom system.
10 – 2 VHF NAV receivers (VOR, ILS, DME).
11 – 1 ADF receiver.
12 – 1 Marker receiver.
13 – 1 transponder.
The following indicators shall be located in the same positions on the
instrument panels of both pilots:
1– airspeed.
2– flight attitude with flight director.
3– altimeter.
4– flight director with ILS (HSI).
5– vertical speed.
6– ADF.
7– VOR.
8– Marker indication (as appropriate).
9– stop watch (as appropriate).
See also Note 1 below.
Note 1:
Certain FNPT I & II and visual system requirements
included in this appendix shall be supported with a
Statement of Compliance (SOC) and, in designated
cases, an Objective Test (See AMC STD 3A.030). The
Statement of Compliance shall describe how the
requirement is met.
Change 1 1–C–7 1.6.99

JAR–STD 3A.035 (c) (continued)
JAR–STD 3A.035 Requirements for FNPTs [(2) The devices shall be subjected to:]
approved or qualified
(i) Validation Tests (if
before 1 July 1999
applicable); and
(ii) Functions and Subjective
(a) FNPTs or devices approved or qualified
Tests.
in accordance with national regulations of JAA
Members States before 1 July 1999 will continue (d) FNPTs/devices that do not have a
[to maintain their approval or qualification (and] primary reference document used for their
be known as FNPT(G)) under the Grandfather testing may continue by special arrangement.
Rights provision, in accordance with JAR–STD
(1) Such FNPTs/devices will be
3A.035-(c) and JAR–STD 3A.035-(d) provided
issued with Special Categories.
that the maximum credit shall not exceed
20 hours, and in no circumstances exceed their [(2) These FNPTs/devices shall be]
existing national credits for Instrument Ground subjected to the same Functions and
Time, and the period of Grandfather Rights shall Subjective Tests referred to in JAR–STD
not exceed 6 years from 1 July 1999 (which 3A.035-(c) (2) (ii).
corresponds to the date of JAR–FCL 1
(3) In addition any previously
Implementation).
[recognized Validation Test shall be used.]
(b) Recategorized FNPTs will be qualified
in accordance with JAR–STD 3A.030.
(c) FNPTs/devices that are not recategorized
but that have a primary reference document used JAR–STD 3A.040 Changes to Qualified
for their testing may continue under previous FNPTs
authorisation, provided that they continue to
(a) Requirement to notify major changes to
comply with the primary reference document.
[an FNPT. The operator of a qualified FNPT
(1) To maintain their qualification/ shall inform the Authority of proposed major]
[approval, these FNPTs / devices shall be] changes such as :
assessed in those areas which are essential to
(1) Aeroplane modifications which
completing the flight crew member training,
[could affect FNPT qualification; and]
testing and checking process, including:
(2) FNPT hardware and/or software
(i) longitudinal, lateral and
modifications which could affect the handling
directional handling qualities;
qualities, performances or system
(ii) performance on the surface representations; and
and in the air;
(3) Relocation of the FNPT; and
(iii) specific operations where
(4) Any deactivation of the FNPT.
applicable;
NOTE: The Authority may complete a special evaluation
(iv) cockpit/flight deck config- following major changes or when an FNPT appears not to
uration; [be performing in accordance with its initial qualification.]
(v) functioning during normal, (b) Upgrade of an FNPT. An FNPT II may

[abnormal and emergency operation;] [be upgraded to include an FTD qualification.]
Special evaluation is required before the issue of
(vi) instructor station function
[a qualification for the FTD Group.]
and FNPT / devices control; and
(1) If an Upgrade is proposed the
(vii) certain additional requirements
FNPT/FTD Operator shall seek the advice of
depending on the qualification/approval
the Authority and give full details of the
and the installed equipment.
modifications. If the upgrade evaluation does
not fall upon the anniversary of the original
[qualification date, a special evaluation is]
required to permit the FNPT to continue to
qualify even as an FNPT.
1.6.99 1–C–8 Change 1

JAR–STD 3A.040 (b) (continued)
[(2) In the case of an FNPT upgrade, JAR–STD 3A.050 Transferability of FNPT

an STD operator shall run all applicable] Qualification
Validation Tests for the requested
[(a) When there is a change of STD
[qualification.]
operator, the new operator shall advise the]
(c) Relocation of an FNPT Authority in advance in order to agree upon a
plan of transfer of the FNPT.
(1) In instances where an FNPT is
[moved to a new location, the Authority shall] (b) At the discretion of the Authority, the
be advised before the planned activity. A FNPT shall be subject to an evaluation in
schedule of planned related events has to be accordance with its original JAA qualification
provided. criteria.
(2) Prior to returning the FNPT to (c) Provided that the FNPT performs to its
[service at the new location the STD operator [original standard, its original qualification shall]
shall perform at least one third of the] be restored. However user approval may be
Validation Tests (if any) and Functions and required.
Subjective Tests to ensure that the FNPT
performance meets its original qualification
standard. A copy of the test documentation
shall be retained with the FNPT records for
review by the Authority.
(3) At the discretion of the Authority,
the FNPT shall be subject to an evaluation in
accordance with its original JAA
[qualification criteria.]
(d) Deactivation of a currently qualified
FNPT
[(1) If an STD operator plans to]
remove an FNPT from active status for
prolonged periods, the Authority shall be
notified and suitable controls established for
the period the FNPT is inactive.
[(2) The STD operator shall arrange an]
understanding with the Authority to ensure
that the FNPT can be restored to active status
in its original qualification group.
JAR–STD 3A.045 Interim FNPT Qualification

(See IEM STD 3A.045)
(a) In case of new aeroplane programmes
special arrangements shall be made to enable an
[interim qualification to be achieved.]
(b) Requirements, details relating to the
issue, and the period of validity of an interim
[q ualification will be decided by the Authority.]
Change 1 1–C–9 1.6.99

1.6.99 1–C–10 Change 1


1 GENERAL
1.1 This Section contains Acceptable Means of Compliance and Interpretative/Explanatory

Material that has been agreed for inclusion in JAR–STD 3A.
1.2 Where a particular JAR paragraph does not have an Acceptable Means of Compliance or any
Interpretative/Explanatory Material, it is considered that no supplementary material is required.
2 PRESENTATION
2.1 The Acceptable Means of Compliance and Interpretative/Explanatory Material are presented
in full page width on loose pages, each page being identified by the date of issue or the Change
number under which it is amended or reissued.
2.2 A numbering system has been used in which the Acceptable Means of Compliance or
Interpretative/Explanatory Material uses the same number as the JAR paragraph to which it refers.
The number is introduced by the letters AMC or IEM to distinguish the material from the JAR itself.
2.3 The acronyms AMC and IEM also indicate the nature of the material and for this purpose the
two types of material are defined as follows:
Acceptable Means of Compliance (AMC) illustrate a means, or several alternative means, but not
necessarily the only possible means by which a requirement can be met. It should however be noted
that where a new AMC is developed, any such AMC (which may be additional to an existing AMC) will
be amended into the document following consultation under the NPA procedure.
Interpretative/Explanatory Material (IEM) helps to illustrate the meaning of a requirement.
2.4 New AMC or IEM material may, in the first place, be made available rapidly by being
[published as a Temporary Guidance Leaflet (TGL). Operations TGLs (JAR–STD) can be found in the
Joint Aviation Authorities Administrative & Guidance Material, Section 4: Operations, Part Three:
Temporary Guidance Leaflet (JAR–STD). The procedures associated with Temporary Guidance
Leaflets are included in the STD Joint Implementation Procedures, Section 4: Operations, Part Two:
Procedures (JAR–STD), Chapter 9.]
NOTE: Any person who considers that there may be alternative AMCs or IEMs to those published should submit details to the
Operations Director, with a copy to the Regulation Director, for alternatives to be properly considered by the JAA. Possible
alternative AMCs or IEMs may not be used until published by the JAA as AMCs, IEMs or TGLs.
2.5 Explanatory Notes not forming part of the AMC or IEM text appear in a smaller typeface.
2.6 New, amended or corrected text is enclosed within heavy brackets.
Change 1 2–0–1 1.6.99

9.1.98 2–0–2 Reissued by Change 1

AMC/IEM – GENERAL
AMC STD 3A.005

Terminology, Abbreviations
See JAR–STD 3A.005
1 Terminology
1.1 In addition to the principal terms defined in the requirement itself, additional terms used in the
[context of JAR–STD (A) have the following meanings:]
[a. Automatic Testing. Synthetic Training Device (STD) testing wherein all stimuli are under]
computer control.
b. Breakout. The force required at the pilot’s primary controls to achieve initial movement of the
control position.
c. Closed Loop Testing. A test method for which the input stimuli are generated by controllers
which drive the STD to follow a pre-defined target response.
d. Computer Controlled Aeroplane. An aeroplane where the pilot inputs to the control surfaces
are transferred and augmented via computers.
e. Control Sweep. A movement of the appropriate pilot’s control from neutral to an extreme limit
in one direction (Forward, Aft, Right, or Left), a continuous movement back through neutral to the
opposite extreme position, and then a return to the neutral position.
[f. Convertible STD. An STD in which hardware and software can be changed so that the STD
becomes a replica of a different model or variant, usually of the same type aeroplane. The same STD]
platform, cockpit/flight deck shell, motion system, visual system, computers, and necessary
peripheral equipment can thus be used in more than one simulation.
g. Critical Engine Parameter. The engine parameter which is the most appropriate measure of
propulsive force.
h. Damping (critical). The CRITICAL DAMPING is that minimum Damping of a second order
system such that no overshoot occurs in reaching a steady state value after being displaced from a
position of equilibrium and released. This corresponds to a relative Damping ratio of 1·0.
i. Damping (over-damped). An OVER-DAMPED response is that Damping of a second order

system such that it has more Damping than is required for Critical Damping, as described above. This
corresponds to a relative Damping ratio of more than 1·0.
j. Damping (under-damped). An UNDER-DAMPED response is that Damping of a second order

system such that a displacement from the equilibrium position and free release results in one or more
overshoots or oscillations before reaching a steady state value. This corresponds to a relative
Damping ratio of less than 1·0.
k. Deadband. The amount of movement of the Input for a system for which there is no reaction
in the Output or state of the system observed.
l. Driven. A state where the Input stimulus or variable is ‘driven’ or deposited by automatic
means, generally a computer input. The input stimulus or variable may not necessarily be an exact
match to the flight test comparison data – it is simply driven to certain predetermined values.
1.6.99 2–B–1 Change 1

AMC STD 3A.005 (continued)
[m. Flight Test Data. Actual aeroplane data obtained by the aeroplane manufacturer (or other
supplier of acceptable data) during an aeroplane flight test programme.
n. Free Response. The response of the aeroplane after completion of a control input or
disturbance.
o. Frozen/Locked. A state where a variable is held constant with time.
p. Functions Test. A quantitative assessment of the operation and performance of an STD by a

suitably qualified evaluator. The test can include verification of correct operation of controls,
instruments, and systems of the simulated aeroplane under normal and non-normal conditions.
Functional performance is that operation or performance that can be verified by objective data or
other suitable reference material which may not necessarily be Flight Test Data.
q. Grandfather Rights.
(i) The right of an STD operator to retain the Qualification Level granted under a previous
regulation of a JAA Member State.
(ii) Also the right of an STD user to retain the training and testing/checking credits which
were gained under a previous regulation of a JAA Member State.
r. Ground Effect. The change in aerodynamic characteristics due to modification of the air flow
past the aeroplane caused by the presence of the ground.
s. Hands-off Manoeuvre. A test manoeuvre conducted or completed without pilot control inputs.
t. Hands-on Manoeuvre. A test manoeuvre conducted or completed with pilot control inputs as
required.
u. High – light Brightness. The maximum displayed brightness which satisfies the appropriate
brightness test.
v. Icing Accountability. A demonstration of minimum required performance whilst operating in

maximum and intermittent maximum icing conditions of the applicable airworthiness requirement.
w. Integrated Testing. Testing of the STD such that all aeroplane system models are active and
contribute appropriately to the results. None of the aeroplane system models should be substituted
with models or other algorithms intended for testing only. This may be accomplished by using
controller displacements as the input. These controllers shall represent the displacement of the pilot’s
controls and these controls shall have been calibrated.
x. Latency. The additional time, beyond that of the basic perceivable response time of the
aeroplane due to the response time of the STD.
y. Line Oriented Flight Training (LOFT). Refers to aircrew training which involves full mission
simulation of situations which are representative of line operations, with special emphasis on
situations which involve communications, management and leadership. It means ‘real time’, full
mission training.
z. Manual Testing. STD testing wherein the pilot conducts the test without computer inputs
except for initial setup. All modules of the simulation shall be active.
aa. Master Qualification Test Guide (MQTG). The Authority approved QTG which incorporates
the results of tests witnessed by the Authority. The MQTG serves as the reference for future
evaluations.]
Change 1 2–B–2 1.6.99

