Rule: Airmen Certification: Flight Stimulation Device Initial and Continuing Qualification and Use Requirements

Monday,
October 30, 2006
Part II
Department of
Transportation
Federal Aviation Administration
14 CFR Parts 1, 11, 60, and 121

Flight Simulation Training Device Initial
and Continuing Qualification and Use;
Final Rule
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63392 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations
DEPARTMENT OF TRANSPORTATION Anyone is able to search the As the state-of-the-art in simulator

electronic form of all comments technology has advanced, more effective
Federal Aviation Administration received into any of our dockets by the use has been made of the aircraft
name of the individual submitting the simulator in training, checking, and
14 CFR Parts 1, 11, 60, and 121 comment (or signing the comment, if certification of flight crewmembers.
[Docket No. FAA–2002–12461; Amendment submitted on behalf of an association, Using flight simulators rather than
Nos. 1–54, 11–52, 60–1, 121–327] business, labor union, etc.). You may aircraft in training allows for more in-
review DOT’s complete Privacy Act depth training, including the practice of
RIN 2120–AH07 statement in the Federal Register critical emergency procedures, in a safer
published on April 11, 2000 (Volume environment. Not only do simulators
Flight Simulation Training Device
65, Number 70; Pages 19477–78) or you provide improvements in safety and in
Initial and Continuing Qualification and
may visit http://dms.dot.gov. safer training operations, they also
Use
provide such benefits as reducing noise,
AGENCY: Federal Aviation Small Business Regulatory Enforcement air pollution and air traffic congestion,
Administration (FAA), DOT. Fairness Act and conserving petroleum resources.
ACTION: Final Rule. The Small Business Regulatory Since 1980 appendix H of 14 CFR part
Enforcement Fairness Act (SBREFA) of 121 has provided an Advanced
SUMMARY: The FAA is amending the Simulation plan outlining the steps
1996 requires FAA to comply with
regulations to establish a new part to set small entity requests for information or toward optimum use of flight
forth qualification requirements for advice about compliance with statutes simulators. Most major air carriers have
flight simulation training devices and regulations within its jurisdiction. If taken advantage of appendix H and
(FSTD). The new part consolidates and you are a small entity and you have a conduct most or all of their training and
updates FSTD requirements that question regarding this document, you checking in simulators.
currently exist in different parts of the may contact its local FAA official, or the The FAA originally placed simulator
FAA’s regulations and in advisory technical requirements in appendix H
person listed under FOR FURTHER
circulars. In addition, the FAA is because part 121 air carriers were the
INFORMATION CONTACT. You can find out
requiring that sponsors of FSTDs have a primary users of aircraft simulators. As
more about SBREFA on the Internet at
Quality Management System. These the larger aviation community became
http://www.faa.gov/
changes are necessary to promote interested in using simulators, the FAA
regulations_policies/rulemaking/
standardization and accountability for in 1980 provided guidance in an
sbre_act/.
FSTD qualification, maintenance, and advisory circular AC 121–14C, Aircraft
evaluation. The intended effect of the Authority for This Rulemaking Simulator and Visual System Evaluation
new part is to ensure that users of and Approval. The AC more fully
FSTDs receive training in devices that The FAA’s authority to issue rules
described what the technical
closely match the performance and regarding aviation safety is found in
capabilities of simulators should be,
handling characteristics of the aircraft Title 49 of the United States Code. how those capabilities might be verified,
being simulated. Subtitle I, Section 106 describes the and how all these capabilities might be
authority of the FAA Administrator. incorporated into training programs.
EFFECTIVE DATE: These amendments
Subtitle VII, Aviation Programs, Over the next several years following
become effective October 30, 2007.
describes in more detail the scope of the publication of AC 121–14C, the FAA, in
FOR FURTHER INFORMATION CONTACT: Ed
agency’s authority. consultation with the aviation industry,
Cook, Air Transportation Division
This rulemaking is promulgated refined and republished its guidance
(AFS–200), Flight Standards Service,
under the authority described in material several times. Because the
Federal Aviation Administration, 100
Subtitle VII, Part A, subpart I, 49 U.S.C. regulations regarding advanced
Hartsfield Centre Parkway, Suite 400,
44701. Under that section, the FAA is simulators remained in part 121,
Atlanta, GA 30354; telephone: 404–832–
4700. charged with regulating air commerce in appendix H, certificate holders who
a way that best promotes safety. operated under parts other than 121
SUPPLEMENTARY INFORMATION:
Background (such as parts 125 and 135) had to
Availability of Rulemaking Documents obtain exemptions in order to use
You can get an electronic copy using For many years the flightcrew training simulators as provided in part 121,
the Internet by: regulations in 14 CFR part 121 subparts appendix H. The number of these
(1) Searching the Department of N and O allowed simulator training as operators has continued to grow.
Transportation’s electronic Docket an enhancement to training and testing The ability to manage the increasing
Management System (DMS) Web page in the aircraft, but not as a complete number of exemptions, each one with
(http://dms.dot.gov/search); replacement for training in the aircraft. slightly different provisions, conditions
(2) Visiting the FAA’s Regulations and Due to improvements in flight simulator and limitations, became increasingly
Policies Web page at http:// performance, appendix H was added to difficult. The development of 14 CFR
www.faa.gov/regulations_policies/; or part 121 in 1980. Appendix H permitted part 142, Certification of Training
(3) Accessing the Government and expanded use of simulators by air Centers, was seen to be a logical and
Printing Office’s Web page at http:// carriers that took advantage of the new necessary way to deal with those
www.gpoaccess.gov/fr/index.html. simulator performance through an operators who wished to conduct
You can also get a copy by sending a ‘‘Advanced Simulation Training training for flight crewmembers but who
request to the Federal Aviation Program.’’ Appendix H permits did not operate under any of the part
Administration, Office of Rulemaking, simulators to be used for varying 121, 125 or 135 rules. However, the
ARM–1, 800 Independence Avenue amounts (up to 100%) of the training, regulatory requirements for the
SW., Washington, DC 20591, or by testing, and checking required by the technical criteria for a majority of the
calling (202) 267–9680. Make sure to FAA. The amount of training permitted simulators coming into the U.S. aviation
identify the amendment number or depends on the simulator’s qualification inventory has remained in the part 121
docket number of this rulemaking. level. operating rule.
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63393
Notice of Proposed Rulemaking review the FAA’s September 25, 2002, In addition, the FAA has reorganized
The FAA published a Notice of proposed rule. On November 24, 2003, and clarified some material from the
Proposed Rulemaking (NPRM) for part the ARC submitted to the FAA its original NPRM into two appendices,
60 and related amendments on recommendations on how the proposed Appendix E, ‘‘Qualification
September 25, 2002, (67 FR 60284) and rule language should be clarified and Performance Standards for Quality
published a correction to the NPRM on reorganized. After the FAA received Management Systems for Flight
October 25, 2002 (67 FR 65524). From recommendations from the ARC the Simulation Training Devices,’’ and
December 2 until December 13, 2002, comment period was reopened on Appendix F, ‘‘Definitions and
February 10, 2004, to permit interested Abbreviations.’’ Appendix E will
the FAA hosted an on-line public
persons to review these become the single appendix for
forum, which provided an opportunity
recommendations and submit additional reference to Quality Management
for the public to answer specific
comments. The recommendations from System (QMS) programs for FSTDs
questions posed by the FAA and
the ARC are available online at http:// under this part. Appendix F will
allowed the FAA to respond with
dms.dot.gov by searching for entry 84 in become the single appendix for
clarifying information. After an
docket number FAA–2002–12461. The definitions and abbreviations for terms
extension requested by commenters, the
comment period closed on March 11, used throughout part 60 and the QPS
comment period closed on February 24,
2004. The overwhelming majority of the appendices.
2003. Some of the terms and abbreviations
clarifications and revisions contained in
In the NPRM the FAA proposed to listed in the new appendix F and added
the final rule are consistent with the
remove the technical requirements for to part 1 are clarifications of terms that
ARC recommendations.
flight simulation devices (FSD) (flight appeared in the September 25, 2002,
simulators and flight training devices) Summary of the Final Rule NPRM. For example, FSD has been
from part 121 and place them in a new New part 60 contains the replaced with the more internationally
part 60, titled ‘‘Flight Simulation Device requirements for the evaluation, compatible term—FSTD. The term
Initial and Continuing Qualification and qualification, and maintenance of FSTD more accurately addresses the full
Use.’’ The NPRM proposed to establish FSTDs. These requirements are based on range of uses for these devices as
FSTD requirements for anyone the current guidance regarding the addressed in part 60 and also
conducting flight crewmember training, capability and performance of harmonizes with the Joint Aviation
evaluation, and flight experience under simulators in appendix H of part 121 Authorities (JAA) of Europe. In
any of the Federal Aviation Regulations. and § 121.407. As part of this addition, to more appropriately describe
Flight Simulation Device Aviation rulemaking project, the FAA has the devices, the term Flight Simulator
Rulemaking Committee (ARC) amended appendix H of part 121 and has been changed to Full Flight
removed the Simulator Requirements Simulator (FFS). Another clarification
In order to resolve comments and and the Visual Requirements for Level the FAA has made with respect to terms
provide a forum for the FAA and the B, C and D devices. These requirements and definitions is that the Quality
aviation community to discuss issues are now outlined in the appropriate Assurance Program (QAP) is now called
regarding Flight Simulation Training Qualification Performance Standards a QMS.
Devices (FSTDs), the FAA established (QPS) appendices. In a separate The QPS requirements in appendices
the Flight Simulation Device Aviation rulemaking project that will follow this A through E are regulatory. Future
Rulemaking Committee (ARC) on July 2, final rule, the FAA will propose to move changes and additions to these
2003. The ARC included participants Training and Checking Requirements of standards are subject to notice and
from: Air Line Pilots Association, appendix H to a new subpart of part comment rulemaking procedures under
Aircraft Owners and Pilots Association, 121, and to delete appendix H. the Administrative Procedure Act,
American Airlines, Alteon, Atlas Air, Part 60 also contains items (such as unless ‘‘good cause’’ (see 5 U.S.C.
Boeing, CAE Electronics, Continental frequency, content, and method of 553(b)(B)) exists to justify proceeding
Airlines, Delta Air Lines, Federal evaluation) previously found in the without notice and comment. In
Express, FlightSafety International, advisory material in AC 120–40B, addition, the FAA has issued FAA
Northwest Airlines, Pan Am Flight Airplane Flight Simulator Qualification, Order 1110.136, ‘‘Flight Simulation
Academy, Thales Training and in AC 120–45A, Airplane Flight Device Aviation Rulemaking
Simulation, United Airlines, U.S. Training Device Qualification, and in Committee.’’
Airways, and FAA. AC 120–63, Helicopter Simulator
The general goal of the ARC was to What Action Is the Agency Taking?
Qualification. Standards from this
provide advice, guidance, and advisory material and specific items that The FAA is adding part 60 to Title 14
recommendations on FSTD issues are subject to change through of the Code of Federal Regulations to
including, but not limited to, safety of technological advancements are being establish qualification requirements for
flight; the suitability and the application placed into one of the first four flight simulation training devices
of the simulation to flight crewmember appendices to part 60: (FSTD). These requirements are based
training, testing, or checking activities; • Appendix A, ‘‘Qualification on the current requirements found in
and implementation of technical Performance Standards for Airplane appendix H of part 121 and § 121.407
changes or scientific advancements in Full Flight Simulators.’’ for the capability and performance of
simulation. The ARC provided a forum • Appendix B, ‘‘Qualification aircraft simulators. The new rule also
for the FAA and affected members of the Performance Standards for Airplane incorporates certain existing practices
aviation community to discuss issues. Flight Training Devices.’’ that were previously described in the
The ARC also allowed members of the • Appendix C, ‘‘Qualification following Advisory Circulars: AC 120–
aviation community to reach consensus Performance Standards for Helicopter 40B, Airplane Flight Simulator
on certain recommendations that would Full Flight Simulators.’’ Qualification, AC 120–45A, Airplane
be submitted to the FAA and to develop • Appendix D, ‘‘Qualification Flight Training Device Qualification,
resolutions to facilitate the evolution of Performance Standards for Helicopter and AC 120–63, Helicopter Simulator
FSTDs. The ARC’s initial task was to Flight Training Devices.’’ Qualification.
Why Is the Rule Necessary? Requirement are subject to notice and not anticipate that sponsors will incur
The rule is necessary to promote comment rulemaking procedures under many new or additional costs. The
standardization and accountability for the Administrative Procedure Act, FAA’s cost projection is outlined in the
FSTD maintenance, qualification and unless ‘‘good cause’’ (see 5 U.S.C. Regulatory Evaluation.
evaluation for use in an FAA approved 553(b)(B)) exists to justify proceeding • Excluded Levels 2 and –3 Flight
flight training program. FSTDs are often without notice and comment. The charts Training Devices from this rulemaking
used in lieu of aircraft to train and containing general information and effort. The FAA will review its existing
check individuals for purposes of examples are labeled ‘‘Information.’’ advisory material and determine the
Compliance with the material contained best method to continue to evaluate and
issuing airmen certificates and ratings.
in these charts is not mandatory, and qualify these devices.
FSTDs are also used to meet FAA air
carrier training requirements for flight
changes to an Information section are • Replaced the QAP proposal with a
generally not subject to notice and Quality Management System (QMS).
crewmembers. In fact, depending on the
comment rulemaking procedures. The The QMS is significantly less costly
status of the airman and the
Information charts are included simply than the proposed QAP.
sophistication of the device, an FSTD
may be used for 100% of the training,
to provide additional guidance to the • Eliminated the 600-hour annual use
user. requirement for sponsorship eligibility.
testing, and checking required by the Incorporating both the regulatory and
FAA. Training in an FSTD is most Persons are now permitted to sponsor
advisory material into the QPS an FSTD as long as the device is used
effective when the FSTD closely consolidates all of the relevant
matches the performance and handling at least once per year in an FAA
information and makes it available in approved training program, or at least
characteristics of the aircraft being one location. This promotes ease of use
simulated. This rule sets forth the once per year a pilot, appropriately
and greater uniformity among those qualified on the aircraft being
regulatory process for establishing the involved in every aspect of FSTD
qualification level of the FSTD and for simulated, flies the FSTD and confirms
performance, including manufacturers, that the performance and handling
the continuous review and inspection of airmen, training providers and
FSTD performance to identify potential qualities are like the aircraft.
regulators. Moreover, it gives greater Many other detailed comments of an
problems with FSTD maintenance and insight to the regulated community
operation. The new rule will improve editorial nature were also provided.
regarding the FAA’s intent behind the These are not included in the summary,
flight crewmember training, reduce regulation, and the required and
operational errors and increase safety. It but have been carefully reviewed by the
approved methods of compliance. FAA in preparing the Final Rule. In
will also provide the standards that
must be reached in order for a device to Comments addition, the specific comments on the
be qualified at a certain level (i.e., Level The FAA received 54 comments in QPS appendices are not summarized in
A, B, C, or D Simulators and Level 4, 5, response to the NPRM. Commenters the Final Rule summary, but have been
or 6 Training Devices). included industry associations, airlines, carefully reviewed and incorporated,
Generally speaking, the amount of training centers and schools, aircraft where appropriate, into the Final Rule.
training and testing that can be manufacturers, simulator and flight The FAA made certain changes to the
conducted in an FSTD for the purpose training device manufacturers, pilot QPS appendices from the proposed
of meeting FAA airmen certification or associations, governmental language to include technical
training requirements is directly organizations, and individuals. The corrections and clarifications that did
proportional to the qualification level of major concerns of the commenters were not adversely affect safety and were
the device. Thus, a device with a higher harmonization of FAA standards with within the scope of the NPRM. There
qualification level (e.g., Level D) will be those of International Civil Aviation were other technical changes that the
eligible for more certification and Organization (ICAO) and the JAA, the FAA did not incorporate into this final
training credits than a device with a cost of complying with the new rule because they were beyond the
lower qualification level (e.g., Level A). requirements, grandfathering existing scope of the NPRM. The FAA will issue
simulators and other flight training another NPRM to incorporate the
Qualification Performance Standards changes that were beyond the scope of
(QPS) devices, the requirement for a Quality
Assurance Program (QAP), and the the original NPRM, and will incorporate
One of the unique features of the part proposed requirements to be approved these changes before the rule becomes
60 rule is the incorporation of QPS. The by the FAA as an FSTD ‘‘sponsor.’’ effective. All of the comments are
QPS is an appendix to the regulation The FAA reviewed all comments. available for review at http://
and outlines requirements and other They are more fully explained in the dms.dot.gov. The Docket Number is
information regarding the qualification, Discussion section to follow. With 12461.
performance, evaluation and respect to the major concerns raised by Abbreviations Used in this Preamble
maintenance of FSTDs. The QPS commenters, the FAA took the AC Advisory Circular
contains several charts. Some of the following actions: ALPA Airline Pilots Association
charts prescribe regulatory • Revised certain sections of the QPS AOPA Aircraft Owners and Pilots
requirements, while others outline Requirements to incorporate ICAO/JAA Association
general information and examples to standards that were within the scope of ARC Aviation Rulemaking Committee
assist the user in meeting the regulatory the original NPRM. Changes that are ATA Air Transport Association
requirements. beyond the scope will be incorporated ATOS Air Transportation Oversight System
The charts containing regulatory in future revisions to the QPS CBT Computer Based Training
material are labeled ‘‘QPS DPE Designated Pilot Examiner
Requirements. EASA European Aviation Safety Authority
Requirements.’’ Compliance with the • Revised certain requirements where (formerly Joint Aviation Authorities (JAA)
criteria in these charts is mandatory in appropriate in order to reduce costs. FFS Full Flight Simulator
order to receive and maintain approval The FAA notes, however, that part 60 is FOQA Flight Operations Quality Assurance
from the FAA for the qualification level largely a codification of existing FSB Flight Safety Boeing
and use of an FSTD. Changes to a QPS practices, and therefore, the agency does FSD Flight Simulation Device
FSDO Flight Standards District Office appendices to achieve the desired level Codified Design Criteria
FSI FlightSafety International of harmonization.
FSTD Flight Simulation Training Device Northwest writes, ‘‘The proposed
FTD Flight Training Device Disposition of Level 7 Flight Training regulation should be streamlined to
ICAO International Civil Aviation Devices centrally codify simulator design and
Organization qualification criteria.’’
MQTG Master Qualification Test Guide Regional Airline Association states FAA Response: The FAA deems it
MR Management Representative that the preamble should discuss the appropriate to stop short of establishing
NAFI National Association of Flight disposition of Level 7 FTDs. a regulation mandating the design and
Instructors FAA Response: The original premise
NATA National Air Transport Association construction criteria for these devices.
for the Level 7 FTD was that there was While the FAA has type certificate
NBAA National Business Aviation
Association
to be an aircraft entering service that requirements for aircraft instead of
NDB Non-Directional Beacon would not have an ‘‘on-set motion cue’’ individual qualification requirements
NPRM Notice of Proposed Rulemaking with the failure of an engine, and that like we have for FSTDs, the FAA is not
NSP National Simulator Program the pilots training in an FSTD for that including such requirements in this
NSPM National Simulator Program airplane type could be trained and final rule. We believe requiring a type
Manager checked on such an engine failure
POI Principal Operations Inspector certificate process would create the
without requiring a force (motion) potential for enormous cost increases
QPS Qualification Performance Standards
cueing system. The FAA determined with virtually no gain in the quality of
QAP Quality Assurance Program
QMS Quality Management System that a Level C simulator aerodynamic the devices.
QS Quality System data package would be required for the
QTG Qualification Test Guide level 7 FTD to accurately simulate such Clarification of Requirements and
RAA Regional Airline Association an aircraft. However, the airplane never Oversight Responsibilities
SITC Simulation and Instrument Training entered service and the requirements for TWA and CAE were concerned with
Center, Inc. the Level 7 FTD quickly became the lack of clarity in the rule language.
SOQ Statement of Qualification superfluous. Level 6 and Level 7 FTDs
TCPM Training Center Program Managers Specifically, TWA wants the rule
had the same authorizations (except for rewritten clearly stating FAA’s
Thales Thales Training & Simulation
TPAA Training Program Approval one area involving ‘‘icing intentions and adding that the National
Authority accountability’’), but the Level 7 FTD Simulator Program Manager (NSPM) has
UA United Airlines continued to require significantly more full authority over FSTDs and all results
UAA University Aviation Association aerodynamic data for no more value of other inspections must go through the
UPS United Parcel Service than the Level 6 FTD. The elimination NSPM before action can be taken. CAE
General Issues of the Level 7 FTD does not preclude expressed a similar concern.
any Level 6 FTD from incorporating a FAA Response: The FAA revised the
General Comments Level C data package and having part 60 rule language and QPS
Eclipse, NLX Corporation, JAA, and essentially the same kind of device as appendices to ensure the requirements
an individual, applaud and appreciate the originally described Level 7 device. are clear. The QPS appendices provide
the FAA’s attempt to amend the However, there has been essentially no examples and additional information
regulations for FSTDs. JAA writes that difference between the two levels in and criteria outlining the method of
the ‘‘proposal takes care of the legal authorized use, and it made little sense compliance with the regulations. In
concern that regulations in this area to continue with a Level 7 FTD when addition, the FAA has clarified the
have to have a mandatory basis * * * there was little difference between a NSPM will exercise oversight
and it concentrates all related material Level 6 and Level 7 FTD. responsibility for the evaluation and
in one document.’’ This commenter The FAA is considering future qualification of all FSTDs included in
states that this proposal did not address rulemaking to develop standards for part 60.
the latest modifications applied to the Level 7 FTDs for helicopters. Any new
requirements would be subject to notice Use of FSTDs in the Course of Training
ICAO Manual and questions if using an
FSTD instead of an aircraft would be and comment. FlightSafety Boeing (FSB) believes
made mandatory. An individual writes Rule vs. QPS part 60 ‘‘should be limited to the
that simplification and consolidation of definition, design criteria, required
these regulations are appropriate and Continental asserts that there is a documentation and record-keeping of
more detailed regulations and device conflict between the rule and the Flight Simulation Devices, and the
inspection will force flight training Qualification Performance Standards evaluation process to assure continued
schools to improve and that ‘‘somewhat (QPS). Continental states that the rule functionality as designed, for the
of a loophole’’ in flight training in flight addresses a number of technical issues respective level of device.’’ In FSB’s
simulators and flight training devices that would be best delegated to the QPS, opinion the authority on planned or
would be closed. NLX indicates that and also notes that parts of the rule and actual use of FSTDs in the course of
these new regulations are a step forward its application have different definitions training should remain with the
in the overall process of FSTD than the QPS. respective sponsor of the device and the
qualifications. An individual believes FAA Response: In the final rule, we Training Program Approval Authority
that statistics proving that the use of eliminated the repetition of the rule (TPAA) as presently required in existing
simulator training has reduced aviation language in the QPS appendices because regulations. Also, FSB writes that all
accidents or incidents are needed. it was never the FAA’s intent to have proposed wording addressing the
FAA Response: This final rule does different definitions for terms in the rule continued use of a device be eliminated,
not mandate the use of FSTDs instead and the QPS appendices. The FAA has including the words ‘‘and use’’ in the
of aircraft for training. This rule simply also revised the rule language and the title of the proposal.
establishes FSTD qualification QPS appendices so that technical FAA Response: The final rule
requirements. The FAA is developing an information is presented in the most addresses the definition, required
NPRM that proposes to revise the QPS appropriate sections and formats. documentation and record keeping for
FSTDs. It also outlines the evaluation compromised safety in any way.’’ The Air, TWA, Continental, and DHL agree
process to assure continued Aircraft Owners and Pilots Association with ATA’s position that the NPRM
functionality of FSTDs, including the (AOPA) states that the proposed rule should be immediately withdrawn and
objective and subjective requirements. ‘‘places an unnecessary regulatory that an industry-government advisory
However, as stated earlier, the FAA has burden on the aviation industry, and it committee should be convened to
determined it is not appropriate to does not address a safety problem or develop a new proposed rule. Other
include FSTD ‘‘design criteria’’ in the provide a net safety benefit.’’ Storm commenters did not specifically cite the
final rule. Also, the phrase ‘‘and use’’ in Haven Aviation and a flight instructor ATA position, but did suggest that a
the title of the part 60 rule does not make similar comments. more effective rule would be achieved
apply to the actual ‘‘use’’ of an FSTD in FAA Response: Codifying simulation through government and industry
the course of training approved by the qualification standards provides for a collaboration.
TPAA. Rather, the term refers to those ‘‘level playing field’’ among FSTD FAA Response: Rather than withdraw
uses of the FSTD for which manufacturers and sponsors in the the NPRM, the FAA established the
representatives of the NSPM have United States and a harmonization of ARC. The overwhelming majority of the
qualified a specific FSTD. interests internationally. Further, these ARC members, including ATA members
provisions, together with the provision and an ATA representative, participated
NSP Office in the development of recommendations
for a QMS, will provide each sponsor a
TechniFlite states, ‘‘There should be clear understanding of what is required to the FAA. As proposed in the NPRM,
an official (rather than implied or of them for a satisfactory FSTD. The each currently qualified FSTD will
assumed) FAA office established at the FAA also notes that part 60 is largely a continue to be evaluated against the
Washington level to be responsible for codification of existing practices, and criteria current at the time of that FSTDs
the oversight of the National Simulation does not impose significantly new original evaluation (67 FR 60291). No
Program. This office could be burdens. The FAA recognizes the close currently qualified FSTDs will be
responsible for reviewing appeals when working relationship that exists between disqualified because of the new part 60
disputes with the NSP arise.’’ the NSPM and a large portion of the evaluation requirements. Therefore, the
FAA Response: The NSP is part of the aviation training community. That close FAA does not expect that anyone will
Flight Standards Service. Specifically, it working relationship continues with be ‘‘driven back into the airplane’’ for
is part of the Air Transportation this rulemaking effort and should training, testing, or checking because of
Division, AFS–200, and answers continue after the rule becomes the part 60 final rule.
directly to the AFS–200 manager in effective. The FAA believes that the rule In addition, the standards contained
Washington, DC. An appeals process is will result in an increase in the quality in the final rule have been modified so
outlined in §§ 60.5(d) and 60.29(b). In and effectiveness of flight training they are more in line with ICAO and
both cases, the Director of the Flight programs without an undue burden on JAA standards. Also, as mentioned
Standards Service, AFS–1, is the the industry. previously, the FAA is continuing its
person/office to whom appeals should efforts to achieve the desired level of
be made. Withdraw NPRM harmonization. The FAA would like to
Air Transport Association (ATA) note that part 60 is not interdependent
Level of Detail in Regulations with and does not overlap the
requests the immediate withdrawal of
Thales Training & Simulation (Thales) the NPRM and the formation of an rulemaking effort to revise 14 CFR part
‘‘objects to the way that our regulations industry-government advisory 121, Subparts N and O. The part 121,
are becoming so overly prescriptive.’’ committee to develop a new proposed Subparts N and O rulemaking deals
FAA Response: The part 60 rule is, for rule. In support of this request, ATA directly with flight crewmember
the most part, a codification of existing states five general concerns with the training and the practical use of FSTDs,
practices. However, there are new NPRM: while part 60 deals with the standards
requirements such as the QMS for FSTD qualification and evaluation.
requirement in § 60.5. The FAA, 1. If published as currently written, the
working with the ARC, including NPRM would eliminate the use of a Cost of the Proposed Rule
significant number of simulators until they A group of commenters cite cost as
Thales, developed requirements that could be qualified or replaced.
balance safety concerns without being the reason the NPRM should be
2. The proposed rule ignores
overly burdensome. harmonization efforts between the FAA, the withdrawn. AOPA states that the
JAA, and the simulator industry. proposed rule places an unnecessary
Necessity of the Rule regulatory burden by imposing a large
3. The FAA currently is revising Subparts
Several commenters question whether N & O of FAR Part 121, which deal directly cost without properly identifying the
this rule is needed. American Airlines with crew training and the practical use of cost impact. TechniFlite explains that
states that it has worked closely with FSTD. However, the NPRM overlaps and with the cooperation of the FAA and
the NSPM to develop its simulator implicates training requirements, and thus it industry, initiatives can be taken to
program and it believes it has the is impossible to determine the overall make significant reductions in the cost
highest quality simulator program in the impacts of the NPRM until the training
of simulators thereby making simulators
requirements of Subparts N & O are revised
world. American sees ‘‘nothing in the or clarified. more available to the broader needs of
NPRM that will result in an increase in 4. The NSP, or each responsible TPAA, the industry. Professional Instrument
the quality or effectiveness of the would have to be manned on a 24 hour/7 Courses believes that the proposed rule
American Airlines training program.’’ days per week basis to administer the would add needless expense to their
Similarly the National Business proposed FAR Part 60 requirements in order company with no gain in the quality of
Aviation Association (NBAA) does not to prevent unnecessary FSTD downtime. safety of their program and would put
think the rule will result in a safety 5. The NPRM places a severe financial their successful 22-year-old instrument
enhancement, stating that, ‘‘there has burden on U.S. airlines. The cost of the flight training company out of business.
been no evidence that the current NPRM is not justified by its benefits. FAA Response: The FAA continues to
system of certifying and maintaining Several other commenters, including believe that training in an FSTD is most
flight simulator devices has Bombardier, FedEx, American Trans effective when the FSTD closely
matches the performance and handling efforts to make these requirements qualification standards have been
characteristics of the aircraft being regulatory rather than advisory. contained in ACs, they have been
simulated. Accordingly, training and FAA Response: The FAA disagrees treated as though they were regulatory.
checking activities should be that the QPS appendices are written as Clearly, this practice is not in
accomplished only in those devices that an engineering standard, rather than as compliance with either the EO or the
are objectively and subjectively a performance standard. The QPS FAA Order. Therefore, the development
evaluated. The rule creates no new appendices are a codification of existing of a rule for the qualification of FSTDs
technical requirements for qualification advisory material that was used to was imperative.
of the basic levels of FTDs. The NSPM determine whether or not a specific Due to a comment, the FAA
has maintained an open and continuous FSTD met FAA requirements. These recognized that it did not have rule
dialogue with aircraft simulator standards have always been language in the part 60 NPRM that
manufacturers and users. This dialogue ‘‘performance standards,’’ involving an proposed to remove technical FSTD
continues to enhance the quality of objective and subjective evaluation of requirements from part 121. In the final
simulation, improve the evaluation of the device in comparison to the aircraft. rule, we have removed from part 121
simulation devices, and reduce the costs There has never been a requirement for those technical FSTD requirements that
of acquiring, evaluating, and using these an ‘‘engineering standard’’ in simulation are in part 60. It was an administrative
devices for flight crewmember training beyond that which is necessary to meet oversight that we neglected to propose
and checking. It is the FAA’s intent to the stated performance objectives. Part removing technical FSTD requirements
maintain this on-going effort. 60 does not change these requirements. from part 121, but we were clear in the
The decision to codify FSTD NPRM that part 60 would serve as the
Advisory Circulars vs. Regulations qualification requirements was made regulatory part for FSTD qualification
(Appendices A–D) after careful consideration of facts and and evaluation.
Three commenters disagree with circumstances. This decision is not a The FAA is aware that there are
including the advisory language that result of ‘‘industry’s failure to differences in the application of what
currently exists in the Advisory constructively use and follow the may be authorized under an advisory
Circulars (ACs) for airplane simulators content of the AC’s.’’ Rather, the FAA circular concept and what may be
and flight training devices in the has determined that continued oversight required or authorized under a
proposed rule. Delta states that the through the issuance and application of regulatory concept. However, the
advisory language is very lengthy and ACs is not appropriate. Executive Order language of this final rule has been
detailed and that after incorporating this 12866 states ‘‘(e)ach agency shall draft carefully constructed to accommodate
language into the rule, the FAA and its regulations to be simple and easy to ‘‘operations and engineering judgment’’
users will need to strictly abide by it understand, with the goal of minimizing when applying flight test data to
and any changes would need to go the potential for uncertainty and objective test requirements and
through a lengthy revision process. litigation arising from such uncertainty’’ tolerances. The goal was to allow the
Regional Airline Association (RAA) says [section 1(b)(12)]. Additionally, Section logical application of this judgment
the proposed QPS appendices are 5–1 of FAA Order 1320.46A, ‘‘Advisory while, at the same time, not allow
written as ‘‘engineering standards,’’ as Circular System,’’ states that complete ‘‘free play’’ with FAA
opposed to performance standards. RAA AC’s are not regulations and may not standards.
believes the FAA should adopt impose or lessen a burden on anyone, nor QPS Document
performance based regulations have a mandatory effect. AC’s may not be
whenever possible because they allow used to add to, interpret, or relieve a duty FSI states ‘‘The Qualification
for flexibility and freedom for imposed by a Federal Aviation Regulation Performance Standard (QPS) contains
innovation. RAA states its concern that (FAR). Advisory circulars may set forth regulatory language that appears only in
even seemingly minor requests for ‘acceptable means’ or ‘methods of the QPS. The combination of
compliance’ with a particular FAR. However, information, data, and regulatory
deviations from the QPS appendices the language used to explain the compliance
content will require that operators/ methods in the AC must not imply that it is
language will create misunderstanding
owners petition the FAA for deviation the only or minimum acceptable means, nor between FAA and the industry.’’ In
approval, a process it says takes weeks require other methods of compliance to be addition, FSI believes that the ‘‘tabular
and most often months for approval. In ‘equivalent’ to the one described in the AC. technical requirements in the QPS are
addition, RAA notes, ‘‘no specific In order to be legally valid, a also confusing due to the outdated
instances of the proposal were regulation must establish a requirement condition of the tolerances and test
mentioned as to industry’s failure to or standard that is sufficiently clear to descriptions.’’ FSI further states, ‘‘The
constructively use and follow the persons required to comply with it so most glaring of the unrealistic
content of the AC’s.’’ FSI says the NPRM that they can have a reasonable requirements in the QPS is the motion
preamble incorrectly explains that the understanding of what is expected of system ‘specifications.’ In the past when
FAA is proposing to remove the them, without having to resort to rules have attempted to define hardware
technical requirements from part 121 material not published in the rule. In and software simulator system
and place them in the new part 60. FSI other words, the regulation must be able ‘specifications,’ the rules became
maintains that these requirements have to stand on its own. The regulations that obsolete before they were published.’’
always been advisory and not support the current set of ACs Therefore, FSI recommends the QPS
regulatory, and recommends that the describing simulation standards are define tolerances, not design
FAA clearly acknowledge that a major found in 14 CFR part 121, Subpart N specifications.
purpose of this rulemaking is to make and, since 1980, part 121, appendix H. TWA states that the ‘‘direct quote or
previously advisory material mandatory. However, in neither of these rule a paraphrasing of the Part 60 rule’’ in
The National Association of Flight sections is the regulatory language the QPS documents is sometimes very
Instructors (NAFI) agrees completely sufficient to meet the requirement that confusing and sometimes they are in
with moving the requirements into the persons would not have to resort to disagreement with the rule. TWA
proposed rule. It applauds and additional material not published in the recommends removing them to make
unequivocally supports the FAA’s rule. Additionally, while FSTD the QPS smaller and easier to use.
FAA Response: The FAA has revised Harmonization and ICAO implementation plan and timetable for
the final rule to eliminate the motion complete harmonization to take place.
system standards published in the Many commenters address the issue United comments that the proposed
NPRM. Additionally, the FAA has of harmonization of FAA’s FSD standards decouple the functional and
removed the part 60 rule language from qualification standards with those of subjective test requirements from the
the QPS appendices to avoid confusion ICAO and the JAA. Boeing, United, FSD qualification level and require an
and repetition. The FAA recognizes the Continental, American, FSI, FSB, NLX, FSD qualification task list without
necessity of additional modifications to CAE, and Eclipse are concerned that the offering any criteria against which such
certain sections of the QPS appendices NPRM does not include recent industry tasks would be approved. United states
that are beyond the scope of the NPRM. efforts to harmonize the latest regulatory that this is a break from past FAA
The FAA is continuing to revise the standards for the qualification of FSDs. practice, from the current JAA practice,
QPS, and any recommendations for Delta commented that an opportunity to and from the recommendations in the
changes to part 60 will be available for revise the rule would provide a chance ICAO Manual.
public review and comment as an to define an improved revision process Boeing comments that considerable
NPRM prior to being adopted. It is the for the advisory material and to industry time and expense has been
FAA’s intent the part 60 final rule not incorporate harmonization with the expended over the past years to
be effective until the first revision of the ICAO Manual of Criteria for the harmonize the standards. The results of
QPS appendices have been published in Qualification of Flight Simulators. these efforts have been incorporated
the Federal Register as a final rule. Eclipse states that the ICAO Manual of into the ICAO Manual and are in the
the Criteria for the Qualification of process of being incorporated into the
Related to N&O Rulemaking Flight Simulators, 2nd edition, which JAA’s JAR–STD 1A document,
FSI notes that the preamble states ‘‘In was endorsed by the FAA, should be Aeroplane Flight Simulators. In
a separate rulemaking project that will incorporated into the QPS appendices. addition, Boeing states, a set of ‘‘best
follow this proposal, other portions of Continental states that a lack of practices’’ advisory material has been
appendix H would be moved to a new harmonization will impose a financial developed and is being included in both
subpart of part 121, and appendix H burden on the carriers when they JAR–STD 1A and ICAO Document 9625.
would be deleted.’’ Concerned that sponsor or use FSDs that are currently According to Boeing,
timely action may not be taken and approved under the ICAO standard.
The latest standards and best practices
considering the length of time for American states that, instead of material has not been included in the FAA’s
rulemakings, FSI requests that the FAA matching the ICAO criteria, the NPRM proposed Part 60. If the NPRM were to go
make the necessary and proper appendices contain a version of the forward as proposed, there would be two
conforming changes now and amend criteria contained in the Draft AC 120– different sets of standards for the regulated
§ 121.407 and delete appendix H. 40C, modified with additional public to comply with. This would impose
requirements. American states that since an unnecessary adverse economic impact on
Air Transport Association (ATA) the industry, including the data provider. We
states that this NPRM and subparts N the FAA is on record as planning to
eventually adopt the ICAO criteria, consider that the proposed Part 60, as
and O of part 121 are very closely currently structured, would be unacceptable
linked, and ‘‘recommends that any there is no reason not to do it in this
to the industry, and both difficult and costly
proposed changes to Subparts N and O rule. for the FAA to administer. We strongly
be coordinated with this rulemaking NLX comments that although recommend that the FAA revise the NPRM
and, in particular, that any changes to updating the QPS should not require the prior to any further action.
Subparts N and O precede this lengthy time frames experienced with Boeing includes in its comments an
rulemaking.’’ changes like AC 120–40C, the industry extensive history of the harmonization
FAA Response: The FAA recognizes has no assurance this will occur. NLX efforts and detailed suggestions on how
14 CFR part 121, appendix H has both is concerned that after the rule is in to harmonize the NPRM with the JAA
technical requirements and operational place, updating the QPS will result in and ICAO material.
authorizations. By ‘‘removing and an extended time frame of possibly CAE comments that ‘‘The United
reserving’’ certain sections in the several years during which the industry States has been a leading voice in
current part 121, appendix H, (i.e., those must comply with the obsolete encouraging other countries to adopt
sections dealing with technical requirements. NLX states that, without and maintain international standards;
requirements of FFSs) without canceling some guarantee that this will not be the implementation of Part 60 regulations
the entire appendix, the remaining case, it recommends that the QPS be that are inconsistent with ICAO
sections of appendix H will continue to updated to reflect the latest JAR/ICAO standards would undermine the U.S.
serve operational necessities until such material before the rule is put into Government’s credibility in making
time as appendix H is cancelled. The effect. these arguments to other countries.’’
requirements contained in 14 CFR FSB states that the proposed FAA Several commenters disagreed with
121.407 are not contrary to the standards are significantly different the statement in the NPRM paragraph
requirements contained in part 60. from the JAR STD 1A requirements, on ‘‘International Compatibility’’ that
Changes to 14 CFR part 121, Subparts which are stricter. FSB urges the FAA the FAA had identified ‘‘no differences’’
N and O will include references to to reconsider the timetable so as to between the proposal and the ICAO
FSTDs, but only to the extent of include the recent updates to the ICAO Standards and Recommended Practices.
defining what tasks may be authorized 9625, JAR STD 1A and to remove Thales Training and Simulation states
for part 121 flight crewmembers in a changes to the motion standards in ‘‘where there are major deviations
given level of FSTD. Part 60, including appendix A, which were vigorously between the proposed Part 60 standards
all of the evaluation and qualification disapproved by industry when added to and the latest agreed ICAO standards,
requirements, is not dependent upon or the AC 120–40C. If the plan is to go the motion requirements being a good
interdependent with, any future forth with the rulemaking process with example, industry needs to be aware of
Subparts N and O changes that may be the existing differences, FSB strongly how the Part 60 standards will evolve
proposed or adopted. suggests that the FAA comment on an towards the ICAO standards. It is
unreasonable for industry to be proposal seems to give consideration a commercial pilot certificate and
expected to expend major investment to only to training that targets commercial training under part 141, Pilot Schools,
meet a standard that may only be in and high-end corporate aircraft can also be done in an approved
existence for a few months.’’ CAE states operators and makes no attempt to training device; they ask the FAA to
there are several instances in which the provide a framework that enables the verify the uses permitted for approved
proposed rule significantly differs from greater deployment of these devices for training devices under parts 61 and 141.
ICAO standards, including areas such as light general aviation and corporate FSI states that it is mandatory to
latency, tolerances, organization of aircraft. Furthermore, NATA states that withdraw appendix H of part 121 in
validation test cases, numbering, and placing the responsibility for order for part 60 to be possible. FSI also
definitions. CAE recommends that the qualification of FSDs and FTDs with the cites other sections that should be
FAA identify and clarify the differences National Simulator Program Office will changed (e.g., §§ 121.407, 135.335,
between the two standards and confirm limit the ability of the aviation industry 142.59, 141.41, 135.324, 135.321, and
whether the ICAO standards could be to use such devices. 121.402). FSI suggests that the FAA
used as an acceptable alternative for FAA Response: Only those persons conduct a comprehensive review of all
obtaining FAA qualification of an FSD. required to have an FAA approved flight rules that may be in contradiction to
ATA states that the rule should not be training program or otherwise part 60 and make the appropriate
published until the QPS documents are authorized under § 60.7 are eligible to changes.
updated to reflect the ICAO guidance. sponsor an FSTD. The FAA FAA Response: The permitted uses of
FAA Response: The FAA recognizes it acknowledges that Fractional FSTDs for credit purposes (i.e., to meet
is necessary for simulator qualification Ownership Program Managers are airmen certification standards or certain
technical requirements to reflect required by § 91.1073 to have an FAA commercial operator training
international standards as appropriate. approved flight training program. requirements) are a topic for a different
The FAA plans to harmonize the However, this requirement did not exist rule. Part 60 addresses only the
simulator qualification technical when the proposed part 60 was being requirements for the evaluation and
requirements as part of the first revision drafted because the fractional program qualification of FSTDs. Section 61.4
of the QPS appendices. regulations had not been finalized. It is does not state that FSTDs may only be
beyond the scope of this rulemaking used for private pilot certification and
Impacts on General Aviation the instrument rating. Rather, § 61.4(a)
project to include Fractional Ownership
Several commenters are concerned Program Managers as eligible FSTD specifically refers to ‘‘any training,
about the impact of the proposed rule sponsors. Therefore, the FAA will testing, or checking requirement under
on the use of FSDs by general aviation, initiate a separate rulemaking project to this chapter.’’ ‘‘This chapter’’ refers to
particularly with respect to Level 1–3 incorporate Fractional Ownership Chapter I, Subchapter D (Airmen), and
FTDs. Program Managers into the class of specifically, all airmen, certificates, and
FSI states that the NPRM preamble persons eligible to sponsor FSTDs. The ratings falling under the purview of part
language stating that ‘‘other certificate FAA does not intend to allow other part 61, Certification of pilots, flight
holders may seek approval to use the 91 operators to be FSTD sponsors instructors, and ground instructors.
same FSD’’ seems to eliminate non- because they are not required to have an It is not necessary to withdraw all of
certificate holders, such as corporate or FAA approved flight training program. 14 CFR part 121, appendix H because of
private operators under part 91, from The FAA has not included the part 60. As stated earlier, the FAA is
doing the same thing. FSI comments qualification requirements for Level 2 ‘‘removing and reserving’’ appropriate
that fractional ownership operators and 3 FTDs in this final rule. The FAA sections of appendix H to eliminate
would be precluded from being has determined that these devices those technical requirements that have
sponsors by the same wording. should continue to be monitored and been moved into part 60 and is retaining
Fidelity comments that due to the qualified under advisory material. The those operational requirements in
recent advent of affordable, significant FAA has posted, for comment, an appendix H until such time as those
computing power, general aviation is Advisory Circular providing guidance sections are combined in a subsequent
able to use advanced simulation and about the evaluation and approval of rulemaking effort and appendix H is
that part 61 allows for a significant Basic Aircraft Training Devices and cancelled. Additionally, the
usage of FSDs. Fidelity comments that Advanced Aircraft Training Devices. To requirements contained in §§ 121.407,
the proposed rule is unclear as to view and comment on the Advisory 135.335, 141.41, and 142.59 are not
whether a sponsor must be a certificate Circular go to the following Web contrary to the requirements contained
holder in order to use the FSD for part address: http://www.faa.gov/aircraft/ in part 60. The FAA has reviewed all
61 training. draft_docs other sections to see if any additional
NAFI is also concerned about the conforming changes need to be made
potential impact of the proposed rule on Conforming Changes (Parts 61, 63, 125,
because of part 60.
general aviation flight instruction. NAFI 137, 141, and 142) In addition, the FAA has determined
states that the required level of actual FSI states that training, testing, and that the conforming changes to parts 61,
aircraft emulation for high-end, full checking requirements of parts 125 and 141, and 142 proposed in the NPRM are
motion simulation should be vastly 137 may be accomplished in FSDs, but no longer necessary since Level 2 and 3
different from general aviation flight there is no reference to these parts. FSI FTDs are not included in this final rule.
training devices, and this proposed rule suggests that the FAA clearly state the
appears to lump them together. permitted uses of FSDs. Impact on Part 142
Specifically, NAFI states, smaller FSI, NATA, University Aviation FSI states that when part 142 was
operators with less sophisticated FTDs Association (UAA), and Purdue issued, training centers were given
will be unnecessarily burdened by the University comment that the NPRM regulatory assurance that if they did
required establishment of the QAP and states that the devices described in certain things, the Administrator was
daily inspections. § 61.4 may be used only for private pilot obligated to issue a certificate under that
National Air Transportation certification and instrument ratings. part. FSI believes that for the FAA to
Association (NATA) comments that the These commenters state that training for propose now that another step is
required, i.e., gaining approval as a training device uses ‘‘set’’ of aircraft. airplane configuration that has not yet
sponsor, is improper. Also, FSI states Since proposed § 60.3 does not define been flight-tested. Boeing believes the
training centers were told they would ‘‘series’’ of aircraft and since an aircraft definition should exclude engineering
not be required to have any specific series meets the proposed definition for simulation data from a simulation that
relationship with an air carrier, yet ‘‘set of aircraft’’ and a definition for ‘‘set has been flight test updated and that the
under this proposal a training center of aircraft’’ is already proposed, ATA definition of ‘‘predicted data’’ should
may have to have an air carrier client as recommends that the term ‘‘series’’ not include all aircraft performance data
the sponsor of the FSD, for example, to should be deleted and replaced with the derived from sources other than flight
meet the minimum annual usage term ‘‘set of aircraft’’ throughout the data.
requirement. document. In addition, the term ATA states that the definition of
FAA Response: The FAA eliminated ‘‘ground operation’’ should be replaced ‘‘Qualification Performance Standard’’
the hourly usage requirements for with the term ‘‘surface operation,’’ since should refer to ‘‘the collection of
sponsor qualification. The FAA surface operation is utilized in procedures and regulatory criteria’’
eliminated the proposed requirement for Attachment 3 to appendix A as instead of ‘‘the collection of procedures
sponsor utilization of additional operational task b. ‘‘Surface and criteria.’’ ATA further recommends
simulators, except for the initial FSTD Operations.’’ Also, ATA notes that the that the definition of ‘‘Qualification Test
to qualify an applicant for a part 142 definition of flight training device uses Guide’’ refer to ‘‘initial’’ evaluation and
Training Certificate or the initial FSTD the term ‘‘full size replica,’’ while that ‘‘approved objective data’’ be added
as part of a part 119 FAA-approved appendix B does not use this term in to the list of contents. Also, ‘‘MQTG is
flight training program. The FAA has describing the FTD requirements. ATA the reference document for subsequent
determined that these proposed recommends using the language in evaluations’’ should be added to the
requirements are not necessary because appendix B, while Delta suggests using definition of ‘‘Master Qualification Test
the requirements for an FAA approved ‘‘realistic replica’’ instead of ‘‘full size Guide.’’
training program are sufficiently robust replica.’’ Boeing asks whether ‘‘set of aircraft’’
to ensure safety. CAE states that in the definition of is a derivative series of models
‘‘evaluation’’ in the use of ‘‘etc.’’ is open produced by the same manufacturer or
Elimination of Exemptions does it encompass a class of aircraft,
to interpretation and should be
AOPA states that the proposal places removed. Likewise, CAE claims that the such as a medium twin-engine jet
additional regulatory burdens on the word ‘‘performance’’ is used in a very transport? CAE states that in the
entire aviation industry, including small general sense in the definition of ‘‘flight definition of ‘‘Set of Aircraft,’’ a
pilot training centers, simply to allow test data’’ and in many other places. reference is made to ‘‘handling,’’ when
the FAA to rid itself of the burden of CAE states, ‘‘Performance in simulators in all previous places ‘‘performance’’
issuing exemptions to part 125 and 135 has traditionally meant airplane has been used to cover both the
operators who wish to use Level A–D performance with regard to thrust/drag conventional aerodynamic performance
flight simulators under part 121, relationships, climb, range, etc.’’ CAE and handling. To be more consistent,
appendix H. Instead, AOPA suggests recommends defining ‘‘Approved data CAE recommends replacing ‘‘handling’’
making the appropriate changes in parts supplier’’ as ‘‘the aircraft manufacturer with ‘‘performance.’’
125, 135, and 142 by cross referencing or other supplier of data acceptable to FSB believes that the term ‘‘Sponsor’’
part 121, appendix H. According to the NSPM.’’ CAE also recommends must be more clearly defined to include
AOPA, the proposal should then be defining ‘‘Performance’’ as ‘‘the overall who may be or must be the ‘‘Sponsor’’
modified to address only part 125 and performance of the FSD to include of a particular simulator (FSD). FSB
135 operators and Level A–D flight aerodynamic performance as well as states, ‘‘There are many proposed
simulators. flight and ground handling.’’ references in the NPRM that place a
FAA Response: The purpose of this Additionally, CAE recommends requirement, responsibility, or burden
final rule is not to relieve the FAA of the changing the definition for ‘‘flight test on the actual owner of the FSD that will
task of issuing exemptions. The data’’ to ‘‘Actual aircraft performance effectively eliminate the ability to
requirements set out under part 60 are data collected by an approved data acquire and maintain U.S. certification
for the evaluation and qualification of supplier during an aircraft flight test of the FSD. The overall impact of this
FSTDs, a task that the FAA has to program. This includes the aircraft on NPRM, if adopted without major
perform regardless of whether the the ground test data as well as in the changes, could potentially eliminate
device will be used in air carrier air.’’ Part 142 Certificate Holders as providers
operations or not. This final rule FSI states that the definition of ‘‘flight of U.S. certified FSDs.’’ FSB
codifies existing practices and provides experience’’ is at odds with § 61.1 and recommends that the entity that is the
uniform standards for all FSTDs other parts of 14 CFR. FSI recommends financially responsible owner of the
regardless of where they will be used. deleting this definition or more FSD, and is a certificate holder, must be
Authorized uses under any individual accurately defining it. the sponsor of the FSD. The rule must
part of 14 CFR are contained in the Boeing recommends changing the not disqualify this entity as the sponsor
respective part. Therefore, even if a phrase ‘‘actual or predicted aircraft because of arbitrary conditions such as
device is evaluated and qualified for performance data’’ in the definition of how or how much the FSD will be used
certain tasks and maneuvers, the FAA, ‘‘objective test’’ to ‘‘final test or as long as the device continues to meet
independent of part 60, will still need approved aircraft data’’ because it is not applicable qualification standards.
to determine whether the device is clear what is meant by ‘‘actual’’ or ATA states that the definition of
suitable for use in a particular FAA ‘‘predicted’’ data. Boeing states that ‘‘Subjective test’’ is inconsistent with
approved training program. ‘‘predicted data’’ should apply to data appendix A, Attachment 3, Item 3,
that are truly predicted, i.e., data that Simulator Systems. CAE states that in
Comments Regarding Definitions are estimated for regions of the flight the definition of ‘‘Subjective test,’’ it is