[bb. Non-normal Control. A term used in reference to Computer Controlled Aeroplanes. Non-
normal Control is the state where one or more of the intended control, augmentation or protection
functions are not fully available.
(Note: Specific terms such as ALTERNATE, DIRECT, SECONDARY, BACK UP etc., may be used to define an actual
level of degradation)
cc. Objective Test (Objective Testing). A quantitative assessment based on comparison with
data.
dd. Power Lever Angle. The angle of the pilot’s primary engine control lever(s) in the
cockpit/flight deck. This may also be referred to as PLA, THROTTLE, or POWER LEVER.
ee. Predicted Data. Data derived from sources other than type specific aeroplane flight tests.
ff. Proof-of-Match. A document which shows agreement within defined tolerances between
model responses and flight test cases at identical test and atmospheric conditions.
gg. Protection Functions. Systems functions designed to protect an aeroplane from exceeding its
flight and manoeuvre limitations.
hh. Pulse Input. An abrupt input to a control followed by an immediate return to the initial
position.
ii. Reversible Control System. A partially powered or unpowered control system in which
movement of the control surface will backdrive the pilot’s control in the cockpit and/or affect its feel
characteristics.
jj. Snapshot. A presentation of one or more variables at a given instant of time.
kk. Statement of Compliance (SOC). A declaration that specific requirements have been met.
ll. STD Data. The various types of data used to design, manufacture, test and maintain the
STD.
mm. STD Evaluation. Careful appraisal of an STD by the Authority to ascertain whether or not the
standard required for a specified Qualification Level is met.
nn. Step Input. An abrupt input held at a constant value.
oo. Subjective Test (Subjective Testing). A qualitative assessment based on established

standards as interpreted by a suitably qualified person.
pp. Time History. A presentation of the change of a variable with respect to time.
qq. Transport Delay. The total STD system processing time required for an input signal from a
pilot primary flight control until motion system, visual system, or instrument response. It is the overall
time delay incurred from signal input until output response occurs. It does not include the
characteristic delay of the aeroplane simulated.
rr. Upgrade. The improvement or enhancement of an STD for the purpose of achieving a higher
qualification.
ss. Validation Data. Data used to prove that the STD performance corresponds to that of the
aeroplane.]
1.6.99 2–B–3 Change 1

[tt. Validation Flight Test Data. Performance, stability and control, and other necessary test
parameters electrically or electronically recorded in an aeroplane using a calibrated data acquisition
system of sufficient resolution and verified as accurate by the organization performing the test to
establish a reference set of relevant parameters to which like STD parameters can be compared.
uu. Validation Test. A Validation Test is a test by which STD parameters can be compared with
the relevant Validation Data.
vv. Visual System Response Time. The interval from an abrupt control input to the completion of
the visual display scan of the first video field containing the resulting different information.]
2 Abbreviations
AC = Advisory Circular
Ad = Total initial displacement of pilot controller (Initial displacement to final
resting amplitude)
AFM = Aeroplane Flight Manual
AGL = Above Ground Level (metres or feet)
Airspeed = Calibrated airspeed unless otherwise specified (knots)
Altitude = Pressure altitude (metres or feet) unless specified otherwise
An = Sequential amplitude of overshoot after initial X axis crossing, e.g.
A1 =1st overshoot.
AOA = Angle of Attack (degrees)
Bank = Bank/Roll angle (degrees)
CCA = Computer Controlled Aircraft

cd/m2 = candela/metre2, 3.4263 candela/m2 = 1 ft-Lambert
cm(s) = centimetre, centimetres
CT&M = Correct Trend and Magnitude
daN = decaNewtons
deg = degree, degrees
[distance = distance in Nautical Miles unless specified otherwise]
DME = Distance Measuring Equipment
EPR = Engine Pressure Ratio
FAA = Federal Aviation Administration (U.S.)

ft = feet, 1 foot = 0.304801 metres
ft-Lambert = foot-Lambert, 1 ft-Lambert = 3.4263 candela/m2
fuel used = Mass of fuel used (kilos or pounds)
g = Acceleration due to Gravity (metres or feet/sec 2), 1 g = 9.81 m/sec 2 or

32.2 feet/sec 2
G/S = Glideslope
Height = Height above ground = AGL (metres or feet)
IATA = International Airline Transport Association

IOS = Instructor Operating Station
IQTG = International Qualification Test Guide (RAeS Document)
km = Kilometres 1 km = 0.62137 Statute Miles

kPa = KiloPascal (Kilo Newton/Metres 2). 1 psi = 6.89476 kPa
kts = Knots calibrated airspeed unless otherwise specified, 1 Knot =
0.5148 m/sec or 1.689 ft/sec
Change 1 2–B–4 1.6.99

lb = pounds
m = Metres, 1 Metre = 3.28083 feet

MCC = Multi-Crew Co-operation
Medium = Normal operational weight for flight segment
min = Minutes
MLG = Main Landing Gear
MPa = MegaPascals [1 psi = 6894.76 pascals]
MQTG = Master Qualification Test Guide
ms = millisecond(s)
[N = NORMAL CONTROL Used in reference to Computer Controlled

Aeroplanes]
[NM = Nautical Mile, 1 Nautical Mile = 6,080 feet = 1852 m
NN = NON-NORMAL CONTROL Used in reference to Computer Controlled
Aeroplane]
Nominal = Normal operational weight, configuration, speed, etc., for the flight
segment specified
N1 = Engine Low Pressure Rotor revolutions per minute
N2 = Engine High Pressure Rotor revolutions per minute
NWA = Nosewheel Angle (degrees)
n = sequential period of a full cycle of oscillation
[]
PAPI = Precision Approach Path Indicator System

Pitch = Pitch angle (degrees)
PLA = Power Lever Angle
P0 = Time from pilot controller release until initial X axis crossing (X axis
defined by the resting amplitude)
P1 = First full cycle of oscillation after the initial X axis crossing
P2 = Second full cycle of oscillation after the initial X axis crossing
Pn = Sequential period of oscillation
Pf = Impact or Feel Pressure
PLF = Power for Level Flight
psi = pounds per square inch
PTT = Part-Task Trainer
QTG = Qualification Test Guide
RAE = Royal Aerospace Establishment

RAeS = Royal Aeronautical Society
REIL = Runway End Identifier Lights
R/C = Rate of Climb (metres/sec or feet/min)
R/D = Rate of Descent (metres/sec or feet/min)
RVR = Runway Visual Range (metres or feet)
s = second(s)
sec(s) = second, seconds
1st Segment = That portion of the takeoff profile from liftoff to gear retraction
2nd Segment = That portion of the takeoff profile from after gear retraction to initial
flap/slat retraction
3rd Segment = That portion of the takeoff profile after flap/slat retraction is complete
Sideslip = Sideslip Angle (degrees)
[sm = Statute Miles 1 Statute Mile = 5,280 feet = 1609 m]
SOC = Statement of Compliance
1.6.99 2–B–5 Change 1

T(A) = Tolerance applied to Amplitude

T(p) = Tolerance applied to period
T/O = Takeoff
Tf = Total time of the flare manoeuvre duration
Ti = Total time from initial throttle movement until a 10% response of a
critical engine parameter
Tt = Total time from Ti to a 90% increase or decrease in the power level
specified
VASI = Visual Approach Slope Indicator System

VGS = Visual Ground Segment
Vmca = Minimum Control Speed (Air)
Vmcg = Minimum Control Speed (Ground)
Vmcl = Minimum Control Speed (Landing)
Vr = Rotate Speed
Vs = Stall Speed or minimum speed in the stall
WAT = Weight, Altitude, Temperature
Change 1 2–B–6 1.6.99

AMC/IEM C – FLIGHT & NAVIGATION PROCEDURES TRAINERS
AMC STD 3A.015

FNPT Qualification – Application and Inspection
See also IEM STD 3A.015
1 Letter of Application
A sample Letter of Application is provided overleaf.
Reissued by Change 1 2–C–1 9.1.98

[LETTER OF APPLICATION FOR INITIAL JAA EVALUATION OF A FLIGHT & NAVIGATION

PROCEDURES TRAINER]
(Date)....................
PRINCIPAL INSPECTOR
[(JAA NAA OFFICE)]
(Address) ................................
........... ......................................
(City .........................................
(Country). ................................
Dear ........................................
..........(Name of Applicant)......................... requests the evaluation of its ......(type)..... Flight &

Navigation Procedures Trainer for Type ..........(G, I or II) qualification. The ......(FNPT Manufacturer
Name)..... . FNPT with its ........(Visual System Manufacturer Name)........Visual System (if applicable)
is fully defined on page ............. of the accompanying Qualification Test Guide (QTG) which was run
on .........(date)......... at .......(place)...... We have completed tests of the FNPT and declare that it
[meets all applicable requirements of the JAR-STD 3A (Aeroplane FNPT) except as noted below.]
Appropriate hardware and software configuration control procedures have been established and
these are appended for your inspection and approval.
The FNPT has been assessed by the following applicant evaluation team:
................(name) .............. Pilot’s Licence Nr. ................
................(name) .............. Qualification/Title ................
................(name) .............. Qualification/Title ................
who attest(s) that it represents the aeroplane flight deck configuration of ..........(type of
aeroplane)....... aeroplane and that the simulated systems and subsystems function equivalently to
those in that aeroplane class or series. The pilot has also assessed the performance and the flying
qualities of the FNPT and finds that it represents the designated aeroplane type or class.
(additional comments as required)
The following tests are outstanding:
.................................................................................
.................................................................................
It is expected that they will be completed and submitted 3 weeks prior to the evaluation date.
Sincerely,
Print Name
Position/Appointment held.
1.6.99 2–C–2 Change 1

[2 Composition of evaluation team.]
2.1 To gain a Qualification Level, an FNPT is evaluated in accordance with a structured routine
conducted by a technical team which is appointed by the Authority and consists of at least:
a. A Technical FNPT Inspector of the Authority, qualified in all aspects of flight simulation
hardware, software and computer modelling.
b. A Flight Inspector of the Authority who is qualified in flight crew training procedures and type
rated on the aeroplane or class of aeroplane.
Exceptionally, where such a type rated Inspector is not available, an additional pilot who is type rated
and sufficiently experienced to assist the technical team.
For FNPT Type I, one suitably qualified Inspector may combine the functions in a. and b. above.
2.2 Additionally the following persons should be present:
[a. A type or class rated Training Captain or Instructor typically from the STD operator or main
STD users.]
b. Sufficient FNPT support staff to assist with the running of tests and operations of the
instructors station.
Change 1 2–C–3 1.6.99

IEM STD 3A.015

FNPT Evaluations
See also AMC STD 3A.015
1 General
1.1 During initial and recurrent FNPT Evaluations it will be necessary for the Authority to conduct
the Objective and Subjective Tests described in JAR–STD 3A.030 and JAR–STD 3A.035, and
detailed in AMC STD 3A.030. There will be occasions when all tests cannot be completed – for
example during recurrent evaluations on a convertible [Flight] Simulator – but arrangements [shall] be
made for all tests to be completed within a reasonable time.
[1.2 Following an evaluation, it is possible that a number of defects may be identified, generally
these defects should be rectified and the Authority notified of such action within 30 days. In the case
of serious defects, affecting crew training, testing and checking, or if any defect remains unattended
without good reason for period greater than 30 days, the FNPT qualification could be removed.]
2 Initial Evaluations
2.1 Objective Testing
2.1.1 Objective Testing is centred around the QTG. Before testing can begin on an initial
evaluation the acceptability of the Validation Tests contained in the QTG should be agreed with the
Authority well in advance of the evaluation date to ensure that the FNPT time especially devoted to
the running of some of the tests by the Authority is not wasted. The acceptability of all tests depends
upon their content, accuracy, completeness and recency of the results.
2.1.2 Much of the time allocated to Objective Tests depends upon the speed of the automatic and
manual systems set up to run each test and whether or not special equipment is required. The
[Authority will not necessarily warn the STD operator of the sample validations tests which will be run]
on the day of the evaluation, unless special equipment is required. It should be remembered that the
FNPT cannot be used for Subjective Tests whilst part of the QTG is being run. Therefore sufficient
time should be set aside for the examination and running of the QTG. A useful explanation of how the
[Validation Tests should be run is contained in the RAeS ‘Aeroplane Flight Simulator Evaluation
Handbook’ (February 95, as amended) produced in support of the IQTG document and the JAR–STD]
1A Document.
2.2 Subjective Testing
[2.2.1 The Subjective Tests for the evaluation can be found in AMC STD 3A.030, and a suggested
Subjective Test Profile is described in IEM STD 3A.015–4.4.6.]
2.2.2 Essentially the Subjective Test routine effectively denies use of the FNPT for any other
purpose.
2.3 Conclusion. To ensure adequate coverage of Subjective and Objective Tests and to allow for
cost effective rectification and retest before departure of the inspection team, adequate time should
be set aside for an initial evaluation of an FNPT.
1.6.99 2–C–4 Change 1

IEM STD 3A.015 (continued)
3 Recurrent Evaluations
3.1 Objective Testing
3.1.1 During recurrent evaluations, the Authority will wish to see evidence of the successful
running of the QTG between evaluations. The Authority will select a number of tests to be run during
the evaluation, including those which may be cause for concern.
Again adequate notification would be given when special equipment is required for the test.
3.1.2 Essentially the time taken to run the Objective Tests depends upon the need for special
equipment and the test system, and the FNPT cannot be used for Subjective Tests or other functions
whilst testing is in progress.
3.2 Subjective Testing
3.2.1 Essentially the same Subjective Test routine should be flown as per the profile described in
[IEM STD 3A.015–4.4.6 with a selection of the Subjective Tests taken from AMC STD 3A.030.]
3.2.2 The FNPT cannot perform other functions during Subjective Tests routine.
[3.3 Conclusion. It shall be remembered that any FNPT deficiency which arises during the]
evaluation could necessitate the extension of the evaluation period.
4 Functions and Subjective Tests – Suggested Test Routine
4.1 During initial and recurrent evaluations of an FNPT, the competent authority will conduct a
series of Functions and Subjective Tests which together with the Objective Tests complete the
comparison of the FNPT with the aeroplane.
4.2 Whereas Functions Tests verify the acceptability of the simulated aeroplane systems and
their integration, Subjective Tests verify the fitness of the FNPT in relation to training, checking and
testing tasks.
4.3 The FNPT should provide adequate flexibility to permit the accomplishment of the desired/
required tasks while maintaining an adequate perception by the flight crew that they are operating in
a real aeroplane environment. Additionally, the operation of the IOS (Instructor Operation Station)
should be simple enough to give the instructor spare capacity to observe the activities of the flight
crew.
4.4 Section 1 of JAR–STD 3A sets out the requirements, and the AMCs in Section 2 the means
of compliance for FNPT qualification. However, it is important that both the competent Authority and
[the STD operator understand what to expect from the routine of FNPT Functions and Subjective]
Tests. It should be remembered that part of the Subjective Tests routine should involve an
uninterrupted fly-out comparable with the duration of typical training sessions in addition to
assessment of flight freeze and repositioning (if applicable). An example of such a profile is to be
found in 4.6 below. A useful explanation of Functions and Subjective Tests and an example of
[Subjective Test routine check-list are to be found in the RAeS ‘Airplane Flight Simulator Evaluation
Handbook’ (February 95, as amended) produced in support of the IQTG and the JAR–STD 1A]
document.
[4.5 JAA Regulatory Authorities and STD operators who are unfamiliar with the evaluation]
process are advised to contact a Regulatory Authority which is suitably experienced.
Change 1 2–C–5 1.6.99

[4.6 Typical Test Profile (2 hours – items and altitudes as applicable to FNPTs)]
1.6.99 2–C–6 Change 1

AMC STD 3A.025

[Quality System]
See JAR-STD 3A.025
[1 Introduction
1.1 In order to show compliance with JAR–STD 3A.025, an STD operator should establish his
Quality System in accordance with the instructions and information contained in the following
paragraphs.
2 General
2.1 Terminology
a. The terms used in the context of the requirement for an STD operator’s Quality System have
the following meanings:
i. Accountable Manager. The person acceptable to the Authority who has corporate
authority for ensuring that all necessary activities can be financed and carried out to the
standard required by the Authority, and any additional requirements defined by the STD
operator.
ii. Quality Assurance. All those planned and systematic actions necessary to provide
adequate confidence that specified performance, functions and characteristics satisfy
given requirements.
iii. Quality Manager. The manager, acceptable to the Authority, responsible for the
management of the Quality System, monitoring function and requesting corrective
actions.
2.2 Quality Policy
2.2.1 An STD operator should establish a formal written Quality Policy Statement that is a
commitment by the Accountable Manager as to what the Quality System is intended to achieve. The
Quality Policy should reflect the achievement and continued compliance with JAR–STD 3A together
with any additional standards specified by the STD operator.
2.2.2 The Accountable Manager is an essential part of the STD qualification holder’s organisation.
With regard to the above terminology, the term ‘Accountable Manager’ is intended to mean the Chief
Executive/President/Managing Director/General Manager etc. of the STD operator’s organisation,
who by virtue of his position has overall responsibility (including financial) for managing the
organisation.
2.2.3 The Accountable Manager will have overall responsibility for the STD qualification holder’s
Quality System including the frequency, format and structure of the internal management evaluation
activities as prescribed in paragraph 4.9 below.
2.3 Purpose of the Quality System
2.3.1 The Quality System should enable the STD operator to monitor compliance with JAR–STD
3A, and any other standards specified by that STD operator, or the Authority, to ensure correct
maintenance and performance of the device.]
Change 1 2–C–7 1.6.99

[2.4 Quality Manager
2.4.1 The primary role of the Quality Manager is to verify, by monitoring activity in the fields of STD
qualification, that the standards required by the Authority, and any additional requirements defined by
the STD operator, are being carried out under the supervision of the relevant Manager.
2.4.2 The Quality Manager should be responsible for ensuring that the Quality Assurance
Programme is properly established, implemented and maintained.
2.4.3 The Quality Manager should:
a. Have direct access to the Accountable Manager;
b. Have access to all parts of the STD operator’s and, as necessary, any sub-contractor’s
organisation.
2.4.4 The posts of the Accountable Manager and the Quality Manager may be combined by STD
operators whose structure and size may not justify the separation of those two posts. However, in this
event, Quality Audits should be conducted by independent personnel.
3 Quality System
3.1 Introduction
3.1.1 The STD operator’s Quality System should ensure compliance with STD qualification
requirements, standards and procedures.
3.1.2 The STD operator should specify the structure of the Quality System.
3.1.3 The Quality System should be structured according to the size and complexity of the
organisation to be monitored.
3.2 Scope
3.2.1 As a minimum, the Quality System should address the following:
a. The provisions of JAR–STD 3A;
b. The STD operator’s additional standards and procedures;
c. The STD operator’s Quality Policy;
d. The STD operator’s organisational structure;
e. Responsibility for the development, establishment and management of the Quality System;
f. Documentation, including manuals, reports and records;
g. Quality Procedures;
h. Quality Assurance Programme;
i. The provisions of adequate financial, material and human resources;
j. Training requirements for the various functions in the organisation.]
1.6.99 2–C–8 Change 1

[3.2.2 The Quality System should include a feedback system to the Accountable Manager to ensure
that corrective actions are both identified and promptly addressed. The feedback system should also
specify who is required to rectify discrepancies and non-compliance in each particular case, and the
procedure to be followed if corrective action is not completed within an appropriate timescale.
3.3 Relevant Documentation
3.3.1 Relevant documentation should include the following:
a. Quality Policy;
b. Terminology;
c. Reference to specified STD technical standards;
d. A description of the organisation;
e. The allocation of duties and responsibilities;
f. Qualification procedures to ensure regulatory compliance;
g. The Quality Assurance Programme, reflecting:
i. Schedule of the monitoring process;
ii. Audit procedures;
iii. Reporting procedures;
iv. Follow-up and corrective action procedures;
v. Recording system;
h. Document control.
4 Quality Assurance Programme
4.1 Introduction
4.1.1 The Quality Assurance Programme should include all planned and systematic actions
necessary to provide confidence that all maintenance is conducted and all performance maintained in
accordance with all applicable requirements, standards and procedures.
4.1.2 When establishing a Quality Assurance Programme, consideration should, at least, be given
to the paragraphs 4.2 to 4.9 below.
4.2 Quality Inspection.
4.2.1 The primary purpose of a quality inspection is to observe a particular event/action/document

etc., in order to verify whether established procedures and requirements are followed during the
accomplishment of that event and whether the required standard is achieved.]
Change 1 2–C–9 1.6.99

[4.2.2 Typical subject areas for quality inspections are:
a. Actual STD operation;
b. Maintenance;
c. Technical standards;
d. STD safety features.
4.3 Audit
4.3.1 An audit is a systematic and independent comparison of the way in which an activity is being
conducted against the way in which the published procedures say it should be conducted.
4.3.2 Audits should include at least the following quality procedures and processes:
a. A statement explaining the scope of the audit;
b. Planning and preparation;
c. Gathering and recording evidence; and
d. Analysis of the evidence.
4.3.3 Techniques which contribute to an effective audit are:
a. Interviews or discussions with personnel;
b. A review of published documents;
c. The examination of an adequate sample of records;
d. The witnessing of the activities which make up the operation; and
e. The preservation of documents and the recording of observations.
4.4 Auditors
4.4.1 An STD operator should decide, depending on the complexity and size of the organisation,
whether to make use of a dedicated audit team or a single auditor. In any event, the auditor or audit
team should have relevant STD experience.
4.4.2 The responsibilities of the auditors should be clearly defined in the relevant documentation.
4.5 Auditor’s Independence
4.5.1 Auditors should not have any day-to-day involvement in the area of activity which is to be
audited. An STD operator may, in addition to using the services of full-time dedicated personnel
belonging to a separate quality department, undertake the monitoring of specific areas or activities by
the use of part-time auditors. Due to the technological complexity of flight simulators and other STDs,
which requires auditors with very specialised knowledge and experience, an STD operator may
undertake the audit function by the use of part-time personnel from within his own organisation or
from an external source under the terms of an agreement acceptable to the Authority. In all cases the
STD operator should develop suitable procedures to ensure that persons directly responsible for the]
1.6.99 2–C–10 Change 1

[activities to be audited are not selected as part of the auditing team. Where external auditors are
used, it is essential that any external specialist is familiar with the type of device conducted by the
STD operator.
4.5.2 The STD operator’s Quality Assurance Programme should identify the persons within the
company who have the experience, responsibility and authority to:
a. Perform quality inspections and audits as part of ongoing Quality Assurance;
b. Identify and record any concerns or findings, and the evidence necessary to substantiate
such concerns or findings;
c. Initiate or recommend solutions to concerns or findings through designated reporting

channels;
d. Verify the implementation of solutions within specific time scales;
e. Report directly to the Quality Manager.
4.6 Audit Scope
4.6.1 STD operators are required to monitor compliance with the procedures they have designed to
ensure specified performance and functions. In doing so they should as a minimum, and where
appropriate, monitor:
a. Organisation;
b. Plans and objectives;
c. Maintenance Procedures;
d. STD Qualification Level;
e. Supervision;
f. STD technical status;
g. Manuals, Logs, and Records;
h. Defect Deferral;
i. Personnel Training;
j. Aeroplane modifications management.
4.7 Audit Scheduling
4.7.1 A Quality Assurance Programme should include a defined audit schedule and a periodic
review. The schedule should be flexible, and allow unscheduled audits when trends are identified.
Follow-up audits should be scheduled when necessary to verify that corrective action was carried out
and that it was effective.
4.7.2 An STD operator should establish a schedule of audits to be completed during a specified
calendar period. All aspects of the operation should be reviewed within every period of 12 months in
accordance with the programme unless an extension to the audit period is accepted as explained]
Change 1 2–C–11 1.6.99