ATA states that the definition of flight envelope where there are no relevant stated ‘‘FSD performs and handles.’’
simulator uses the term ‘‘series’’ of flight test data (for example, for very CAE recommends changing the
aircraft, while the definition of flight high angle of attack), or for a new definition of ‘‘Subjective test’’ as
follows: ‘‘A qualitative comparison to phrase ‘‘ground and flight operations’’ The FAA is not proposing to establish
determine the extent to which the FSD to ‘‘operations in ground and flight a new entity to approve training
performs like the aircraft being conditions.’’ We made a similar change programs. The term Training Program
simulated.’’ to the definition of ‘‘Flight Training Approval Authority (TPAA) was
CAE states, in reference to the Device (FTD)’’ where we used the introduced as a ‘‘shorthand’’ way of
definition for ‘‘Training Program simplified term ‘‘replica’’ instead of the listing the various combinations of titles
Approval Authority,’’ that parts 121, term ‘‘full size replica’’ and to the of those who are currently authorized to
135, and 142 are currently established phrase ‘‘aircraft in ground and flight provide such approvals; i.e., ‘‘Principal
as to who may approve training conditions’’ where we used ‘‘aircraft Operations Inspectors (POI), Training
programs. In CAE’s opinion, no new operations in ground and flight Center Program Managers (TCPM), or
authority needs to be introduced or conditions’’ for consistency with the Flight Standards District Office (FSDO)
created by part 60. definition of an FFS. operations inspectors assigned the
FAA Response: The FAA wishes to To avoid the confusion of including duties of training program oversight and
clarify the distinction between a ‘‘etc.’’ in the definition of ‘‘evaluation’’ approval.’’ The FAA has not changed
‘‘series’’ and a ‘‘set of aircraft.’’ An as raised by CAE, we have included the definition of TPAA as proposed in
example of ‘‘series’’ would be the ‘‘e.g.’’ instead so the sentence now reads the NPRM.
Boeing B–737 aircraft, where –200 is a ‘‘With respect to an FSTD, the
‘‘series’’ (e.g., –222, or –252, or –265 are qualification activities (e.g., the Comments Regarding Abbreviations
part of the –200 ‘‘series’’) as opposed to objective and subjective tests, the CAE suggests adding new
a –300 aircraft in the same make and inspections, the continuing qualification abbreviations to differentiate between
model (Boeing, B–737 line). ‘‘Set of evaluations) associated with the airplanes and helicopters, as follows:
aircraft,’’ is defined as ‘‘aircraft that requirements of this part.’’ AFSD—Airplane Flight Simulation
share similar handling and operating We have added a definition of ‘‘FSTD Device
characteristics and similar operating Performance’’ to read ‘‘The overall HFSD—Helicopter Flight Simulation
envelopes and have the same number performance of the FSTD includes Device
and type of engines or power plants.’’ aircraft performance (e.g., thrust/drag AFTD—Airplane Flight Training Device
While aircraft in the same ‘‘series’’ can relationships, climb, range) as well as HFTD—Helicopter Flight Training
certainly be described as being within flight and ground handling.’’ Device
the same ‘‘set of aircraft,’’ it is not true The definition of flight experience is
FAA Response: The FAA has not
that aircraft that are legitimately in the limited to part 60. Therefore, it does not
added these abbreviations and does not
same ‘‘set’’ are necessarily in the same conflict with other parts. The FAA has
consider them necessary for clarity.
‘‘series.’’ For example, we can consider clarified the definitions of ‘‘flight test
the Boeing B–737–222, the Boeing B– data,’’ ‘‘objective test’’ and ‘‘predicted Comments Regarding the Applicability
757–252, and the Embraer EMB–170– data’’ to be more precise. The FAA notes of the Part 60 Rule and the Use of Flight
100 within the same ‘‘set’’ of aircraft that the use of engineering simulation, Simulators
(i.e., they share similar handling and as an engineering analysis tool, may be
integrally involved in the development Use of FSTDs
operating characteristics and similar
operating envelopes and have the same of aircraft performance predictions. ATA states:
number and type of engines); however, The FAA did not revise the definition This rule provides regulatory information
it is obvious that these three are not the of ‘‘Qualification Performance Standard and further guidance to those who wish to
(QPS)’’ except to include a reference to become Sponsors of one or more FSDs and
same ‘‘series’’ of aircraft. A ‘‘series’’ of how a Sponsor must act to qualify and
an aircraft make and model is not the appendix E, Quality Management
maintain the qualification of an FSD. In
same as a ‘‘set’’ of aircraft. System for Flight Simulation Training addition, it provides the technical
The FAA has clarified the definition Devices. Also, the FAA did not revise requirements for an FSD to be awarded a
of ‘‘set of aircraft.’’ In response to the definition for Master Qualification specific level of qualification. This rule
Boeing’s question about set of aircraft, Test Guide (MQTG); however, we did should not address how an FSD is used. That
the FAA notes that while a ‘‘set of clarify the definition of Qualification information is contained within other parts
aircraft’’ may include a derivative series Test Guide (QTG). The FAA did not of this Chapter and should be between the
of models produced by the same revise the definition of ‘‘sponsor.’’ The Training Program Approval Authority
manufacturer, the definition does not FAA has not substantively changed the (TPAA), the Sponsor, and the user.
restrict ‘‘set’’ to derivative series. Rather, definitions of QPS, MQTG, QTG, and United agrees with ATA’s
‘‘set’’ encompasses aircraft with similar sponsor from the definitions as recommendation to remove the words
handling and operating characteristics, a proposed in the NPRM. However, the ‘‘and use’’ from the title of part 60 and
similar operating envelope, as well as FAA has addressed the concerns raised § 60.1(a).
the same number and type of engines or by the commenters by making other FAA Response: This rule is not
power plants as in the commenter’s appropriate changes to part 60 and the intended to infringe upon the FAA
example of a ‘‘medium twin engine jet.’’ QPS appendices. The definitions of designated TPAA. The phrase ‘‘and use’’
In the NPRM, the FAA used the terms these terms are consistent with the in the title of the part 60 rule has
‘‘ground operation’’ and ‘‘surface recommendations made by the ARC. specific and limited application: (1) To
operation’’ interchangeably. The FAA The FAA has reformatted the material the ‘‘use’’ requirements for simulator
recognizes that this could be confusing originally located in appendix A, sponsorship; (2) to the ‘‘use’’ limitations
and has clarified the final rule to use the Attachment 3. That material is now with missing, malfunctioning, or
term ‘‘surface operations’’ throughout found in a table entitled ‘‘Table of inoperative components; (3) to those for
the document to be consistent with Functions and Subjective Tests,’’ and is whom ‘‘use’’ of the FSTD is authorized
international harmonization. consistent with the title of the appendix. and for whom its ‘‘use’’ may apply; and
In the final rule, we changed Additionally, the FAA has clarified the (4) to those ‘‘uses’’ of the FSTD for
references from ‘‘full size replica’’ to the definition of ‘‘subjective test.’’ The which representatives of the NSPM have
more simple term ‘‘replica’’ and changes are consistent with the ARC evaluated and qualified a specific FSTD
clarified the definition by changing the recommendation. and may be referenced in the Statement
of Qualification, Non-Qualified it unclear what is prohibited in an FSD. be more specific about the persons to
Maneuvers, Procedures, and Tasks (as FSI recommends that the FAA list the which this rule applies.
listed by exception to those maneuvers, sections of 14 CFR for which an FSD FAA Response: The purpose of the
procedures, and tasks listed in the may not be used. rule language in § 60.2(a) is to give the
subjective evaluation contents found in Two commenters address the term FAA a legal means by which it could
Attachment 3 to each of the applicable ‘‘each person’’ in paragraphs (b) and (c). charge a nonsponsor with violations of
QPS appendices). Examples might JAA states, ‘‘It is still difficult to the safety rules if that person
include a circling approach; windshear understand why an individual of an inappropriately used or caused the use
training in accordance with 14 CFR FSD user organization, which does not of an FSTD for the purpose of meeting
121.409(d); Surface Movement and (necessarily) own the FSD, would be an airmen certification or training
Guidance System (SMGS); or Weather responsible for the quality of the FSD requirement under the Federal Aviation
Radar System. These ‘‘uses’’ are not to and not the FSD operator.’’ CAE Regulations. The FAA believes that a
be confused with the uses for which a recommends that in paragraph (c) ‘‘each safety issue could be raised if a non-
specific FSTD may or may not be person’’ should be the sponsor or a sponsor uses or allows the use of an
approved by the FAA designated TPAA. person leasing the equipment. FSTD because the quality of the device
FAA Response: The FAA did not could be called into question. Therefore,
Qualified FSDs the FAA believes that the prohibition on
adopt a specific list of sections in 14
ATA states: CFR for which an FSTD may not be non-sponsor use of a device is a safety
* * * this applies to ALL FSDs. It does not used. The TPAA determines what the rule and did not adopt changes to this
address the use of FSDs that are not qualified
FSTD may be used for on a case by case section other than changing the term
by the FAA but are used as part of an ‘‘FSD’’ to FSTD.’’
approved training program even though no basis. However, the FSTD may never be
The FAA does not consider the term
training credits are granted. For example, one used for satisfying the operating
‘‘causes’’ in paragraph (a) to be too
carrier has used their B727 CPT and a DC– experience requirements of § 121.434 or
general. The FAA does not consider
10 Level 4 equivalent device for training in § 135.244.
someone who merely turns on the
an approved training program even though The term ‘‘person’’ is a multiple use
neither was qualified by the NSP * * *. This hydraulic motion pump to be the person
term that, in the vernacular, might be who ‘‘causes’’ the use of the FSTD. An
paragraph should be changed to allow for the read ‘‘the appropriate party.’’ It is
use of non-qualified FSDs as training aids in example of ‘‘causing’’ the use of the
important to note that the term device would be someone fraudulently
an approved training program. This is then
under the jurisdiction of the POI. This could
‘‘person,’’ as used in the referenced holding themselves out as a sponsor,
be done in paragraph 1.1, definitions, to sections (i.e., ‘‘each person using’’ and thereby ‘‘causing’’ an unqualified device
exclude unapproved devices from the ‘‘each person who uses’’), is defined in to be used in an FAA approved training
definition of FSDs. Similarly, the rules, 14 CFR part 1 as ‘‘an individual, firm, program.
requirements, and penalties associated with partnership, corporation, company,
using an FSD that is not qualified should association, joint-stock association, or Comments Regarding Quality
themselves be clarified to allow for the use governmental entity. It includes a Management System (§ 60.5)
of non-qualified FSDs with TPAA approval. trustee, receiver, assignee, or similar JAA notes with appreciation that the
FAA Response: The FAA recognizes representative of any of them.’’ FAA is introducing a mandatory QAP.
the functionality of many pieces of Comments Regarding the Applicability JAA suggests making the QAP into a full
equipment (e.g., FSTDs, books, of Sponsor Rules to Persons Who Quality System (QS) and adding the
Computer Based Training Aids) that can Conduct Sponsor Activities Without components that are found in the
be used in an effective pilot or other Being Qualified Sponsors (§ 60.2) required JAA QS.
flight crewmember training program. CAE supports the requirement that
This final rule does not prohibit a POI FSI states that, contrary to the NPRM each sponsor implement a QAP, but
from authorizing the use of any training preamble discussion, the issue of a non- believes that the sponsor should be
aid that will provide valuable sponsor using or allowing the use of an allowed to use its own quality assurance
instruction to flight crewmembers. FSD is clearly an administrative rule, processes to meet the NSP standards.
While these devices can be authorized not a safety rule; even the discussion CAE states, ‘‘It would be inefficient and
for use in a training program, only those uses the word ‘‘inappropriately,’’ not costly to force all sponsors to adopt
devices that meet the definitional ‘‘unsafely.’’ FSI further states that the quality assurance measures based on a
requirements in part 60 (i.e., that have FAA goes on to illustrate in the actual specific, FAA-selected QAP as
been evaluated and found to be proposed section text with examples of described in Section 60.5. Companies
qualified at a stated level) can be permitted practices rather than listing must be given the flexibility to
referred to as ‘‘FSTDs.’’ To be called an prohibited practices. FSI recommends implement a QAP that is consistent with
FSTD, and to fall under this part, the that the FAA clearly articulate those their operations and business practices
device has to meet the stated definition practices that are prohibited in the and plans.’’
and evaluation requirements. Other actual text, and accurately discuss FAA Response: To harmonize with
equipment that may or may not be applicability of this section to non- ICAO, the FAA changed the title of
found to be suitable for use in a pilot sponsors. In addition, FSI states that § 60.5 Quality Assurance Program to
training curriculum, whether or not that paragraph (a)(1) adds another step in the Quality Management System (QMS).
curriculum is approved by the FAA, process of being able to use an FSD, i.e., The new title is not just a name change,
may not be called FSTDs (either FFSs or separate approval as a sponsor. but is in fact a complete revision of the
FTDs) when the device being referenced CAE states that the use of the term quality assurance program that is
does not meet the definition or ‘‘causes’’ in § 60.2(a) is too general. For significantly less costly and onerous
evaluation requirements of an FSTD. example, a technician asked to switch than what the FAA originally proposed.
the motion pump on cannot be The specific requirements for the QMS
Clarification of Terms considered to be the cause for the use are outlined in a new appendix to the
FSI states that the preamble statement of the device for unauthorized training. QPS requirements entitled Appendix E,
regarding ‘‘operating experience’’ makes CAE recommends changing the text to Quality Management Systems for Flight
Simulation Training Devices. This new training, evaluation, and flight Cost Consequences of Quality Programs
appendix does not add new experience should be able to be RAA requests the removal of the
requirements outside the scope of the accomplished with less interruption, proposed QAP requirement from the
requirements proposed in the NPRM, more accuracy and more reliability. The final rule. RAA states that the FAA has
but expands on the rule language of QMS program will help provide made no effort to evaluate the necessity
§ 60.5, Quality Management System. consistency in the current training and or effectiveness of the proposed QAP.
The requirements contained in the availability of repetitive practice in RAA believes the QAP would require
appendix E have been carefully the desirable environment of accurate airline operators to maintain technical
designed to allow each FSTD sponsor and realistic simulation. The FAA
the capability of using its own QMS staff on site, which would be
continues to believe that under such particularly cost prohibitive for regional
process to meet the described standards. circumstances the students will more airline operators who often buy time on
Justification for Quality Programs easily retain the knowledge and skills simulators at distant and even foreign
learned through such an increase in locations. TechniFlite makes a similar
ATA does not oppose the concept of reliability and through such
a QAP, but states that the FAA has not comment. If the FAA retains the
uninterrupted training. requirement, RAA suggests allowing the
offered any evidence that there
currently exists a quality control There are three areas of significance owner-operator to designate a simulator
problem in the way part 121 operators in this regard: evaluator or to outsource QAP duties.
maintain their FSDs. For example, an The first, in two parts. Part one is an FAA Response: Neither the original
analysis of nine years of FAA already existing precedence for the NPRM nor the revised wording in the
evaluations at one major carrier yielded regulatory requirement for a QMS final rule would require an airline to
a discrepancy rate of 2.8 discrepancies program found in the regulations maintain their own technical employees
per evaluation. ATA believes the other covering air carrier aircraft at the FSTD site, if that airline is using
regulations would allow the NSPM to maintenance. Part two is that several air another sponsor’s FSTD, for QMS issues
take action against an operator that does carriers currently participate in any more than the current practice of
not meet minimum quality levels. ATA voluntary quality programs (involving arranging with another party to provide
and FedEx believe the incremental FFSs and FTDs) due to their for maintenance, upkeep, modification,
benefit of creating and administering a participation in the FAA’s Air evaluation, evaluation scheduling of an
QAP will not be worth the cost of doing Transportation Oversight System FSTD it sponsors. In either case, the
so. NLX makes a similar comment, (ATOS). sponsor would be the responsible party
citing the present state of the airline concerning issues with the FSTD that
The second area is that of existing
industry. relate to technical aspects or to the QMS
FSTD sponsors already obtaining
FAA Response: The FAA did not program.
advantages from either developing an
propose to incorporate a quality
FSTD QMS program or contemplating Six Month Time Limit
assurance program, which differs from a
traditional ‘‘quality control’’ program, to doing so. One major airline, in UPS objects to the 6 month time limit
rectify bad or deteriorating maintenance comments made to this NPRM, stated for submission and approval of a QAP,
practices for individual FSTDs or at that while reviewing the proposed QMS stating that the NSPM would have an
specific FSTD sponsor locations. As program requirements they recognized influx of approximately 66 proposals
described in the original NPRM, the that ‘‘the proposed (QMS) did provide a from sponsors to review, comment and
basic precept of the program is for the vehicle for developing a more efficient approve within that timeframe. Also
sponsor ‘‘to say what it does; to do what management tool for simulator UPS states that 6 months is an
it says; and to keep good records.’’ The maintenance and control.’’ insufficient amount of time for UPS to
QMS program will require each sponsor The third area is one of international develop and implement a program that
to develop a working knowledge of the perspective. The FAA has not noticed would meet the requirements. UPS
requirements of part 60 and the relevant that many of the world’s regulatory recommends an 18 month timeframe, 6
QPS document. This knowledge will be authorities are beginning to embrace months to submit a proposed program,
demonstrated to the NSPM through a QMS programs or quality management 6 months for the FAA to review and
written description of how, how often, systems as a means of conducting their approve, and 6 months for the sponsor
when, where, and with what resources regulatory responsibilities. Example of to implement the program. American
the sponsor’s organization plans to such regulatory authorities include the makes a similar comment. ATA suggests
comply with the requirements of part individual regulatory authorities in a longer timeframe, one year for
60. Europe, under the auspices of the submitting a proposal, 6 months for the
By having this written description, European Aviation Safety Authority FAA to review and approve, and one
the NSPM and the sponsor will be able (EASA) and several regulatory year to implement and audit the QAP.
to compare what is actually done with authorities in the Pacific Rim (the FAA Response: The FAA has revised
what the sponsor says is done regarding Australian CAA and the Singapore this time frame to 24 months. The FAA
FSTD repair, modification, regular CAAC are two examples), who are has determined that this is a sufficient
maintenance, and daily readiness. The aiming to pattern their systems after that amount of time to implement the QMS.
FAA has determined that the of the JAA. Additionally, if FAA
standardization required for such requirements are to be truly Dry Lease of Simulators
satisfactory comparisons will add to the ‘‘harmonized’’ with the JAA, then it FSI suggests a problem with the
already existing efficiency and must be noted that the JAA’s JAR–STD– concept of a sponsor for operators who
effectiveness of the FSTD—regardless of 1A document, Aeroplane Flight dry lease flight simulators that are used
the level of that existing efficiency and Simulators, requires an FSTD operator by several air carrier certificate holders.
effectiveness. Through the added to have, and operate under, a quality FSI states, ‘‘Under the proposed
reliability of the maintenance and the management program, which is far more concept, quality would be assured for
daily readiness provided by a sound demanding than the QMS that we only one (sponsor) user, but not for
QMS program, any flight crewmember adopted under part 60. other users.’’ FSI believes that the
purpose of a QAP should be to ensure paragraph (d) that appeared in the NSPM have not agreed to accept each
that any training provider (i.e., not just NPRM and incorporated the other’s QMS programs, the sponsor then
the sponsor) is capable of providing requirements of that paragraph into will be required to reach an agreement
FSDs that continually meet the training, § 60.9 in the final rule. The FAA has with the NSPM regarding those aspects
testing, checking, and experience reinserted as § 60.5(d) the correct of the sponsor’s QMS program that may
requirements of its client’s FAA- paragraph (d) that was described in the be met by the sponsor in regard to this
approved flight training programs. FSB NPRM preamble. This paragraph reads specific FSTD.
makes a similar comment, stating, the same as a similar paragraph
published in the NPRM under Appeal Process and Determination of
‘‘Particularly in a part 142 operation,
§ 60.29(b). Emergency
this would result in each device within
a single facility being subject to a Location of Simulator ATA believes the final rule should
different Sponsor’s QA program.’’ In include another paragraph described in
this situation FSB believes the owner/ ATA comments that the paragraph the preamble, but not included in the
certificate holder should qualify as the described in the preamble that proposed rule, which addressed an
sponsor, even if they don’t otherwise addressed the location of the simulator appeal process for sponsors who
meet the sponsorship qualifications, would be impossible to comply with. disagree with an FAA requirement to
because they have ultimate ATA cites as an example, an operator modify a QAP. Boeing, CAE, and FSI
responsibility for the devices under the who sponsors a foreign owned simulator make similar comments. FSI requests
QAP. located in an area of the world where it more specific statements on how the
regarding sponsor qualification bases pilots. It is cost-effective to use determination of an emergency would
requirements to address the concerns that simulator rather than bring pilots be made and whether any sanctions
and recommendations raised by back to the U.S. for training. ATA states would apply to just one FSD or all FSDs
commenters. The QMS program assures the paragraph would require operators operated by the sponsor.
that any given FSTD continually meets to impose a QAP on the foreign
simulator owner, which would be FAA Response: As stated earlier, the
the training, testing, checking, and FAA has now included the material that
experience requirements of the impossible for the FAA to enforce.
Similarly, FedEx believes the was referenced in the original NPRM
respective FAA-approved flight training preamble language but which was
program in which it is used. requirement should not appear in the
final rule or should be modified to inadvertently omitted in the originally
facilitate the use of foreign simulators. proposed rule language. The FAA is
Conflict With Other Quality Programs reluctant to provide a list of what might
FAA Response: Prior to the use of any
ATA and United comment that FSTD, regardless of its location constitute an ‘‘emergency’’ in that all
inclusion of this quality program places (domestic or foreign), the certificate such possibilities simply cannot be
airlines under two dissimilar quality holder is responsible for determining accurately listed. The purpose of this
programs; that required by § 60.5 and that the FSTD meets the appropriate rule is to provide for FSTDs that meet
the Air Transport Oversight System training program requirements and that the established criteria to allow flight
(ATOS) item 4.2.8, Simulators/Training supplemental ‘‘differences’’ training is crewmembers to acquire proper and
Devices. Since the goal of these two accomplished to accommodate any complete training, testing, checking, and
quality requirements are the same— differences that may exist. Similarly, the experience for the particular aircraft for
system safety—ATA and United suggest certificate holder is responsible for which they will be or are type rated.
that these two quality program ensuring that the current maintenance While it is true that the FAA may have
requirements should be appropriately and operational status of the FSTD is the authority to take certificate action or
harmonized so that a sponsor now such that the planned activities can be seek monetary penalties for violations of
subject to part 60 and ATOS will be successfully accomplished or other the rules, or seek to remove the
required to meet the standards of only arrangements are suitably made. This qualification of an FSTD, or disqualify
one FSD quality program. level of familiarity with the FSTD and an FSTD sponsor from sponsoring
FAA Response: The FAA has revised this level of interaction with the owner/ FSTDs, these types of actions are a last
the ATOS inspection checklists and operator of the FSTD should certainly resort taken only when absolutely
eliminated the Airworthiness SAI/EPI support the QMS program requirements. necessary. When, how, to what, and to
components for an FSS or an FTD The FAA has revised the requirements whom any such sanctions might apply
inspection to avoid different quality so that when a sponsor includes a would be governed by the circumstance,
management programs for aircraft ‘‘foreign simulator’’ (i.e., one and therefore, the FAA is unable to
simulators. The changes to the ATOS maintained by a non-U.S. certificate provide specifics for such possibilities.
program checklists will become holder) under its sponsorship, the Quality Program Guidance
effective at the same time as this final sponsor will continue to be responsible
rule. for the QMS program for that simulator; ATA comments that neither the rule
however, if that foreign simulator is nor the QPS provide information on
Conflict Between NPRM Preamble and maintained under a QMS program how the QAP should be set up and
Rule accepted by that foreign regulatory administered. ATA also comments that
Several commenters address an authority and that authority and the there is no reference to the current
inconsistency between the preamble NSPM have agreed to accept each guidance documents that appear on the
discussion of proposed § 60.5 and the other’s QMS programs (e.g., QMS NSP Web site. ATA suggests that the
rule text itself. Paragraphs (b) and (d), as programs approved by the Joint FAA reorganize the QAP requirements
described in the preamble, do not Aviation Authorities of Europe), no by combining proposed § 60.5(b), (c),
appear in the rule text. additional requirements must be met. and (d) with the QAP requirements in
FAA Response: The FAA recognizes Alternatively, if that foreign simulator is appendix A, section 5, and moving them
that an error occurred with the original not maintained under a QMS program to a new appendix E, which would be
publication of the NPRM. We removed accepted by that foreign regulatory a QPS for a QAP. ATA recommends that
authority or that authority and the the new appendix contain appropriate
components of the current guidance and to the QPS requirements, the FAA will ‘‘It makes no sense to make a distinction
sample of an acceptable SQAP. consider adding specific timeframes as between a person and a certificate
FAA Response: The FAA has recommended by commenters. Such holder, particularly since both are
reorganized the QMS requirements in changes would be subject to notice and subject to loss of their certificate by the
the QPS appendices and established one comment. In addition, the FAA notes FAA.’’ RAA requests that the concept of
QMS appendix, appendix E, to provide that § 60.5(d) allows sponsors to appeal ‘‘sponsor’’ be eliminated from the
greater clarity and avoid redundancy. to the Director of Flight Standards proposed rule.
(Director) if the sponsor disagrees with FAA Response: The FAA has revised
Identification of Deficiencies
the NSPM’s deficiency notice. The filing and clarified the sponsorship
CAE believes the language of of an appeal stays the NSPM’s notice requirements of § 60.7.
proposed § 60.5(b) is too vague and that pending the Director’s decision. Thus, a The FAA defines the term ‘‘person’’ in
the FAA should specify the level of sponsor can appeal to the Director if it 14 CFR part 1 as ‘‘an individual, firm,
detail required in the documentation for believes that the NSPM has not allowed partnership, corporation, company,
correcting deficiencies in the QAP. CAE adequate time to resolve a deficiency. association, joint-stock association, or
suggests changing the words ‘‘deficiency governmental entity. It includes a
in the program’’ to ‘‘an issue that has a Management Representative trustee, receiver, assignee, or similar
direct impact on the quality.’’ American FSI comments that identifying an representative of any of them.’’ In § 60.7,
states that it is unclear whether the employee of the sponsor to be the the FAA uses ‘‘person’’ in accordance
deficiencies being identified are in the management representative, under with the part 1 definition. Additionally,
QAP or in the FSD maintenance proposed paragraph (d), may result in as used in this particular situation, the
program. ATA states that if the delayed or confused communication if ‘‘person’’ being referred to would hold
deficiency being identified is in the that person is someone other than the or be an applicant for a certificate under
QAP, then the FAA process should training center’s designee. American part 119, 141, or 142, or have a course
specify how it is to be changed. Trans Air asks whether the management of training approved under appendix C
FAA Response: The FAA has made representative under this section could of part 63. A ‘‘person’’ whether
clarifications to § 60.5. The language of be the same person as the liaison with corporate or individual, can hold a
§ 60.5, Quality Management System, the manufacturer designated under certificate issued under part 119, 141, or
was chosen to allow for future revisions § 60.9(b)(3). 142. However, an individual person
to the QMS program, as described in FAA Response: As previously who holds only an airman certificate
appendix E. One of the major precepts mentioned, the FAA moved proposed (e.g., issued under part 61), would not
of any quality management system is paragraph (d) to § 60.9(c) in the final qualify to be an FSTD sponsor.
that of continual improvement— rule. (See the discussion in § 60.9 for The National Simulator Program has
improvement as defined by the additional responsibilities of the operated under the concept of
organization utilizing the quality sponsor). In the NPRM, the FAA ‘‘sponsor’’ for over two decades.
management system that can be proposed that a sponsor maintain However, the National Simulator
recognized by an outside observer. An liaison with the aircraft manufacturer or Program has never been specific
improvement might manifest itself in the holder of the type certificate if the regarding the definition of the term, nor
the improved maintenance or the manufacturer was out of business. The has the agency been diligent in ensuring
reliability of the FSTD; it might manifest FAA notes that maintaining a liaison that all of the precepts of FSTD
itself in an increased efficiency in being with the aircraft manufacturer does not utilization were scrupulously followed.
able to track some aspect of the on-going mean that the sponsor must designate a The FAA believes that it is time that this
maintenance functions; or it might specific person to serve as a ‘‘liaison.’’ concept is completely understood by
manifest itself in a more detailed The Management Representative (MR) everyone in the industry.
description of a job function or more may perform this duty if necessary. Sponsorship Qualification
clearly defined documentation or a There is no requirement that the MR be Requirements
better way to ensure that management is the training center designee. The only
involved in decisions regarding the requirement is that the person so FSB believes that the proposed
QMS program or the quality designated as the MR by the sponsor sponsorship qualification criteria will
management system. have the responsibility and authority to seriously affect third party operations
accomplish duties outlined in § 60.9(c). and that the NPRM, if adopted without
Grace Period for Required Changes major changes, could potentially
ATA suggests that § 60.5(c) provide a Comments Regarding Sponsor eliminate part 142 certificate holders as
12 month time limit within which the Qualification Requirements (§ 60.7) providers of U.S. certified FSDs.
sponsor must make the required Many commenters are concerned Examples of situations that FSB believes
changes to the QAP, so that it is not about the concept of FSD sponsorship as would no longer be allowed are cases
immediately in violation after being proposed in § 60.7(a) and (b). Some where the FSD is owned by a part 142
notified of the required change. CAE commenters request the FAA delete, certificate holder but is used principally
makes a similar comment. ATA and change, or clarify the sponsorship by other certificate holders. If neither
United request clarification of whether requirements. the owner nor any of the other users met
paragraph (c) addresses the pre-approval RAA states that § 60.7 proposes to the specified minimum threshold of
process or the process when program have individuals such as pilots, hours under their approved training
deficiencies are discovered during an instructors, and check airmen be programs, none of these users would
audit. sponsors rather than a part 121 or part meet the sponsorship standards, even
FAA Response: The FAA made minor 135 (i.e., part 119) certificate holder. though the FSD might serve many U.S.
clarifications to § 60.5(c). The FAA did RAA agrees that such individuals fit the certificated operators. Also, the owner
not adopt specific time limits as criteria sought by this proposal, but might be forced to change the
recommended by commenters, because believes that a collective body of sponsorship of some FSDs from time to
such revisions are outside the scope of ‘‘individuals’’ that comprise an air time in order to continue to have a
the NPRM. However, in future changes carrier also fit the criteria. RAA states, sponsor who meets the conditions of
sponsorship. FSB recommends that if In regard to proposed § 60.7(b), FSI position between the NSPM and the
the owner is a U.S. certificate holder, asks for clarification of the relationship sponsor’s specific TPAA. Eclipse
that the responsible certificate holder between the four conditions in this Aviation would like to see a better
should be the sponsor of the FSD, paragraph, i.e., whether the sponsor delineation of duties and a more
without having to meet all the must meet any or all of the four formalized coordination process within
requirements in this section. conditions. ATA identifies an the FAA between these two bodies.
Further, FSB comments that there are inconsistency between proposed FAA Response: The FAA has
circumstances in part 142 operations § 60.5(a), which allows a sponsor 6 modified its processes regarding
where FSD certification is necessary, months to develop a QAP after the final coordination and communication with
but there is no plan by the FSD owner rule is effective, and § 60.7(b)(3), which Principal Operations Inspectors (POI)
to conduct training. FSB states, ‘‘This states that a sponsor must have an and Training Center Program Managers
proposal is a case where a prerequisite approved QAP. ATA recommends a (TCPM). The NSPM will provide a
for Sponsorship is based on intended long period of phase-in for the final rule Statement of Qualification directly to
use of the device. It is the opinion of and an automatic qualification for items the sponsor (copying the POI/TCPM)
FSB that the proposed regulation should that were in good standing before the and will receive materials directly from
focus on the quality and functionality of effective date. ATA also comments that the sponsor (provided parallel
the device and that approvals for how proposed § 60.7(b)(4) gives the NSPM communication is maintained with the
the device will be used should be left full veto power over a candidate POI/TCPM).
[to] the Principle Operations Inspector sponsorship, with no definitions of how Part 61 Flight Schools
(POI), or the Training Center Program the NSPM will evaluate the candidate
sponsor’s acceptability to the NSPM. Fidelity states that the proposed rule
Manager (TCPM), or other appropriate
FAA Response: The changes to the does not allow a part 61 flight school to
approval authority.’’ FSB recommends
sponsorship requirements discussed sponsor an FSD or FTD. Fidelity
that § 60.7(a)(2) be deleted.
previously adequately address the believes if an organization is capable of
FSI objects to the NPRM preamble maintaining the quality control program
statements that the sponsorship and issues raised by the commenters. In the
final rule, the FAA eliminated the specified by part 60, and if the local
approval process proposed is similar to POI, FSDO, or TPAA is satisfied, then
the current practice. FSI states, proposed requirement that a sponsor
use the device for 600 hours per year. the FAA should allow part 61 schools
‘‘Currently, there are no ‘sponsors’ of to sponsor an FSD. Fidelity cites
simulation. The FAA has never defined We are now requiring that at least one
FSTD is used at least once per year specific sections in part 61 that allow
the term; there has never been a for FSD usage.
requirement to have or to be a sponsor. within the sponsor’s FAA-approved
flight training program. Also, the final FAA Response: FSTD sponsorship is
The term, concept, and obligation is a very unique responsibility and one
proposed in this Notice of Proposed rule permits the sponsor to sponsor
additional FSTDs, beyond the first that is irrevocably linked to an FAA-
Rulemaking for the first time. The approved flight training program along
implication that sponsors exist now and FSTD, without having a ‘‘use’’
requirement. If a sponsor sponsors an with other equally unique requirements.
have been required tends to minimize As a result, the FAA has determined it
the operational and economic impact of additional FSTD that is not used within
its approved training program then one would be inappropriate to allow a part
the current proposal.’’ Further, FSI 61 operator, with no requirement for
comments, ‘‘The process outlined in the of the following conditions must be met:
(1) The FSTD must be used in another FAA-approved training programs or
proposed part 60 is not at all similar to other required FAA oversight, to
FAA-approved flight training program.
current practice in one of the major (2) The sponsor must provide the sponsor an FSTD.
features of the proposed rule. That is, FAA with a written statement from a
the current practice, (and practice for Sponsor Responsibility
qualified pilot having flown the airplane
the past many years), has been for the that is simulated at least once during the UPS states that it may not be feasible
FAA to evaluate, qualify, and then previous 12 months. The statement to place responsibility for the
approve for use FSDs for a certificate must indicate that the configuration, qualification of an FSD owned,
holder having an approved training performance, and handling of the FSTD operated, and maintained by another
program. Now the FAA would add the are appropriately representative of those business entity on the sponsor because
major step of approving a person, not features of the airplane being simulated. the sponsor would have no direct
necessarily the developer, owner, or Additionally, while it is true that the control of that entity’s operation. UPS
custodian of an FSD as a sponsor. This FAA does not currently use the specific believes this requirement would further
is a major departure from current term ‘‘sponsor,’’ the agency, under its constrain the business of flight
practice.’’ FSI recommends that the existing practices, does assign someone simulator training and should be
FAA delete any requirement for a to ‘‘oversee’’ each qualified FSTD. Thus, deleted.
sponsor to be a certificate holder and the requirements in § 60.7 are simply a In regard to proposed § 60.7(a)(2),
specify that a training center may codification of the agency’s current DHL agrees with the apparent intent of
continue to fulfill all proposed roles of policies. the rule to give the users who hold
a sponsor and the term sponsor be The rule language is clear about what vested interest in the simulators (the
eliminated. is necessary for a person to become an carriers) the responsibility and
ATA states that proposed § 60.7 does FSTD sponsor and what requirements of motivation to guarantee quality
not explain or provide a process for part 60 will apply to existing FSTDs. assurance of the simulators. Further,
gaining sponsorship approval. ATA With limited exceptions, the continuing DHL states, ‘‘It is also apparent that the
recommends that the sponsorship qualification requirements for existing FAA is shifting the responsibility from
qualifications and systems and FSTDs will not change. the National Simulator Program Team
processes needed to manage the new (AFS–205) to other entities (the
requirements be established in a pre- Role of TPAA sponsors) and allowing AFS–205 to
defined order over a certain period as Eclipse states that the proposed rule provide oversight. It is unclear,
part 60 goes into effect. puts the sponsor in a precarious however, if this is a cost savings
measure for the Federal Government, under part 61 may use an FSTD for any Dequalified Simulators
which would place a financial burden authorized purpose, but a DPE may not In regard to proposed § 60.7(c)(3)(ii),
on the sponsors.’’ sponsor an FSTD. CAE believes that someone else may
FAA Response: The FAA is not
Minimum of 600 Hours apply to sponsor the dequalified
shifting any responsibility with this
simulator immediately, since only the
section of the rule, but is simply Most of the commenters on this current sponsor cannot reapply.
clarifying that to be a sponsor, one section object to the proposed American states that this paragraph has
would have to have an FSTD qualified requirement in § 60.7(c)(1) that an FSD the potential for significant impact on
and used as part of their own FAA- be used a minimum of 600 hours per sponsors of foreign simulators.
approved training program. year in the sponsor’s training program. American further states that if a valid
Sponsors with Multiple Certificates Commenters state that the proposed training requirement for a device exists,
minimum hour requirement is arbitrary, the FAA should not be in a position of
United comments that it holds unfair, financially burdensome, and
certificates under both parts 119 and impacting business decisions. Similarly,
creates an unfair financial advantage for ATA opposes any attempt to require
142, offering contract training for large training centers.
aircraft currently flown by United and that an FSD remain out of service for
FAA Response: As discussed any enforced period of time. ATA
aircraft no longer flown by United.
previously, the FAA eliminated the 600- suggests removing the sponsor’s
United requests that the FAA clarify the
hour requirement. Instead, the sponsor qualification, not the FSDs. United and
wording to allow a sponsor who
must use at least one FSTD at least once Delta make similar comments.
operates FSDs under multiple
per year in an FAA approved training FAA Response: As discussed
certificates to be the sole sponsor of
program. Any additional FSTD previously, the FAA has rewritten the
those FSDs with only one quality
sponsored by the sponsor must be used sponsor qualification requirements,
program and one management
in another FAA-approved flight training specifically the use requirements.
representative.
FAA Response: The FAA has added program or the sponsor must provide Therefore it is highly unlikely that
information to appendix E. The QMS the FAA with a written statement from sponsorship will be taken away for non-
requirements should not be read to a qualified pilot having flown the use of an FSTD. The revisions to § 60.7
preclude a given QMS program from airplane being simulated at least once adequately address the concerns raised
being applicable to more than one during the previous 12 months. The in this area. The FAA has modified
certificate holder (e.g., part 119 and part statement must indicate that the § 60.7(c) to remove the statement ‘‘The
142 or two part 119 certificate holders). configuration, performance, and FSD is not qualified.’’
It should also not be read to preclude an handling of the FSTD is appropriately
representative of those features of the Comments Regarding Additional
individual from being a Management Responsibilities of the Sponsor (§ 60.9)
Representative (MR) for more than one airplane being simulated. The revised
certificate holder (e.g., part 119 and part rule language resolves the concerns Several commenters object to the
142 or two part 119 certificate holders) raised by commenters. proposal in § 60.9(a) that sponsors must
as long as the other QMS program Sponsorship Under Parts 125 or 137 allow ‘‘immediate’’ inspection of the
requirements and the other MR FSD, citing the disruption and extra cost
requirements are met for each certificate FSI suggests including parts 125 and if training is interrupted without notice.
holder. 137 in the definition of ‘‘Certificate The amount of notice requested by
Holder’’ in § 60.3 and in § 60.7(c)(2) to commenters ranges from 24 hours to
Use of Qualified FSDs allow for future use of simulation under seven days. ATA provides proposed
TechniFlite states that limiting the those parts. revised rule language, allowing 48 hours
use of a qualified FSD to an approved FAA Response: As stated previously, notice. Several commenters state the
course unduly limits the use of the FSD. only those persons required to have an NPRM does not provide any rationale
TechniFlite states, ‘‘A Designated Pilot FAA approved flight training program for the change in approach from the
Examiner (DPE) should be allowed to are eligible to sponsor an FSTD. The current language in §§ 142.29 and
use a qualified FSD for all or part of a FAA has established an Aviation 142.73, which provides for inspection of
check ride in accordance with the Rulemaking Committee to review part facilities, equipment, and records ‘‘at a
practical test standards. * * *’’ If a pilot 125. The FAA will review the reasonable time.’’ ATA and United state
applicant has the experience and has recommendations of this Aviation that if the FAA needs authority to
otherwise received the appropriate Rulemaking Committee when they are conduct ‘‘emergency’’ no-notice
training outside of a 142 training received to determine if an FAA inspections, it should add a paragraph
program, that pilot or his employer approved training program will be containing guidelines for when such
should not be required to pay for the required under the new rules. The FAA emergency inspection might be
expense of the 142 program. Many will initiate formal rulemaking at that required.
corporate flight departments have time if warranted by the FAA Response: The FAA has revised
excellent in-house training programs. If recommendations. Also, operations the rule language to require that
a qualified FSD is available, the conducted under part 137 (Agricultural sponsors allow the NSPM upon request
Designated Pilot Examiner should be Aircraft Operations) require the use of to inspect the FSTD ‘‘as soon as
allowed to utilize the device.’’ pilots with either commercial or airline practicable.’’ In addition, the FAA has
TechniFlite believes part 61 training transport pilot certificates and a rating clarified in the Information section of
should not be denied access to FSDs. for the aircraft that is to be used in the the QPS that the phrase ‘‘as soon as
FAA Response: There may have been agricultural operation. There is no practicable’’ means without
a misunderstanding of the proposal. Part requirement, however, for a part 137 unnecessarily disrupting or delaying
60 does not impose any limitations or operator to have an FAA approved flight beyond a reasonable time the training,
prohibitions regarding the use of a training program. Therefore, it is not evaluation, or experience being
qualified FSTD for any appropriate, appropriate for those operators to conducted in the FSTD. These revisions
authorized usage. A DPE certificated sponsor an FSTD. should address the commenters’
concerns. The FAA did not intend for Liaison with Aircraft Manufacturer an additional qualification process be
proposed § 60.9 to imply that the FAA DHL and FSI state that the proposed added to § 60.11(a).
would have the right to conduct FAA Response: The requirements of
requirement in § 60.9(b)(3) to maintain a
‘‘emergency’’ no-notice inspections. this section of the rule do not require
liaison with the aircraft manufacturer
that a sponsor keep a lessee from
Comments Regarding Foreign Devices would be difficult when the
improperly using the FSTD. Rather, this
manufacturer is out of business or when
section is to require that the sponsor
FedEx and ATA state that paragraph the aircraft is no longer being
will not use the FSTD or allow the
§ 60.9(a) should be applicable to FSDs manufactured. FSI points out that the FSTD to be used unless it: 1) Is properly
that are directly under the sponsor’s manufacturers would also incur a cost sponsored (paragraph (a)); 2) is qualified
control, and not applicable to those from this requirement and would as described in the Statement of
FSDs where the sponsor is not the probably prefer to maintain a liaison Qualification (paragraph (b)); 3) remains
operator of the FSD. only with the FSD manufacturer, and qualified (paragraph (c)); 4) is used with
FAA Response: The FAA appreciates not with every sponsor for a particular the original or properly modified
those situations where a sponsor is FSD. ATA states that the relationship programming (paragraph (d)); and 5) is
sponsoring an FSTD owned and the air carriers and their training used in accordance with missing,
operated by a foreign airline or foreign departments maintain with the malfunctioning, and inoperative
manufacturers should be sufficient and component requirements of § 60.25
training center located outside of the
for independent training centers, there (paragraph (e)). The standard briefing
United States. It is not the FAA’s intent
should be more specific direction on provided to those who ‘‘dry lease’’ an
to conduct inspections on these FSTDs
what constitutes liaison. FSTD is sufficient to address the
outside of those times when such an
FAA Response: The FAA has revised concerns raised here.
FSTD is being used by the sponsor or
this section of the rule by eliminating
another U.S. certificate holder. the language that was referenced in Confusion About ‘‘Type, Make, Model,
Collecting Comments on the FSD these comments. However, the FAA has and Series’’
included the following language in the FSI states that the language of
Several commenters state that the applicable QPS appendices, in the QPS paragraph (b) is a significant departure
proposed requirements in § 60.9(b)(1) Requirements section addressing from current § 142.59(a)(1), because that
and (2) to collect and take action on § 60.13: The FSTD ‘‘sponsor must section does not require that an FSD
comments on the FSD and its operation maintain a liaison with the represent a specific ‘‘configuration’’ or
would duplicate the maintenance and manufacturer of the aircraft being even ‘‘variant within type.’’ FSI states,
discrepancy log requirements elsewhere simulated (or with the holder of the ‘‘The intermingling of type, make,
in part 60 and should be removed. aircraft type certificate for the aircraft model, and series, and ‘‘configuration’’
Commenters fear that this paragraph being simulated if the manufacturer is is confusing, contradictory, and not
would create the potential for irrelevant, no longer in business), and/or, if consistent with the FAA’s own aircraft
non-factual, personal or pejorative appropriate, with the person having nomenclature system. It would preclude
comments, which would be difficult to supplied the aircraft data package for using a simulator representing a type of
examine, classify, and take action on, the’’ FSTD ‘‘in order to facilitate the aircraft, for training or testing for
resulting in unnecessary expenditure of notification described in this another of a common type rating, and
time and resources. Commenters paragraph.’’ then using the FAA’s own differences
particularly state that flight training scheme to address differences.’’
Posting of Statement of Qualification FSI states that FAA has not justified the
crewmembers might offer comments
that reflect the trainee’s difficulty and ATA, FedEx, and United request that change in the proposed section and has
not the performance of the simulator. the FAA allow for electronic posting of not evaluated the cost of the impact.
Such comments should be provided to the document. FSB makes a similar comment, stating
the instructor or evaluator and not be a FAA Response: The FAA has that, ‘‘Many aircraft have multiple
requirement under this section. determined that electronic posting configurations, which could potentially
would be helpful to the sponsor and the create the need for multiple Statements
FAA Response: The FAA adopted user. Therefore, we have modified § 60.9 of Qualification.’’
revisions to the comment collection to allow for the electronic posting of the FAA Response: The FAA has removed
provisions in this section. The intent of Statement of Qualification. In addition, the terms ‘‘make, model, and series of
this requirement is to provide a as a result of other changes to this aircraft or set of aircraft’’ from the rule
mechanism for comments to be section we have moved the language in paragraph (b). In the final
provided and for the sponsor to be able requirements in proposed § 60.9(b)(4) to rule, we only reference the Statement of
to review those comments and take § 60.9(b)(2). Qualification. However, the use of these
whatever action it deems appropriate. terms is not a departure from the current
The FAA did not specify the method Comments Regarding FSD use (§ 60.11) requirement in § 142.59(a)(1) where the
used to collect this information. Delta Air Lines (Delta) suggests that requirement is that approval for use of
However, a maintenance log or an § 60.11(a) be reworded to make the an FSTD be based on ‘‘each maneuver
addendum to a maintenance log would sponsor’s responsibility limited to not and procedure for the make, model, and
suffice to meet this requirement. It was knowingly allowing the FSD to be series of aircraft, set of aircraft, or
the FAA’s intent not only to allow, but misused. Delta states that a sponsor aircraft type simulated, as applicable.’’
to encourage comments. If a sponsor cannot ensure that, for example, a rental These requirements are completely
determines that a particular comment is crew is not using an FSD for training for compatible and not interdependent.
motivated by the trainee’s difficulty and a system for which the FSD is not There is nothing in any part 60
not the performance of the FSTD, then approved. Delta also suggests that the requirement, including the particular
the sponsor should indicate that fact. preamble statement providing that other section referenced, that would preclude
Providing a source for comments such persons or certificate holders may the use of an FSTD representing a type
as these is logical and has merit. arrange to use a sponsor’s FSD without of aircraft for training or testing for a
common type rating, and then using an avionic software variation available in the performance, handling qualities, or
FAA-approved differences training FSD prior to that software being used for other characteristics of the aircraft,
program to address any differences that training * * *. This clause should be including data related to any relevant
deleted.
may exist. The FAA reiterates that the changes occurring after type
requirement is for the qualification of United, FedEx, Delta, FSI, Fidelity, certification. Further, according to ATA,
the FSTD. While it is certainly true that and CAE make similar comments. FSI other than paragraph (b), the sponsor
many aircraft types have many different states that changes might be the result should have no role in this section. It
configurations, it is also true that each of the requirements in § 60.19(c) or must be the responsibility of the aircraft
FSTD will reflect a single aircraft type § 60.23 and that most modern manufacturer or other data provider to
(make, model, and series) and reflect simulators require the modification of supply the appropriate validation data
one configuration. There are provisions software parameters to control the for use by the sponsor in the QTG.
for ‘‘convertible’’ FSTDs and each simulator mechanics. CAE states that Finally, ATA concludes, as a minimum,
configuration to which the FSTD is the clause potentially removes the the NSPM should pre-approve the
convertible will be annotated on the capability of allowing different users to airplane manufacturer’s or data
configuration list as part of the emphasize specific aspects of the provider’s validation data roadmap (see
Statement of Qualification. Indeed, training, for example the sponsor may the ICAO document, Manual of Criteria
some convertible FSTDs are so different have introduced one effect that is for the Qualification of Flight
they warrant a separate FAA unacceptable to another user who Simulators, 2nd edition, Attachment D)
Identification number and a different requires a different implementation of prior to allowing the data to be used for
series of evaluations. The requirement cues. United, FSI, and CAE provide validation of a FSD.
here is that each FSTD meet the suggested language to modify paragraph NLX, Delta, American, and CAE make
requirements stated in part 60, (d). similar comments. ATA believes the
including the applicable QPS appendix, FSI questions the meaning of the burden of responsibility for providing
to be qualified. How that FSTD is terms ‘‘active programming’’ and these data should be upon the aircraft
authorized for use has, and will ‘‘regular flight crewmember’’ in the manufacturer or data provider, for use
continue to, come under the jurisdiction preamble discussion of § 60.11(d). by the sponsor/operator in the QTG or
FAA Response: The reference to as additional reference data. (ATA
of the TPAA.
‘‘regular flight crewmember training’’ provides suggested new rule text for the
Required Features was used in the original part 60 entire section.)
Regarding paragraph (b)(2), Delta preamble language to refer to the FAA Response: The FAA, revised the
states that an FSD should not be normally conducted, or routine training language of this section to say the
required to have all features—just those of flight crewmembers. However, the following: ‘‘The data made available to
for which training credits are desired. FAA has modified this section of the the NSPM (the validation data package)
Delta suggests that paragraph (b)(2) be rule language such that the FSTD would must include the aircraft manufacturer’s
changed to ‘‘For all tasks and have to be operated ‘‘with the software flight test data and all relevant data
configurations approved in the and hardware that was evaluated as developed after the type certificate was
satisfactory by the NSPM and, if issued (e.g., data developed in response
sponsor’s or user’s FAA approved Flight
modified, modified only in accordance to an airworthiness directive) if such
Training Program.’’
FAA Response: The FAA has removed with the provisions of this part’’ data results from a change in
paragraph (b)(2). There is no (§ 60.11(d)). This change addresses the performance, handling qualities,
requirement that any FSTD be concerns raised by commenters. functions, or other characteristics of the
configured to match all possible Comments Regarding FSTD Objective aircraft that must be considered for
configurations of a single aircraft type Data Requirements (§ 60.13) flight crewmember training, evaluation,
nor that it be able to be used for or for meeting experience requirements
ATA comments that the requirement of this chapter.’’
training, testing or checking for all the in proposed § 60.13(a) for aircraft The FAA understands the position
tasks that the simulated airplane type manufacturers’ flight test data and all described by NLX, Delta, American, and
may be able to accomplish. data developed after the type certificate CAE regarding the burden of
Changes in Software was issued is too broad, impractical, responsibility for providing aircraft
and likely impossible to satisfy. ATA data; however, at this juncture, the
ATA objects to proposed § 60.11(d),
comments that the sponsor has no scope of this rule does not permit the
stating that,
control over the data product and states, FAA to levy simulation data
It will be impossible for the FSD to operate ‘‘The aircraft manufacturer does not requirements on those not falling under
with the ‘‘same software and active provide ‘all data’ as part of a data the regulatory jurisdiction of part 60
programming’’ that was evaluated by the package; rather, they only provide (such as aircraft manufacturers). As a
NSPM. After the initial eval and each
recurrent eval, the operator continues to
certain cases and sets of data. The flight result, the organizations that do fall
make software changes to improve the utility test data package can consist of directly under the provisions of part 60
of the training device (adding malfunctions numerous volumes (particularly for are the sponsors—and it makes sense to
and features), to fix faults, to improve older airplanes), only a portion of which levy these requirements on them. The
reliability and maintainability, and to keep are included in the Qualification Test FAA acknowledges that close
the simulator current with the aircraft. Other Guide (QTG). The data the sponsor does coordination must exist between the
sections in this Part 60 deal with how have is available for review during the sponsor and the data provider (aircraft
changes are to be evaluated and monitored by initial evaluation if a case is manufacturer, simulator manufacturer,
the NSPM. These are sufficient and do not questionable; however, the logistics of or other data supplier) to ensure that the
need to be duplicated in this clause * * *.
As worded, this paragraph implies that the