AMC STD 3A025 (continued)
[below. An operator may increase the frequency of audits at his discretion but should not decrease
the frequency without the agreement of the Authority.
4.7.3 When an STD operator defines the audit schedule, significant changes to the management,
organisation, or technologies should be considered as well as changes to the regulatory
requirements.
4.7.4 For STD operators whose structure and size may not justify the completion of a complex
system of audits, it may be appropriate to develop a Quality Assurance Programme that employs a
checklist. The checklist should have a supporting schedule that requires completion of all checklist
items within a specified time scale, together with a statement acknowledging completion of a periodic
review by top management.
4.7.5 Whatever arrangements are made, the STD operator retains the ultimate responsibility for the
Quality System and especially the completion and follow up of corrective actions.
4.8 Monitoring and Corrective Action
4.8.1 The aim of monitoring within the Quality System is primarily to investigate and judge its
effectiveness and thereby to ensure that defined policy, performance and function standards are
continuously complied with. Monitoring activity is based upon quality inspections, audits, corrective
action and follow-up. The STD operator should establish and publish a quality procedure to monitor
regulatory compliance on a continuing basis. This monitoring activity should be aimed at eliminating
the causes of unsatisfactory performance.
4.8.2 Any non-compliance identified as a result of monitoring should be communicated to the

manager responsible for taking corrective action or, if appropriate, the Accountable Manager. Such
non-compliance should be recorded, for the purpose of further investigation, in order to determine the
cause and to enable the recommendation of appropriate corrective action.
4.8.3 The Quality Assurance Programme should include procedures to ensure that corrective
actions are taken in response to findings. These quality procedures should monitor such actions to
verify their effectiveness and that they have been completed. Organisational responsibility and
accountability for the implementation of corrective actions resides with the department cited in the
report identifying the finding. The Accountable Manager will have the ultimate responsibility for
resourcing the corrective action and ensuring, through the Quality Manager, that the corrective action
has re-established compliance with the standard required by the Authority, and any additional
requirements defined by the STD operator.
4.8.4 Corrective action
a. Subsequent to the quality inspection/audit, the STD operator should establish:
i. The seriousness of any findings and any need for immediate corrective action;
ii. Cause of the finding;
iii. What corrective actions are required to ensure that the non-compliance does not recur;
iv. A schedule for corrective action;
v. The identification of individuals or departments responsible for implementing corrective

action;
vi. Allocation of resources by the Accountable Manager, where appropriate.]
1.6.99 2–C–12 Change 1

[4.8.5 The Quality Manager should:
a. Verify that corrective action is taken by the manager responsible in response to any finding of
non-compliance;
b. Verify that corrective action includes the elements outlined in paragraph 4.8.4 above;
c. Monitor the implementation and completion of corrective action;
d. Provide management with an independent assessment of corrective action, implementation

and completion;
e. Evaluate the effectiveness of corrective action through the follow-up process.
4.9 Management Evaluation
4.9.1 A management evaluation is a comprehensive, systematic, documented review of the Quality

System and procedures by the management, and it should consider:
a. The results of quality inspections, audits and any other indicators;
b. The overall effectiveness of the management organisation in achieving stated objectives.
4.9.2 A management evaluation should identify and correct trends, and prevent, where possible,
future non-conformities. Conclusions and recommendations made as a result of an evaluation should
be submitted in writing to the responsible manager for action. The responsible manager should be an
individual who has the authority to resolve issues and take action.
4.9.3 The Accountable Manager should decide upon the frequency, format, and structure of
internal management evaluation activities.
4.10 Recording
4.10.1 Accurate, complete, and readily accessible records documenting the results of the Quality
Assurance Programme should be maintained by the STD operator. Records are essential data to
enable an STD operator to analyse and determine the root causes of non-conformity, so that areas of
non-compliance can be identified and addressed.
4.10.2 The following records should be retained for a period of 5 years:
a. Audit Schedules;
b. Quality inspection and Audit reports;
c. Responses to findings;
d. Corrective action reports;
e. Follow-up and closure reports; and
f. Management Evaluation reports.]
Change 1 2–C–13 1.6.99

[5 Quality Assurance responsibility for sub-contractors
5.1 Sub-contractors
5.1.1 STD operators may decide to sub-contract out certain activities to external agencies for the
provision of services related to areas such as:
a. Maintenance;
b. Manual preparation.
5.1.2 The ultimate responsibility for the product or service provided by the sub-contractor always
remains with the STD operator. A written agreement should exist between the STD operator and the
sub-contractor clearly defining the services and quality to be provided. The sub-contractor’s quality
related activities relative to the agreement should be included in the STD operator’s Quality
Assurance Programme.
5.1.3 The STD operator should ensure that the sub-contractor has the necessary
authorisation/approval when required, and commands the resources and competence to undertake
the task. If the STD operator requires the sub-contractor to conduct activity which exceeds the sub-
contractor’s authorisation/approval, the STD operator is responsible for ensuring that the sub-
contractor’s Quality Assurance takes account of such additional requirements.
6 Quality System Training
6.1 General
6.1.1 An STD operator should establish effective, well planned and resourced quality related
briefing for all personnel.
6.1.2 Those responsible for managing the Quality System should receive training covering:
a. An introduction to the concept of the Quality System;
b. Quality management;
c. Concept of Quality Assurance;
d. Quality manuals;
e. Audit techniques;
f. Reporting and recording; and
g. The way in which the Quality System will function in the organisation.
6.1.3 Time should be provided to train every individual involved in quality management and for
briefing the remainder of the employees. The allocation of time and resources should be sufficient for
the scope of the training.
6.2 Sources of Training
6.2.1 Quality management courses are available from the various national or international
Standards Institutions, and an STD operator should consider whether to offer such courses to those
likely to be involved in the management of Quality Systems. STD operators with sufficient
appropriately qualified staff should consider whether to carry out in-house training.]
1.6.99 2–C–14 Change 1

AMC STD 3A.030

FNPTs qualified on or after 1 July 1999
[See IEM STD 3A.030]
NOTE : AMC STD 3A.030 is an Acceptable Means of Compliance. The structure and numbering of this AMC departs
from JAA layout due to the complexity of the technical content and the need to retain harmonisation with FAA AC 120
series.
1 Introduction
1.1 Purpose
This AMC establishes the standards which define the performance and documentation requirements
for the evaluation of aeroplane FNPTs used for training, testing and checking of cockpit/flight deck
crew members.
1.2 Background
1.2.1 The availability of advanced technology has permitted greater use of FNPTs for training,
testing and checking of flight crew members. The complexity, costs and operating environment of
modern aeroplane FNPTs also have encouraged broader use of advanced simulation and FNPTs.
FNPTs can provide more in-depth training than can be accomplished in aeroplanes and provide a
safe and suitable learning environment.
1.2.2 The means of compliance, methods, procedures, and testing standards contained in this
AMC are derived from the experience and expertise of Authorities, operators and manufacturers of
aeroplanes and STD (Flight Simulators, FTD and FNPT).
1.3 FNPT Type Qualification
Chapters 2, 3 and 4 of this AMC describe the minimum requirements for qualifying FNPT Types I and II.
1.4 Terminology
Terminology and abbreviations of terms as used in this AMC are contained in AMC STD 3A.005.
1.5 Testing for FNPT qualification
1.5.1 The FNPT should be assessed in those areas which are essential to completing the flight
crew member training, testing and checking process. This includes the FNPT’s longitudinal and
lateral directional responses, specific operations, control checks, cockpit/flight deck and instructor
station functions checks, and certain additional requirements depending on the complexity or
qualification level of the FNPT. The visual system (where applicable) will be evaluated to ensure its
proper operation.
1.5.2 The intent is to evaluate the FNPT as objectively as possible. Pilot acceptance, however, is
also an important consideration. Therefore, the FNPT will be subjected to Validation, and Functions
and Subjective Tests listed in Chapters 3 and 4 of this AMC. Validation Tests are used to compare
objectively FNPT performances and Validation Data to ensure that they agree within design
tolerances acceptable to the Authority. Functions and Subjective Tests provide a basis for evaluating
FNPT capability to perform over a typical training period determining that the FNPT will satisfactorily
meet each stated training objective and competently simulate each training manoeuvre or procedure
and to verify correct operation of the FNPT.
1.5.3 Tolerances listed for parameters in the Validation Tests Table (Chapter 3) of this AMC should
not be confused with FNPT design tolerances. Validation Test tolerances are the maximum
acceptable for FNPT recurrent qualification.
Change 1 2–C–15 1.6.99

1.5.4 For initial qualification testing of FNPTs Validation Data will be used. They may be derived
from a specific aeroplane within the class of aeroplane the FNPT is representing or they may be
based on information from several aeroplanes within the class. With the concurrence of the Authority,
it may be in the form of a manufacturer’s previously approved set of Validation Data for the applicable
FNPT. Once the set of data for a specific FNPT has been accepted and approved by the Authority, it
will become the Validation Data that will be used as reference for subsequent recurrent evaluations.
1.5.5 The substantiation of the set of data used to build the Validation Data should be in the form
of an engineering report and [shall] show that the proposed Validation Data are representative of the
aeroplane or the class of aeroplane modeled. This report may include flight test data, manufacturer’s
design data, information from the Aeroplane Flight Manual (AFM) and Maintenance Manuals, results
of approved or commonly accepted simulations or predictive models, recognized theoretical results,
information from the public domain, or other sources as deemed necessary by the STD manufacturer
to substantiate the proposed model.
[1.5.6 STD operators seeking Initial or Upgrade evaluation of an FNPT need to acquire additional]
Flight Test Data.
[1.5.7 During FNPT Evaluation, if a problem is encountered with a particular STD Validation Test,
the test may be repeated to ascertain if the problem was caused by test equipment or STD operator
error. Following this, if the test problem persists an STD operator should be prepared to offer]
alternative test results which relate to the test in question.
1.5.8 Validation Tests which do not meet the test criteria should be addressed to the satisfaction of
the Authority.
1.6 Qualification Test Guide (QTG)
1.6.1 The QTG is the primary reference document used for evaluating an FNPT. It contains test
results, statements of compliance and other information for the evaluator to assess if the FNPT meets
the test criteria described in this AMC.
[1.6.2 The STD operator should submit a QTG which includes:]
[a. A title page with STD operator and approval Authority signature blocks.]
b. An FNPT information page providing:
[i. STD operator’s FNPT identification number.]
ii. Aeroplane model or class being simulated.
iii. References to Data or sources for Aerodynamic model.
iv. References to Data or sources for Engine model.
v. References to Data or sources for Flight Control model.
vi. Avionic equipment system details.
vii. FNPT model and manufacturer.
viii. Date of FNPT manufacture.
ix. FNPT host computer identification.
Change 1 2–C–16 1.6.99

AMC STD 3A.030 para 1.6.2 (continued)
x. Control Loading system type and manufacturer.
xi. Visual system type and manufacturer (if fitted).
xii. Motion system type and manufacturer (if fitted).
c. Table of contents.
d. Log of revisions and/or list of effective pages.
e. Listing of all reference and source data.
f. Glossary of terms and symbols used.
g. Statements of Compliance (SOC) with certain requirements. SOCs should refer to sources of
information and show compliance rationale to explain how the referenced material is used, applicable
mathematical equations and parameter values, and conclusions reached.
h. Recording procedures and required equipment for the Validation Tests.
[i. The following items for each Validation Test are designated in Part 3 of this AMC :]
i. Test Title. This should be short and definitive, based on the test title referred to in AMC
STD 3A.030–3.
ii. Test Objective. This should be a brief summary of what the test is intended to demonstrate.
iii. Demonstration Procedure. This is a brief description of how the objective is to be met.
iv. References. These are the data source documents including both the document number
and the page/condition number.
[v. Initial Conditions. A full and comprehensive list of the test initial conditions is required.]
vi. Manual test procedures. Procedures should be sufficient to enable the test to be flown
by a qualified pilot, using reference to flight deck instrumentation and without reference
to other parts of the QTG or other documents.
vii. Automatic test procedures (if applicable).
viii. Evaluation criteria. Specify the main parameter(s) under scrutiny during the test.
ix. Expected result(s), including tolerances and, if necessary, a further definition of the
point at which the information was extracted from the Validation Data.
[x. Test Result. Dated FNPT Validation Test results obtained by the STD operator from the]
FNPT. Tests run on a computer which is independent of the FNPT are not acceptable.
xi. Source Data. Copy of the Validation Data, clearly marked with the document, page
number, issuing authority, and the test number and title as specified in (a). Computer
generated displays of Validation Data overplotted with FNPT Data are insufficient on
their own for this requirement without hardcopy.
xii. Comparison of results. An acceptable means of easily comparing FNPT test results with
the Validation Data. The preferred method is overplotting.
j. A Statement of Compliance (SOC) covering the ‘Functions and Subjective Tests’ designated
in this AMC.
Change 1 2–C–17 1.6.99