submitting the entire flight test package set of data ultimately made available for
FSD software and active programming must to the NSPM are prohibitive.’’ ATA FSTD evaluation will meet the part 60
remain static between NSPM evaluations. suggests the data referred to in this requirements as indicated. However, the
One could also infer that the NSPM must section should be limited to those data FAA may task the ARC to consider
evaluate every combination of engine and that are sufficient to validate the alternative approaches to this issue and
make recommendations. The FAA may parties to work together to achieve that additional flight testing, that should be
consider these recommendations for end. strictly between the NSPM and the data
inclusion a future NPRM. provider. In addition, this paragraph
Data Related to Modifications
could subject the sponsor to large costs
Validation Data FSB comments that once a FSD is to obtain data as required by the NSPM.
TWA states that the rule should qualified under initial certification test This requirement seems inappropriate
require that a manufacturer receive data, only the additional data related to and too broad, according to ATA.
NSPM approval for the aerodynamic, modifications need be submitted to American and CAE make similar
engine and proof of match data on all NSPM. FSB believes this data must fully comments and request that the FAA
new aircraft types. This would provide support the proposed modification and provide additional guidance on when
for commonality between the must include appropriate additional flight test data might be
performances of various simulators and manufacturers’ flight test data that required.
reduce the time required by National relates to performance, handling FAA Response: While the data
Simulator Program engineers to review qualities, functions and aircraft acquisition processes specifically
the data because for each new type of characteristics required for flight designed for simulation modeling and
aircraft they would need to review only crewmember training, evaluation, or subsequent validation would be highly
one data package. TWA says that the experience requirements. desirable, the FAA acknowledges that
sponsors of new type aircraft would FAA Response: The FAA has the existing practices were developed to
then know they are working with modified § 60.13(a) to include language minimize the cost of flight testing and
approved data and could proceed indicating that ‘‘all relevant data to take maximum advantage of the flight
accordingly. developed after the type certificate was testing already required as a function of
United comments that this proposal issued’’ will be required. An example of aircraft certification. Additionally,
continues to place the sponsor between such data is data developed in response while flight testing limited strictly to
the FAA and the FSD data provider, to an airworthiness directive. simulation purposes has never been
thereby codifying the FAA’s ability to discouraged, the FAA recognizes that a
withhold FSD qualification because of Previously Approved Data
shift in requirements as suggested here
poor data from the data provider. Thales Training and Simulation might have an unwanted and perhaps
CAE believes this paragraph is geared comments that the requirement for prior unnecessary impact on the cost versus
to commercial operators and not to submission of data to the NSPM for quality of the data as presently acquired
business jet airplane manufacturers. approval does not allow the use of data and accepted for simulation purposes.
CAE recommends revising the text of previously approved by the NSPM by The FAA is interested in having each
§ 60.13(a) to read: ‘‘Except as noted in way of the Validation Data Roadmap. FSTD mimic as closely as possible the
paragraphs (b) and (c) of this section, for FAA Response: The term ‘‘Validation performance and handling of the
the purposes of validating FSD Data Roadmap’’ is used in the simulated aircraft. As such, when new
performance during evaluation for Information Section of the QPS to generation aircraft are designed, built,
qualification, the sponsor must submit describe the document that contains the and placed into service, it is possible
to the NSPM the flight test data used to plan for acquiring the validation data that the existing set of data requirements
define the performance standards of the and the data sources. The Information or the methods used to acquire those
FSD.’’ Sections are advisory and provide data may be found to be inadequate in
FAA Response: The FAA adopted general guidance to the user. The some way. ATA is correct that certain
revisions to the ‘‘exception’’ phrase to Validation Data Roadmap will assist the situations have resulted in some
clarify that the wording in this section user in meeting the regulatory sponsors carrying data discrepancies for
is geared to sponsors and not to requirements. much longer than the FAA would
commercial operators, airplane desire. The NSPM, the aircraft
manufacturers or individual persons Use of Flight Test Data
manufacturer, and other interested
receiving training in a FSTD. The FAA FSI comments that instead of using parties (e.g., foreign regulatory
recognizes that the new rule places the aircraft certification data, aircraft authorities with the same or similar
sponsor between the FAA and the FSTD manufacturers should work with concerns, and other sponsors) continue
data provider, thereby codifying the simulator manufacturers to produce to research the best and most acceptable
FAA’s ability to withhold qualification flight test data specifically for the way of addressing the shortcomings. As
of the device if the data provided is development of accurate simulation and solutions to these data discrepancies are
inadequate. The FAA notes, however, math models. FSI believes aircraft developed, the FAA may make
that it has no authority to compel certification data are generally appropriate changes to the QPS
information from a data provider, which incomplete for modeling purposes, that appendices. These changes would be
in most cases is proprietary information aircraft certification and simulator subject to notice and comment.
used, produced, and marketed under development have different and specific
exclusive legal right of the airplane data requirements, and data developed Use of Flight Operations Quality
manufacturer or other data provider. for one purpose should not be Assurance (FOQA) Data
The FAA expects that sponsors will be considered acceptable for the other. In regard to proposed § 60.13(b), ATA
able to obtain necessary data through Regarding proposed § 60.13(e), ATA comments that some sponsors have on
the dictates of the marketplace, similar comments that this paragraph, as rare occasion used de-identified flight
to the current practices for the written, could be used to place the recorder data available from the aircraft
acquisition of other types of proprietary sponsor in a position to require the onboard FOQA data recorder. These
information such as the technical aircraft manufacturer to provide data, usually an averaging of many
requirements for a Supplemental Type additional flight test data. This has been flights within certain specified
Certificate. Sponsors and data suppliers the case in the recent past and has parameters, have been used to verify the
have a mutual interest in ensuring that resulted in sponsors continuing to carry handling qualities and performance of
the FAA has the data it needs to qualify data discrepancies that are years old. the FSTD simulation where there is not
a FSTD, and the agency encourages both ATA believes that, if the NSPM requires a good match between the simulation
and the manufacturer-supplied objective dynamics, performance or handling about the type of dialogue the sponsors
data in the MQTG. ATA states that this characteristics or additional aircraft should have with the NSPM regarding
paragraph, as written, makes no appliances.’’ Boeing believes it should the determinations to be made about the
allowances for such data, limiting data be the responsibility of the aircraft effect of the new data on FSTDs. In
types to engineering or flight test data. manufacturer or data provider to addition the FAA has removed the word
FAA Response: The FAA recognizes provide the notification, to avoid ‘‘immediately’’ from paragraph (f) and
this limited but potentially important redundant notifications from multiple provided the timeframe in the
source of simulation data. We have sponsors. However, FSI states that the applicable QPS appendices. Instead of
made an appropriate adjustment in the aircraft manufacturer is not required to ‘‘immediately’’ the FAA is requiring that
alternative data source allowances by provide such data to the sponsors and the sponsor notify the FAA within 10
adding language that addresses on-board in many cases would not even know working days of receiving notice of the
FOQA recorder data into QPS Appendix who the sponsor or sponsors operating new data.
A, ‘‘Qualification Performance FSDs representing its aircraft are.
Standards for Airplane Full Flight Therefore FSI thinks this provision is Comments Regarding Special
Simulators.’’ unenforceable. Equipment and Personnel Requirements
Delta and FSI object to the for Qualification of the FSTD (§ 60.14)
Engineering Simulation Data requirement for ‘‘immediate’’ Flight Safety Boeing (FSB) states that
Boeing suggests adding ‘‘engineering notification. Delta suggests allowing at this section places a burden on the
simulation data’’ to proposed § 60.13(c) least 30 days to provide the sponsor sponsor that really should be a burden
because it believes engineering data are time to determine if the change will on the entity that owns and maintains
an important source of alternative data. affect the FSTD in the context of the FSD.
Also, Boeing states that engineering § 60.13(a). FAA Response: A sponsor may
simulation data are not necessarily FAA Response: The commenters raise
contract with another person for
‘‘predicted’’ data if they are produced by two main issues with respect to
services such as maintenance and
a well-validated engineering simulation, notifying the FAA of new data. The first
scheduling. However, the sponsor still
and should not be grouped under the issue is that the commenters were
retains the responsibility of ensuring
heading ‘‘predicted data.’’ worried that we were requiring a
that all of the actions are completed as
FAA Response: The FAA recognizes notification every time they receive any
required. This responsibility extends to
that engineering simulation data is a kind of new data. The second issue is
initial and recurrent evaluation of the
valid source of data. Therefore, the FAA that the commenters were concerned
FSTD, including any special equipment
revised the rule language to allow for that they would need to make a
and/or personnel.
the appropriate use of this type of data. determination about how the data
affected the FSTD before submitting the 24 Hour Notice Requirement
Form and Manner of Providing Data notification. This second issue was a
ATA states that the form and manner concern for the commenters because of Commenters are concerned about the
that is acceptable to the NSPM under the proposed requirement that the amount of notice before a sponsor must
proposed § 60.13(d) should be defined. notification to the FAA be ‘‘immediate.’’ make special equipment and personnel
ATA states that the sponsor has no They were concerned that they could available under § 60.14, stating that the
direct control over the form and manner not provide ‘‘immediate’’ notice to the 24 hours notice mentioned in the NPRM
of data provided and that the FAA regarding how the data would preamble and in the QPS is impractical.
requirement should be placed on the impact the use of the simulators in their ATA and Fidelity recommend at least 7
aircraft manufacturer or the STC holder. training programs. days notice, while FSI recommends at
FAA Response: The ‘‘form and In response to the first issue, the FAA least 10 calendar days notice to prepare
manner’’ acceptable to the NSPM is has revised paragraph (f) to clarify the special test equipment, such as sound,
described in detail in the applicable type of data we are requesting. The data motion, or control measurement
QPS appendix and resolves the issues providers need only provide notice for equipment and make operating
raised by the commenter. For example, data related to the handling and personnel available. NBAA, CAE, and
the QPS appendix states that the performance of the FSTD. The FAA has an individual make similar comments.
information must be in a manner that is also added language to the applicable FAA Response: The FAA recognizes it
clearly readable and annotated correctly QPS appendices to help clarify the type takes time for a sponsor to arrange for
and completely with resolution of data we are requesting. The language special equipment and personnel to be
sufficient to determine compliance with states ‘‘[t]he data referred to in this sub- made available to the FAA. Therefore,
the applicable tolerances. section are those data that are used to the FAA has modified the language in
validate the performance, handling the applicable QPS appendices to state
Notification Process qualities, or other characteristics of the that ‘‘the NSPM will make every attempt
ATA states that if each sponsor aircraft, including data related to any to notify the sponsor at least one (1)
follows the requirement in proposed relevant changes occurring after the type week, but in no case less than 72 hours,
§ 60.13(f), the NSPM will receive many certification is issued.’’ in advance of the evaluation.’’
notifications from all the various With respect to the second issue, the
Specifically Trained Persons
sponsors whenever a common change FAA has also clarified that we are not
occurs, such as flight data, avionics asking data providers to make a FSI questions whether the
data, 28-day navigational ‘‘Jepp’’ data determination about the effect of the requirement for specifically trained
updates, visual system database new data before sending the notice to persons is not required for recurring
updates. American makes a similar the FAA. The final rule only requires evaluations and recommends that the
comment. ATA believes this paragraph that the sponsors give the FAA notice FAA state if there is a requirement for
should clearly identify the scope of data that new data exists that ‘‘may relate to a person current and qualified in the
covered by this notification process. FSTD performance or handling type of aircraft simulated to be present
Delta suggests limiting the requirement characteristics.’’ The applicable QPS and a part of the subjective testing and
to data ‘‘relevant to flight or ground appendices provide more information declarations for recurrent evaluations.
FAA Response: The FAA has removed requirement to the ‘‘statement’’ outlined suggests that this provision be made
the word ‘‘specifically’’ in reference to in paragraph (b)(1). advisory and moved to the QPS or that
qualified personnel. Qualified personnel NLX states that paragraph (b) does not an appropriately qualified FAA official
are those persons qualified to install or appear to allow for a sponsor to request should sign such statements. Similarly,
use any special equipment when its use an initial evaluation until the FSD or ATA comments that the terms used in
is required. The major focus of this FTD is completely tested, all items paragraphs (b)(3)(i)–(iii) (‘‘function
section is on equipment not necessarily functional and all tests passing. NLX equivalently,’’ ‘‘are equivalent to,’’ and
used on a regular basis for recurring states that with the lengthy time ‘‘conforms to’’) require pilots to make
evaluations of the FSTD. Language in required to get an initial evaluation assertions in writing that they cannot
the Information section in the scheduled, it is not practical to get an realistically support. ATA states, ‘‘This
applicable QPS appendices for this FSD or FTD completely finished and is particularly true in the case where
section includes examples of special then wait for the evaluation. Within pilots are required to make these
equipment (e.g., spot photometers, flight reason, the FAA must allow for some assertions for aircraft types not yet
control measurement devices, sound items to not be completed when the issued a type certificate, a situation
analyzer). request for an initial evaluation is addressed in paragraph (d). Also, there
submitted with the understanding that are many operations tasks that pilots
Special Evaluation they will be before the evaluation starts, have never experienced in the aircraft,
NBAA asks what would constitute a according to NLX. Similarly, CAE like a takeoff with an engine
special evaluation. requests clarification of the timeline for malfunction or a windshear encounter
FAA Response: A special evaluation the activities in paragraph (b) and during approach.’’ ATA suggests using
is an evaluation other than a regularly references the ‘‘Sample Request for the phrase ‘‘adequately represents’’
scheduled initial or continuing Initial Evaluation Date’’ letter in the instead of a form of ‘‘equivalent’’ or
(recurrent) evaluation or an evaluation appendix. ‘‘conforms.’’ ATA provides suggested
that is considered to be a regular no- In regard to proposed § 60.15(b)(2), rule text and sample Letter of Request
notice (or limited notice) evaluation. FSI states that the maintenance required text, using the suggested terms. Delta
Special evaluations are conducted by proposed § 60.19(c) may also require makes a similar comment.
where it is determined that a question changes to the configuration of the FSB states that, regarding proposed
exists regarding an FSTD’s qualification software or hardware present during the § 60.15(b)(3), it needs to have the
and the answer is not immediately evaluation, in addition to modifications flexibility to have both a primary
available through any means other than performed under proposed § 60.23. designated evaluation pilot and an
an on-site evaluation. The depth and FAA Response: The FAA has revised alternate, either of whom are certified
duration of a special evaluation will paragraph (b)(2) to delete the by the FAA to conduct the evaluation.
depend on the question that exists and requirement concerning procedures. FSB recommends changing § 60.15(b)(3)
the detail that must be acquired to Instead, the FAA is requiring a to permit any designated pilot to
adequately address that question. This statement from the Management perform the subjective tests and sign the
term is described in the § 60.14 Representative (MR) that is focused on statement that the listed requirements
discussion in appendices A, B, C, and the operation of the FSTD (performance have been met.
D, and is defined in appendix F. and handling qualities) assessed by a FAA Response: In the final rule, the
pilot meeting the requirements of part FAA requires that an appropriately
Comments Regarding Initial 60. The QMS must contain the qualified pilot must make the
Qualification Requirements (§ 60.15) procedure that the MR will use to comparisons as described. The FAA also
RAA, FSB, and United disagree with generate this statement. adopted revisions to this section to
the proposal in § 60.15(a) that a request In response to the points raised require the appropriately qualified pilot
for initial FSD evaluation be submitted regarding timing of the testing and of to comment on the performance and
first to the TPAA. These commenters the statement being sent, the FAA has handling qualities of the FSTD with
believe TPAA inspectors do not have slightly modified the proposed language respect to the aircraft (or set of aircraft)
the expertise to review a QTG and that and has added language in the simulated but only within the normal
the application should be made directly applicable QPS appendices. This operating envelope of the aircraft. The
to the NSPM, with a copy sent to the additional language provides that the pilot making this determination must
TPAA. United suggests that the TPAA statement may contain a confirmation have flown all of the operational tasks
be asked to send a concurring letter to that the sponsor will forward to the listed in the Table of Functions and
the NSPM. NSPM (either by traditional or Subjective Tests set out in the FSTD
FAA Response: The FAA revised this electronic means) the complete subjective tests attachment to the
section to require the sponsor to send statement described in § 60.15(b) in applicable QPS appendix relevant to the
the request directly to the NSPM and such time as to be received no later than qualification level of the FSTD.
simultaneously request the TPAA to 5 business days prior to the scheduled Additionally, the FAA has modified the
forward a concurring letter to the evaluation. The language also describes requirement to note if any exceptions
NSPM. This clarifies the process for what must be communicated when or if are necessary.
initial qualification of the FSTD. required maintenance results in The FAA is not prescribing the
modification to hardware or software individuals who must perform the
Request for Initial Qualification required subjective testing, other than to
that was present and functioning at the
ATA comments that the requirements time of the initial evaluation. require that the pilot be appropriately
of proposed § 60.15(b) are unnecessarily qualified and that he/she has actually
burdensome. For example, ATA states Pilot Statement flown the subject aircraft within the
that paragraph (b)(2) requires a FSI states that pilots, particularly previous 12 month period. It would be
description of a procedure that should those of dry lease customers, may be a safety concern to have a pilot attest to
have already been accepted under the reluctant to sign the statement required the correct performance and handling of
QAP. Delta and CAE make similar by proposed § 60.15(b)(3) because of the subject FSTD if that pilot is not
comments. ATA suggests limiting the perceived potential liability. FSI familiar with the performance and
handling qualities of the aircraft being recommends allowing the sponsor to FAA Response: If the FAA changes
simulated. develop repeatability tests with the standards for initial qualification, a
tolerances as part of a quality system. sponsor may request that the NSPM
Tasks Not Tested
Also ATA recommends changing apply the standards that were in effect
ATA comments that the requirements ‘‘description’’ of the equipment to ‘‘list’’ when the FSTD was ordered for delivery
outlined in § 60.15(b)(4) would prevent of the equipment. or apply the changed standards. The
an operator from requesting an initial FAA Response: The FAA removed the FAA recognizes that the sponsor needs
evaluation until all of the referenced QTG language that was in proposed time to evaluate the changes to
tasks, systems, and tests are complete § 60.15(b)(5) and placed specific determine the standards under which
and functional. This would result in guidance regarding the format and the device should be evaluated.
project schedules being extended by content of the QTG in the applicable Therefore, the FAA has revised the rule
several months, adding a significant QPS appendix. Regarding the NSPM language to give the sponsor 90 days to
financial burden to every certification response time for scheduling a QTG notify the NSPM which standards to
project. ATA requests the operator be evaluation, the FAA notes that typically, apply.
permitted to list under this paragraph In the NPRM, proposed
the NSPM responds to a scheduling
any item that, for whatever reason, § 60.15(c)(1)(iii) included the phrase
request within days and very rarely
cannot be tested at the time of the ‘‘unless circumstances beyond the
exceeds a week. Thus, under current
submittal. control of the sponsor prevent the
Also, ATA and United cite numerous practice, the NSPM response time is
well under the 30 days recommended evaluation from occurring within that
specific problems with this paragraph time.’’ In the final rule, the FAA has
and state that the concept of requiring by the commenter. The FAA intends to
continue this timely response. The removed this phrase. The intent of the
such a list is fraught with problems, language was to prevent the sponsor
such as mixing tasks with systems and commenter also suggested that the
NSPM be required to complete the QTG from being penalized for extraordinary
maneuvers. ATA recommends that the circumstances that were beyond its
requirement for the table of Qualified/ evaluation within 90 days. The current
practice consists of the sponsor being control such as a labor dispute, natural
Non-qualified tasks be deleted. disasters, or NSPM scheduling conflicts.
FAA Response: The FAA has revised able to request an evaluation up to 180
days in advance and provide an The FAA has determined that it is more
and reorganized § 60.15 to accommodate appropriate to resolve these
the large portion of the ‘‘essentially complete’’ QTG not later
than 45 days prior to that proposed extraordinary cases through the
recommendations originally made by exemption process rather than to
commenters. As rewritten, the sponsor evaluation date. The submission of the
QTG at this point allows the QTG to be include a blanket authorization in the
makes the request for initial evaluation regulation.
after an appropriately qualified pilot has assembled with data and tests that more
flown all of the Operations Tasks listed likely reflect the device’s final form and Evaluation Pilots
in the applicable QPS appendix relevant provides adequate time for the NSPM to Several commenters have questions
to the qualification level of the FSTD. If review the document for compliance and concerns about the evaluation pilot
the sponsor does not subjectively test a with the appropriate standards and requirements in proposed § 60.15(d).
task, it must note that in its request for advise the sponsor if questions arise ALPA is concerned about the
initial evaluation. The FAA also revised regarding either the quality or quantity provision in proposed § 60.15(d) that
this section to separate operational of data or the justifications used for allows the testing pilot to be an
piloting tasks from systems and cockpit comparisons. This timing allows the employee of the sponsor, but does not
configuration determinations and to sponsor to make necessary corrections, require that the pilot be a line pilot.
allow for pilots and for persons other re-run tests, provide additional data, CAE does not understand the process
than pilots to make these and then provide a response with and criteria for obtaining approval from
determinations. sufficient time for the NSPM to evaluate the TPAA. Further, CAE believes the
this additional information for clarity other requirements adequately cover the
Qualification Test Guide and completeness. This 180-day process qualification requirements for the
TechniFlite comments that the NSPM provides the best timing and allocation evaluation pilot. CAE recommends
should provide specific guidance on the of resources for the sponsor and the removing this requirement.
outline and format of the QTG required FAA personnel. Various processes have ATA and United believe the
by proposed § 60.15(b)(5), stating that been tested over the past 20 years, and requirement is too restrictive because it
the acceptance of the QTG often appears the 180 day timeframe has yielded the would be expensive to maintain line
to be subjective and the sponsor is not best results. pilots with current qualifications on
provided a clear understanding of what New or Changed Standards staff. United says that its experience has
is required for compliance. TechniFlite shown that a non-qualified pilot with a
further suggests that the NSPM should In response to proposed § 60.15(c)(1), background in flight test is significantly
be required to respond to the CAE and ATA question what the effect more effective than a qualified pilot
submission of a QTG within 30 days of new standards would be on FSTDs with no such background. Delta states
and be required to complete the that have been ordered, but not yet the proposal would make it difficult to
qualification process within 90 days. delivered to the sponsor. They suggest use retired or contract personnel for
In regard to proposed § 60.15(b)(5)(iv), that the NSPM be required to notify all simulator requirements testing.
ATA comments that this list will define sponsors when a change to an existing American makes a similar comment.
the equipment that must be kept standard or a new standard is Also ATA and United object to what
calibrated in accordance with appendix published. The sponsor should then be amounts to the TPAA’s veto power over
A. According to ATA, most new FSDs given more time, e.g., 60 or 90 days, to selection of a simulator test pilot.
have internal test equipment built into determine whether the FSTD should United believes that the only
them; this internal test equipment comply with the new standards or the legitimate requirement for a pilot who is
would have to be removed to be standards that were in effect when the current in the airplane is to evaluate the
calibrated in the traditional sense. ATA FSTD was ordered. subjective performance and handling
qualities tests. United states that JAA asks why the Statement of Comments Regarding Additional
requiring that this pilot sign an Qualification in proposed § 60.15(g) Qualifications for a Currently Qualified
overarching statement attesting to the contains the topics for which an FSTD FSD (§ 60.16)
accuracy of other than the subjective is not qualified, instead of all topics for Table of Qualified/Non-qualified Tasks
tests would be problematic, given the which the FSTD is qualified. Delta
threat to his license contained in suggests deleting the requirement for United comments that this entire
§ 60.33(b)(2), and prohibitively section seems to exist to only support
‘‘all equipment and appliances’’ in
expensive. United comments that the requirement for the sponsor to
proposed § 60.35 and instead use the
elsewhere in this part, the NSPM maintain the table of Qualified/Non-
Statement of Qualification to list the Qualified Tasks as required by proposed
requires the sponsor designate an MR to equipment and appliances that are not
be the primary point of contact with the § 60.15(b)(4). United believes that, if the
installed and therefore cannot be used FAA were to return to the ICAO- and
NSPM. United suggests that the MR for training. Delta also requests
should be required to sign this JAA-accepted practice of linking
clarification as to whether the updated functions and subjective tests to the FSD
statement.
QTG needs to be completed prior to the qualification level, then this section
FAA Response: The FAA removed the
issuance of the Statement of should be used only by those sponsors
requirement that the pilot be approved
Qualification. wishing to remove a previously issued
by the TPAA. Thus, the concern raised
by ATA and United is now moot. The FAA Response: The FAA has made exemption from the requirements of the
FAA did not adopt ALPA’s suggestion changes to the language describing the Table of Functions and Subjective Tests
content of the Statement of and should be clearly titled as such.
to have a line-qualified pilot provide the
FAA Response: The FAA has moved
information required by this section. Qualification (SOQ). The FAA has
the contents of the original § 60.15(b)(4)
The FAA understands the concern concluded that listing the tasks for
to a new § 60.15(g) and made minor
raised by ALPA and others, but the which the FSTD is qualified would clarifications. The FAA is familiar with
reason for the pilot assistance is to likely be an extensive list and the ICAO and JAA practice of linking
ensure that the FSTD does, in fact, redundant from FSTD to FSTD. A the functions and subjective tests to the
perform and handle as the simulated shorter and more easily read and FSTD qualification level, but also notes
aircraft performs and handles. If the understood listing as part of each FSTD that not all tasks may be classified as a
sponsor is able to supply an SOQ would include the tasks for which function of the level of FSTD involved.
appropriately qualified pilot (whether or that specific FSTD is not qualified. Also, For example, one Level D FSTD may be
not that pilot flies ‘‘the line’’) who is there is nothing in any part 60 qualified for circling approaches, while
able to make those determinations, the requirement, including § 60.15(g) that another Level D FSTD may not be
NSPM is satisfied that the FSTD will be precludes the use of an FSTD qualified for circling approaches.
adequately evaluated. representing a type of aircraft for Therefore, simply stating that a
The FAA has revised the rule training or testing for a common type particular FSTD is qualified at Level D,
language to require that the rating, and then using an FAA-approved without listing specific tasks, does not
confirmation statement reflect the differences training program to address indicate which tasks can be
performance and handling qualities of accomplished in that particular device.
any differences that may exist.
the FSTD within the aircraft’s (or set of
aircraft) normal operating envelope. The FAA reiterates that the Statement of Qualification
This determination will be made after requirement is for the qualification of ATA comments that paragraph (a)
the pilot has flown all of the operations the FSTD. While it is certainly true that implies that any additional training,
tasks listed in the Table of Functions many aircraft types have many different evaluation, or flight experience
and Subjective Tests set out in the FSTD configurations, it is also true that each requirements not listed on the FSTD
subjective tests attachment to the FSTD will reflect a single aircraft type SOQ will require that an extensive
applicable QPS appendix relevant to the (make, model, and series) and reflect amount of paperwork be submitted to
qualification level of the FSTD. one configuration. As previously the NSPM in order to generate a new
Statement of Qualification explained, there are provisions for SOQ even if this new training,
‘‘convertible’’ FSTDs and each evaluation, or flight experience
FSI objects to the requirement in configuration to which the FSTD is requirement is valid within the initial
proposed § 60.15(g) that specific details convertible, will be annotated on the qualification level of the FSTD and
for FSDs (make, model, series of aircraft, configuration list as part of the SOQ. approved by the POI. ATA believes this
configuration, e.g., engine model or The TPAA will determine the could present a significant delay in
models, flight instruments, navigation authorized use of the FSTD. implementing a new or updated training
or other systems) be identified on the program.
Statement of Qualification. FSI states, With respect to Delta’s question FAA Response: The SOQ is not
‘‘these specific details for FSDs are whether the QTG needs to be updated intended to be and will not be a
unprecedented, not justified, and not prior to the issuance of the SOQ, the repository for training, evaluation, or
even addressed in this proposal. The answer is no. The FAA recognizes that flight experience requirements. The
clear implication, if not actual there will be times when the SOQ will SOQ is merely a convenient place to
statement, would make each be issued prior to the actual update of provide FSTD users with information
qualification so specific that no other the QTG to the Master QTG. However, about whether or not the device is
variation in type, or differences in the FAA will not issue an SOQ until the qualified to be used to accomplish
cockpit configuration could be NSPM completes all required testing certain tasks (e.g., windshear training,
accommodated.’’ FSI recommends that and has found the test results to be circling approaches). Should the
FAA continue to allow variants within acceptable. sponsor wish to add ‘‘circling
type and cockpit configuration and approaches,’’ for example, to the list of
specifically to allow the use of a qualified tasks for a given FSTD, the
differences training program. amount of paperwork involved would
be a single letter and may be of an FSTD. Instead, the NSPM qualifies were originally qualified. Although the
accomplished after a verbal request. The the device while the TPAA approves the FAA is not eliminating grandfathering,
FAA would accomplish the evaluation use of the device in a particular training the FAA is requiring all sponsors to
as soon as practical after receiving the program. The qualification of a given obtain an SOQ for each FSTD. The
request. This would include a special FSTD may or may not include purpose of the SOQ is to provide a
visit to the FSTD if is necessary, as is qualification for a specific task. For complete picture of the simulator
done under current practice. example, if the NSPM does not evaluate inventory regulated by the FAA,
and qualify the FSTD for windshear including the configuration list and the
Grandfathering Provisions
training, a TPAA may not approve that limitations to authorizations. The
Delta suggests that the FAA add FSTD for use in meeting windshear issuance of the SOQ will not require any
language to this section clearly stating training tasks required by regulation. additional evaluation or require any
that additional qualifications will adjustment to the qualification basis for
continue to be qualified under Comments Regarding Previously
Qualified FSDs (§ 60.17) the simulator. The FAA added
grandfather provisions, and will not information in the applicable QPS
require meeting the new part 60 Delta requests clarification of ‘‘other appendices to clarify this requirement.
requirements, as long as the original applicable provisions’’ in paragraph (a),
Under the final rule, sponsors have 6
qualification was completed prior to and several commenters state that
years to obtain an SOQ. This allows the
issuance of part 60. paragraph (a) and (b) of proposed
FAA Response: Under the final rule, sponsors sufficient time to meet the
§ 60.17 appear to be at odds with each
FSTDs qualified prior to the effective § 60.17(b) requirements and reduces the
other. For example, ATA states that in
date of part 60 will continue to be § 60.17(a), the FAA appears to be sponsor’s costs of implementing part 60.
qualified in accordance with the allowing for grandfathering along the Simulators Not Requalified Within 2
original MQTG that was issued at the terms that have been used by the Years
time of qualification. The FAA did not industry and the FAA for the past 20 or
revise § 60.16 to add language stating 30 years. However, in § 60.17(b), Several commenters object to the
that new tasks would be qualified under requiring the SOQ implies that the requirement in proposed § 60.17(c) that
the grandfather provisions. If the grandfathering is only good for the 6 a simulator that has lost its qualification
sponsor wants the FSTD qualified for a year period, i.e., that the FAA would and is not requalified within 2 years,
new task, the NSPM will conduct the require the FSTD to meet the new QPS would have to meet the standards in
initial qualification of the new task in standards. ATA strongly opposes effect at the time of application for
accordance with the part 60 standards removing grandfather rights for requalification. DHL states that if one of
for that task. The part 60 standards for previously qualified FSTDs, stating that its simulators became disqualified and
the new task will be incorporated into 6 years is an insufficient time and will then had to requalify under the new
the existing MQTG. For example, a be cost prohibitive. Similarly, RAA standards, the simulator would have to
sponsor has a currently qualified FSTD states that for operators who use older be shut down, even if it has provided
and desires to have the FSTD qualified aircraft, it is important that they not lose effective training for decades. DHL
for windshear training. The sponsor will their ability to access simulators that states that the disqualification of older
notify the NSPM of the modifications, may not meet current standards. TWA, simulators would severely cripple their
additions, or software or hardware American, and FSB make similar fleet. TechniFlite CAE, American, ATA,
changes that will need to be added to comments. and FSI make similar comments.
the FSTD in order to have it qualified FSI states that if the FAA’s intent was
not to remove the grandfathering, but FAA Response: The requirements
for windshear training. The NSPM will
instead to unilaterally issue a new SOQ contained in this section do not
then assess the FSTD to determine if it
to every currently qualified FSTD, the significantly differ from the FAA’s
meets the part 60 standards for
language of the final rule should make policy on out of service simulators. For
windshear training. Once that
that intention clear. ATA and Delta ask over 22 years, the FAA’s policy has been
determination is made, the MQTG will
why the FAA would allow 6 years, if the that if an FSTD is taken out of service
be updated to include the windshear
intention was merely to issue new for an ‘‘extended period of time,’’ it
training task. Nothing else in the MQTG
will change from the original paperwork. Delta further requests must under go an evaluation prior to
qualification basis. The FAA does point clarification of ‘‘Configuration List’’ in being returned to service. Current
out that NSPM qualification of paragraph (b). CAE makes a similar practice is that if this ‘‘out of service
additional tasks does not constitute comment. time’’ is in excess of 12 months, the
authorization for the sponsor, or any FAA Response: In response to Delta’s NSPM will review the qualification
other user of the FSTD, to use the device question regarding ‘‘other applicable basis and may require the evaluation to
for credit in any manner other than that provisions,’’ the FAA notes that certain be in accordance with the standards in
approved by the appropriate TPAA. requirements in part 60 apply to all existence at the time of requalification.
FSTDs. For example, all FSTDs must The part 60 rule doubles the ‘‘out of
Responsibility of NSPM vs. TPAA have an official sponsor that meets the service time’’ that would likely result in
TechniFlite states that the issue of requirements of this part, and all evaluation in accordance with the
whether the FSTD faithfully replicates sponsors must develop and implement current standards at the time of
the actual aircraft should be the a QMS. The FAA added language to the requalification. The FAA recognizes that
responsibility of the NSPM, while how applicable QPS requirements to clarify there may be situations where a sponsor
the FSTD is used should be the this issue. of a device that has been unqualified for
responsibility of the training The FAA does not intend to eliminate 2 or more years would desire
organization and the TPAA (POI or the practice of grandfathering. All requalification under the standards that
TCPM) as appropriate. FSTDs qualified prior to the effective were previously in effect. However,
FAA Response: The NSPM is not date of part 60 will retain their these are rare and extraordinary
involved in the approval of a training qualification as long as they continue to situations that are best resolved by the
program for a sponsor or any other user meet the standards under which they exemption process.
Downgraded FSTDs testing and review of FSTDs. If the FAA inspection for each sponsor. Instead, the
ATA and TWA comment that determines ‘‘on-line’’ testing has requirement is that the sponsor
proposed § 60.17(e) does not address the immediate or long term applicability, it develops the objective test sequence and
process for a downgraded FSTD to would be incorporated into the content of each quarterly inspection,
regain its previous qualification level. regulations in accordance with notice which must be acceptable to the NSPM.
ATA and TWA believe the FSTD should and comment rulemaking procedures. We changed the term from ‘‘approved’’
be evaluated using the same to ‘‘acceptable’’ to clarify that the
Level of Reliability
qualification standards under which it sponsor can perform the quarterly
An individual suggests that to ensure inspections without prior FAA review
was originally qualified.
FAA Response: The FAA wishes to good, uninterrupted training the FAA and approval. If after review of the
clarify the distinction between a should require a minimum average level objective test sequence and content of
downgraded FSTD and an FSTD that is of reliability as evidenced by Mean the inspections the FAA finds
unable to function at its qualification Time Between Failures, Mean Time something not acceptable, the FAA will
level due to missing, malfunctioning or Between Unscheduled Maintenance, or notify the sponsor of the deficiency and
inoperative parts. A downgraded FSTD some other objective, definable criteria. require the sponsor to make appropriate
FAA Response: The FAA has changes.
is a device that has had a permanent
determined that each individual
change of qualification level. On the Inspections for Mobile Simulators
sponsor should have some flexibility to
other hand, an FSTD may not be able to
ensure satisfactory FSTD reliability on Professional Instrument Courses
function at its qualification level
its own. This flexibility, together with a describes its maintenance and repair
because of missing, malfunctioning or
viable QMS, will provide each sponsor process for its ATC 610J simulators,
inoperative parts. For example, if the
with a clearer picture of what is actually which are moved around the country
daylight visual system is inoperative on
happening and allow the sponsor (and routinely, for reasons such as the
a level D FSTD, the FSTD may only be the FAA) to determine whether or not location of instructors or maintenance
able to function as a level C device. In the sponsor has an acceptable level of needs. PIC states that inspecting and
this situation, the NSPM would reliability. testing each simulator quarterly would
temporarily restrict the tasks that can be
Performance Demonstrations be impossible due to the mobile nature
accomplished in the device, and impose
of its instrument training service.
other requirements in accordance with ATA, CAE, and FSI state that it is FAA Response: All FSTDs are
§ 60.25. However, this temporary unclear which ‘‘performance required to undergo the quarterly
restriction is not a ‘‘downgrade’’ of the demonstrations’’ in Attachment 1 are inspections. However, the FAA removed
device. Instead, it is a limitation that being referred to in § 60.19(a)(1). the requirement that the quarterly
can and is removed when the device is Commenters also state that breaking up inspection plan for each sponsor be
repaired and able to function as the tests into four evenly spaced approved by the NSPM. Instead, the
originally qualified. inspections would increase costs and sponsor must develop a quarterly
Finally, the FAA wishes to clarify lose training time for the sponsors. ATA inspection plan that is acceptable to the
what it means to upgrade an FSTD. An cites the example of sound tests that are NSPM.
upgraded FSTD is a device that was normally all done in one quarter since
originally qualified at one level and is it requires a complex test setup using Preflight Test
being upgraded to a higher level, i.e., special equipment. TWA suggests FSI states that the requirement in
Level C to Level D. An upgraded FSTD allowing sponsors to group tests that proposed § 60.19(a)(2) for a functional
is required to undergo an evaluation in require complex test setups or special preflight test before the first FSTD use
accordance with the standards in equipment. Similarly, American states each calendar day would be a burden
existence at the time of the upgrade. that the order in which the tests are for training operators using simulators
Comments Regarding Inspection, performed should not require NSPM that operate close to 24 hours a day,
Recurrent Evaluation, and Maintenance approval. ATA states that the NSPM because the simulator would need to be
Requirements (§ 60.19) should not have approval rights, only shut down until a technician could
review rights and that the exact timing complete the work. If the sponsor could
Streamlining the Process of the inspections should be left up to conduct one check in each calendar day
TechniFlite comments that the § 60.19 the sponsor. Similarly, Delta states that the sponsor could spread the simulator
process is a burden and an undue since the FAA has already approved the technicians’ work across the entire day,
expense. TechniFlite suggests that a QAP process, there is no need for a thereby saving labor costs. FSB and
panel outside of the NSPM should be separate approval of the quarterly Embry-Riddle make similar comments.
formed to overhaul the entire process, checks. Embry-Riddle asks whether the preflight
for example, a streamlined process FAA Response: The FAA has removed could be conducted by the instructor
could include automated tests that the the reference to ‘‘Attachment 1 pilot and whether there are special
NSPM could access as required online. performance demonstrations’’ and training requirements for the person
FAA Response: The FAA did not ‘‘Attachment 2’’ from paragraph (a)(1). conducting the preflight. United
adopt changes to this section as The intent of paragraph (a)(1) is to requests that it be allowed to use an
recommended by the commenter. The address only objective tests. ‘‘operational’’ day instead of a
FAA has been conducting at least Performance demonstrations have been ‘‘calendar’’ day, since it schedules
annual inspections of each FSTD and a renamed as objective tests or subjective training between 0600 and 0200 the
review of the quarterly tests tests and placed in the applicable QPS following morning.
accomplished by the sponsor. This attachments. During quarterly ATA, United, Delta, NBAA, and
practice has been successful for over 20 inspections the sponsor is only required American state that the preflight check
years and should not present a to perform objective tests. The FAA has is sufficient if the FSTD hasn’t been
significant new burden or increase in also removed the requirement that the checked in the previous 24 hours. These
expense for the sponsor. The NSPM is NSPM approve the objective test commenters also state that the 7-day
considering the feasibility of ‘‘on-line’’- sequence and content of each quarterly functional check requirement in
proposed § 60.19(a)(3) would be availability to the work week under this has retained the reference to ‘‘MQTG’’
difficult to track and makes no paragraph, but requires the industry to in paragraph (b)(4) instead of changing
provision for an FSTD that is being be available seven days a week, under the reference to ‘‘QMS’’ (formerly QAP
modified, overhauled, or is not being § 60.9(a). in the NPRM), because the MQTG is the
used for some other reason. DHL states ATA and Delta object to the NSPM FAA approved test guide, whereas the
that this provision should be expanded having full power over how often it QMS is for quality assurance purposes.
to allow periods of down time that wishes to impose recurrent testing, Also the FAA has retained the term
would not disqualify the simulator. through its approval of the MQTG. ‘‘inspection’’ in the title because a
Since DHL does more revenue flying in Since the FAA switched from a continuing qualification evaluation
November and December, it plans its biannual evaluation to an annual includes not only an evaluation of the
pilot training to occur from January evaluation for FSDs two years ago and device, but also an inspection of records
through October. Paragraph (a)(3) would the average number of FAA pertinent to the FSTD.
require needless checks during periods discrepancies has not increased, ATA
Continuing Corrective and Preventive
when its instructors are needed for line and Delta believe the FAA should retain
Maintenance
operations and the simulators are not the practice of a 12-month recurrent
being used, according to DHL. United evaluation period. CAE recommends Delta requests a clarification of the
makes a similar suggestion. changing ‘‘MQTG’’ in this paragraph to reference to proposed § 60.15(b) in
FAA Response: The FAA adopted ‘‘QAP.’’ paragraph (c), citing a possible
several changes to the time ATA recommends adding ‘‘or within interpretation that a qualified pilot
requirements in this section so that use the timeframe mentioned in (b)(5)’’ to would be required to sign off on each
of the FSTD will now require the paragraph (b)(6) so that training can recurrent evaluation and on each change
completion of a ‘‘functional preflight continue during the grace period. made to the FSTD. ATA suggests
inspection’’ within the previous 24 ATA comments that it appears that a changing ‘‘requirements of § 60.15’’ to
hours. In addition, the FAA has significant number of the FSTD ‘‘requirements of all applicable
determined that the 24-hour functional maintenance and reporting provisions of appropriate QPS.’’ Delta
preflight inspection is sufficient, and requirements in the proposed rule are believes the pilot’s input should not be
therefore has not included the proposed designed for a Sponsor who operates required unless a change is made that
7-day functional check. their FSTDs at a slower pace than a affects handling qualities. FSB states
large carrier, which operates around the that this paragraph places a burden on
Recurrent Evaluations clock in excess of 360 days each year. the sponsor that should really be a
In regard to proposed § 60.19(b), JAA ATA states the NSPM must allow for a burden on the entity that owns and
questions why the term ‘‘recurrent high volume user to operate maintains the FSD.
evaluation’’ is used here, when unencumbered by artificially tight FAA Response: The FAA reorganized
‘‘continuing evaluation’’ is used timelines and record keeping § 60.19 for greater clarity and ease of
elsewhere. requirements. If some of the understanding. The FAA revised this
ATA believes that requiring the requirements remain unchanged, ATA section to clarify that the sponsor is
sponsor to initiate the scheduling for believes the NSPM would have to staff responsible for continuing corrective
recurrent evaluations, as required in its office around the clock or and preventive maintenance on the
paragraph (b)(2), is not logical because immediately move to grant Designee FSTD to ensure that it continues to meet
the NSPM will still be required to authority to large select high-volume the requirements of this part and the
maintain resources and an internal Sponsors. ATA also comments that the applicable QPS appendix. The FAA also
process for managing the scheduling. section title is confusing by including removed the reference to § 60.15(b). In
ATA recommends continuing the the word ‘‘inspection,’’ implying addition, the FAA has clarified when a
current practice of the sponsor preventive maintenance, when the sponsor may use, allow the use of, or
submitting a letter to the NSPM with section really addresses required offer the use of an FSTD for flight
requested evaluation dates. recurrent tests. ATA suggests using crewmember training, evaluation, or
ATA comments that paragraph (b)(3) ‘‘Required QPS testing’’ in the section flight experience. The FAA notes that
has no restriction on the amount of heading instead. part 60 is geared toward the sponsor.
FSTD time the NSPM can use for the FAA Response: The FAA has replaced The sponsor may contract out
recurrent evaluations. ATA knows of no references to ‘‘recurrent’’ evaluations maintenance, but it still remains
historical evidence that the traditional 1 with ‘‘continuing’’ evaluations. The responsible for meeting the
day of FSD availability is in any way FAA has removed the references to time requirements in this part no matter who
insufficient. ATA suggests retaining the of day and day of week and has added owns or maintains the FSTD.
current practice of specifying that the ‘‘or within the grace period as described
testing period will be 1 day, unless in paragraph (b)(5) of this section’’ to Discrepancy List
otherwise agreed to by the evaluator and § 60.19(b)(6). Additionally, the FAA has In regard to proposed § 60.19(a)(4)
sponsor. American states that the QPS included language in the QPS and (a)(5), ATA requests that the FAA
doubles the amount of time that the appendices that specifically sets out the define specifically what constitutes a
simulator must be available for the normal time and testing requirements discrepancy that must be maintained on
recurrent evaluations. American for such evaluations. In this final rule a list in or immediately adjacent to the
suggests that the NSPM provide a list of the FAA continues the existing practice FSD and states that historically, most
those tests required to be run so that of having the sponsor and NSPM FSD departments have posted all
they can be accomplished before the coordinate the best times to conduct the discrepancies that have the possibility
start of the evaluation. required evaluations. of impacting training or checking. ATA
FSB believes the specification of time The final rule codifies the existing states that if the intent is for every
of day and day of week in paragraph authority to impose continuing testing discrepancy written by the flightcrew,
(b)(3) is not appropriate for a regulatory through approval of the MQTG; preflight checker, or observer to be
document and should be deleted. FSI therefore the FAA has not revised the included on the list, the list would be
comments that the FAA limits its language regarding this issue. The FAA unnecessarily long. Furthermore, ATA
states that almost all of the new audited; and (3) entries may not be Comments Regarding Interim
documentation required under part 60 easily altered or removed. Although the Qualification of FSDs for New Aircraft
evolved or was taken directly from the FAA is not requiring a specific format, Types or Models (§ 60.21)
Simulation Quality Assurance Program the FAA may request additional Boeing states that the phrase ‘‘even
for 2000 (SQAP 2000) and asks which information to clarify entries on the though the flight test data used has not
parts, if any, of SQAP 2000 will discrepancy log if necessary. received final approval by the aircraft
continue to be in effect. manufacturer’’ in paragraph (a) should
ATA also comments that the wording Comments Regarding Logging FSD
Discrepancies (§ 60.20) be changed to ‘‘even though the aircraft
of paragraph (a)(5)(i) can be construed to
manufacturer’s flight test data may be
mean that discrepancies older than 30 Delta comments that this section considered preliminary’’ because this
days should specifically not be in the should only require discrepancy log
log. ATA suggests changing the wording data has been approved. CAE suggests
write-ups for items that would adversely changing ‘‘aircraft manufacturer’’ with
to ‘‘until at least 30 days.’’ affect training or which indicate a
ATA suggests that the entry required ‘‘approved data supplier’’ to allow other
conflict with the Statement of reliable sources to produce data for this
under paragraph (a)(5)(ii) should also Qualification. According to Delta, this
include the name of the individual interim level of qualification. CAE states
section could be interpreted to mean that other sources are often used to
doing the corrective action. Pan Am that equipment or appliances not
states that there is nothing to be gained produce data for business jet aircraft.
simulated would have to be written up Boeing suggests revising paragraph
by maintaining the record of the every time. An individual comments
corrective action for 30 days and (a)(1) to more accurately describe the
that this section does not appear to type of data that would be acceptable for
suggests reducing the time period to no allow maintaining a separate
more than 10 days. an interim qualification.
maintenance-only discrepancy log. The FAA Response: In the final rule, the
ATA states that the requirement in
commenter states that if discrepancy FAA has revised § 60.21 to allow a
paragraph (a)(5)(iii) to keep the
reports unrelated to the operation of the sponsor to apply for and the NSPM to
discrepancy log in a ‘‘form and manner
simulator or simulated aircraft are issue an interim qualification level for
acceptable to the Administrator’’ gives
included (such as shop type supplies, an FSTD for a new type or model of
the NSPM full veto power over a
touchup paint, and seat covers), a user aircraft, even though the aircraft
sponsor’s log system, with no definition
might overlook a discrepancy report that manufacturer’s aircraft data package is
of what constitutes an acceptable
might be of significance to their preliminary. The additional safeguards
system.
FAA Response: The FAA has changed training. Also the commenter asks if the in the final rule regarding the use of
the time requirements so that discrepant log could be computerized with a preliminary data are sufficient to ensure
items will remain in the log book until terminal at or near the simulator. FSI safety until the final data package is
corrected, instead of including a specific questions the phrase ‘‘flight experience released.
length of time. The requirements for flightcrew member certification or The FAA recognizes that in some
regarding the recording and correction qualification,’’ stating that its use in this instances there may be other ‘‘data
of discrepancies are now found in section is inconsistent with the providers’’ who will become involved
§ 60.19(c)(2)(i) through (iii). The FAA definition of the term in § 60.3. FSI with development of data, data
has revised § 60.19(c)(2)(ii) (formerly recommends changing ‘‘training or packages, or the development of
§ 60.19(a)(5)(ii)) to include the name of evaluation, or observing flight simulation models. The FAA did not
the individual doing the corrective experience’’ to ‘‘training, testing, or change the term ‘‘aircraft
action. Also the FAA has modified checking’’ to be consistent with the manufacturer.’’ The FAA recognizes that
§ 60.19(c)(2)(iii) to permit electronic other rules. some of the data used might come from
record keeping. FAA Response: The requirement in prediction or other methodologies
For clarification the FAA has added a § 60.20 does not preclude an FSTD developed by another ‘‘data provider’’
definition of the term ‘‘discrepancy’’ in sponsor from maintaining a separate log that would allow for the ‘‘interim’’
appendix F. Discrepancy means ‘‘an of items that are in need of repair or classification without having full flight
aspect of the FSTD that is not correct replacement, the contents of which do test data. However, all such non-flight
with respect to the aircraft being not affect the operation of the FSTD and test data would be dependent on at least
simulated.’’ The use of a discrepancy do not affect the purposes for which the some flight test data from the airplane
log is not new. Sponsors have been FSTD may be used. However, the FAA manufacturer. In these cases, the FAA
documenting the discrepancies found does require that all discrepancies are would want not only the aircraft
during the operation of an FSTD for recorded in a log. The FAA has removed manufacturer’s preliminary data, but
decades. The only difference here is that the phrase ‘‘for flightcrew member also the other data and the justification
this process is now coming under a certification or qualification’’ to be more for that other data supplied by whoever
regulatory requirement rather than just clear. Additionally, the phrase supplies that data.
being consistent with FAA guidance ‘‘conducting training, evaluation, or In addition, the FAA revised
and good operating practice. flight experience’’ is consistent with paragraph (a)(1) to more clarify the type
SQAP 2000 is a voluntary QMS other rules in this part. The term of data that would be acceptable for an
program. Under the final rule, the QMS ‘‘evaluation’’ is defined for use in part interim qualification.
is mandatory and must meet the 60 as follows: ‘‘with respect to an
individual, the checking, testing, or Limit for Interim Qualification
requirements of appendix E of this part.
The phrase ‘‘form and manner review associated with flight Several commenters object to the one-
acceptable to the Administrator’’ is crewmember qualification, training, and year limit for interim qualification in
intended to be permissive rather than certification under parts 61, 63, 121, or paragraphs (b) and (c). ATA states, ‘‘The
restrictive. However, an acceptable 135 of this chapter.’’ Also, the FAA number of factors that affect a new
discrepancy log will have at least the modified § 60.19(c)(2)(iii) to permit aircraft type or model is sufficiently
following characteristics: (1) Be easily keeping the discrepancy log in an complex and unpredictable that there
maintained by the sponsor; (2) be easily electronic format. should not be a simple 1-year death
penalty on the interim qualification. if the term is defined too broadly. The suggests counting only ‘‘training days’’
This issue needs to remain as flexible as FAA clarified the definition of so that the FSD would not need to be
possible in order to facilitate new modification and reorganized this repaired during periods of inactivity or
aircraft types and models, because to do section. While the content of the section when the training facility was not open.
otherwise will delay training to the has essentially remained the same, the CAE provides the example of an
point that too much training will be rewrite has reduced the length of the unserviceable third VHF radio: The real
needed in too little time, resulting in section and included sub-headings that aircraft can dispatch in this situation,
decreased air safety, not increased.’’ FSI, should help the reader understand how while the simulator would be grounded
Delta, TWA, and Boeing make similar the main paragraphs and subparagraphs under this paragraph.
comments. TWA suggests the interim are related. The rewrite has significantly
Several commenters believe the FAA
qualification should last six months clarified the original intent of this
would be burdened by an obligation to
after the release of the final flight test section.
The FAA has not revised the words provide an inspector 24 hours a day, 7
data package, unless specific conditions
warrant a longer period as approved by ‘‘safety of flight’’ in § 60.23(b) as days a week. TWA believes that the
the NSPM. Boeing states that ‘‘six requested by commenters. An FSTD sponsors would not wait to find out if
months after release of final flight data’’ Directive would only be issued if safety they will receive the parts until the
is typically at least 18 months after the of flight was at issue and the effect of seventh day. Rather they would notify
end of the flight test program and is the FSTD Directive would be to amend the NSPM early, resulting in thousands
much later than one year after the the qualification basis for the FSTD. As of notifications, which would
issuance of the interim qualification stated in the NPRM (67 FR 60284, unnecessarily burden the NSPM.
status. Boeing suggests using language 60286) an FSTD Directive would only Delta, Eclipse, Evans and Sutherland,
equivalent to paragraph 1.6 of be issued in response to a recognized ATA, Fidelity, and FSI state that the
Attachment A of the 2nd Edition to the safety-of-flight issue. For example, the proposed rule allows only seven days
ICAO Manual of Criteria for the FAA may issue an FSTD Directive if a for repairing or replacing missing,
Qualification of Flight Simulators. manufacturer or the FAA discovers that malfunctioning, or inoperative
FAA Response: The FAA has revised the existing data for an aircraft is not components, while the appendix states
paragraph (c) to increase the time frame accurate and consequently would 30 days is allowed. These commenters
to obtain final qualification. The FAA adversely affect FSTD performance and say the 30 day period is more realistic.
has reworded the requirement to allow handling. The FAA will publish each
12 months from the release of the final FSTD Directive in the Federal Register RAA believes the rule should be
aircraft data package by the aircraft and will comply with the written in a form similar to the MMEL
manufacturer, but no later than 2 years Administrative Procedure Act requirements for an airplane, where
after the issuance of the interim requirements. specific time requirements are not
qualification status, for the sponsor to referenced in the rule itself.
Comments regarding Operation with
incorporate the final aircraft data United suggests allowing the sponsor
Missing, Malfunctioning, or Inoperative
package and have the NSPM conduct an to develop a discrepancy prioritizing
Components (§ 60.25)
evaluation of the FSTD with the new system, with the time allowed for
data to remove the ‘‘interim’’ status of Many commenters object to the replacement or repair dependent on the
the FSTD qualification. The FAA requirement in proposed § 60.25(b) that priority.
considers 2 years to be an adequate each missing, malfunctioning, or
FAA Response: In the final rule the
amount of time for the sponsor to inoperative component must be repaired
FAA will require missing,
incorporate the final aircraft data or replaced within 7 calendar days. UPS
malfunctioning, or inoperative
package. believes this would be an unreasonable
components to be repaired or replaced
burden on both the sponsor and the
Comments Regarding Modifications to FAA. UPS predicts that FAA will be within 30 calendar days (instead of the
FSTDs (§ 60.23) burdened with a daily onslaught of originally required 7 days), while
routine requests to deviate from this maintaining the original ‘‘unless
ATA, Continental, FSI, Delta, United,
provision. ATA recommends the rule otherwise required or authorized by the
and several other commenters ask for a
should be written such that if no NSPM’’ phrasing. Additionally, as
more specific definition of the term
response to a request to authorize stated in the QPS, the FAA will
modification in proposed § 60.23,
deviation from the rule is received consider a discrepancy prioritizing
stating that the term is subject to a wide
within 2 hours, then it is granted. Also, system where the length of time
range of interpretation and judgment.
the commenters note that many authorized to repair or replace any given
Commenters believe that as proposed,
simulator-specific parts cannot be missing, malfunctioning, or inoperative
§ 60.23 would place a severe burden on
obtained within a seven-day timeframe. component is based on the level of
both the FAA and all FSTD sponsors if
Further, if the problem is not a impact on the capability of the
the FAA does not provide greater
malfunctioning part, but rather a simulator to provide the required
clarification.
Boeing and FSI question how the FAA computer programming fault, then training, evaluation, or flight
will determine when a modification research, data, or other contractor experience, with the larger impact on
impacts safety of flight. Also FSI asks assistance may be required. American this capability associated with a higher
that the FAA clearly define the Trans Air makes a similar comment. priority for repair or replacement.
circumstances under which it would American states that if the NSPM or The rewrite of this section provides
produce an FSTD Directive and whether TPAA are not available, unnecessary adequate requirements without getting
the FSTD manufacturer or FSTD user training down time could result. into the specifics of individual
has any recourse. DHL states that the proposal would, components. This is not an
FAA Response: The FAA revised this in many cases, be more restrictive than airworthiness issue, but is rather a
section to address commenters’ a Minimum Equipment List (MEL) for training efficacy issue that is adequately
concerns about the definition of an actual aircraft. DHL notes there are accommodated with the revisions
modification and the cost implications no safety of flight issues in an FSD. DHL indicated.
Discrepancies that Directly Affect inoperative components available not restrict anyone from using a
Training should suffice for daily operations. ATA qualified FSTD in accordance with that
Eclipse also believes the proposed adds that the placard system is very FSTD’s authorizations. Also, an FSTD
requirement is too stringent. Eclipse time consuming and adds nothing to the may be used for training in another
believes this issue should be left to the training, if the item is already in the certificate holder’s training program as
discrepancy log, which is read before approved by the TPAA.
discretion of the sponsor or the sponsor
each training session starts.
in coordination with the TPAA for Moved or Disassembled FSTDs
Pan Am comments that the
equipment discrepancies that directly requirement to placard items in the FSD Several commenters disagree with the
affect training. CAE and FSB make that do not work should only apply to proposed language of § 60.27(a)(3) and
similar suggestions. those items that are missing or (a)(4), stating that it is not necessary to
NBAA states that the provision makes malfunctioning, and not to items which disqualify an FSTD in all cases when it
no allowance for components that may are not simulated by design. Systems or is moved or disassembled. Fidelity
be inoperable but are not required for controls that are non-functional will be states that lower level FTDs can be
training. NBAA recommends that indicated on the qualified or not moved without affecting their
training be allowed to continue for qualified list in the FSD Statement or capabilities. CAE believes that if a
components that are not training Qualification. simulator is moved but has been
critical. ATA suggests a reference to FAA Response: The FAA has removed maintained in accordance with the
equipment required in the current the placarding requirement. Having the approved SQAP, then requalification
training scenario. Delta makes a similar list of missing, malfunctioning, and should be conducted under the existing
comment. inoperative equipment available for qualification basis of the simulator.
FAA Response: The purpose of this users of the FSTD is sufficient. United and TechniFlite state they have
section is to allow for the operation of moved simulators with no adverse
the FSTD with missing, malfunctioning, Comments Regarding Automatic Loss of impact on their integrity. United
or inoperative components. If a missing, Qualification and Procedures for proposes that the requirement only
malfunctioning, or inoperative Restoration of Qualification (§ 60.27) apply if a simulator needs to be
component is not required to be present Continental states that the reinstalled, e.g., if the wiring is
and correctly operating for the requirement to get NSPM approval prior disconnected and reconnected.
satisfactory completion of a specific to putting a FSD back into service Eclipse states that simple regular
maneuver, procedure, or task being following any work that makes the maintenance on the FSTD would result
performed during the training, the FSTD device ‘‘unusable’’ has the potential to in ‘‘disassemble for repair’’ and thus
can be used for that maneuver, place severe restrictions on the airline’s require the sponsor to contact the TPAA
procedure or task. ability to schedule and use the device or NSPM on an almost daily basis. CAE
for training. It would also mandate that requests clarification or removal of this
Simulator MEL
the NSPM be available 24/7 to provide provision, since whenever maintenance
FSI states that both appendix H of this approval in a timely manner. is done, the FSTD is not able to be used
part 121 and § 142.59 provide a FAA Response: The FAA has clarified for training at that time. ATA states that
simulator minimum equipment list and the requirements that must be met prior once an FSTD is reassembled, obtaining
that handbook guidance issued to FAA to returning an FSTD to qualified FAA approval for returning the device
inspectors gives lengthy guidance. FSI service. The revisions include to training will place a major burden on
recommends that FAA withdraw § 60.27(b)(2), which provides that the both the sponsor and the FAA. United
appendix H and make a conforming NSPM may authorize the FSTD to return comments that the requirement should
change to § 142.59. to service without completing an be rewritten to allow normal FSTD
FAA Response: In this final rule, the evaluation. maintenance activities. Delta, American,
FAA is modifying existing part 121, FSB, and FSI make similar comments.
appendix H, to eliminate all technical Qualified Use of FSTDs FAA Response: The FAA has revised
requirements regarding FSTDs, ATA and FSB believe that the cross § 60.27(a) to address those FSTDs that
including the requirement for a reference to § 60.9(b)(4) in proposed have been moved and reinstalled in a
‘‘simulator MEL.’’ The language of this § 60.27(a)(1) is in error, because that different location. When an FSTD,
section is not in conflict with and does paragraph refers to posting the regardless of level, is moved and
not require any modification to § 142.59. Statement of Qualification, not to the reinstalled in a different location, it
Additionally, with the provisions of this sponsor’s training program. TechniFlite must be re-evaluated by the NSPM to be
section, the FAA Handbook guidance and Fidelity object to paragraph (a)(1) sure that it continues to meet the
issued to FAA inspectors regarding because it implies that FSDs used for requirements for its original
operation of FFSs and FTDs with part 61 training, for personal practice, or qualification. This is true even in the
missing, malfunctioning, or inoperative even for another certificate holder’s example of an FSTD that was originally
components will be withdrawn. training program are not qualified. mounted in a transportable conveyance.
FAA Response: The FAA has The final rule lists four specific
Placarding reviewed cross references and has situations that result in automatic loss
ATA comments that proposed corrected them. A person is eligible to of qualification. Disassembly is not one
paragraph (c) would require a be a sponsor if the person holds, or is of them. The proposed language about
maintenance technician to be at the an applicant for, a certificate under part disassembly does not appear in the final
ready (to perform the placarding) when 119, 141, or 142; or holds, or is an rule. For information on modifications,
each FSD period is scheduled to begin, applicant for, an approved flight see § 60.23. Although ‘‘disassembly’’
adding an enormous financial burden engineer course in accordance with part does not appear in § 60.27 of the final
for no perceived gain in training value. 63. Therefore, a part 61 Fixed Base rule, the FAA recognizes that
ATA and United suggest that the Operator (FBO) that conducts training in disassembly may occur in the course of
requirement in paragraph (c) to have a accordance with part 61 may not routine or non-routine repairs and
list of missing, malfunctioning, or sponsor an FSTD, but the regulations do maintenance. We want to emphasize
that the sponsor is responsible to ensure FAA Response: The FAA has added Comments Regarding Recordkeeping
that the FSTD continues to meet the language to the Information section of and Reporting (§ 60.31)
requirements of this part and the the QPS indicating that one of the Regarding paragraph (a), ATA states
applicable QPS appendix at the factors the FAA uses to determine what that there will be an additional
completion of any repair or amount of testing will be required for administrative and storage location
maintenance in accordance with requalification is how the simulator is overhead cost to maintain previous
§ 60.19(c). maintained during its out-of-service copies of the MQTG, each of which may
period (e.g., periodic exercise of be over 10 volumes. Also, ATA suggests
Restoration of Qualification
mechanical, hydraulic, and electrical changing the wording to require that the
ATA states that proposed systems; routine replacement of
§ 60.27(b)(1)(i) would eliminate sponsor have a system to trace the
hydraulic fluid; and control of the current version of the simulator back to
grandfather rights for older FSDs any environmental factors in which the
time they are moved, repaired, or the original qualification software/
simulator is to be maintained).
modified. ATA recommends changing hardware and deleting the requirement
the requirement so that the initial Comments Regarding Other Losses of for maintaining the actual copy of the
requalification is in accordance with the Qualification and Procedures for programming. United and Delta make
standards that the FSD was most Restoration of Qualification (§ 60.29) similar comments. Also, ATA requests
recently qualified under. ATA suggests ATA and United comment that this that the FAA clarify that, for currently
including the provisions of § 60.17(c), section blurs the lines of authority qualified simulators, only records made
which provides up to two years before between the NSPM and the TPAA. The after the effective date of the rule would
requiring requalification based on commenters believe only the NSPM be required. Similarly, FSI states that
current standards. CAE makes a similar should have jurisdiction over the the FAA appears to have little concept
comment. qualification of any FSD covered by this of the magnitude and cost of proposed
FAA Response: There is nothing in part and only the TPAA should have paragraph (a)(2). FSI suggests that
the language that would indicate that jurisdiction over the use of a qualified instead, the NSPM track changes to the
moving an FSTD would necessarily FSD in an FAA-approved training FSD via the modification requirement in
require re-evaluation in accordance with program. United suggests removing all § 60.23(e). ATA and United suggest
newer standards. The FAA notes, references to the TPAA from this shortening the required time period
however, that when an FSTD is taken section. ATA recommends adding a proposed in § 60.31(a)(3)(iv) to 18
out of service, this does not paragraph (d) to include the procedures months and Delta suggests deleting
automatically guarantee that for restoring the qualification lost under paragraph (a)(3)(iv).
reevaluation for qualification will be this section since this issue is not ATA suggests that proposed
against the original qualification basis. addressed in the proposed rule § 60.31(a)(4) also require that sponsors
The NSPM will conduct a review to language. keep the name of the person who
determine the care and under what In regard to the process for handling determines that a discrepancy is
circumstances the FSTD has been emergencies under paragraph (c), FSI corrected.
maintained before determinations of comments that no emergency in Delta suggests rewording proposed
qualification basis may be made. simulation is so dangerous that there is § 60.31(a)(5) to say ‘‘initial or upgrade
Moreover, if the FSTD was out of no time to consult with the TPAA. FSI qualification’’ to cover upgrade
service for 2 or more years, the FAA states that the NSPM should not be situations that are in effect new ‘‘initial’’
would require a reevaluation under allowed to suspend the use of an FSD qualifications. ATA suggests that ‘‘FSD
current standards that may be different in an approved training program hardware configurations’’ in paragraph
than the standards under which the without agreement from the TPAA. (a)(5) should be changed to ‘‘FSD
FSTD was originally qualified. Delta suggests changing ‘‘7 days’’ in hardware configurations, restricted to
paragraph (a)(2) to ‘‘30 days’’ to be ground or flight dynamics or
Authority to Waive Evaluation consistent with other references to 30 performance and handling or aircraft
ATA and United request that the FAA days in this section. system function.’’
clarify the lines of authority in proposed FAA Response: The FAA has removed FAA Response: In the NPRM,
§ 60.27(b)(2). United suggests removing all references to the TPPA in § 60.29. § 60.31(a)(2) proposed to require the
the reference to the TPAA and allowing Additionally, the FAA inadvertently left sponsor to maintain a copy of the
only the NSPM the authority to waive out of the NPRM the sub-paragraph programming used during the
the evaluation requirement. addressing procedures for restoring the evaluations for initial and upgrade
FAA Response: The FAA has clarified qualification lost under this section as qualifications and a copy of all
the lines of authority by removing the described by the commenter. The FAA programming changes made since the
TPAA from exercising authority to has added such a paragraph in the final evaluation for initial qualification.
waive the evaluation requirement. rule. Revised § 60.31(a)(2) requires the
The FAA did not adopt the suggestion sponsor to maintain a record of all FSTD
Requalification Criteria to replace ‘‘7 days’’ with ‘‘30 days’’ in modifications affected under § 60.23
ATA and United believe the FAA § 60.29(a)(2). The final rule provides since the issuance of the original
should develop objective criteria for time for the sponsor to object to the Statement of Qualification. The revision
proposed § 60.27(c). For example, how notification that the FSTD no longer to § 60.31(a)(2) captures the software
would the FAA assess the ‘‘care that had meets some or all of its qualification and hardware changes required in
been taken of the device since the last standards. The 7-day period was proposed § 60.31(a)(2) and (a)(5). We
evaluation?’’ United suggests the FAA originally selected to provide the NSPM have therefore deleted § 60.31(a)(5).
specify the number of normally up to 23 days between the receipt of the Also, the FAA has modified
scheduled evaluations that can be sponsor’s objections and justifications § 60.31(a)(4) to require that sponsors
missed and the performance of the and the effective date of any action keep the name of the person who
particular FSD against the sponsor’s regarding the FSTD. This provides the determines that a discrepancy is
quality measurements in its QAP. most benefit to all affected parties. corrected.
Record of FSD Users Comments Regarding Applications, knowing misstatement and that the
Logbooks, Reports, and Records: Fraud, misstatement was material (i.e., about
ATA and United state that proposed Falsification, or Incorrect Statements an important matter). See FAA v.
§ 60.31(b) places an unnecessary burden (§ 60.33) Twomey, 821 F.2d 63 (1st Cir. 1987). We
on the FSD sponsor. Instead they have added the word ‘‘material’’ to the
ATA is concerned that the language
believe the burden should be placed on phrase ‘‘known omission’’ to clarify that
contained in this section does not
the user in coordination with their provide a clearly defined method for only important, known omissions will
respective TPAA. ATA and United complying with requirements like the constitute a violation and this will put
suggest deleting this requirement or quality assurance program, log books, the violation on par with the fraud and
requiring that sponsors have 7 days to reports, and requests. ATA comments intentionally false statement violation.
provide the report upon request of the that paragraph (c) provides the authority Comments Regarding Specific Full
NSPM. FSB and CAE suggest that such to remove qualification simply on the Flight Simulator Compliance
a list of certificate holders may be basis of an incorrect statement, which Requirements (§ 60.35)
considered proprietary business could be made by any individual at any Many commenters address the impact
information. FSB states that ‘‘This is level of the organization. According to of proposed § 60.35 on Level A
another instance where the ongoing use ATA, while the NSPM has always simulators. The ATA strongly opposes
of the FSD has been proposed as within maintained a cooperative relationship degrading the qualification of all level A
the purview of the NSPM as opposed to with the industry, others, such as ATOS simulators after a 2 year period. ATA
the operational responsibility remaining inspectors, only apply the strict believes that as long as there are valid
with the certificate holder sponsor with interpretation of requirements and often training objectives that can be
the approval of either the TCPM or POI apply rules without the benefit of the accomplished in a level A simulator it
under existing regulations.’’ required knowledge of the flight training should be the sponsor’s business
device industry. ATA further states that, decision as to when the device is no
FAA Response: The FAA has
‘‘This section threatens not only our longer viable and not determined by the
eliminated the requirement to maintain
qualifications but also our personal NSPM. Pan Am states that elimination
the records of users of the FSTD. If the livelihood. A simple misstatement,
FAA needs such records, it would of the Level A qualification would
mistake, or omission without a clearly create specific issues for those aircraft
acquire them through normal FAA demonstrated intent to mislead should that are no longer manufactured, but
oversight channels. not be a basis for action. It should be continue to operate. Pan Am states,
Form of Records applied to the intent of the operator ‘‘These simulators are typically not cost
and/or sponsor not the individual.’’ effective to upgrade to current
In regard to proposed § 60.31(c), ATA ATA suggests changing ‘‘No person may technology standards but have
and United state that most airlines have make’’ to ‘‘No sponsor may knowingly demonstrated and been used for many
record systems that have proven make’’ and deleting paragraph (c). years as effective training devices * *.
effective and accurate in actual use. Similarly DHL states that the We believe these simulators and the
ATA and United state that the NSPM’s omission of recording malfunctions or training permitted in them should be
approval of these systems should be inaccurate statements in logbook entries grand-fathered in any new rule.’’ Pan
immediate and that the rule language is very subjective. DHL is concerned Am, FSI and Aerospace Aviation are
should be changed to add ‘‘information, that honest mistakes and oversights also concerned that this provision
with appropriate security or controls to could lead to the revocation of an would result in a return to using aircraft
prevent the illegal or inappropriate airman’s ATP, and states ‘‘Such for training, which would have a
alteration of such records after the fact.’’ perceived liability could cause the ranks negative impact on both the training,
of qualified instructors to dwindle.’’ safety, and pollution.
FAA Response: The FAA added Fidelity, FSI, CAE, and Delta make FSI addresses the impact on certain
language in the QPS appendix that similar comments. aircraft, stating, ‘‘The bottom line would
provides for the preservation and FAA Response: This section is not be that users of many aircraft, such as
retrieval of this information with intended to address a simple the older King Air, Turbo Commander,
appropriate security or controls to misstatement, mistake, or omission as Lear 25, Gulfstream I, Jetstar, etc., would
prevent the illegal or inappropriate suggested might occur. The language is have no simulation device at all
alteration of such records after the fact. included to provide notice to those who available to them. The time-tested
are involved with or use FSTDs that the safety-driven need for these simulators
Annual Report records and reports that are kept, made, will be there as long as the aircraft they
ATA, UPS, Delta, United, FSI, or used to show compliance with this represent are flying. It is obvious that
American, Eclipse, American Trans Air, part, or to exercise any privileges with new simulators, Level B through D, will
and CAE object to proposed § 60.31(d), respect to FSTD upon which the FAA not be developed for these older aircraft,
stating that the annual report would be relies or could rely, is a serious matter so the withdrawal option is to withdraw
redundant. and that fraudulent practices will carry all simulation safety advantage from this
consequences. The elements for a charge segment of the aviation population.’’ In
FAA Response: The FAA has of making a false statement are: (1) A addition, FSI states that to convert the
eliminated the requirement for an knowing, (2) misrepresentation, (3) of a Level A simulators to Level 6 FTDs
annual report that was in proposed material fact. The elements for a ‘‘would be to lose the advantage of
§ 60.31(d). The other requirements of fraudulent statement are the same as for motion, which the FAA, in particular
part 60, including the discrepancy log, a false statement, plus: (4) made with the NSPM, has strongly favored and
the recurring inspections, the the intent to deceive, and (5) embraced for realism in training and
modification notification and approval, detrimentally relied upon. See FAA v. testing, as opposed to simulation with
and the QMS are sufficient to ensure Bell, NTSB Order No. 4764 (May 11, visual cues only. Continuing to
that FSTDs are operating at their 1999). Thus, for either charge, the FAA maintain a motion system for a Level 6
qualification level. must have evidence that it was a FTD, for no credit in addition to that
afforded a Level 6 FTD, would represent and obstacle correlation over the entire confusion regarding qualification level
a huge cost with no benefit to offset it.’’ visual scene must be provided, e.g., for and required equipment.
FSI further comments, ‘‘Just as the FAA future additions to the cockpit, such as
Comments in Response to ARC
would not propose that all operators of the Moving Map Display, or for aircraft
Recommendation
those aircraft abandon their aircraft, it fitted with EGPWS or TWAS? Also, for
should not propose that Training weather radar, must all 3D clouds, In order to give the public an
Centers abandon the representative storms, etc., on the visual scene opportunity to comment on the
simulators.’’ correlate with a dynamic radar sweep? recommendations received from the
Similarly, TWA states, ‘‘This FSI states that proposed paragraph (a) ARC, on February 10, 2004, the FAA
paragraph puts an undue burden on the seems to say that 18 months after the reopened the comment period for 30
sponsors of older flight simulators. The final rule is issued all simulators must days (69 FR 6216). The comment period
cost to make all aircraft appliances simulate everything in the aircraft they closed March 11, 2004. The FAA
functional whenever they upgrade an represent. FSI asks, ‘‘Would this mean received approximately 30 comments
older simulator will effectively that a Level B simulator must have color during the reopened comment period.
eliminate all upgrades. This would weather radar simulated if the aircraft is However, instead of addressing the ARC
severely limit modernization and outfitted with color weather radar, proposal, many of the commenters
improvements to these simulators. etc.?’’ FSI states that proposed QPS addressed issues from the original
There is no reason for devices in an FSD requirements for FTD levels 4, 5, and 6, NPRM. These comments are similar to
to be functional if they are never to be as well as for simulator Levels A, B, and comments that were previously
used by the approved training C do not include simulating the submitted. Other comments included
program.’’ ATA makes a similar operation of all equipment and suggestions for minor editorial changes
comment. from CAE Inc. and a question from the
appliances installed on the airplane
Several commenters question to what Co-Chairman of the Air Transport
(aircraft) being simulated. FTDs could
extent the FAA expects the entire Association Simulator Technical Issues
fit the definition of a ‘‘simulator’’ and
cockpit to be simulated, under Group asking if part 60 provides for self
therefore would not be compliant. FSI
paragraph (a). Boeing states that for disclosure of possible non-compliance
recommends that FAA strike the all
some aircraft there is not enough room with part 60 requirements.
encompassing term ‘‘all equipment or FAA Response: The FAA reviewed
in the simulator to simulate the entire
devices’’ and clarify the intent of this the ARC recommendation and the
area directly behind the Captain and
proposed section to include the comments received in response to the
First Officer. ATA and United comment
equipment simulation requirements for ARC recommendation. In response to
that sponsors with no captive fleet
each level of ‘‘flight simulator’’ as well the comment regarding part 60 self-
would not have a specific cockpit
as specifically refer to FSD levels A–D disclosure programs, the FAA considers
against which to match an FSD and
and clarify the definition of a ‘‘flight the correct vehicle for such self-
sponsors with their own fleet would
simulator’’ to refer to FSD levels A–D. disclosures to be Advisory Circular (AC)
have differences between cockpits of
like aircraft. Delta and CAE make ATA recommends that paragraph (b) be 00–58, Voluntary Disclosure Reporting
similar comments. changed to apply to ‘‘any level A Program. The FAA recognizes that the
DHL states that the language requiring simulator’’ instead of to ‘‘any flight AC, as presently written, is applicable
the FSD to simulate the operation of all simulator.’’ only to certificate holders, but believes
equipment or devices intended to Delta suggests that § 60.35(b) or the sponsors qualified under part 60 could
simulate aircraft appliances is too rigid. QPS should define the performance develop a similar program based on the
DHL states, ‘‘This language would criteria that will be used under available guidance in the advisory
require such devices such as radar and paragraph (b) and state that a Level A material.
TCAS systems to be fully functional. simulator can be downgraded to a level
These devices are often trained in such 6 FTD without having to undergo an Delegation of Authority for Standards
devices as FTDs or Computer Based additional evaluation. Documents
Training (CBT) programs. The FAA FAA Response: The FAA adopted The FAA has delegated in a separate
requires TCAS to be trained in a flight several changes to this section that are document, final authority to review and
simulator or CBT environment. DHL less restrictive than proposed and codify issue amendments to appendices A–F to
argues that some devices are better existing practices. The revisions include part 60 from the Administrator to the
trained in other environments such as the following: Level A simulators will Director, Flight Standards Service.
CBT. This requirement also usurps the not be eliminated as was proposed; the Specifically, these appendices are the
intent of the Advanced Qualification requirement for Level C and Level D Qualification Performance Standards
Program that would apply Instructional simulators in § 60.35(a) will include the (QPS) documents for: Airplane Full
Systems Design principles to conduct equipment and appliances installed and Flight Simulators; Airplane Flight
training in lower level devices that may operating to the extent necessary for the Training Devices; Helicopter Full Flight
not only be more cost effective but also issuance of an airman certificate or Simulators; Helicopter Flight Training
yield a higher level of learning.’’ rating; the requirement for Level A and Devices; Quality Management Systems
UPS comments that paragraph (a) Level B simulators in § 60.35(b) will for FSTDs; and Definitions and
would require that equipment not include the equipment and appliances Abbreviations for FSTDs.
related to flight training be installed at installed and operating to the extent The FAA anticipates that these
considerable expense. UPS cites necessary for the training, testing, and documents will require routine changes
examples such as ‘‘equipment used by checking that comprise the simulation for a variety of reasons, e.g., increased
maintenance personnel, e.g., BIT type portion of the requirements for issuance knowledge about human factors,
diagnostic systems, or equipment used of an airman certificate or rating. The analysis of incident/accident data, and
by flight crew but not deemed essential FAA has been careful to define FTD changes in aircraft or simulation
to flight training by the operator or its levels and FSS levels and to use the technology. Because these standards
TPAA, e.g., ACARS.’’ Evans and appropriate term in the appropriate will be regulatory in nature, current
Sutherland ask whether visual terrain setting. This should eliminate any FAA policy provides for the
Administrator to review changes before CFR 11.201(b). An agency may not Costs per individual action vary
final action on them is complete. This collect or sponsor the collection of depending on whether the sponsor is
process involves significant levels of information, nor may it impose an small, medium, or large.
participation in the review process by information collection requirement
Regulatory Flexibility Determination
individuals at all levels of the agency. unless it displays a currently valid
The FAA expects that most future Office of Management and Budget The Regulatory Flexibility Act of 1980
changes to the QPS documents will be (OMB) control number. (RFA) establishes ‘‘as a principle of
published in the Federal Register as regulatory issuance that agencies shall
NPRMs for public comment, just as they International Compatibility
endeavor, consistent with the objective
are published as part of this NPRM. This In keeping with U.S. obligations of the rule and of applicable statutes, to
will be true unless ‘‘good cause’’ exists under the Convention on International fit regulatory and informational
under the Administrative Procedure Act Civil Aviation, it is FAA policy to requirements to the scale of the
(APA), which would warrant the FAA comply with International Civil business, organizations, and
publishing a change to a QPS document Aviation Organization (ICAO) Standards governmental jurisdictions subject to
without following the standard notice and Recommended Practices to the regulation.’’ To achieve that principle,
and comment procedures. Under the maximum extent practicable. The FAA the Act requires agencies to solicit and
APA, in order for the FAA to issue a has reviewed the corresponding ICAO consider flexible regulatory proposals
rule without following notice and Standards and Recommended Practices and to explain the rationale for their
comment procedures, the FAA would and has determined that additional actions. The Act covers a wide-range of
have to make a good cause finding that modifications to certain QPS sections small entities, including small
following notice and comment need to be made before the final rule businesses, not-for-profit organizations
procedures would be impracticable, becomes effective. The FAA has not and small governmental jurisdictions.
unnecessary, or contrary to the public included these QPS modifications in
interest. this final rule because they are beyond Agencies must perform a review to
The FAA does not expect that many the scope of the NPRM. The FAA will determine whether a proposed or final
changes to the QPS documents will make these modifications before this rule will have a significant economic
justify the expenditure of time and final rule becomes effective to comply impact on a substantial number of small
resources at the highest levels of the with ICAO Standards and entities. If the determination is that it
agency that the standard procedures for Recommended Practices to the will, the agency must prepare a
final review of rulemakings require. maximum extent practicable. regulatory flexibility analysis as
Therefore, consistent with good described in the Act.
government, the FAA is streamlining Regulatory Evaluation Summary However, if an agency determines that
the process for making technical This final rule establishes 14 CFR part a proposed or final rule is not expected
changes to the QPS documents by 60, which contains requirements for the to have a significant economic impact
delegating authority for final review and evaluation, qualification, and on a substantial number of small
issuance from the Administrator to the maintenance of FSTDs. entities, section 605(b) of the 1980 act
Director, Flight Standards Service. The provides that the head of the agency
FAA believes that the delegation will Total Costs and Benefits of This
Rulemaking may so certify and a regulatory
result in more timely responses to flexibility analysis is not required. The
incident and accident data and The FAA has determined that the certification must include a statement
advances in aircraft or simulation total cost of implementing the new part providing the factual basis for this
technology. 60 from 2006 to 2015 will be determination, and the reasoning should
Consistent with similar delegations of approximately $1.3 million ($1.0 be clear.
authority, this authority will be million, discounted). Nearly all of the
exercised with the concurrence of the The Small Business Administration
$1.3 million over the 10-year period will
Office of the Chief Counsel. If, at any (SBA) recommends 1,500 or fewer
be imposed on the industry. The FAA
time during the amendment process the employees as the ‘‘small’’ size standard
10-year cost is estimated at $42,000.
Administrator or the Director, Flight The benefit of this rule is that it will that applies to Scheduled Passenger Air
Standards Service, determines that a ensure that flight crewmembers using Transportation (NAICS code 481111).
proposed amendment would not be FSTDs receive training in a device that We believe that this size standard also
appropriate for this streamlined process, closely matches the performance and applies to simulator sponsors, which
the rulemaking project would proceed handling characteristics of the aircraft include air carriers and simulator
in accordance with the agency’s normal being simulated. training centers. For part 60, the FAA
rulemaking procedures. identified a total of 11 simulator
Who Is Potentially Affected by This sponsors that meet this size standard.
Paperwork Reduction Act Rulemaking? For each of these sponsors, the FAA
Information collection requirements Sponsors of FSTDs, which includes attempted to retrieve their annual
associated with this final rule have been training centers and certain airlines, are revenues and to calculate their
approved previously by the Office of affected by this rulemaking. annualized costs. Annual revenue data
Management and Budget (OMB) under was only available for 5 out of the 11
the provisions of the Paperwork Our Cost Assumptions and Sources of sponsors. After calculating the prorated
Reduction Act of 1995 (44 U.S.C. Information annualized costs using the same
3507(d)), and have been assigned OMB Discount rate: 7%. assumptions that were used in the cost
Control Number 2120–0680. This final Period of Analysis: 2006–2015. section, the FAA then compared
rule adds the OMB control number to Monetary Values expressed in 2004 annualized costs with annualized
the table of OMB control numbers in 14 dollars. revenues (see Table 14 for details).
TABLE 14.—SUMMARY OF RFA DETERMINATION OF ECONOMIC IMPACT