1.7 Configuration control
A Configuration Control System shall be established and maintained to ensure the continued integrity
of the hardware and software as originally qualified.
1.8 Procedures for initial FNPT Qualification
1.8.1 The request for evaluation should reference the QTG and also include a statement that the
STD operator has thoroughly tested the FNPT and that it meets the criteria described in this
document. The STD operator should further certify that all the QTG checks, for the requested
qualification level, have been achieved and that the FNPT is representative of the respective
aeroplane or class of aeroplane.
1.8.2 A copy of the STD operator’s QTG, marked with test results, should accompany the request.
Any QTG deficiencies raised by the Authority should be addressed prior to the start of the on-site
evaluation.
[1.8.3 The STD operator may elect to accomplish the QTG Validation Tests while the FNPT is at]
the manufacturer’s facility. Tests at the manufacturer’s facility should be accomplished at the latest
[practical time prior to disassembly and shipment. The STD operator shall then validate FNPT]
performance at the final location by repeating at least one-third of the Validation Tests in the QTG
and submitting those tests to the Authority. After review of these tests, the Authority will schedule an
initial evaluation. The QTG [shall] be clearly annotated to indicate when and where each test was
accomplished.
1.9 FNPT recurrent qualification basis
1.9.1 Following satisfactory completion of the initial evaluation and qualification tests, a periodic
check system should be established to ensure that FNPTs continue to maintain their initially qualified
performance, functions and other characteristics.
[1.9.2 The STD operator should run the complete QTG (QTG) – which includes validation, functions
& subjective tests – between each annual evaluation by the Authority. The QTG should be run]
progressively, dated and retained in order to satisfy both the STD operator as well as the Authority
that the FNPT standards are being maintained.
NOTE : It is not intended that the complete QTG is run just prior to the annual evaluation.
2 FNPT standards
2.1 General
The minimum standards for FNPT Type I and II are listed in JAR–STD 3A.030.
3 FNPT Validation Tests
3.1 Discussion
3.1.1 FNPT performance and system operation [shall] be objectively evaluated by comparing the
results of tests conducted in the FNPT with the relevant Validation Data. To facilitate the validation of
the FNPT, a multichannel recorder, line printer, or other appropriate recording device acceptable to
the Authority is preferred to record each Validation Test result.
3.1.2 Certain visual and sound tests in this AMC are not necessarily based upon Validation Data
with specific tolerances. However, these tests are included here for completeness, and the required
criteria [shall] be fulfilled instead of meeting a specific tolerance.
1.6.99 2–C–18 Change 1

3.1.3 The QTG provided by the operator [shall] describe clearly and distinctly how the FNPT will be
set up and operated for each test. Use of a driver programme designed to automatically accomplish
the tests is encouraged for all FNPTs. It is not the intent, nor is it acceptable, to test each FNPT
subsystem independently. Overall Integrated Testing of the FNPT [shall] be accomplished to assure
that the total FNPT system meets the prescribed standards. A test procedure with explicit and
detailed steps for completion of each test shall also be provided.
3.1.4 The tests and tolerances contained in this Part [shall] be included in the STD operator’s
QTG. Submittals for Approval of data other than flight tests [shall] include an explanation of validity.
3.1.5 The Table of Validation Tests of this AMC generally indicates the test results required.
Unless noted otherwise, FNPT tests should represent aeroplane performance and handling qualities
at operating weights and centres of gravity (cg) typical of normal operation.
3.1.6 Where extra equipment is fitted, such as a motion system or in an FNPT type I a visual
system, such equipment is expected to satisfy tests as follows:
a. Visual system: where fitted to an FNPT type I, validation tests are those specified for an
FNPT type II.
b. Motion system: where fitted to an FNPT, validation tests are those specified for a Level A
Flight Simulator.
3.2 Test requirements
3.2.1 The ground and flight tests required for qualification are listed in the Table of Validation
Tests. Computer generated FNPT test results are preferred for each test. The results should be
produced preferably on a multichannel recorder, lineprinter, or other appropriate recording device
acceptable to the Authority. Where time histories are required, they should be of an acceptable scale
and duration.
3.2.2 Validation Data which exhibit rapid variations of the measured parameters may require
engineering judgment when making assessments of the FNPT. Such judgment [shall] not be limited to
a single parameter. All relevant parameters related to a given manoeuvre or flight condition shall be
provided to allow overall interpretation. When it is difficult or impossible to match FNPT to Validation
Data, an explanation shall be provided.
3.2.2.1 Parameters, Tolerances, and Flight Conditions. The Table of Validation Tests of AMC STD
3A.030–3.3 describes the parameters, tolerances, and flight conditions for FNPT validation. When
two tolerance values are given for a parameter, the less restrictive may be used unless indicated
otherwise. If a flight condition or operating condition is shown which does not apply to the
Qualification Level sought, it should be disregarded. FNPT results [shall] be labelled using the
tolerances and units specified.
3.2.2.2 Flight Condition Verification. Sufficient data shall be provided to verify the correct flight
condition for each Validation Test. For example, to show the control force is within ± 2 .2 daN
(5 pounds) in a static stability test, data to show correct airspeed, power, thrust or torque, aeroplane
configuration, altitude, and other appropriate datum identification parameters should also be given. If
validating short period dynamics, normal acceleration may be used, but airspeed, altitude, control
input, aeroplane configuration, and other appropriate data [shall] also be given. All airspeed values
should be clearly annotated as to indicated, calibrated, etc., and like values used for comparison.
3.2.2.3 Where the tolerances have been replaced by ‘Correct Trend and Magnitude’ (CT&M), the
FNPT [shall] be tested and assessed as representative of the aeroplane or class of aeroplanes to the
satisfaction of the Authority. To facilitate future evaluations, sufficient parameters should be recorded
to establish a reference.
Change 1 2–C–19 1.6.99

3.3 Table of validation tests
A number of tests within the QTG have had their numerical tolerances replaced by ‘Correct Trend and
Magnitude’ (CT&M).
The use of CT&M is not to be taken as an indication that certain areas of simulation can be ignored.
It is imperative that the specific characteristics are present. An incorrect effect would be
unacceptable (e.g. if the Validation Data show positive spiral stability, it would not be acceptable to
exhibit neutral or negative spiral stability).
[Where CT&M is used, it is strongly recommended that an automatic recording system be used to]
‘footprint’ the baseline results thereby avoiding the effects of possible divergent subjective opinions
on recurrent evaluation.
[ FNPT
Type
Test Tolerance Flight Condition Comments
I II
1. PERFORMANCE
a. climb
(1) Normal Climb All ± 3 Kts Airspeed Climb Gear up, take-off flaps x x
Engines Operating ± 5% or ± 0.5
m/s (100 ft/min)
Rate of Climb
(2) One Engine Inoperative ± 3 Kts Airspeed Climb Gear up, take-off flaps x x
Second Segment Climb ± 5% or ± 0.5
2nd Segment For multi-engines x
m/s (100 ft/min)
Climb Part 25 performance
Rate of Climb
aeroplanes only (MCC
Training)
b. in flight
(1) Stall warning (actuation ± 3 Kts Airspeed Climb and Climb : Gear up, take- x x
of stall warning device) ± 2 deg. bank Approach or off flaps
Landing
c. engines
(1) Acceleration ± 10% Time or Approach or Time from power lever x x
± 1 sec Landing idle position (and
engine idle conditions)
to power increase of
90% of Go-Around
power following slam
opening of the power
lever.
(2) Deceleration ± 10% Time or Ground/Takeoff Test from max take-off x x
± 1 sec power to flight idle and
measure the time for
power to decay 90%
over this range.
Timing starts from an
abrupt reduction of
power lever to flight
] ]
idle.
1.6.99 2–C–20 Change 1

AMC STD 3A.030 para 3.3 (continued)
FNPT
Type
I II
2. HANDLING QUALITIES
a. static control checks
Note: Column, wheel, and pedal position vs. force or time shall be measured at the control. An alternative
method acceptable to the Authority in lieu of the test fixture at the controls would be to instrument the FNPT in an
equivalent manner to the flight test aeroplane. The force and position data from this instrumentation can be
directly recorded. Such a permanent installation could be used repeatedly without any time for installation of
external devices.
[ (1) Column Position vs. ± 2.2 daN (5 lbs) Cruise, x x

Force or ± 10% Force Approach
(2) Wheel Position vs. ± 1.3 daN (3 lbs) Cruise, x x

Force or ± 10% Force Approach
(3) Pedal Position vs. Force ± 2.2 daN (5 lbs) Cruise, x x

or ± 10% Force Approach
Climb x
(4) Pitch Trim Calibration ±1 deg of Ground x x
Indicator vs. Computed Computer Trim
Angle
(5) Alignment of Power ± 5 % of Power Ground x x

Lever Angle vs. Lever Angle or
Note: In the case of
Selected Engine Cross shaft
propeller powered
Parameter angle or equiv-
aeroplane, if an
alent
additional lever,
usually referred to as
the propeller lever, is
present, it shall also
be checked. Where
these levers do not
have angular travel a
tolerance of ± 2 cm
(± 0. 8 inches) applies. ]
Change 1 2–C–21 1.6.99

FNPT
Type
I II
b. longitudinal
(1) Power Change Force ± 2.2 daN (5 lbs) Cruise or x x
[ or ± 10% Force Approach
Power Change ± 3 Kts Airspeed Cruise or Time History of x
Dynamics ± 30m (100 ft) Approach uncontrolled Free
Altitude Response for a time
± 1.5 degs or increment equal to at
± 20% Pitch least 5 secs. before
initiation of the power
change to completion
of the power change
+ 15 secs.
[(2) Flap Change Force ± 2.2 daN (5 lbs) Climb and x x
Flap Change Dynamics ± 3 Kts Airspeed Climb and Time History of x
± 30m (100 ft) Approach uncontrolled Free
± 1.5 degs or increment equal to
± 20% Pitch at least 5 secs.
before initiation of
the reconfiguration
change to com-
pletion of the recon-
figuration change
+ 15 secs.
[(3) Spoiler/Speedbrake ± 3 Kts Airspeed Cruise Time History of x
Change Dynamics ± 30m (100 ft) uncontrolled Free
± 2 degs or 20% increment equal to
Pitch at least 5 secs.
before initiation of
the reconfiguration
change to com-
pletion of the recon-
figuration change
+ 15 secs.
Results required for

both extension and
retraction.
(4) Gear Change Force ± 2.2 daN (5 lbs) Take-off and x x
Gear Change Dynamics ± 3 Kts Airspeed Climb and Time History of x
± 30m (100 ft) Approach uncontrolled Free
± 2 degs or 20% increment equal to at
Pitch least 5 secs. before
initiation of the
reconfiguration change
to completion of the
reconfiguration change
+ 15 secs.
]
1.6.99 2–C–22 Change 1

FNPT
Type
I II
[ (5) Gear and Flap/Slat ± 3 sec or ± 10% Take-off and Normal Conditions x
Operating Times of Time Approach
Normal & Alternate flaps x

data for extend and
retract.
Normal gear data
retract.
Normal & Alternate gear
data for extend.
(6) Longitudinal Trim ± 2 deg Pitch Cruise, May be a series of x x

Control (Elevator Approach Snapshot tests.
& Stabilizer)
Type I may use
± 2 deg Pitch
equivalent stick and trim
± 5% Power or
controllers
Equivalent
(7) Longitudinal Manoeuvring ± 2.2 daN (5 lbs) Cruise, Test at approximately x

Stability (Stick Force/g) or Approach 20 degs of bank for
± 10% Column or Landing if Approach or Landing
Force appropriate configuration.
Test at approximately
30 to 45 degs of bank
for the Cruise
configuration.
Force shall be in the

correct sense.
(8) Longitudinal Static Stability ± 2.2 daN (5 lbs) Approach C x

or
T
± 10% Column
Force &
M ]
Change 1 2–C–23 1.6.99

FNPT
Type
I II
[ (9) Phugoid Dynamics ± 10% Period. Cruise Test should include 3 x
± 10% Time to full cycles or that
½ or Double necessary to determine
Amplitude or Time to ½ or double
± .02 of Damping amplitude, whichever is
Ratio less.
± 10% Period Cruise x
with
representative
damping
(10) Short Period ± 2 deg Pitch or Cruise x
± 2 deg/sec Pitch
Rate
± .1g Normal
Acceleration
c. lateral directional
(1) Minimum Control Speed, Take-off It is important that there C
Air (Vmca), per applicable exists a realistic speed T
Airworthiness Standard – relationship between &
or – Low Speed Engine Vmca and Vs for all M
Inoperative Handling configurations and in
characteristics in the Air particular the most
critical full-power
engine-out take-off
configurations.
(2) Roll Response (Rate) ± 10% or Cruise and Test with normal wheel x x
± 2 deg/sec Roll Approach deflection (about 30% of
Rate Maximum Wheel).
(3) Roll Overshoot or ± 10% or Approach x
response to Step Input of ± 2 deg bank
Cockpit Roll Controller ± 10% or
± 2 deg/sec Roll
Rate
(4) Spiral Stability Correct Trend Cruise Aeroplane data C x

and ± 2 deg or averaged from multiple T
± 10% Bank in tests may be used. Test &
20 seconds for both directions. M
1.6.99 2–C–24 Change 1

FNPT
Type
I II
[ (5) Engine Inoperative Trim ± 1 deg Rudder Climb and x
Angle Approach
or ± 1 deg Tab
Angle
or Equivalent
Pedal
± 2 deg Sideslip
(6) Rudder Response ± 2 deg/sec or Approach Test with stability C x
± 10% Yaw Rate augmentation OFF. T
or Heading &
change M
Test with a step input at
approximately 25% of
full rudder pedal throw.
Test may be deleted if

rudder input and
response shown in
dutch roll test.
± 2 deg/sec or Approach x
± 10% Roll Rate
± 2 deg bank
(7) Dutch Roll (Yaw Damper Cruise and C C
OFF) Approach T T
& &
M M
(8) Steady Heading Sideslip For a given Approach May be a series of C x
rudder position: Snapshot tests using at T
± 2 deg Bank least two rudder &
± 1 deg Sideslip positions (in each M
± 10% or ± 5 deg direction for propeller
Wheel Position driven aeroplane).
Aeroplane with
reversible flight control
systems shall also show
Wheel Force (± 10% or
± 1.3 daN (3 lbs)) and
Rudder Pedal Force
(± 10% or ± 2.2 daN
(5 lbs)).
]
Change 1 2–C–25 1.6.99

FNPT
Type
I II
3. TRANSPORT DELAY
a. transport delay 300 milliseconds One test is required in

or less each axis (Pitch, Roll
or and Yaw) x x
b. response time
300 milliseconds Take-off, Cruise One test is required in x x
or less and Approach each axis (Pitch, Roll
and Yaw) for each of the
3 conditions compared
with aeroplane data for
a simulator input i.e. a
total of 9 tests. (see IEM
STD 3A.030)
4. VISUAL SYSTEM
a. visual ground segment
Visual Ground Segment ± 20% Trimmed in the The QTG should x

Correct Landing indicate the source of
approach lights Configuration at data, i.e. ILS G/S
[shall] be visible 30 m (100 ft) antenna location, pilot
in the visual Wheel Height eye reference point,
segment above Threshold visual downward
elevation whilst viewing angle, etc. used
on Glide Slope at to make visual scene
an RVR setting ground segment (VGS)
of 350 m (1200 ft) scene content
calculations.
EXAMPLE:
If the calculated VGS for
the aeroplane is 256 m
(840 ft), the 20%
tolerance of 51 m
(168 ft) may be applied
at the near or far end of
the simulator VGS or
may be split between
both as long as the total
of 51 m (168 ft) is not
exceeded.
If a generic aeroplane is
used as the basic
model, a generic cut-off
angle of 15 deg. is
assumed as an ideal.
1.6.99 2–C–26 Change 1

FNPT
Type
I II
b. visual feature
recognition
[ (1) Runway Definition, Strobe 3 km minimum Approach Within final picture x

Lights, Runway Edge from the runway resolution, the distances
White Lights and Visual threshold at which different types
Approach and Guidance of light may be
Lights. discerned for tests (1)
through (3) should not
be less than those
indicated in the
specified test for those
lights up to and
including the first 30% of
the visible runway.
Operators should
indicate the light
intensity level used for
the test.
(2) Runway Centreline Lights 3 km minimum Approach Same as b (1) above. x
from the runway
threshold
(3) Threshold Lights and 3 km minimum Approach Same as b (1) above. x
Touchdown Zone Lights from the runway
threshold
c. visual scene content
(1) Airport Runways and Demonstration Ground or Flight The demonstration x

Taxiways model models can be a
sampling of specific
models used in the
operator’s training
programme or a
generic airport model
consisting of at least
one runway, one
taxiway with a lighting
system to Cat I system.
If daylight / dusk scene
is used representative
runway markings shall
be included.
5. SOUND SYSTEMS C C
T T
a. engine /propeller sounds.
& &
M M
b. significant aerodynamic, C ]
gear, flaps and T

touchdown sounds. &
M ]
Change 1 2–C–27 1.6.99

3.4 Functions and manoeuvres
FNPT
TABLE OF FUNCTIONS AND SUBJECTIVE TESTS Comments TYPE
I II
[ a. PREPARATION FOR FLIGHT

(1) Preflight. Accomplish a functions check of all switches, x x
indicators, systems, and equipment at all crew members’ and
instructors’ stations and determine that the cockpit/flight deck
design and functions represents those of the aeroplane or
class of aeroplane.
b. SURFACE OPERATIONS (PRE-TAKEOFF)

(1) Engine Start.
(a) Normal start. x x
(2) Taxi.
(a) Thrust response. x x
(b) Power lever friction. x x
(c) Ground handling. x x
(d) Brake operation. x x
c. TAKEOFF
(1) Normal
(a) Aeroplane/engine parameter relationships. x x
(b) Acceleration characteristics. x x
(c) Nosewheel and rudder steering. x x
(d) Crosswind. x
(e Low visibility takeoff. x
(f) Landing gear, wing flap/slats operation. x x
(2) Abnormal / emergency. * required for MCC

[(a) Rejected. training *
d. CLIMB
(1) Normal. x x
(2) One engine inoperative. for FNPT I only if multi- x x
engine ]
1.6.99 2–C–28 Change 1

FNPT
I II
[ e. CRUISE
(1) Performance characteristics (speed vs. power). where appropriate x x

(2) High altitude handling. where appropriate x
(3) High Mach number handling and recovery (trim change). where appropriate x
(4) High IAS handling. where appropriate x
f. MANOEUVRES
(1) Approach to stalls, stall warning, (takeoff, cruise, approach, Horn and / or light. x x
and landing configuration). Stick shaker if fitted to
(2) Turns. replicate the aeroplane x x
(3) In flight engine shutdown and restart (Assisted and windmill). x
(4) Manoeuvring with one engine inoperative. x
(5) Flight control system failures. * required for MCC *
training
g. DESCENT
(1) Normal. x x
(2) Maximum rate (clean and with speedbrake, etc.). x x
(3) With autopilot. *
(4) Flight control system failures. * required for MCC *
training
[h. INSTRUMENT APPROACHES AND LANDING
Only those instrument approach and landing tests relevant to

the simulated aeroplane type or class should be selected from
the following list.
(1) Precision.
(i) CAT I
A Manual approach with/without flight director x x
including landing.
B Autopilot coupled approach and manual landing. *
C Manual approach to DH and G/A all engines. x x
D Manual one engine out approach to DH and G/A. x
E Autopilot coupled approach, one engine out to
DH and G/A. *
F Approach with minimum/standby electrical power. * required for MCC *
training ]
Change 1 2–C–29 1.6.99

FNPT
I II
[ h. (continued)
(2) Non precision.
(a) NDB. x x
(b) VOR, VOR/DME, VOR/TAC. x x
(c) RNAV. * required for MCC *
(d) LLZ, LLZ/DME. training x x
(3) Operation of landing gear, flap/slats and speedbrakes (as Abnormal if available x x
appropriate).
i. VISUAL APPROACHES AND LANDINGS
(1) Normal approach and landing all engines operating with and x
without visual approach aid guidance.
(2) Approach and landing with one engine inoperative. x
(3) Approach and landing with crosswind. x
(4) Approach and landing with flight control system failures. * required for MCC *
training
j. MISSED APPROACH
(1) All engines. x x

(2) One engine out. x
(3) With flight control system failures. * required for MCC *
training
k. SURFACE OPERATIONS (POST LANDING)
(1) Landing roll and taxi.

(a) Spoiler operation. Only if available x
(b) Reverse thrust operation. Only if available x
(c) Brake operation. x x
]
1.6.99 2–C–30 Change 1

Comments FNPT
TABLE OF FUNCTIONS AND SUBJECTIVE TESTS TYPE
I II
l. ANY FLIGHT PHASE
[ (1) Aeroplane and powerplant systems operation.

(a) Pressurisation. * required for MCC *
(b) Anti-icing/deicing. training *
(c) Communications. x x
(d) Electrical. x x
(e) Fire and smoke detection and suppression. *
(f) Flight controls (primary and secondary). *
(g) Fuel and oil, hydraulic and pneumatic. x x
(h) Landing gear. x x
(i) Oxygen. *
(j) Powerplant. x x
(k) Autopilot and Flight Director. *
(l) Navigation systems. x x
(m) Stall warning/avoidance. x x
(n) Stability and control augmentation. *
(2) Airborne procedures.

(a) Holding. x x
(3) Engine shutdown and parking.

(a) Engine and systems operation. x x
(b) Parking brake operation. x x
m. VISUAL SYSTEM
(1) Accurate portrayal of environment relating to FNPT attitudes. x
(2) Visual system compatibility with aerodynamic programming. Qualitative tests to x

verify the validity of
throughput and visual
attitude versus FNPT
attitude
(3) Visual cues to assess sink rates during approach. Visual cueing sufficient x
to support changes in
approach path by
using runway
perspective.
Changes in visual
cues during take-off
and approach should
not distract the pilot
n. INSTRUCTOR CONTROLS
(1) Cloudbase. x
(2) Visibility in kilometers and RVR in metres. x
(3) Airport selection. x x
(4) Airport lighting. x
(5) Instructor controls to perform the training tasks. x x
]
Change 1 2–C–31 1.6.99

IEM STD 3A.030

Guidance on Design and Qualification
1 Background
1.1 Traditionally training devices used by the ab-initio professional pilot schools have been
relatively simple instrument flight-only aids. These devices were loosely based on the particular
school’s aeroplane. The performance would be approximately correct in a small number of standard
configurations, however the handling characteristics could range from rudimentary to loosely
representative. The instrumentation and avionics fit varied between basic and very close to the target
aeroplane. The approval to use such devices as part of a training course was based on a regular
subjective evaluation of the equipment and its operator by an Authority inspector.
1.2 JAR–STD 3A introduces two new devices : FNPT I & FNPT II. The FNPT I device is
essentially a replacement for the traditional instrument flight ground training device taking advantage
of recent technologies and having a more objective design basis. The FNPT II device is the more
advanced of the two defined standards and fulfils the wider requirements of the various JAR–FCL
[professional pilot training modules up to and including (optionally with additional features) multi-crew
co-operation (MCC) training.]
1.3 The currently available technologies enable such new devices to have much greater fidelity
and lower life-cycle costs than was previously possible. A more objective design basis encourages
better understanding and therefore modelling of the aeroplane systems, handling and performance.
These advances combined with the ever upwardly spiralling costs of flying and with the
environmental pressures all point towards the need for revised standards.
1.4 The FNPT II device essentially bridges the gap in design complexity between the traditional
subjectively created device and the objectively based Level A flight simulator.
1.5 These new standards are designed to replace the highly subjective design standards and
qualification methods with new objective and subjective methods which ensure that the devices fulfil
their intended goals throughout their service lives.
2 Design Standards
There are two sets of design standards specified within JAR–STD 3A, FNPT I and FNPT II, the more
demanding one of which is FNPT II.
2.1 Simulated Aeroplane Configuration
Unlike Flight Simulators, FNPT I and FNPT II are intended to be representative of a class of
aeroplane (although they may in fact be type specific if desired).
The configuration chosen should sensibly represent the aeroplane or aeroplanes likely to be used as
part of the overall training package. Areas such as general layout, seating, instruments and avionics,
control type, control force and position, performance and handling and powerplant configuration
should be representative of the class of aeroplane or the aeroplane itself.
It would be in the interest of all parties to engage in early discussions with the Authority to broadly
agree a suitable configuration (known as the ‘designated aeroplane configuration’). Ideally any such
discussion would take place in time to avoid any hold-ups in the design/build/acceptance process
thereby ensuring a smooth entry into service.
1.6.99 2–C–32 Change 1