Annual revenues Compliance as percentage of Significant economic impact?
Annualized
Number of annual revenues y/n
Sponsor cost of com-
employees 2000 2001 2002 pliance 1 2000 2001 2002 2000 2001 2002
1 .............................. 973 n.a. $150,712,673 n.a. $1,828 n.a. 0.00 n.a. n.a. N n.a.
2 .............................. 116 $63,902,519 53,065,814 $43,396,103 474 0.00 0.00 0.00 N N N
3 .............................. 563 274,420,131 111,560,208 4,350,617 474 0.00 0.00 0.01 N N N
4 .............................. 134 48,765,676 49,320,778 66,015,229 474 0.00 0.00 0.00 N N N
5 .............................. 410 224,249,551 96,951,552 92,035,880 474 0.00 0.00 0.00 N N N
Source: U.S. Dept. of Trans., FAA, APO 310.
Notes: 1) Annualized using a capital recovery factor of 0.14238, over 10 years, using a 7 percent rate of interest.
For the 5 sponsors shown in Table 14, adjusted value of $128.1 million in lieu 14 CFR Part 11
annualized costs of the rule will be of $100 million. Administrative practice and
considerably less than one-tenth of one This final rule does not contain an procedure, Reporting and recordkeeping
percent of their annual revenues. The Unfunded Mandate. The requirements requirements.
FAA contends that these costs will not of Title II do not apply.
have a significant economic impact on 14 CFR Part 60
these small entities. Executive Order 13132, Federalism Airmen, Aviation safety, Reporting
Accordingly, pursuant to the and recordkeeping requirements.
Regulatory Flexibility Act, 5 U.S.C. The FAA has analyzed this final rule
605(b), the Federal Aviation under the principles and criteria of 14 CFR Part 121
Administration certifies that this rule Executive Order 13132, Federalism. We
Air carriers, Aircraft, Airmen, Alcohol
will not have a significant economic determined that this action will not
abuse, Aviation safety, Charter flights,
impact on a substantial number of small have a substantial direct effect on the
Drug abuse, Drug testing, Reporting and
entities. States, on the relationship between the
recordkeeping requirements, Safety,
national Government and the States, or
International Trade Impact Assessment Transportation.
on the distribution of power and
The Trade Agreements Act of 1979 responsibilities among the various The Amendment
prohibits Federal agencies from levels of government. Therefore, we
determined that this final rule will not ■ The Federal Aviation Administration
engaging in any standards or related amends Title 14, Chapter I of the Code
activities that create unnecessary have federalism implications.
of Federal Regulations as follows:
obstacles to the foreign commerce of the Environmental Analysis
United States. Legitimate domestic PART 1—DEFINITIONS AND
objectives, such as safety, are not FAA Order 1050.1E identifies FAA ABBREVIATIONS
considered unnecessary obstacles. The actions that are categorically excluded
statute also requires consideration of from preparation of an environmental ■ 1. The authority citation for part 1
international standards and where assessment or environmental impact continues to read as follows:
appropriate, that they be the basis for statement under the National Authority: 49 U.S.C. 106(g), 40113, 44701.
U.S. standards. Environmental Policy Act in the
In accordance with the above statute, absence of extraordinary circumstances. ■ 2. Section 1.1 is amended by adding
the FAA has assessed the potential The FAA has determined this new definitions in alphabetical order to
effect of this final rule and has rulemaking action qualifies for the read as follows:
determined that it will have the same categorical exclusion identified in
§ 1.1 General definitions.
impact on foreign sponsors as on paragraph 312f and involves no
domestic sponsors and, therefore, extraordinary circumstances. * * * * *
creates no obstacles to the foreign Flight simulation training device
Regulations that Significantly Affect (FSTD) means a flight simulator or a
commerce of the United States. Energy Supply, Distribution, or Use flight training device.
Unfunded Mandates Assessment * * * * *
The FAA has analyzed this final rule
The Unfunded Mandates Reform Act under Executive Order 13211, Actions Flight training device (FTD) means a
of 1995 (the Act) is intended, among Concerning Regulations that replica of aircraft instruments,
other things, to curb the practice of Significantly Affect Energy Supply, equipment, panels, and controls in an
imposing unfunded Federal mandates Distribution, or Use (May 18, 2001). We open flight deck area or an enclosed
on State, local, and tribal governments. have determined that it is not a aircraft cockpit replica. It includes the
Title II of the Act requires each Federal ‘‘significant energy action’’ under the equipment and computer programs
agency to prepare a written statement executive order because it is not a necessary to represent aircraft (or set of
assessing the effects of any Federal ‘‘significant regulatory action’’ under aircraft) operations in ground and flight
mandate in a proposed or final agency Executive Order 12866, and it is not conditions having the full range of
rule that may result in an expenditure likely to have a significant adverse effect capabilities of the systems installed in
of $100 million or more (adjusted on the supply, distribution, or use of the device as described in part 60 of this
annually for inflation) in any one year energy. chapter and the qualification
by State, local, and tribal governments, performance standard (QPS) for a

in the aggregate, or by the private sector; List of Subjects specific FTD qualification level.
such a mandate is deemed to be a 14 CFR Part 1 * * * * *
‘‘significant regulatory action.’’ The Full flight simulator (FFS) means a
FAA currently uses an inflation- Air transportation. replica of a specific type; or make,
model, and series aircraft cockpit. It 60.3 Definitions. (c) The requirements of § 60.33
includes the assemblage of equipment 60.4 Qualification Performance Standards. regarding falsification of applications,
and computer programs necessary to 60.5 Quality management system. records, or reports also apply to each
60.7 Sponsor qualification requirements.
represent aircraft operations in ground person who uses an FSTD for training,
60.9 Additional responsibilities of the
and flight conditions, a visual system sponsor. evaluation, or obtaining flight
providing an out-of-the-cockpit view, a 60.11 FSTD use. experience required for flight
system that provides cues at least 60.13 FSTD objective data requirements. crewmember certification or
equivalent to those of a three-degree-of- 60.14 Special equipment and personnel qualification under this chapter.
freedom motion system, and has the full requirements for qualification of the
range of capabilities of the systems FSTD. § 60.2 Applicability of sponsor rules to
60.15 Initial qualification requirements. persons who are not sponsors and who are
installed in the device as described in engaged in certain unauthorized activities.
part 60 of this chapter and the 60.16 Additional qualifications for a
currently qualified FSTD. (a) The rules of this part that are
qualification performance standards
60.17 Previously qualified FSTDs. directed to a sponsor of an FSTD also
(QPS) for a specific FFS qualification 60.19 Inspection, continuing qualification apply to any person who uses or causes
level. evaluation, and maintenance the use of an FSTD when—
* * * * * requirements. (1) That person knows that the FSTD
■ 3. Section 1.2 is amended by adding 60.20 Logging FSTD discrepancies. does not have an FAA-approved
new abbreviations in alphabetical order 60.21 Interim qualification of FSTDs for
new aircraft types or models.
sponsor; and
to read as follows: (2) The use of the FSTD by that
60.23 Modifications to FSTDs.
60.25 Operation with missing, person is nonetheless claimed for
§ 1.2 Abbreviations and symbols.
malfunctioning, or inoperative purposes of meeting any requirement of
* * * * * components. this chapter or that person knows or
FFS means full flight simulator. 60.27 Automatic loss of qualification and should have known that the person’s
* * * * * procedures for restoration of acts or omissions would cause another
FSTD means flight simulation training qualification. person to mistakenly credit use of the
device. 60.29 Other losses of qualification and FSTD for purposes of meeting any
FTD means flight training device. procedures for restoration of requirement of this chapter.
* * * * * qualification.
(b) A situation in which paragraph (a)
60.31 Recordkeeping and reporting.
60.33 Applications, logbooks, reports, and of this section would not apply to a
PART 11—GENERAL RULEMAKING person would be when each of the
records: Fraud, falsification, or incorrect
PROCEDURES statements. following conditions are met:
60.35 Specific full flight simulator (1) The person sold or leased the
■ 4. The authority citation for part 11
compliance requirements. FSTD and merely represented to the
continues to read as follows: 60.37 FSTD qualification on the basis of a purchaser or lessee that the FSTD is in
Authority: 49 U.S.C. 106(g), 40101, 40103, Bilateral Aviation Safety Agreement a condition in which it should be able
40105, 40109, 40113, 44110, 44502, 44701– (BASA). to obtain FAA approval and
44702, 44711, and 46102. Appendix A to Part 60—Qualification qualification under this part;
Performance Standards for Airplane Full (2) The person does not falsely claim
■ 5. Amend the table in § 11.201(b) by Flight Simulators
to be the FAA-approved sponsor for the
adding an entry for part 60 to read as Appendix B to Part 60—Qualification
Performance Standards for Airplane FSTD;
follows: (3) The person does not falsely make
Flight Training Devices
§ 11.201 Office of Management and Budget Appendix C to Part 60—Qualification representations that someone else is the
(OMB) control numbers assigned under the Performance Standards for Helicopter FAA-approved sponsor of the FSTD at
Paperwork Reduction Act. Full Flight Simulators a time when that other person is not the
* * * * * Appendix D to Part 60—Qualification FAA-approved sponsor of the FSTD;
(b) * * * Performance Standards for Helicopter and
Flight Training Devices (4) The person’s acts or omissions do
Appendix E to Part 60—Quality Management not cause another person to
14 CFR part or section iden- Current OMB
Systems for Flight Simulation Training
tified and described control number detrimentally rely on such acts or
Devices
Appendix F to Part 60—Definitions and omissions for the mistaken conclusion
Abbreviations for Flight Simulation that the FSTD is FAA-approved and
* * * * *
Part 60 .................................. 2120–0680 Training Devices qualified under this part at the time the
FSTD is sold or leased.
Authority: 49 U.S.C. 106(g), 40113, and
* * * * * 44701. § 60.3 Definitions.
In addition to the definitions in part
■ 6. Part 60 is added to subchapter D to § 60.1 Applicability.
1 of this chapter, other terms and
read as follows: (a) This part prescribes the rules definitions applicable to this part are
governing the initial and continuing found in appendix F of this part.
PART 60—FLIGHT SIMULATION qualification and use of all aircraft flight
TRAINING DEVICE INITIAL AND simulation training devices (FSTD) used § 60.4 Qualification Performance
CONTINUING QUALIFICATION AND for meeting training, evaluation, or Standards.
USE flight experience requirements of this The Qualification Performance
Sec. chapter for flight crewmember Standards (QPS) are published in
60.1 Applicability. certification or qualification. appendices to this part as follows:

60.2 Applicability of sponsor rules to (b) The rules of this part apply to each (a) Appendix A contains the QPS for
persons who are not sponsors and who person using or applying to use an Airplane Flight Simulators.
are engaged in certain unauthorized FSTD to meet any requirement of this (b) Appendix B contains the QPS for
activities. chapter. Airplane Flight Training Devices.
(c) Appendix C contains the QPS for 119, 141, or 142 of this chapter; or that FSTD and that person will not be
Helicopter Flight Simulators. holds, or is an applicant for, an eligible to apply to sponsor that FSTD
(d) Appendix D contains the QPS for approved flight engineer course in for at least 12 calendar months
Helicopter Flight Training Devices. accordance with part 63 of this chapter. following the expiration of the
(e) Appendix E contains the QPS for (2) The FSTD will be used, or will be qualification status.
Quality Management Systems for offered for use, in the sponsor’s FAA- (d) In addition to the FSTD described
FSTDs. approved flight training program for the in paragraph (b) of this section, an FSTD
(f) Appendix F contains the QPS for aircraft being simulated as evidenced in sponsor may sponsor any number of
Definitions and Abbreviations for a request for evaluation submitted to the other FSTDs regardless of specific
FSTDs. NSPM. aircraft or set of aircraft provided
(b) A person is a sponsor if the either—
§ 60.5 Quality management system. following conditions are met: (1) During the preceding 12-month
(a) After October 30, 2009, no sponsor (1) The person is a certificate holder period, all of the other FSTDs are used
may use or allow the use of or offer the under part 119, 141, or 142 of this within the sponsor’s or another
use of an FSTD for flight crewmember chapter or has an approved flight certificate holder’s FAA-approved flight
training or evaluation or for obtaining engineer course in accordance with part training program for the aircraft or set of
flight experience to meet any 63 of this chapter. aircraft simulated; or
requirement of this chapter unless the (2) The person has— (2) The sponsor obtains a written
sponsor has established and follows a (i) Operations specifications statement at least annually from a
quality management system (QMS), authorizing the use of the specific qualified pilot who has flown the
currently approved by the National aircraft or set of aircraft and has an aircraft or set of aircraft (as appropriate)
Simulator Program Manager (NSPM), for FAA-approved training program under during the preceding 12-month period
the continuing surveillance and analysis which at least one FSTD, simulating the stating that the subject FSTD’s
of the sponsor’s performance and aircraft or set of aircraft and for which performance and handling qualities,
effectiveness in providing a satisfactory the person is the sponsor, is used by the within the normal operating envelope,
FSTD for use on a regular basis as sponsor as described in paragraphs represent the aircraft or set of aircraft
described in QPS appendix E of this (b)(5) or (b)(6) of this section; or described in the FAA Type Certificate
part. (ii) Training specifications or an FAA- and the type data sheet, if appropriate.
(b) The QMS program must provide a approved course of training under The sponsor must retain the two most
process for identifying deficiencies in which at least one FSTD, simulating current written statements for review by
the program and for documenting how that aircraft or set of aircraft and for the NSPM.
the program will be changed to address which the person is the sponsor, is used
these deficiencies. by the sponsor as described in § 60.9 Additional responsibilities of the
(c) Whenever the NSPM finds that the paragraphs (b)(5) or (b)(6) of this sponsor.
QMS program does not adequately section. (a) The sponsor must allow the NSPM
address the procedures necessary to (3) The person has a quality upon request to inspect the FSTD as
meet the requirements of this part, the management system currently approved soon as practicable. This inspection may
sponsor must, after notification by the by the NSPM in accordance with § 60.5. include all records and documents
NSPM, change the program so the (4) The NSPM has accepted the relating to the FSTD, to determine its
procedures meet the requirements of person as the sponsor of the FSTD and compliance with this part.
this part. Each such change must be that acceptance has not been withdrawn (b) The sponsor must do the following
approved by the NSPM prior to by the FAA. for each FSTD:
implementation. (5) At least one FSTD (as referenced (1) Establish a mechanism to receive
(d) Within 30 days after the sponsor in paragraph (b)(2)(i) or (b)(2)(ii) of this written comments regarding the FSTD
receives a notice described in paragraph section) that is initially qualified on or and its operation in accordance with the
(c) of this section, the sponsor may file after October 30, 2007, is used within QPS appendix E of this part.
a petition with the Director of Flight the sponsor’s FAA-approved flight (2) Post in or adjacent to the FSTD the
Standards Service (the Director) for training program for the aircraft or set of Statement of Qualification issued by the
reconsideration of the NSPM finding. aircraft at least once within the 12- NSPM. An electronic copy of the
The sponsor must address its petition to month period following the initial/ Statement of Qualification that may be
the Director, Flight Standards Service, upgrade evaluation, and at least once accessed by an appropriate terminal or
AFS–1, Federal Aviation within each subsequent 12-month display in or adjacent to the FSTD is
Administration, 800 Independence period thereafter. satisfactory.
Ave., SW., Washington, DC 20591. The (6) At least one FSTD (as referenced (c) Each sponsor of an FSTD must
filing of such a petition to reconsider in paragraph (b)(2)(i) or (b)(2)(ii) of this identify to the NSPM by name, one
stays the notice pending a decision by section) that was qualified before individual to be the management
the Director. However, if the Director October 30, 2007, is used within the representative (MR).
finds that there is a situation that sponsor’s FAA-approved flight training (1) One person may serve as an MR
requires immediate action in the interest program for the aircraft or set of aircraft for more than one FSTD, but one FSTD
of safety in air commerce, he may, upon at least once within the 12-month must not have more than one person
a statement of the reasons, require a period following the first continuing serving in this capacity.
change effective without stay. qualification evaluation conducted by (2) Each MR must be an employee of
the NSPM after October 30, 2007 and at the sponsor with the responsibility and
§ 60.7 Sponsor qualification requirements. least once within each subsequent 12- authority to—
(a) A person is eligible to apply to be month period thereafter. (i) Monitor the on-going qualification
a sponsor of an FSTD if the following (c) If the use requirements of of assigned FSTDs to ensure that all
conditions are met: paragraphs (b)(2) and either (b)(5) or matters regarding FSTD qualification are
(1) The person holds, or is an (b)(6) of this section are not met, the being carried out as provided for in this
applicant for, a certificate under part person will forfeit the right to sponsor part;
(ii) Ensure that the QMS is properly data made available to the NSPM (the in the form and manner described in the
established, implemented, and validation data package) must include applicable QPS.
maintained by overseeing the structure the aircraft manufacturer’s flight test (b) The management representative
(and modifying where necessary) of the data and all relevant data developed described in § 60.9(c) must sign a
QMS policies, practices, and after the type certificate was issued (e.g., statement (electronic signature is
procedures; and data developed in response to an acceptable for electronic transmissions)
(iii) Regularly brief sponsor’s airworthiness directive) if such data after confirming the following:
management on the status of the on- results from a change in performance, (1) The performance and handling
going FSTD qualification program and handling qualities, functions, or other qualities of the FSTD represent those of
the effectiveness and efficiency of the characteristics of the aircraft that must the aircraft or set of aircraft within the
QMS. be considered for flight crewmember normal operating envelope. This
(3) The MR serves as the primary training, evaluation, or for meeting determination must be made by a
contact point for all matters between the experience requirements of this chapter. pilot(s) meeting the requirements of
sponsor and the NSPM regarding the (b) The validation data package may paragraph (d) of this section after having
qualification of that FSTD as provided contain flight test data from a source in flown all of the Operations Tasks listed
for in this part. addition to or independent of the in the applicable QPS appendix relevant
(4) The MR may delegate the duties aircraft manufacturer’s data in support to the qualification level of the FSTD.
described in paragraph (c)(2) and (c)(3) of an FSTD qualification, but only if this Exceptions, if any, must be noted. The
of this section to an individual at each data is gathered and developed by that name of the person(s) making this
of the sponsor’s locations. source in accordance with flight test determination must be available to the
methods, including a flight test plan, as NSPM upon request.
§ 60.11 FSTD use. (2) The FSTD systems and sub-
described in the applicable QPS.
No person may use or allow the use (c) The validation data package may systems (including the simulated
of or offer the use of an FSTD for flight also contain predicted data, engineering aircraft systems) functionally represent
crewmember training or evaluation or simulation data, data from pilot owner those in the aircraft or set of aircraft.
for obtaining flight experience to meet or pilot operating manuals, or data from This determination must be made by the
any of the requirements under this public domain sources, provided this pilot(s) described in paragraph (b)(1) of
chapter unless, in accordance with the data is acceptable to the NSPM. If found this section, or by a person(s) trained on
QPS for the specific device, the FSTD acceptable the data may then be used in simulator systems/sub-systems and
meets all of the following: particular applications for FSTD trained on the operation of the
(a) Has a single sponsor who is qualification. simulated aircraft systems, after having
qualified under § 60.7. The sponsor may (d) Data or other material or elements exercised the operation of the FSTD and
arrange with another person for services must be submitted in a form and the pertinent functions available
of document preparation and manner acceptable to the NSPM. through the Instructor Operating
presentation, as well as FSTD (e) The NSPM may require additional Station(s). Exceptions, if any, must be
inspection, maintenance, repair, and objective data, which may include flight noted. The name of the person(s)
servicing; however, the sponsor remains testing if necessary, if the validation making this determination must be
responsible for ensuring that these data package does not support FSTD available to the NSPM upon request.
functions are conducted in a manner qualification requirements as described (3) The cockpit represents the
and with a result of continually meeting in this part and the applicable QPS configuration of the specific type; or
the requirements of this part. appendix. aircraft make, model, and series aircraft
(b) Is qualified as described in the (f) When an FSTD sponsor learns, or being simulated, as appropriate. This
Statement of Qualification. is advised by an aircraft manufacturer or determination must be made by the
(c) Remains qualified, through other data provider, that an addition to, pilot(s) described in paragraph (b)(1) of
satisfactory inspection, continuing an amendment to, or a revision of data this section, or by a person(s) trained on
qualification evaluations, appropriate that may relate to FSTD performance or the configuration and operation of the
maintenance, and use requirements in handling characteristics is available, the aircraft simulated. Exceptions, if any,
accordance with this part and the sponsor must notify the NSPM as must be noted. The name of the
applicable QPS. described in the applicable QPS. person(s) making this determination
(d) Functions during day-to-day must be available to the NSPM upon
training, evaluation, or flight experience § 60.14 Special equipment and personnel request.
activities with the software and requirements for qualification of the FSTD. (c) Except for those FSTDs previously
hardware that was evaluated as When notified by the NSPM, the qualified and described in § 60.17, each
satisfactory by the NSPM and, if sponsor must make available all special FSTD evaluated for initial qualification
modified, modified only in accordance equipment and qualified personnel must meet the standard that is in effect
with the provisions of this part. needed to accomplish or assist in the at the time of the evaluation. However—
However, this section does not apply to accomplishment of tests during initial (1) If the FAA publishes a change to
routine software or hardware changes qualification, continuing qualification, the existing standard or publishes a new
that do not fall under the requirements or special evaluations. standard for the evaluation for initial
of § 60.23. qualification, a sponsor may request that
(e) Is operated in accordance with the § 60.15 Initial qualification requirements. the NSPM apply the standard that was
provisions and limitations of § 60.25. (a) For each FSTD, the sponsor must in effect when an FSTD was ordered for
submit a request to the NSPM to delivery if the sponsor—
§ 60.13 FSTD objective data requirements. evaluate the FSTD for initial (i) Within 30 days of the publication
(a) Except as provided in paragraph qualification at a specific level and of the change to the existing standard or
(b) and (c) of this section, for the simultaneously request the Training publication of the new standard, notifies
purposes of validating FSTD Program Approval Authority (TPAA) the NSPM that an FSTD has been
performance and handling qualities forward a concurring letter to the ordered;
during evaluation for qualification, the NSPM. The request must be submitted
(ii) Within 90 days of the NSPM (3) Identification of the configuration section, the NSPM considers factors
notification described in paragraph of the aircraft or set of aircraft being including the existing qualification of
(c)(1)(i) of this section, requests that the simulated (e.g., engine model or models, the FSTD, any modifications to the
standard in effect at the time the order flight instruments, or navigation or FSTD hardware or software that are
was placed be used for the evaluation other systems). involved, and any additions or
for initial qualification; and (4) A statement that the FSTD is modifications to the MQTG.
(iii) The evaluation is conducted qualified as either a full flight simulator (c) The FSTD is qualified for the
within 24 months following the or a flight training device. additional uses when the NSPM issues
publication of the change to the existing (5) Identification of the qualification an amended Statement of Qualification
standard or publication of the new level of the FSTD. in accordance with § 60.15(h).
standard. (6) A statement that (with the (d) The sponsor may not modify the
(2) This notification must include a exception of the noted exclusions for FSTD except as described in § 60.23.
description of the FSTD; the anticipated which the FSTD has not been
subjectively tested by the sponsor or the § 60.17 Previously qualified FSTDs.
qualification level of the FSTD; the
make, model, and series of aircraft NSPM and for which qualification is not (a) Unless otherwise specified by an
simulated; and any other pertinent sought) the qualification of the FSTD FSTD Directive, further referenced in
information. includes the tasks set out in the the applicable QPS, or as specified in
(3) Any tests, tolerances, or other applicable QPS appendix relevant to the paragraph (e) of this section, an FSTD
requirements that are current at the time qualification level of the FSTD. qualified before October 30, 2007 will
of the evaluation may be used during (h) After the NSPM completes the retain its qualification basis as long as
the initial evaluation, at the request of evaluation for initial qualification, the it continues to meet the standards,
the sponsor, if the sponsor provides sponsor must update the Qualification including the objective test results
acceptable updates to the required Test Guide (QTG), with the results of recorded in the MQTG and subjective
qualification test guide. the FAA-witnessed tests together with tests, under which it was originally
(4) The standards used for the the results of all the objective tests evaluated, regardless of sponsor. The
evaluation for initial qualification will described in the applicable QPS. sponsor of such an FSTD must comply
be used for all subsequent evaluations of (i) Upon issuance of the Statement of with the other applicable provisions of
the FSTD. Qualification the updated QTG becomes this part.
(d) The pilot(s) who contributes to the the Master Qualification Test Guide (b) For each FSTD qualified before
confirmation statement required by (MQTG). The MQTG must be made October 30, 2007, no sponsor may use
paragraph (b) of this section must— available to the NSPM upon request. or allow the use of or offer the use of
(1) Be designated by the sponsor; and § 60.16 Additional qualifications for a
such an FSTD after October 30, 2013 for
(2) Be qualified in— currently qualified FSTD. flight crewmember training, evaluation
(i) The aircraft or set of aircraft being (a) A currently qualified FSTD is or flight experience to meet any of the
simulated; or required to undergo an additional requirements of this chapter, unless that
(ii) For aircraft not yet issued a type FSTD has been issued a Statement of
qualification process if a user intends to
certificate, or aircraft not previously Qualification, including the
use the FSTD for meeting training,
operated by the sponsor or not having evaluation, or flight experience Configuration List and the List of
previous FAA-approved training requirements of this chapter beyond the Qualified Tasks in accordance with the
programs conducted by the sponsor, an qualification issued for that FSTD. This procedures set out in the applicable
aircraft similar in size and process consists of the following: QPS.
configuration. (1) The sponsor: (c) If the FSTD qualification is lost
(e) The subjective tests that form the (i) Must submit to the NSPM all under § 60.27 and—
basis for the statements described in modifications to the MQTG that are (i) Restored under § 60.27 in less than
paragraph (b) of this section and the required to support the additional (2) years, then the qualification basis (in
objective tests referenced in paragraph qualification. terms of objective tests and subjective
(f) of this section must be accomplished (ii) Must describe to the NSPM all tests) for the re-qualification will be
at the sponsor’s training facility, except modifications to the FSTD that are those against which the FSTD was
as provided for in the applicable QPS. required to support the additional originally evaluated and qualified.
(f) The person seeking to qualify the qualification. (ii) Not restored under § 60.27 for two
FSTD must provide the NSPM access to (iii) Must submit to the NSPM a (2) years or more, then the qualification
the FSTD for the length of time confirmation statement as described in basis (in terms of objective tests and
necessary for the NSPM to complete the § 60.15(c) that a pilot, designated by the subjective tests) for the re-qualification
required evaluation of the FSTD for sponsor in accordance with § 60.15(d), will be those standards in effect and
initial qualification, which includes the has subjectively evaluated the FSTD in current at the time of re-qualification
conduct and evaluation of objective and those areas not previously evaluated. application.
subjective tests, including general FSTD (2) The FSTD must successfully pass (d) Except as provided in paragraph
requirements, as described in the an evaluation— (e) of this section, any change in FSTD
applicable QPS, to determine that the (i) Consisting of all the elements of an qualification level initiated on or after
FSTD meets the standards in that QPS. initial evaluation for qualification in October 30, 2007 requires an evaluation
(g) When the FSTD passes an those circumstances where the NSPM for initial qualification in accordance
evaluation for initial qualification, the has determined that all the elements of with this part.
NSPM issues a Statement of an initial evaluation for qualification is (e) A sponsor may request that an
Qualification that includes all of the necessary; or FSTD be permanently downgraded. In
following: (ii) Consisting of those elements of an such a case, the NSPM may downgrade
(1) Identification of the sponsor. initial evaluation for qualification a qualified FSTD without requiring and
(2) Identification of the make, model, designated as necessary by the NSPM. without conducting an initial evaluation
and series of the aircraft or set of aircraft (b) In making the determinations for the new qualification level.
being simulated. described in paragraph (a)(2) of this Subsequent continuing qualification
evaluations will use the existing MQTG, grace period as described in paragraph been issued initial qualification unless
modified as necessary to reflect the new (b)(5) of this section. the NSPM rescinds the qualification.
qualification level. (c) Maintenance. The sponsor is Interim qualification terminates two
(f) When the sponsor has appropriate responsible for continuing corrective years after its issuance, unless the
validation data available and receives and preventive maintenance on the NSPM determines that specific
approval from the NSPM, the sponsor FSTD to ensure that it continues to meet conditions warrant otherwise.
may adopt tests and associated the requirements of this part and the (c) Within twelve months of the
tolerances described in the current applicable QPS appendix. No sponsor release of the final aircraft data package
qualification standards as the tests and may use or allow the use of or offer the by the aircraft manufacturer, but no later
tolerances applicable for the continuing use of an FSTD for flight crewmember than two years after the issuance of the
qualification of a previously qualified training, evaluation, or flight experience interim qualification status, the sponsor
FSTD. The updated test(s) and to meet any of the requirements of this must apply for initial qualification in
tolerance(s) must be made a permanent chapter unless the sponsor does the accordance with § 60.15 based on the
part of the MQTG. following: final aircraft data package approved by
(1) Maintains a discrepancy log. the aircraft manufacturer, unless the
§ 60.19 Inspection, continuing (2) Ensures that, when a discrepancy NSPM determines that specific
qualification evaluation, and maintenance is discovered, the following
requirements.
conditions warrant otherwise.
requirements are met: (d) An FSTD with interim
(a) Inspection. No sponsor may use or (i) A description of each discrepancy qualification may be modified only in
allow the use of or offer the use of an is entered in the log and remains in the accordance with § 60.23.
FSTD for flight crewmember training, log until the discrepancy is corrected as
evaluation, or flight experience to meet specified in § 60.25(b). § 60.23 Modifications to FSTDs.
any of the requirements of this chapter (ii) A description of the corrective (a) Description of a modification. For
unless the sponsor does the following: action taken for each discrepancy, the the purposes of this part, an FSTD is
(1) Accomplishes all appropriate identity of the individual taking the said to have been modified when:
objective tests each year as specified in action, and the date that action is taken (1) Equipment or devices intended to
the applicable QPS. is entered in the log. simulate aircraft appliances are added to
(2) Completes a functional preflight (iii) The discrepancy log is kept in a or removed from FSTD, which change
check within the preceding 24 hours. form and manner acceptable to the the Statement of Qualification or the
(b) Continuing qualification Administrator and is kept in or adjacent MQTG; or
evaluation. to the FSTD. An electronic log that may (2) Changes are made to either
(1) This evaluation consists of be accessed by an appropriate terminal software or hardware that are intended
objective tests, and subjective tests, or display in or adjacent to the FSTD is to impact flight or ground dynamics;
including general FSTD requirements, satisfactory. changes are made that impact
as described in the applicable QPS or as performance or handling characteristics
§ 60.20 Logging FSTD discrepancies.
may be amended by an FSTD Directive. of the FSTD (including motion, visual,
(2) The sponsor must contact the Each instructor, check airman, or
representative of the Administrator control loading, or sound systems for
NSPM to schedule the FSTD for those FSTD levels requiring sound tests
continuing qualification evaluations not conducting training, evaluation, or flight
experience, and each person conducting and measurements); or changes are
later than 60 days before the evaluation made to the MQTG.
is due. the preflight inspection who discovers a
(b) FSTD Directive. When the FAA
(3) The sponsor must provide the discrepancy, including any missing,
determines that FSTD modification is
NSPM access to the objective test results malfunctioning, or inoperative
necessary for safety of flight reasons, the
in the MQTG and access to the FSTD for components in the FSTD, must write or
sponsor of each affected FSTD must
the length of time necessary for the cause to be written a description of that
ensure that the FSTD is modified
NSPM to complete the required discrepancy into the discrepancy log at
according to the FSTD Directive
continuing qualification evaluations. the end of the FSTD preflight or FSTD
regardless of the original qualification
(4) The frequency of NSPM-conducted use session.
standards applicable to any specific
continuing qualification evaluations for § 60.21 Interim qualification of FSTDs for FSTD.
each FSTD will be established by the new aircraft types or models. (c) Using the modified FSTD. The
NSPM and specified in the MQTG. (a) A sponsor may apply for and the sponsor may not use, or allow the use
(5) Continuing qualification NSPM may issue an interim of, or offer the use of, the FSTD with the
evaluations conducted in the calendar qualification level for an FSTD for a proposed modification for flight
month before or after the calendar new type or model of aircraft, even crewmember training or evaluation or
month in which these continuing though the aircraft manufacturer’s for obtaining flight experience for the
qualification evaluations are required aircraft data package is preliminary, if flight crewmember to meet any
will be considered to have been the sponsor provides the following to requirement of this chapter unless:
conducted in the calendar month in the satisfaction of the NSPM— (1) The sponsor has notified the
which they were required. (1) The aircraft manufacturer’s data, NSPM and the TPAA of their intent to
(6) No sponsor may use or allow the which consists of at least predicted data, incorporate the proposed modification,
use of or offer the use of an FSTD for validated by a limited set of flight test and one of the following has occurred;
flight crewmember training or data; (i) Twenty-one days have passed since
evaluation or for obtaining flight (2) The aircraft manufacturer’s the sponsor notified the NSPM and the
experience for the flight crewmember to description of the prediction TPAA of the proposed modification and
meet any requirement of this chapter methodology used to develop the the sponsor has not received any
unless the FSTD has passed an NSPM- predicted data; and response from either the NSPM or the
conducted continuing qualification (3) The QTG test results. TPAA;
evaluation within the time frame (b) An FSTD that has been issued (ii) Twenty-one days have passed
specified in the MQTG or within the interim qualification is deemed to have since the sponsor notified the NSPM
and the TPAA of the proposed display in or adjacent to the FSTD is (3) After considering all material
modification and one has approved the satisfactory. The discrepancy log may be presented, the NSPM notifies the
proposed modification and the other has used to satisfy this requirement sponsor about the determination with
not responded; provided each currently MMI regard to the qualification of the FSTD.
(iii) Fewer than twenty-one days have component is listed in the discrepancy (4) When the NSPM notifies the
passed since the sponsor notified the log. sponsor that some or all of the FSTD is
NSPM and the TPAA of the proposed no longer qualified, the action described
modification and the NSPM and TPAA § 60.27 Automatic loss of qualification and in the notification becomes effective not
procedures for restoration of qualification.
both approve the proposed less than 30 days after the sponsor
modification; (a) An FSTD qualification is receives that notice unless—
(iv) The sponsor has successfully automatically lost when any of the (i) The NSPM finds under paragraph
completed any evaluation the NSPM following occurs: (c) of this section that there is an
may require in accordance with the (1) The FSTD is not used in the emergency requiring immediate action
standards for an evaluation for initial sponsor’s FAA-approved flight training with respect to safety in air commerce;
qualification or any part thereof before program in accordance with § 60.7(b)(5) or
the modified FSTD is placed in service. or (b)(6) and the sponsor does not obtain (ii) The sponsor petitions the Director
(2) The notification is submitted with and maintain the written statement as of Flight Standards Service for
the content as, and in a form and described in § 60.7(d)(2). reconsideration of the NSPM finding
manner as, specified in the applicable (2) The FSTD is not inspected in under paragraph (b) of this section.
QPS. accordance with § 60.19. (b) When a sponsor seeks
(d) User notification. When a (3) The FSTD is physically moved reconsideration of a decision from the
modification is made to an FSTD that from one location and installed in a NSPM concerning the FSTD
affects the Statement of Qualification, different location, regardless of distance. qualification, the following procedure
(4) The MQTG is missing or otherwise
the sponsor must post an addendum to applies:
not available and a replacement is not (1) The sponsor must petition for
the Statement of Qualification until
made within 30 days. reconsideration of that decision within
such time as a permanent, updated (b) If FSTD qualification is lost under
statement is posted. 30 days of the date that the sponsor
paragraph (a) of this section,
(e) MQTG update. The MQTG must be receives a notice that some or all of the
qualification is restored when either of
updated with current objective test FSTD is no longer qualified.
the following provisions is met: (2) The sponsor must address its
results in accordance with § 60.15(h) (1) The FSTD successfully passes an
and (i) and appropriate objective data in petition to the Director, Flight Standards
evaluation:
accordance with § 60.13, each time an (i) For initial qualification, in Service, AFS–1, Federal Aviation
FSTD is modified and an objective test accordance with §§ 60.15 and 60.17(c) Administration, 800 Independence
or other MQTG section is affected by the in those circumstances where the NSPM Ave., SW., Washington, DC 20591.
modification. If an FSTD Directive is the (3) A petition for reconsideration, if
has determined that a full evaluation for
cause of this update, the direction to filed within the 30-day period, suspends
initial qualification is necessary; or
make the modification and the record of (ii) For those elements of an the effectiveness of the determination by
the modification completion must be evaluation for initial qualification, in the NSPM that the FSTD is no longer
filed in the MQTG. accordance with §§ 60.15 and 60.17(c), qualified unless the NSPM has found,
as determined to be necessary by the under paragraph (c) of this section, that
§ 60.25 Operation with missing, an emergency exists requiring
malfunctioning, or inoperative components. NSPM.
(2) The NSPM advises the sponsor immediate action with respect to safety
(a) No person may knowingly use or in air commerce.
that an evaluation is not necessary.
allow the use of or misrepresent the (c) In making the determinations (c) If the NSPM find that an
capability of an FSTD for any maneuver, described in paragraph (b) of this emergency exists requiring immediate
procedure, or task that is to be section, the NSPM considers factors action with respect to safety in air
accomplished to meet training, including the number of continuing commerce that makes the procedures set
evaluation, or flight experience qualification evaluations missed, the out in this section impracticable or
requirements of this chapter for flight number of sponsor-conducted quarterly contrary to the public interest:
crewmember certification or inspections missed, and the care that (1) The NSPM withdraws
qualification when there is a missing, had been taken of the device since the qualification of some or all of the FSTD
malfunctioning, or inoperative (MMI) last evaluation. and makes the withdrawal of
component that is required to be present qualification effective on the day the
and correctly operate for the satisfactory § 60.29 Other losses of qualification and sponsor receives notice of it.
completion of that maneuver, procedures for restoration of qualification. (2) In the notice to the sponsor, the
procedure, or task. (a) Except as provided in paragraph NSPM articulates the reasons for its
(b) Each MMI component as described (c) of this section, when the NSPM finding that an emergency exists
in paragraph (a) of this section, or any determines that the FSTD no longer requiring immediate action with respect
MMI component installed and required meets qualification standards, the to safety in air transportation or air
to operate correctly to meet the current following procedure applies: commerce or that makes it impracticable
Statement of Qualification, must be (1) The NSPM notifies the sponsor in or contrary to the public interest to stay
repaired or replaced within 30 calendar writing that the FSTD no longer meets the effectiveness of the finding.
days, unless otherwise required or some or all of its qualification (d) FSTD qualification lost under
authorized by the NSPM. standards. paragraph (a) or (c) of this section may
(c) A list of the current MMI (2) The NSPM sets a reasonable be restored when either of the following
components must be readily available in period (but not less than 7 days) within provisions are met:
or adjacent to the FSTD for review by which the sponsor may submit written (1) The FSTD successfully passes an
users of the device. Electronic access to information, views, and arguments on evaluation for initial qualification, in
this list via an appropriate terminal or the FSTD qualification. accordance with §§ 60.15 and 60.17(c)
in those circumstances where the NSPM § 60.33 Applications, logbooks, reports, § 60.37 FSTD qualification on the basis of
has determined that a full evaluation for and records: Fraud, falsification, or a Bilateral Aviation Safety Agreement
initial qualification is necessary; or incorrect statements. (BASA).
(2) The FSTD successfully passes an (a) No person may make, or cause to (a) The evaluation and qualification of
evaluation for those elements of an be made, any of the following: an FSTD by a contracting State to the
initial qualification evaluation, in (1) A fraudulent or intentionally false Convention on International Civil
accordance with §§ 60.15 and 60.17(c), statement in any application or any Aviation for the sponsor of an FSTD
as determined to be necessary by the amendment thereto, or any other report located in that contracting State may be
NSPM. or test result required by this part. used as the basis for issuing a U.S.
(e) In making the determinations statement of qualification (see
(2) A fraudulent or intentionally false
described in paragraph (d) of this applicable QPS, attachment 4, figure 4)
statement in or a known omission from
section, the NSPM considers factors by the NSPM to the sponsor of that
any record or report that is kept, made,
including the reason for the loss of FSTD in accordance with—
or used to show compliance with this (1) A BASA between the United States
qualification, any repairs or part, or to exercise any privileges under
replacements that may have to have and the Contracting State that issued the
this chapter. original qualification; and
been completed, the number of
(3) Any reproduction or alteration, for (2) A Simulator Implementation
continuing qualification evaluations
fraudulent purpose, of any report, Procedure (SIP) established under the
missed, the number of sponsor-
record, or test result required under this BASA.
conducted quarterly inspections missed,
part. (b) The SIP must contain any
and the care that had been taken of the
device since the loss of qualification. (b) The commission by any person of conditions and limitations on validation
any act prohibited under paragraph (a) and issuance of such qualification by
§ 60.31 Recordkeeping and reporting. of this section is a basis for any one or the U.S.
(a) The FSTD sponsor must maintain any combination of the following:
Appendix A to Part 60—Qualification
the following records for each FSTD it (1) A civil penalty. Performance Standards for Airplane
sponsors: (2) Suspension or revocation of any Full Flight Simulators
(1) The MQTG and each amendment certificate held by that person that was
thereto. issued under this chapter. lllllllllllllllllllll
(2) A record of all FSTD modifications (3) The removal of FSTD qualification Begin Information
affected under § 60.23 since the and approval for use in a training This appendix establishes the standards for
issuance of the original Statement of program. Airplane Full Flight Simulator (FFS)
Qualification. (c) The following may serve as a basis evaluation and qualification. The Flight
(3) A copy of all of the following: Standards Service, National Simulator
for removal of qualification of an FSTD
(i) Results of the qualification Program Manager (NSPM), is responsible for
including the withdrawal of approval
evaluations (initial and each upgrade) the development, application, and
for use of an FSTD; or denying an implementation of the standards contained
since the issuance of the original
application for a qualification: within this appendix. The procedures and
Statement of Qualification.
(ii) Results of the objective tests (1) An incorrect statement, upon criteria specified in this appendix will be
which the FAA relied or could have used by the NSPM, or a person assigned by
conducted in accordance with § 60.19(a) the NSPM, when conducting airplane FFS
for a period of 2 years. relied, made in support of an
application for a qualification or a evaluations.
(iii) Results of the previous three
continuing qualification evaluations, or request for approval for use. Table of Contents
the continuing qualification evaluations (2) An incorrect entry, upon which 1. Introduction.
from the previous 2 years, whichever the FAA relied or could have relied, 2. Applicability (§§ 60.1 and 60.2).
covers a longer period. made in any logbook, record, or report 3. Definitions (§ 60.3).
(iv) Comments obtained in accordance that is kept, made, or used to show 4. Qualification Performance Standards
compliance with any requirement for an (§ 60.4).
with § 60.9(b) for a period of at least 90 5. Quality Management System (§ 60.5).
days. FSTD qualification or an approval for
6. Sponsor Qualification Requirements
(4) A record of all discrepancies use. (§ 60.7).
entered in the discrepancy log over the 7. Additional Responsibilities of the
§ 60.35 Specific full flight simulator
previous 2 years, including the compliance requirements. Sponsor (§ 60.9).
following: 8. Simulator Use (§ 60.11).
(i) A list of the components or (a) No device will be eligible for 9. Simulator Objective Data Requirements
equipment that were or are missing, initial or upgrade qualification to a FFS (§ 60.13).
malfunctioning, or inoperative. at Level C or Level D under this part 10. Special Equipment and Personnel
unless it includes the equipment and Requirements for Qualification of the
(ii) The action taken to correct the Simulator (§ 60.14).
discrepancy. appliances installed and operating to
11. Initial (and Upgrade) Qualification
(iii) The date the corrective action was the extent necessary for the issuance of Requirements (§ 60.15).
taken. an airman certificate or rating. 12. Additional Qualifications for a
(iv) The identity of the person (b) No device will be eligible for Currently Qualified Simulator (§ 60.16).
determining that the discrepancy has initial or upgrade qualification to a FFS 13. Previously Qualified Simulators
been corrected. at Level A or Level B under this part (§ 60.17).
(b) The records specified in this unless it includes the equipment and 14. Inspection, Continuing Qualification
section must be maintained in plain appliances installed and operating to Evaluation, and Maintenance Requirements
(§ 60.19).
language form or in coded form if the the extent necessary for the training, 15. Logging Simulator Discrepancies
coded form provides for the testing, and/or checking that comprise (§ 60.20).
preservation and retrieval of the simulation portion of the 16. Interim Qualification of Simulators for
information in a manner acceptable to requirements for issuance of an airman New Airplane Types or Models (§ 60.21).
the NSPM. certificate or rating. 17. Modifications to Simulators (§ 60.23).
18. Operations with Missing, (14) AC 120–57A, Surface Movement End Information
Malfunctioning, or Inoperative Components Guidance and Control System (SMGS). lllllllllllllllllllll
(§ 60.25). (15) AC 150/5300–13, Airport Design.
19. Automatic Loss of Qualification and (16) AC 150/5340–1G, Standards for 5. Quality Management System (§ 60.5)
Procedures for Restoration of Qualification Airport Markings. lllllllllllllllllllll
(§ 60.27). (17) AC 150/5340–4C, Installation Details
20. Other Losses of Qualification and for Runway Centerline Touchdown Zone Begin Information
Procedures for Restoration of Qualification Lighting Systems. See appendix E for additional regulatory
(§ 60.29). (18) AC 150/5340–19, Taxiway Centerline and informational material regarding Quality
21. Record keeping and Reporting (§ 60.31). Lighting System. Management Systems.
22. Applications, Logbooks, Reports, and (19) AC 150/5340–24, Runway and
Taxiway Edge Lighting System. End Information
Records: Fraud, Falsification, or Incorrect
Statements (§ 60.33). (20) AC 150/5345–28D, Precision lllllllllllllllllllll
23. Specific Full Flight Simulator Approach Path Indicator (PAPI) Systems
Compliance Requirements (§ 60.35). (21) International Air Transport
(§ 60.7)
24. [Reserved] Association document, ‘‘Flight Simulator
Design and Performance Data Requirements,’’ lllllllllllllllllllll
25. FSTD Qualification on the Basis of a
Bilateral Aviation Safety Agreement (BASA) as amended. Begin Information
(§ 60.37). (22) AC 25–7, as amended, Flight Test
Guide for Certification of Transport Category a. The intent of the language in § 60.7(b) is
Attachment 1 to Appendix A to Part 60— to have a specific FFS, identified by the
General Simulator Requirements. Airplanes.
(23) AC 23–8A, as amended, Flight Test sponsor, used at least once in an FAA-
Attachment 2 to Appendix A to Part 60— approved flight training program for the
Full Flight Simulator (FFS) Objective Test. Guide for Certification of Part 23 Airplanes.
(24) International Civil Aviation airplane simulated during the 12-month
Attachment 3 to Appendix A to Part 60— period described. The identification of the
Simulator Subjective Evaluation. Organization (ICAO) Manual of Criteria for
the Qualification of Flight Simulators, as specific FFS may change from one 12-month
Attachment 4 to Appendix A to Part 60— period to the next 12-month period as long
Sample Documents. amended.
as that sponsor sponsors and uses at least one
Attachment 5 to Appendix A to Part 60— (25) Airplane Flight Simulator Evaluation
FFS at least once during the prescribed
Simulator Qualification Requirements for Handbook, Volume I, as amended and
period. There is no minimum number of
Windshear Training Program Use. Volume II, as amended, The Royal
hours or minimum FFS periods required.
Aeronautical Society, London, UK.
End Information b. The following examples describe
(26) FAA Publication FAA–S–8081 series
acceptable operational practices:
lllllllllllllllllllll (Practical Test Standards for Airline
(1) Example One.
Transport Pilot Certificate, Type Ratings,
1. Introduction (a) A sponsor is sponsoring a single,
Commercial Pilot, and Instrument Ratings).
specific FFS for its own use, in its own
lllllllllllllllllllll (27) The FAA Aeronautical Information
facility or elsewhere—this single FFS forms
Manual (AIM). An electronic version of the the basis for the sponsorship. The sponsor
Begin Information AIM is on the internet at http://www.faa.gov/ uses that FFS at least once in each 12-month
a. This appendix contains background atpubs. period in that sponsor’s FAA-approved flight
information as well as regulatory and training program for the airplane simulated.
informative material as described later in this End Information
This 12-month period is established
section. To assist the reader in determining lllllllllllllllllllll
according to the following schedule:
what areas are required and what areas are (i) If the FFS was qualified prior to October
2. Applicability (§§ 60.1 & 60.2)
permissive, the text in this appendix is 30, 2007 the 12-month period begins on the
divided into two sections: ‘‘QPS lllllllllllllllllllll
date of the first continuing qualification
Requirements’’ and ‘‘Information.’’ The QPS Begin Information evaluation conducted in accordance with
Requirements sections contain details § 60.19 after October 30, 2007 and continues
regarding compliance with the part 60 rule There is no additional regulatory or
informational material that applies to § 60.1, for each subsequent 12-month period;
language. These details are regulatory, but are (ii) A device qualified on or after October
found only in this appendix. The Information Applicability, or to § 60.2, Applicability of
sponsor rules to persons who are not 30, 2007 will be required to undergo an
sections contain material that is advisory in initial or upgrade evaluation in accordance
nature, and designed to give the user general sponsors and who are engaged in certain
unauthorized activities. with § 60.15. Once the initial or upgrade
information about the regulation. evaluation is complete, the first continuing
b. Related Reading References. End Information qualification evaluation will be conducted
(1) 14 CFR part 60. within 6 months. The 12 month continuing
(2) 14 CFR part 61. lllllllllllllllllllll
qualification evaluation cycle begins on that
(3) 14 CFR part 63. 3. Definitions (§ 60.3) date and continues for each subsequent 12-
(4) 14 CFR part 119. month period.
lllllllllllllllllllll
(5) 14 CFR part 121. (b) There is no minimum number of hours
(6) 14 CFR part 125. Begin Information of FFS use required.
(7) 14 CFR part 135. See appendix F for a list of definitions and (c) The identification of the specific FFS
(8) 14 CFR part 141. abbreviations from part 1 and part 60, may change from one 12-month period to the
(9) 14 CFR part 142. including the appropriate appendices of part next 12-month period as long as that sponsor
(10) Advisory Circular (AC) 120–28C, 60. sponsors and uses at least one FFS at least
Criteria for Approval of Category III Landing once during the prescribed period.
Weather Minima. End Information (2) Example Two.
(11) AC 120–29, Criteria for Approving lllllllllllllllllllll (a) A sponsor sponsors an additional
Category I and Category II Landing Minima number of FFSs, in its facility or elsewhere.
for part 121 operators. 4. Qualification Performance Standards Each additionally sponsored FFS must be—
(12) AC 120–35B, Line Operational (§ 60.4) (i) Used by the sponsor in the sponsor’s
Simulations: Line-Oriented Flight Training, lllllllllllllllllllll FAA-approved flight training program for the
Special Purpose Operational Training, Line airplane simulated (as described in