2.2 The Cockpit/Flight Deck
The cockpit/flight deck should be representative of the designated aeroplane configuration. For good
training ambiance the cockpit/flight deck should be sufficiently enclosed for FNPT I to exclude any
distractions. For an FNPT II the cockpit/flight deck should be fully enclosed. The controls,
instruments and avionics controllers should be representative: touch, feel, layout, colour and lighting
to create a positive learning environment and good transfer of training to the aeroplane.
2.3 Cockpit/Flight Deck Components
As with any training device, the components used within the cockpit/flight deck area do not need to
be aircraft parts: however, any parts used should be representative of typical training aeroplanes and
should be robust enough to endure the training tasks. With the current state of technology the use of
simple CRT monitor based representations and touch screen controls would not be acceptable. The
training tasks envisaged for these devices are such that appropriate layout and feel is very important:
i.e. the altimeter sub-scale knob needs to be physically located on the altimeter.
The use of CRTs with physical overlays incorporating operational switches/knobs/buttons replicating
an aeroplane instrument panel may be acceptable.
2.4 Data
The data used to model the aerodynamics flight controls and engines should be soundly based on the
‘designated aeroplane configuration’. It is not acceptable and would not give good training if the models
merely represented a few key configurations bearing in mind the extent of the credits available.
Validation data may be derived from a specific aeroplane within a set of aeroplanes that the FNPT is
intended to represent, or it may be based on information from several aeroplanes within a
set/group/range (‘designated aeroplane configuration’). It is recommended that the intended
validation data together with a substantiation report be submitted to the Authority for evaluation and
approval prior to the commencement of the manufacturing process.
2.4.1 Data Collection and Model Development
Recognizing the cost of and complexity of flight simulation models, it should be possible to generate
generic class ‘typical’ models. Such models should be continuous and vary sensibly throughout the
required training flight envelope. A basic requirement for any modelling is the integrity of the
mathematical equations and models used to represent the flying qualities and performance of the
class of aeroplane simulated. Data to tune the generic model to represent a more specific aeroplane
can be obtained from many sources without recourse to expensive flight test:
a. Aeroplane design data
b. Flight and Maintenance Manuals
c. Observations on ground and in air
Data obtained on the ground and in flight can be measured and recorded using a range of simple
means such as:
a. Video
b. Pencil and paper
c. Stopwatch
1.6.99 2–C–33 Change 1

IEM STD 3A.030 para 2.4.1 (continued)
d. New technologies (i.e. GPS).
Any such data gathering should take place at representative masses and centres of gravity.
Development of such a data package including justification and the rationale for the design and
intended performance, the measurement methods and recorded parameters (e.g. mass, c of g,
atmospheric conditions) should be carefully documented and available for inspection by the Authority
as part of the qualification process.
2.5 Limitations
A further possible complication is the strong interaction between the flight control forces and the
effects of both the engines and the aerodynamic configuration. For this reason a simple force cueing
system in which forces vary not only with position but with configuration (speed, flaps, trim) will be
necessary for the FNPT II device. For an FNPT I device a force cueing system depending on speed,
trim and control position would probably be sufficient.
It should be remembered however that whilst a simple model may be sufficient for the task, it is vitally
important that negative characteristics are not present.
3 Visual
Unless otherwise stated in this document, the visual requirements are as specified for a Level A flight
[simulator (JAR–STD 1A).]
3.1 Other than Field-of-View (FoV) specific technical criteria for the visual systems are not
[specified. The emergence of lower cost raster only daylight systems is recognised. The adequacy of]
the performance of the visual system will be determined by its ability to support the flying tasks. e.g.
‘visual cueing sufficient to support changes in approach path by using runway perspective’.
3.2 The need for collimated visual optics is probably not necessary. A single channel direct
viewing system (single projector or a monitor for each pilot) would probably be acceptable as no
training credits for landing will be available. Distortions due to non-collimation would only become
significant during on ground or near to the ground operations.
3.3 The minimum specified vertical FoV of 30 deg may not be sufficient for certain tasks.
Where the FNPT does not simulate a particular aeroplane type, then the design of the out-of-
cockpit/flight deck view should be matched to the visual system such that the pilot has a FoV
sufficient for the training tasks.
For example during an instrument approach the pilot should be able to see the appropriate visual
segment at Decision Height. Additionally where the aeroplane deviates from the permitted approach
path, undue loss of visual reference should not occur during the subsequent correction in pitch.
3.4 There are two methods of establishing latency which is the relative response of the visual
system, cockpit/flight deck instruments and initial motion system response. These should be coupled
closely to provide integrated sensory cues.
For a generic FNPT, a Transport Delay test is the only suitable test which demonstrates that the
FNPT system does not exceed the permissible delay. If the FNPT is based upon a particular
aeroplane type, either Transport Delay or Response Time tests are acceptable. Response time tests
[check response to abrupt pitch, roll, and yaw inputs at the pilot’s position is within the permissible]
delay, but not before the time when the aeroplane would respond under the same conditions. Visual
scene changes from steady state disturbance should occur within the system dynamic response limit
but not before the resultant motion onset.
1.6.99 2–C–34 Change 1

IEM STD 3A.030 para 3.4 (continued)
The test to determine compliance with these requirements should include simultaneously recording
the analog output from the pilot’s control column, wheel, and pedals, the output from the
accelerometer attached to the motion system platform located at an acceptable location near the
pilots’ seats, the output signal to the visual system display (including visual system analog delays),
and the output signal to the pilot’s attitude indicator or an equivalent test approved by the Authority.
The test results in a comparison of a recording of the simulator’s response with actual aeroplane
response data in the take-off, cruise, and landing configuration.
The intent is to verify that the FNPT system Transport Delays or time lags are less than the
permissible delay and that the motion and visual cues relate to actual aeroplane responses. For
aeroplane response, acceleration in the appropriate rotational axis is preferred.
The Transport Delay test should measure all the delay encountered by a step signal migrating from
the pilot’s control through the control loading electronics and interfacing through all the simulation
software modules in the correct order, using a handshaking protocol, finally through the normal
output interfaces to the motion system, to the visual system and instrument displays. A recordable
start time for the test should be provided by a pilot flight control input. The test mode should permit
normal computation time to be consumed and should not alter the flow of information through the
hardware/software system.
The Transport Delay of the system is then the time between control input and the individual hardware
responses. It need only be measured once in each axis.
3.5 Care should be taken when using the limited processing power of the lower cost visual
systems to concentrate on the key areas which support the intended uses thereby avoiding
compromising the visual model by including unnecessary features e.g. moving ground traffic,
marshallers. The capacity of the visual model should be directed towards:
a. Runway surface
b. Runway lighting systems
c. PAPI/ VASI approach guidance aids
d. Approach lighting systems
e. Simple taxiway
f. Simple large scale ground features e.g. large bodies of water, big hills
g. Basic environmental lighting (night/dusk)
4 Motion
Although motion is not a requirement for either an FNPT I or II, should the operator choose to have
one fitted, it will be evaluated to ensure that its contribution to the overall fidelity of the device is
positive. The following text is copied from JAR–STD 1A for information:
4.1 For Level A [Flight] Simulators, the requirements for both the primary cueing and buffet simulation
have been not specified in detail. Traditionally, for primary cueing, emphasis has been laid on the numbers
of axes available on the motion system. For this level of simulator, it is felt appropriate that the simulator
manufacturer should be allowed to decide on the complexity of the motion system. However, during the
evaluation, the motion system will be assessed subjectively to ensure that it is supporting the piloting task,
including engine failures, and is in no way providing negative cueing.
4.2 Buffet simulation is important to add realism to the overall simulation; for Level A, the effects
can be simple but they should be appropriate, in harmony with the sound cues and in no way
providing negative training’.
Change 1 2–C–35 1.6.99

5 Testing / Evaluation
To ensure that any device meets its design criteria initially and periodically throughout its life a system of
objective and subjective testing will be used. The subjective testing may be similar to that in use in the recent
past. The objective testing methodology is drawn from that used currently on flight simulators.
The validation tests specified (AMC STD 3A.030 para 3.3) can be ‘flown’ by a suitably skilled person
and the results recorded manually. Bearing in mind the cost implications, the use of automatic
recording (and testing) is encouraged thereby increasing the repeatability of the achieved results.
The tolerances specified are designed to ensure that the device meets its original target criteria year
after year. It is therefore important that such target data is carefully derived and values are agreed
with the appropriate inspecting authority in advance of any formal qualification process. For initial
qualification, it is highly desirable that the device should meet its design criteria within the listed
tolerances, however unlike the tolerances specified for Flight Simulators, the tolerances contained
within this document are specifically intended to be used to ensure repeatability during the life of the
device and in particular at each recurrent regulatory inspection.
A number of tests within the QTG have had their tolerances reduced to ‘Correct Trend and
Magnitude’ (CT&M) thereby avoiding the need for specific validation data. The use of CT&M is not to
be taken as an indication that certain areas of simulation can be ignored. For such tests, the
performance of the device should be appropriate and representative of the simulated designated
aeroplane and should under no circumstances exhibit negative characteristics. Where CT&M is used
as a tolerance, it is strongly recommended that an automatic recording system be used to ‘footprint’
the baseline results thereby avoiding the effects of possible divergent subjective opinions during
recurrent evaluations.
The subjective tests listed under ‘Functions and Manoeuvres’ (AMC STD 3A.030 para 3.4) should be
flown out by a suitably qualified and experienced pilot.
Subjective testing will review not only the interaction of all of the systems but the integration of the FNPT with :
a. Training environment
b. Freezes and repositions
c. Navaid environment
d. Communications
e. Weather and visual scene contents
In parallel with this objective/subjective testing process it is envisaged that suitable maintenance
[arrangements as part of a Quality Assurance Programme shall be in place. Such arrangements will cover]
routine maintenance, the provision of satisfactory spares holdings and personnel.
6 FNPT Type I
The design standards, testing and evaluation requirements for the FNPT I device are less demanding
than those required for a FNPT II device. This difference in standard is in line with the reduced JAR–
FCL credits available for this type of device.
7 Additional features
Any additional features in excess of the minimum design requirements added to an FNPT I & II will be subject
to evaluation and should meet the appropriate standards in JAR–STD 1A and 3A.
1.6.99 2–C–36 Change 1

Table 1
[ JAR-STD 3A
IEM-STD 3A.030 Flowchart
Guidance on design and Qualification
STD OPERATOR is interested in FNPT for an aeroplane or a class of aeroplane STD OPERATOR
might be USER at
the same time
STD OPERATOR asks Authority for relevant documents and procedures
AUTHORITY provides related documents and materials for information

(JAR-STD 3A, JAR-FCL)
STD OPERATOR becomes aware of documents, requirements etc. and selects

level of suitable device for the training requirements
STD OPERATOR requests proposals from manufacturers for the
MANUFACTURER prepares a proposal concerning aeroplane or class of aeroplane

subsystems, cockpit layout, availability of flight test data, wind tunnel data,
flight manual data, etc.
STD OPERATOR selects a manufacturer
STD OPERATOR and MANUFACTURER sign the purchase contract, which

should include the related documents and materials for the
qualification process of the device
MANUFACTURER prepares device specification and QTG with information:

mathematical model for equations of motion
aerodynamic model and related source of data
engine model and related source of data
control feel system model
ground handling model
system simulation
source of applied data for the above mentioned components
i.e. flight test data (even simple stop watch/
pencil or video data), flight manual,
aeroplane manufacturers data (wind tunnel
tests, certification flight test data etc. )
method of merging all information to the Validation Test Data
STD OPERATOR presents draft of QTG to the Authority for discussion and
final agreement
MANUFACTURER finishes device final integration process of the FNPT
continuation on next page ]
Change 1 2–C–37 1.6.99