Operational Evaluation. Begin Information § 60.7(d)(1));
(13) AC 120–41, Criteria for Operational There is no additional regulatory or OR
Approval of Airborne Wind Shear Alerting informational material that applies to § 60.4, (ii) Used by another FAA certificate holder
and Flight Guidance Systems. Qualification Performance Standards. in that other certificate holder’s FAA-
approved flight training program for the End Information End QPS Requirements
airplane simulated (as described in lllllllllllllllllllll lllllllllllllllllllll
§ 60.7(d)(1)). This 12-month period is
established in the same manner as in 9. Simulator Objective Data Requirements Begin Information
example one. (§ 60.13) e. The FFS sponsor is encouraged to
OR lllllllllllllllllllll maintain a liaison with the manufacturer of
(iii) Provided a statement each year from a the aircraft being simulated (or with the
qualified pilot, (after having flown the Begin QPS Requirements holder of the aircraft type certificate for the
airplane, not the subject FFS or another FFS, a. Flight test data used to validate FFS aircraft being simulated if the manufacturer
during the preceding 12-month period) performance and handling qualities must is no longer in business), and, if appropriate,
stating that the subject FFSs performance and have been gathered in accordance with a with the person having supplied the aircraft
handling qualities represent the airplane (as flight test program containing the following: data package for the FFS in order to facilitate
described in § 60.7(d)(2)). This statement is (1) A flight test plan consisting of: the notification required by § 60.13(f).
provided at least once in each 12-month (a) The maneuvers and procedures f. It is the intent of the NSPM that for new
period established in the same manner as in required for aircraft certification and aircraft entering service, at a point well in
example one. simulation programming and validation advance of preparation of the Qualification
(b) There is no minimum number of hours (b) For each maneuver or procedure— Test Guide (QTG), the sponsor should submit
of FFS use required. (i) The procedures and control input the to the NSPM for approval, a descriptive
(3) Example Three. flight test pilot and/or engineer used. document (a validation data roadmap)
(a) A sponsor in New York (in this (ii) The atmospheric and environmental containing the plan for acquiring the
example, a Part 142 certificate holder) conditions. validation data, including data sources. This
establishes ‘‘satellite’’ training centers in (iii) The initial flight conditions. document should clearly identify sources of
Chicago and Moscow. (iv) The airplane configuration, including data for all required tests, a description of the
(b) The satellite function means that the weight and center of gravity. validity of these data for a specific engine
Chicago and Moscow centers must operate (v) The data to be gathered. type and thrust rating configuration, and the
under the New York center’s certificate (in (vi) All other information necessary to revision levels of all avionics affecting the
accordance with all of the New York center’s recreate the flight test conditions in the FFS. performance or flying qualities of the aircraft.
practices, procedures, and policies; e.g., Additionally, this document should provide
(2) Appropriately qualified flight test
instructor and/or technician training/ other information, such as the rationale or
personnel.
checking requirements, record keeping, QMS explanation for cases where data or data
(3) An understanding of the accuracy of the
program). parameters are missing, instances where
data to be gathered using appropriate
(c) All of the FFSs in the Chicago and engineering simulation data are used or
alternative data sources, procedures, and
Moscow centers could be dry-leased (i.e., the where flight test methods require further
instrumentation that is traceable to a
certificate holder does not have and use explanations. It should also provide a brief
recognized standard as described in
FAA-approved flight training programs for narrative describing the cause and effect of
the FFSs in the Chicago and Moscow centers) Attachment 2, Table A2D.
(4) Appropriate and sufficient data any deviation from data requirements. The
because— aircraft manufacturer may provide this
(i) Each FFS in the Chicago center and each acquisition equipment or system(s),
including appropriate data reduction and document.
FFS in the Moscow center is used at least g. There is no requirement for any flight
once each 12-month period by another FAA analysis methods and techniques, as would
be acceptable to the FAA’s Aircraft test data supplier to submit a flight test plan
certificate holder in that other certificate or program prior to gathering flight test data.
holder’s FAA-approved flight training Certification Service.
b. The data, regardless of source, must be However, the NSPM notes that inexperienced
program for the airplane (as described in data gatherers often provide data that is
§ 60.7(d)(1)); presented:
irrelevant, improperly marked, or lacking
OR (1) In a format that supports the FFS
adequate justification for selection. Other
(ii) A statement is obtained from a validation process;
problems include inadequate information
qualified pilot (having flown the airplane, (2) In a manner that is clearly readable and
regarding initial conditions or test
not the subject FFS or another FFS during the annotated correctly and completely; maneuvers. The NSPM has been forced to
preceding 12-month period) stating that the (3) With resolution sufficient to determine refuse these data submissions as validation
performance and handling qualities of each compliance with the tolerances set forth in data for an FFS evaluation. It is for this
FFS in the Chicago and Moscow centers Attachment 2, Table A2A of this appendix. reason that the NSPM recommends that any
represents the airplane (as described in (4) With any necessary instructions or data supplier not previously experienced in
§ 60.7(d)(2)). other details provided, such as yaw damper this area review the data necessary for
or throttle position; and programming and for validating the
End Information (5) Without alteration, adjustments, or bias; performance of the FFS, and discuss the
lllllllllllllllllllll however the data may be re-scaled, digitized, flight test plan anticipated for acquiring such
7. Additional Responsibilities of the Sponsor or otherwise manipulated to fit the desired data with the NSPM well in advance of
(§ 60.9) presentation. commencing the flight tests.
c. After completion of any additional flight h. In those cases where the objective test
lllllllllllllllllllll test, a flight test report must be submitted in results authorize a ‘‘snapshot test’’ or a
Begin Information support of the validation data. The report ‘‘series of snapshot test’’ results in lieu of a
must contain sufficient data and rationale to time-history result, Attachment 2 requires the
The phrase ‘‘as soon as practicable’’ in support qualification of the FFS at the level
§ 60.9(a) means without unnecessarily sponsor or other data provider to ensure that
requested. a steady state condition exists at the instant
disrupting or delaying beyond a reasonable
d. As required by § 60.13(f), the sponsor of time captured by the ‘‘snapshot.’’ This is
time the training, evaluation, or experience
must notify the NSPM when it becomes often verified by showing that a steady state
being conducted in the FSTD.
aware that an addition to, an amendment to, condition existed from some period of time
End Information or a revision of data that may relate to FFS during which the snap shot is taken. The
lllllllllllllllllllll performance or handling characteristics is time period most frequently used is 5
available. The data referred to in this seconds prior through 2 seconds following
8. Simulator Use (§ 60.11) paragraph are those data that are used to the instant of time captured by the snap shot.
lllllllllllllllllllll validate the performance, handling qualities, This paragraph is primarily addressing the
or other characteristics of the aircraft, source data and the method by which the
Begin Information including data related to any relevant data provider ensures that the steady state
There is no additional regulatory or changes occurring after the type certificate condition for the snap shot is representative.
informational material that applies to § 60.11, was issued. This notification must be made i. The NSPM will consider, on a case-by-
Simulator Use. within 10 working days. case basis, whether or not to approve
supplemental validation data derived from proof of compliance with the simulator Attachment 1, Table A1A, ‘‘Simulator
flight data recording systems such as a Quick objective tests in Attachment 2, Table A2A of Standards,’’ or in the ‘‘Test Details’’ column
Access Recorder or Flight Data Recorder. this appendix. in Attachment 2, Table A2A, ‘‘Simulator
d. The QTG is prepared and submitted by Objective Tests,’’ to see when SOCs are
End Information the sponsor, or the sponsor’s agent on behalf required.
lllllllllllllllllllll of the sponsor, to the NSPM for review and (9) Recording procedures or equipment
approval, and must include, for each required to accomplish the objective tests.
10. Special Equipment and Personnel
objective test: (10) The following information for each
Requirements for Qualification of the
(1) Parameters, tolerances, and flight objective test designated in Attachment 2,
Simulator (§ 60.14)
conditions; Table A2A, as applicable to the qualification
lllllllllllllllllllll (2) Pertinent and complete instructions for level sought:
Begin Information the conduct of automatic and manual tests; (a) Name of the test.
(3) A means of comparing the FFS test (b) Objective of the test.
a. In the event that the NSPM determines results to the objective data; (c) Initial conditions.
that special equipment or specifically (4) Any other information as necessary, to (d) Manual test procedures.
qualified persons will be required to conduct assist in the evaluation of the test results; (e) Automatic test procedures (if
an evaluation, the NSPM will make every (5) Other information appropriate to the applicable).
attempt to notify the sponsor at least one (1) qualification level of the FFS. (f) Method for evaluating FFS objective test
week, but in no case less than 72 hours, in e. The QTG described in paragraphs (a)(3) results.
advance of the evaluation. Examples of and (b) of this section, must include the (g) List of all relevant parameters driven or
special equipment include spot photometers, following: constrained during the automatically
flight control measurement devices, and (1) A QTG cover page with sponsor and conducted test(s).
sound analyzers. Examples of specially FAA approval signature blocks (see (h) List of all relevant parameters driven or
qualified personnel include individuals Attachment 4, Figure A4C, for a sample QTG constrained during the manually conducted
specifically qualified to install or use any cover page). test(s).
special equipment when its use is required. (2) A continuing qualification evaluation (i) Tolerances for relevant parameters.
b. Examples of a special evaluation include requirements page. This page will be used by (j) Source of Validation Data (document
an evaluation conducted after an FFS is the NSPM to establish and record the and page number).
moved, at the request of the TPAA, or as a frequency with which continuing (k) Copy of the Validation Data (if located
result of comments received from FFS that qualification evaluations must be conducted in a separate binder, a cross reference for the
raise questions regarding the continued and any subsequent changes that may be identification and page number for pertinent
qualification or use of the FFS. determined by the NSPM in accordance with data location must be provided).
End Information § 60.19. See Attachment 4, Figure A4G, for a (l) Simulator Objective Test Results as
sample Continuing Qualification Evaluation obtained by the sponsor. Each test result
Requirements page. must reflect the date completed and must be
11. Initial (and Upgrade) Qualification (3) A FFS information page that provides clearly labeled as a product of the device
Requirements (§ 60.15) the information listed in this paragraph (see being tested.
lllllllllllllllllllll Attachment 4, Figure A4B, for a sample FFS f. A convertible FFS is addressed as a
information page). For convertible FFSs, the separate FFS for each model and series
Begin QPS Requirements sponsor must submit a separate page for each airplane to which it will be converted and for
a. In order to be qualified at a particular configuration of the FFS. the FAA qualification level sought. If a
qualification level, the FFS must: (a) The sponsor’s FFS identification sponsor seeks qualification for two or more
(1) Meet the general requirements listed in number or code. models of an airplane type using a
Attachment 1; (b) The airplane model and series being convertible FFS, the sponsor must submit a
(2) Meet the objective testing requirements simulated. QTG for each airplane model, or a
listed in Attachment 2; and (c) The aerodynamic data revision number supplemented QTG for each airplane model.
(3) Satisfactorily accomplish the subjective or reference. The NSPM will conduct evaluations for each
tests listed in Attachment 3. (d) The engine model(s) and its data airplane model.
b. The request described in § 60.15(a) must revision number or reference. g. Form and manner of presentation of
include all of the following: (e) The flight control data revision number objective test results in the QTG:
(1) A statement that the FFS meets all of or reference. (1) The sponsor’s FFS test results must be
the applicable provisions of this part and all (f) The flight management system recorded in a manner acceptable to the
applicable provisions of the QPS. identification and revision level. NSPM, that allows easy comparison of the
(2) A confirmation that the sponsor will (g) The FFS model and manufacturer. FFS test results to the validation data (e.g.,
forward to the NSPM the statement described (h) The date of FFS manufacture. use of a multi-channel recorder, line printer,
in § 60.15(b) in such time as to be received (i) The FFS computer identification. cross plotting, overlays, transparencies).
no later than 5 business days prior to the (j) The visual system model and (2) FFS results must be labeled using
scheduled evaluation and may be forwarded manufacturer, including display type. terminology common to airplane parameters
to the NSPM via traditional or electronic (k) The motion system type and as opposed to computer software
means. manufacturer, including degrees of freedom. identifications.
(3) A qualification test guide (QTG), (4) A Table of Contents. (3) Validation data documents included in
acceptable to the NSPM, that includes all of (5) A log of revisions and a list of effective a QTG may be photographically reduced only
the following: pages. if such reduction will not alter the graphic
(i) Objective data obtained from aircraft (6) List of all relevant data references. scaling or cause difficulties in scale
testing or another approved source. (7) A glossary of terms and symbols used interpretation or resolution.
(ii) Correlating objective test results (including sign conventions and units). (4) Scaling on graphical presentations must
obtained from the performance of the FFS as (8) Statements of compliance and provide the resolution necessary to evaluate
prescribed in the applicable QPS. capability (SOCs) with certain requirements. the parameters shown in Attachment 2, Table
(iii) The result of FFS subjective tests SOCs must provide references to the sources A2A of this appendix.
prescribed in the applicable QPS. of information that show the capability of the (5) Tests involving time histories, data
(iv) A description of the equipment FFS to comply with the requirements. SOCs sheets (or transparencies thereof) and FFS
necessary to perform the evaluation for initial must also provide a rationale explaining how test results must be clearly marked with
qualification and the continuing qualification the referenced material is used, the appropriate reference points to ensure an
evaluations. mathematical equations and parameter accurate comparison between the FFS and
c. The QTG described in paragraph (a)(3) values used, and the conclusions reached. the airplane with respect to time. Time
of this section, must provide the documented Refer to the ‘‘Additional Details’’ column in histories recorded via a line printer are to be
clearly identified for cross plotting on the (1) Airplane responses, including accomplished in a normal manner (i.e.,
airplane data. Over-plots must not obscure longitudinal and lateral-directional control requiring exclusive use of the FFS for the
the reference data. responses (see Attachment 2 of this conduct of objective and subjective tests and
h. The sponsor may elect to complete the appendix); an examination of functions) if the FFS is not
QTG objective and subjective tests at the (2) Performance in authorized portions of being used for flight crewmember training,
manufacturer’s facility or at the sponsor’s the simulated airplane’s operating envelope, testing, or checking. However, if the FFS
training facility. If the tests are conducted at to include tasks evaluated by the NSPM in were being used, the evaluation would be
the manufacturer’s facility, the sponsor must the areas of surface operations, takeoff, climb, conducted in a non-exclusive manner. This
repeat at least one-third of the tests at the cruise, descent, approach, and landing as non-exclusive evaluation will be conducted
sponsor’s training facility in order to well as abnormal and emergency operations by the FFS evaluator accompanying the
substantiate FFS performance. The QTG must (see Attachment 2 of this appendix); check airman, instructor, Aircrew Program
be clearly annotated to indicate when and (3) Control checks (see Attachment 1 and Designee (APD), or FAA inspector aboard the
where each test was accomplished. Tests Attachment 2 of this appendix); FFS along with the student(s) and observing
conducted at the manufacturer’s facility and (4) Cockpit configuration (see Attachment the operation of the FFS during the training,
at the sponsor’s training facility must be 1 of this appendix); testing, or checking activities.
conducted after the FFS is assembled with (5) Pilot, flight engineer, and instructor q. Problems with objective test results are
systems and sub-systems functional and station functions checks (see Attachment 1 handled as follows:
operating in an interactive manner. The test and Attachment 3 of this appendix); (1) If a problem with an objective test result
results must be submitted to the NSPM. (6) Airplane systems and sub-systems (as is detected by the NSP evaluation team
i. The sponsor must maintain a copy of the appropriate) as compared to the airplane during an evaluation, the test may be
MQTG at the FFS location. simulated (see Attachment 1 and Attachment repeated or the QTG may be amended.
j. All FFSs for which the initial 3 of this appendix); (2) If it is determined that the results of an
qualification is conducted after October 30, (7) FFS systems and sub-systems, objective test do not support the level
2013 must have an electronic MQTG including force cueing (motion), visual, and requested but do support a lower level, the
aural (sound) systems, as appropriate (see NSPM may qualify the FFS at that lower
(eMQTG) including all objective data
Attachment 1 and Attachment 2 of this level. For example, if a Level D evaluation is
obtained from airplane testing, or another
appendix); and requested and the FFS fails to meet sound
approved source (reformatted or digitized),
(8) Certain additional requirements, test tolerances, it could be qualified at Level
together with correlating objective test results
depending upon the qualification level C.
obtained from the performance of the FFS
sought, including equipment or r. After an FFS is successfully evaluated,
(reformatted or digitized) as prescribed in
circumstances that may become hazardous to the NSPM issues a statement of qualification
this appendix. The eMQTG must also contain
the occupants. The sponsor may be subject to (SOQ) to the sponsor. The NSPM
the general FFS performance or
Occupational Safety and Health recommends the FFS to the TPAA, who will
demonstration results (reformatted or
Administration requirements. approve the FFS for use in a flight training
digitized) prescribed in this appendix, and a program. The SOQ will be issued at the
description of the equipment necessary to n. The NSPM administers the objective and
subjective tests, which includes an satisfactory conclusion of the initial or
perform the initial qualification evaluation continuing qualification. However, it is the
and the continuing qualification evaluations. examination of functions. The tests include
a qualitative assessment of the FFS by an sponsor’s responsibility to obtain TPAA
The eMQTG must include the original approval prior to using the FSTD in an FAA-
validation data used to validate FFS NSP pilot. The NSP evaluation team leader
may assign other qualified personnel to assist approved flight training program.
performance and handling qualities in either s. Under normal circumstances, the NSPM
the original digitized format from the data in accomplishing the functions examination
and/or the objective and subjective tests establishes a date for the initial or upgrade
supplier or an electronic scan of the original evaluation within ten (10) working days after
time-history plots that were provided by the performed during an evaluation when
determining that a complete QTG is
data supplier. A copy of the eMQTG must be required.
acceptable. Unusual circumstances may
provided to the NSPM. (1) Objective tests provide a basis for
warrant establishing an evaluation date
k. All other FFSs not covered in measuring and evaluating FFS performance
before this determination is made. A sponsor
subparagraph ‘‘j’’ must have an electronic and determining compliance with the
may schedule an evaluation date as early as
copy of the MQTG by October 30, 2013. A requirements of this part.
6 months in advance. However, there may be
copy of the eMQTG must be provided to the (2) Subjective tests provide a basis for:
a delay of 45 days or more in rescheduling
NSPM. This may be provided by an (a) Evaluating the capability of the FFS to
and completing the evaluation if the sponsor
electronic scan presented in a Portable perform over a typical utilization period;
is unable to meet the scheduled date. See
Document File (PDF), or similar format (b) Determining that the FFS satisfactorily
Attachment 4, Figure A4A, Sample Request
acceptable to the NSPM. simulates each required task; for Initial, Upgrade, or Reinstatement
(c) Verifying correct operation of the FFS Evaluation.
End QPS Requirements controls, instruments, and systems; and t. The numbering system used for objective
lllllllllllllllllllll (d) Demonstrating compliance with the test results in the QTG should closely follow
requirements of this part. the numbering system set out in Attachment
Begin Information o. The tolerances for the test parameters 2, FFS Objective Tests, Table A2A.
l. Only those FFSs that are sponsored by listed in Attachment 2 of this appendix u. Contact the NSPM or visit the NSPM
a certificate holder as defined in appendix F reflect the range of tolerances acceptable to Web site for additional information regarding
will be evaluated by the NSPM. However, the NSPM for FFS validation and are not to the preferred qualifications of pilots used to
other FFS evaluations may be conducted on be confused with design tolerances specified meet the requirements of § 60.15(d).
a case-by-case basis as the Administrator for FFS manufacture. In making decisions v. Examples of the exclusions for which
deems appropriate, but only in accordance regarding tests and test results, the NSPM the FFS might not have been subjectively
with applicable agreements. relies on the use of operational and tested by the sponsor or the NSPM and for
m. The NSPM will conduct an evaluation engineering judgment in the application of which qualification might not be sought or
for each configuration, and each FFS must be data (including consideration of the way in granted, as described in § 60.15(g)(6), include
evaluated as completely as possible. To which the flight test was flown and way the windshear training and circling approaches.
ensure a thorough and uniform evaluation, data was gathered and applied) data
each FFS is subjected to the general presentations, and the applicable tolerances End Information
simulator requirements in Attachment 1, the for each test. lllllllllllllllllllll
objective tests listed in Attachment 2, and the p. In addition to the scheduled continuing
subjective tests listed in Attachment 3 of this qualification evaluation, each FFS is subject 12. Additional Qualifications for a Currently
appendix. The evaluations described herein to evaluations conducted by the NSPM at any Qualified Simulator (§ 60.16)
will include, but not necessarily be limited time without prior notification to the There is no additional regulatory or
to the following: sponsor. Such evaluations would be informational material that applies to § 60.16,
Additional Qualifications for a Currently the restriction is not a permanent change in (6) Other FFS systems.
Qualified FFS. qualification level. Instead, the restriction is e. If the NSP evaluator plans to accomplish
temporary and is removed when the reason specific tests during a normal continuing
13. Previously Qualified Simulators (§ 60.17) for the restriction has been resolved. qualification evaluation that requires the use
lllllllllllllllllllll h. It is not the intent of the NSPM to of special equipment or technicians, the
discourage the improvement of existing sponsor will be notified as far in advance of
Begin QPS Requirements
simulation (e.g., the ‘‘updating’’ of a visual the evaluation as practical; but not less than
a. In instances where a sponsor plans to system to a newer model, or the replacement 72 hours. Examples of such tests include
remove a FFS from active status for a period of the IOS with a more capable unit) by latencies, control dynamics, sounds and
of less than two years, the following requiring the ‘‘updated’’ device to meet the vibrations, motion, and/or some visual
procedures apply: qualification standards current at the time of system tests.
(1) The NSPM must be notified in writing the update. Depending on the extent of the
and the notification must include an estimate f. The continuing qualification evaluations,
update, the NSPM may require that the described in § 60.19(b), will normally require
of the period that the FFS will be inactive; updated device be evaluated and may require
(2) Continuing Qualification evaluations 4 hours of FFS time. However, flexibility is
that an evaluation include all or a portion of
will not be scheduled during the inactive necessary to address abnormal situations or
the elements of an initial evaluation.
period; situations involving aircraft with additional
However, the standards against which the
(3) The NSPM will remove the FFS from levels of complexity (e.g., computer
device would be evaluated are those that are
the list of qualified FSTDs on a mutually found in the MQTG for that device. controlled aircraft). The sponsor should
established date not later than the date on i. The NSPM will determine the evaluation anticipate that some tests may require
which the first missed continuing criteria for an FSTD that has been removed additional time. The continuing qualification
qualification evaluation would have been from active status. The criteria will be based evaluations will consist of the following:
scheduled; on the number of continuing qualification (1) Review of the results of the quarterly
(4) Before the FFS is restored to qualified evaluations and quarterly inspections missed inspections conducted by the sponsor since
status, it must be evaluated by the NSPM. during the period of inactivity. For example, the last scheduled continuing qualification
The evaluation content and the time required if the FFS were out of service for a 1 year evaluation.
to accomplish the evaluation is based on the period, it would be necessary to complete the (2) A selection of approximately 8 to 15
number of continuing qualification entire QTG, since all of the quarterly objective tests from the MQTG that provide
evaluations and sponsor-conducted quarterly evaluations would have been missed. The an adequate opportunity to evaluate the
inspections missed during the period of NSPM will also consider how the FFS was performance of the FFS. The tests chosen
inactivity. stored, whether parts were removed from the will be performed either automatically or
(5) The sponsor must notify the NSPM of FFS and whether the FFS was disassembled. manually and should be able to be conducted
any changes to the original scheduled time j. The FFS will normally be requalified within approximately one-third (1⁄3) of the
out of service; using the FAA-approved MQTG and the allotted FFS time.
b. Simulators qualified prior to October 30, criteria that was in effect prior to its removal (3) A subjective evaluation of the FFS to
2007, are not required to meet the general from qualification. However, inactive periods perform a representative sampling of the
simulation requirements, the objective test of 2 years or more will require requalification tasks set out in attachment 3 of this
requirements, and the subjective test under the standards in effect and current at appendix. This portion of the evaluation
requirements of attachments 1, 2, and 3, the time of requalification. should take approximately two-thirds (2⁄3) of
respectively, of this appendix.
End Information the allotted FFS time.
c. [Reserved]
(4) An examination of the functions of the
lllllllllllllllllllll FFS may include the motion system, visual
End QPS Requirements
lllllllllllllllllllll 14. Inspection, Continuing Qualification system, sound system, instructor operating
Evaluation, and Maintenance Requirements station, and the normal functions and
Begin Information (§ 60.19) simulated malfunctions of the airplane
d. Other certificate holders or persons lllllllllllllllllllll systems. This examination is normally
desiring to use an FFS may contract with FFS accomplished simultaneously with the
sponsors to use FFSs previously qualified at Begin QPS Requirements subjective evaluation requirements.
a particular level for an airplane type and a. The sponsor must conduct a minimum g. The requirement established in
approved for use within an FAA-approved of four evenly spaced inspections throughout § 60.19(b)(4) regarding the frequency of
flight training program. Such FFSs are not the year. The objective test sequence and NSPM-conducted continuing qualification
required to undergo an additional content of each inspection must be evaluations for each FFS is typically 12
qualification process, except as described in developed by the sponsor and must be months. However, the establishment and
§ 60.16. acceptable to the NSPM. satisfactory implementation of an approved
e. Each FFS user must obtain approval b. The description of the functional QMS for a sponsor will provide a basis for
from the appropriate TPAA to use any FFS preflight inspection must be contained in the adjusting the frequency of evaluations to
in an FAA-approved flight training program. sponsor’s QMS. exceed 12-month intervals.
f. The intent of the requirement listed in c. Record ‘‘functional preflight’’ in the FFS
§ 60.17(b), for each FFS to have a Statement discrepancy log book or other acceptable End Information
of Qualification within 6 years, is to have the location, including any item found to be lllllllllllllllllllll
availability of that statement (including the missing, malfunctioning, or inoperative.
configuration list and the limitations to 15. Logging Simulator Discrepancies
authorizations) to provide a complete picture End QPS Requirements (§ 60.20)
of the FFS inventory regulated by the FAA. lllllllllllllllllllll There is no additional regulatory or
The issuance of the statement will not informational material that applies to § 60.20.
require any additional evaluation or require Begin Information
Logging FFS Discrepancies.
any adjustment to the evaluation basis for the d. The sponsor’s test sequence and the
FFS. content of each quarterly inspection required 16. Interim Qualification of Simulators for
g. Downgrading of an FFS is a permanent in § 60.19(a)(1) should include a balance and New Airplane Types or Models (§ 60.21)
change in qualification level and will a mix from the objective test requirement There is no additional regulatory or
necessitate the issuance of a revised areas listed as follows: informational material that applies to § 60.21,
Statement of Qualification to reflect the (1) Performance. Interim Qualification of FFSs for New
revised qualification level, as appropriate. If (2) Handling qualities. Airplane Types or Models.
a temporary restriction is placed on an FFS (3) Motion system (where appropriate).
because of a missing, malfunctioning, or (4) Visual system (where appropriate). 17. Modifications to Simulators (§ 60.23)
inoperative component or on-going repairs, (5) Sound system (where appropriate). lllllllllllllllllllll
Begin QPS Requirements Begin Information § 60.35, Specific FFS Compliance