[ Table 1 (continued)
continuation from previous page
MANUFACTURER runs own tests based on the agreed QTG procedure

concerning
validation tests
function and subjective tests
STD OPERATOR presents manufacturer’s test results to the Authority
AUTHORITY reviews test results. If results are acceptable to the Authority,

the date for the qualification of the device can be fixed
AUTHORITY sends team for Initial Evaluation of the device consisting of:
running objective validation tests to make sure that the FNPT
performance is in the defined tolerances compared to the agreed
QTG Validation Data (see AMC-STD-3A.030 para 3.3)
Functions and Subjective tests (see AMC-STD-3A.030 para 3.4)
yes FNPT out of tolerances
If there are differences between device

performance and Validation Test Data of the
QTG, which cannot be adjusted at the FNPT,
the Authority can decide to review and no
change the QTG Validation Test Data
After review of the QTG the complete tests have to

be rerun to avoid cross influences caused by
changes of the QTG data or models
yes FNPT out of tolerances no
STD OPERATOR’S FNPT will be given Device Qualification FNPT I or FNPT II by

the AUTHORITY
After the initial evaluation process the QTG, including modifications made during
the evaluation becomes the Master QTG
STD OPERATOR
STD OPERATOR informs different users about the Qualification Level might be USER at
the same time
USER(s) ask(s) Authority for Approval of the qualified FNPT for their specific
training and testing purposes
]
continuation on next page
1.6.99 2–C–38 Change 1

[ Table 1 (continued)
continuation from previous page
AUTHORITY reviews user’s training course and grants a special credit for the
FNPT for that training course. The approved credit can be different for different
users and training courses
STD USER(S) start(s) training on the

FNPT
STD OPERATOR asks Authority for recurrent evaluation of the FNPT before
h
qualification expires
STD OPERATOR reruns parts of the evaluation tests from time to time to check
h
behaviour of the FNPT during operation
year by year
STD OPERATOR logs modifications and failures of the FNPT during operations. procedure
Modifications have to be agreed by the Authority
AUTHORITY re-evaluates the FNPT concerning the following items:

“Validation Test of the actual FNPT performance against
the Validation Data of the Master QTG
Functions and Subjective tests
Change 1 2–C–39 1.6.99

AMC STD 3A.035

FNPTs and Devices Approved or Qualified before 1 July 1999
1 Introduction
1.1 Under previous National Rules, Devices or FNPTs may have gained credits in accordance
with primary reference documents which state appropriate technical criteria.
1.2 Others may not have been monitored to the same extent, but may have documents or
statements from the National Regulatory Body giving broad or specific permission for them to be used
for certain training, testing and checking manoeuvres.
1.3 In any case, it is intended that Devices or FNPTs should continue to maintain their
Qualification Level and/or Approval in accordance with previous National Criteria for the specified
period.
2 Recategorization
[2.1 Some of these Devices may be of a standard which permits them to be recategorized as if ]
they were FNPTs presented for initial qualification on or after 1 July 1999.
3 Original national qualification
3.1 Devices or FNPTs that are not recategorized may continue to enjoy credits for the period
specified for an agreed list of training, testing and checking manoeuvres, provided they maintain their
performance in accordance with any Validation, Functions and Subjective Tests which have been
previously established or a list of tests selected from AMC STD 3A.030 by agreement with the
Authority. Again the tests should relate to the list of manoeuvres permitted under the original National
Qualification/Approval document.
3.2 Current Users may retain credits at the discretion of the Authority but no greater than those
granted under their previous National Criteria and for training at no time greater than 20 hours
Ground Instrument Time.
AMC STD 3A.045

New Aeroplane FNPT Qualification
See also IEM STD 3A.045
(a) During the introduction of new aeroplane programmes, it is not always possible to obtain all
the necessary data and certified aeroplane avionics in time to satisfy the requirements for normal
FNPT qualification. The Authority may accept a measure of engineering and Predicted Data as well
as preliminary avionics for a limited period to enable crew training to begin without delay.
[(b) STD operators seeking interim qualification should contact the Authority at the earliest]
opportunity.
Change 1 2–C–40 1.6.99

IEM STD 3A.045

New Aeroplane FNPT Qualification – Additional Information
NOTE: The following information is designed for the guidance of operators of Flight Simulators. However the text
may apply to the lower levels of fidelity in an FNPT, and is included as background information.
1 In the case of new or derivative aeroplanes there will not usually be available aeroplane
manufacturer’s approved final data for performance, handling qualities, systems, or avionics until well
after the aeroplane enters service. It is, of course, necessary in most cases to begin flight crew
training and certification several months prior to the first entry of the aeroplane into service in order to
have qualified crew members in sufficient numbers at the time of the beginning of service with the
new aeroplane. Consequently, it will usually be necessary to use aeroplane manufacturer provided
preliminary data (performance, handling qualities, systems, avionics) for interim qualification of
FNPTs.
2 In recognition of the sequence of events that [shall] occur and the time required for final data
to become available, the Authority may accept certain partially validated preliminary aeroplane and
systems data, and early release (‘red label’) avionics in order to permit the necessary programme
schedule for training, certification and service introduction.
3 STD operators seeking qualification based on preliminary data should, however, consult the
Authority as soon as it is known that special arrangements will be necessary or as soon as it is clear
[that the preliminary data will need to be used for FNPT qualification. The aeroplane and FNPT]
manufacturers should also be made aware of the needs and be agreed party to the data plan and
FNPT Qualification plan. The plan should include periodic meetings to keep the interested parties
informed of project status.
4 The precise procedure followed to gain Authority acceptance of preliminary data will vary
from case to case and between aeroplane manufacturers. Each aeroplane manufacturer’s new
aeroplane development and test programme is designed to suit the needs of the particular project
and may not contain the same events or sequence of events as another manufacturer’s programme
or even the same manufacturer’s programme for a different aeroplane. Hence, there cannot be a
prescribed invariable procedure for acceptance of preliminary data, but instead a statement of needs
with the final sequence of events, data sources, and validation procedures agreed by the STD
operator, the aeroplane manufacturer, the FNPT manufacturer, and the Authority.
A description of aeroplane manufacturer provided data needed for FNPT modelling and validation is
to be found in the IATA Document ‘Flight Simulator Design and Performance Data Requirements’ –
(Issue 5, 1996, as amended).
5 There should be assurance that the preliminary data is the [aeroplane] manufacturer’s best
representation of the aeroplane and reasonable certainty that final data will not deviate to a large
degree from these preliminary, but refined, estimates. Data derived from these predictive or
preliminary techniques should be validated by available sources including, at least, the following:
a. An [aeroplane] manufacturer’s engineering report explaining the predictive method used and
illustrating past success of the method on similar projects. For example, the [aeroplane] manufacturer
could show the application of the method to an earlier aeroplane model or predict the characteristics
of an earlier model and compare the results to final data for that model.
b. Early flight tests results. Such data will often be derived from aeroplane certification tests,
and should be used to maximum advantage for early FNPT validation. Certain critical tests, which
would normally be done early in the aeroplane certification programme, should be included to validate
essential pilot training and certification maneuvers. These include cases in which a pilot is expected
to cope with an airplane failure mode including engine failures. The early data available will, however,
depend on the aeroplane manufacturer’s flight test programme design and may not be the same in
each case. However it is expected that the flight test programme of the aeroplane manufacturer
include provisions for generation of very early flight tests results for FNPT validation.
Change 1 2–C–41 1.6.99

6 FNPT avionics should stay essentially in step with aeroplane avionics (hardware & software)
updates. The permitted time lapse between aeroplane and FNPT updates is not a fixed time but
should be minimal. It may depend on the magnitude of the update and whether the QTG and pilot
training and certification is affected. Permitted differences in aeroplane and FNPT avionics versions
and the resulting effects on FNPT qualification shall be agreed between the STD operator and the
Authority. Consultation with the FNPT manufacturer is desirable throughout the agreement of the
qualification process.
NOTE 1: The Proof of Match should meet the relevant AMC STD 3A.030 tolerances.
NOTE 2: For an FNPT based upon a generic data package, reference should be made to IEM STD 3A.030 paras 2.1
through 2.5.
1.6.99 2–C–42 Change 1

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Joint

Joint Aviation Authorities

* These countries are:

LIST OF JAR DOCUMENTS

[ LIST OF JAR DOCUMENTS Issue 51 1st June, 1999]

JAR-1, DEFINITIONS AND ABBREVIATIONS Change 5 15th July, 1996

JAR-21, CERTIFICATION PROCEDURES FOR Change 1 28th January, 1997

JAR-22, SAILPLANES AND POWERED SAILPLANES Change 5 28th October, 1995

JAR-23, NORMAL, UTILITY, AEROBATIC, AND Issued 11th March, 1994

JAR-25, LARGE AEROPLANES Change 14 27th May, 1994

JAR-26, ADDITIONAL AIRWORTHINESS Issued 13th July, 1998

JAR-27, SMALL ROTORCRAFT Issued 6th September, 1993

JAR-29, LARGE ROTORCRAFT Issued 5th November, 1993

JAR-36, AIRCRAFT NOISE Issued 23rd May, 1997

JAR-66, CERTIFYING STAFF MAINTENANCE Issued 3rd April, 1998

JAR-145, APPROVED MAINTENANCE Change 2 10th July, 1998

JAR-147, APPROVED MAINTENANCE TRAINING/ Issued 3rd April, 1998

JAR-APU, AUXILIARY POWER UNITS Change 2 26th September, 1983

JAR-E, ENGINES Change 9 21st October, 1994

JAR-P, PROPELLERS Change 7 22nd October, 1987

JAR-TSO, JOINT TECHNICAL Change 3 28th April, 1998

JAR-AWO, ALL WEATHER OPERATIONS Change 2 1st August, 1996

JAR-VLA, VERY LIGHT AEROPLANES Issued 26th April, 1990

JAR-OPS 1, COMMERCIAL AIR TRANSPORTATION Change 1 1st March, 1998

JAR-OPS 3, COMMERCIAL AIR TRANSPORTATION Change 1 1st February, 1999

JAR-FCL 1, FLIGHT CREW LICENSING (AEROPLANE) Issued 14th February, 1997

JAR-FCL 2, FLIGHT CREW LICENSING (HELICOPTER) Issued 15th October, 1997

JAR-FCL 3, FLIGHT CREW LICENSING (MEDICAL) Issued 28th February, 1997

[JAR-STD 1A, AEROPLANE FLIGHT SIMULATORS Change 1 1st June, 1999]

CONTENTS (general layout)

[AEROPLANE FLIGHT & NAVIGATION PROCEDURES TRAINERS]

CHECK LIST OF PAGES

SUBPART C – FLIGHT & NAVIGATION PROCEDURES TRAINERS

SECTION 2 – ACCEPTABLE MEANS OF COMPLIANCE (AMC)/

AMC/IEM C – FLIGHT & NAVIGATION PROCEDURES TRAINERS

Change 1 C–1 1.6.99

INTENTIONALLY LEFT BLANK

9.1.98 C–2 Reissued by Change 1

[AEROPLANE FLIGHT & NAVIGATION PROCEDURES TRAINERS]

General and Presentation 1–0–1

JAR–STD 3A.001 Applicability 1–A–1

[JAR–STD 3A.005 Terminology 1–B–1]

JAR–STD 3A.010 Implementation 1–B–1

SUBPART C – FLIGHT & NAVIGATION PROCEDURES TRAINERS

JAR–STD 3A.015 Application for FNPT Qualification 1–C–1

JAR–STD 3A.020 Validity of FNPT Qualification 1–C–1

JAR–STD 3A.025 Rules governing FNPT Operators 1–C–1

JAR–STD 3A.040 Changes to qualified FNPTs 1–C–8

JAR–STD 3A.045 Interim FNPT Qualification 1–C–9

JAR–STD 3A.050 Transferability of FNPT Qualification 1–C–9

Change 1 C–3 1.6.99

SECTION 2 – ACCEPTABLE MEANS OF COMPLIANCE (AMC)/

General and presentation 2–0–1

AMC STD 3A.005 Terminology, Abbreviations 2–B–1

AMC/IEM – FLIGHT & NAVIGATION PROCEDURES TRAINERS

AMC STD 3A.015 FNPT Qualification – Application and Inspection 2–C–1

IEM STD 3A.015 FNPT Evaluations 2–C–4

[AMC STD 3A.025 Quality System 2–C–7]

AMC STD 3A.030 FNPTs qualified on or after 1 July 1999 2–C–15

2 FNPT standards 2–C–18

3 FNPT validation tests 2–C–18

3.3 Table of validation tests 2–C–20

3.4 Functions and subjective tests 2–C–28