a. The notification described in If the sponsor provides a plan for how the Requirements.
§ 60.23(c)(2) must include a complete FFS will be maintained during its out-of- 24. [Reserved]
description of the planned modification, with service period (e.g., periodic exercise of
a description of the operational and mechanical, hydraulic, and electrical 25. FSTD Qualification on the Basis of a
engineering effect the proposed modification systems; routine replacement of hydraulic Bilateral Aviation Safety Agreement (BASA)
fluid; control of the environmental factors in (§ 60.37)
will have on the operation of the FFS and the
which the FFS is to be maintained) there is There are no additional QPS requirements
results that are expected with the
a greater likelihood that the NSPM will be or informational material that apply to
modification incorporated. able to determine the amount of testing
b. Prior to using the modified FFS: § 60.37, FSTD Qualification on the Basis of
required for requalification. a Bilateral Aviation Safety Agreement
(1) All the applicable objective tests
completed with the modification End Information (BASA).
incorporated, including any necessary lllllllllllllllllllll Attachment 1 to Appendix A to Part 60—
updates to the MQTG (e.g., accomplishment General Simulator Requirements
20. Other Losses of Qualification and
of FSTD Directives) must be acceptable to the lllllllllllllllllllll
Procedures for Restoration of Qualification
NSPM; and (§ 60.29)
(2) The sponsor must provide the NSPM Begin QPS Requirements
with a statement signed by the MR that the lllllllllllllllllllll
1. Requirements
factors listed in § 60.15(b) are addressed by Begin Information
the appropriate personnel as described in a. Certain requirements included in this
If the sponsor provides a plan for how the appendix must be supported with a
that section. FFS will be maintained during its out-of- Statement of Compliance and Capability
End QPS Requirements service period (e.g., periodic exercise of (SOC), which may include objective and
mechanical, hydraulic, and electrical subjective tests. The SOC will confirm that
lllllllllllllllllllll systems; routine replacement of hydraulic the requirement was satisfied, and describe
Begin Information fluid; control of the environmental factors in how the requirement was met, such as gear
which the FFS is to be maintained) there is modeling approach or coefficient of friction
FSTD Directives are considered a greater likelihood that the NSPM will be
modifications of an FFS. See Attachment 4 sources. The requirements for SOCs and tests
able to determine the amount of testing are indicated in the ‘‘General Simulator
for a sample index of effective FSTD required for requalification. Requirements’’ column in Table A1A of this
Directives.
End Information appendix.
End Information lllllllllllllllllllll b. Table A1A describes the requirements
for the indicated level of FFS. Many devices
21. Recordkeeping and Reporting (§ 60.31) include operational systems or functions that
18. Operation With Missing, Malfunctioning, lllllllllllllllllllll exceed the requirements outlined in this
or Inoperative Components (§ 60.25) section. However, all systems will be tested
Begin QPS Requirements and evaluated in accordance with this
a. FSTD modifications can include appendix to ensure proper operation.
Begin Information hardware or software changes. For FSTD
a. The sponsor’s responsibility with respect modifications involving software
programming changes, the record required by lllllllllllllllllllll
to § 60.25(a) is satisfied when the sponsor
§ 60.31(a)(2) must consist of the name of the Begin Information
fairly and accurately advises the user of the
aircraft system software, aerodynamic model,
current status of an FFS, including any or engine model change, the date of the 2. Discussion
missing, malfunctioning, or inoperative change, a summary of the change, and the
(MMI) component(s). a. This attachment describes the general
reason for the change. simulator requirements for qualifying an
b. If the 29th or 30th day of the 30-day b. If a coded form for record keeping is
period described in § 60.25(b) is on a airplane FFS. The sponsor should also
used, it must provide for the preservation consult the objective tests in attachment 2
Saturday, a Sunday, or a holiday, the FAA and retrieval of information with appropriate
and the examination of functions and
will extend the deadline until the next security or controls to prevent the
subjective tests listed in attachment 3 to
business day. inappropriate alteration of such records after
determine the complete requirements for a
c. In accordance with the authorization the fact.
specific level simulator.
described in § 60.25(b), the sponsor may End QPS Requirements b. The material contained in this
develop a discrepancy prioritizing system to attachment is divided into the following
accomplish repairs based on the level of lllllllllllllllllllll
categories:
impact on the capability of the FFS. Repairs 22. Applications, Logbooks, Reports, and (1) General cockpit configuration.
having a larger impact on FFS capability to Records: Fraud, Falsification, or Incorrect (2) Simulator programming.
provide the required training, evaluation, or Statements (§ 60.33) (3) Equipment operation.
flight experience will have a higher priority There are no additional QPS requirements (4) Equipment and facilities for instructor/
for repair or replacement. or informational material that apply to evaluator functions.
§ 60.33, Applications, Logbooks, Reports, and (5) Motion system.
End Information
Records: Fraud, Falsification, or Incorrect (6) Visual system.
lllllllllllllllllllll Statements. (7) Sound system.
c. Table A1A provides the standards for the
19. Automatic Loss of Qualification and 23. Specific Full Flight Simulator General Simulator Requirements.
Procedures for Restoration of Qualification Compliance Requirements (§ 60.35)
(§ 60.27) There are no additional QPS requirements End Information
lllllllllllllllllllll or informational material that apply to lllllllllllllllllllll
TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS

<<<QPS requirements>>> Simulator levels <Information>
No. General simulator requirements A B C D notes
1. General Cockpit Configuration
1.a ....... The simulator must have a cockpit that is a replica of X X X X For simulator purposes, the cockpit consists of all that
the airplane simulated with controls, equipment, ob- space forward of a cross section of the flight deck at
servable cockpit indicators, circuit breakers, and bulk- the most extreme aft setting of the pilots’ seats, in-
heads properly located, functionally accurate and rep- cluding additional required crewmember duty stations
licating the airplane. The direction of movement of and those required bulkheads aft of the pilot seats.
controls and switches must be identical to the air- For clarification, bulkheads containing only items
plane. Pilot seats must allow the occupant to achieve such as landing gear pin storage compartments, fire
the design ‘‘eye position’’ established for the airplane axes or extinguishers, spare light bulbs, and aircraft
being simulated. Equipment for the operation of the document pouches are not considered essential and
cockpit windows must be included, but the actual win- may be omitted.
dows need not be operable. Additional equipment
such as fire axes, extinguishers, and spare light bulbs
must be available in the FFS but may be relocated to
a suitable location as near as practical to the original
position. Fire axes, landing gear pins, and any similar
purpose instruments need only be represented in sil-
houette.
An SOC is required.
1.b ....... Those circuit breakers that affect procedures or result in X X X X

observable cockpit indications must be properly lo-
cated and functionally accurate.
An SOC is required.
2. Programming
2.a ....... A flight dynamics model that accounts for various com- X X X X
binations of drag and thrust normally encountered in
flight must correspond to actual flight conditions, in-
cluding the effect of change in airplane attitude,
thrust, drag, altitude, temperature, gross weight, mo-
ments of inertia, center of gravity location, and con-
figuration.
2.b ....... The simulator must have the computer capacity, accu- X X X X
racy, resolution, and dynamic response needed to
meet the qualification level sought.
An SOC is required.
2.c ........ Surface operations must be represented to the extent X

that allows turns within the confines of the runway
and adequate controls on the landing and roll-out
from a crosswind approach to a landing.
A subjective test is required.
2.d ....... Ground handling and aerodynamic programming must

include the following:
An SOC is required.
2.d.1 .... Ground effect ................................................................... X X X Ground effect includes modeling that accounts for
roundout, flare, touchdown, lift, drag, pitching mo-
ment, trim, and power while in ground effect.
2.d.2 .... Ground reaction ............................................................... X X X Ground reaction includes modeling that accounts for
strut deflections, tire friction, and side forces. This is
the reaction of the airplane upon contact with the run-
way during landing, and may differ with changes in
factors such as gross weight, airspeed, or rate of de-
scent on touchdown.
2.d.3 .... Ground handling characteristics, including aerodynamic X X X

and ground reaction modeling including steering in-

puts, operations with crosswind, braking, thrust re-
versing, deceleration, and turning radius.
TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued

2.e ....... The simulator must employ windshear models that pro- X X If desired, Level A and B simulators may qualify for
vide training for recognition of windshear phenomena windshear training by meeting these standards; see
and the execution of recovery procedures. Models Attachment 5 of this appendix. Windshear models
must be available to the instructor/evaluator for the may consist of independent variable winds in multiple
following critical phases of flight: simultaneous components. The FAA Windshear
(1) Prior to takeoff rotation. Training Aid presents one acceptable means of com-
(2) At liftoff. pliance with simulator wind model requirements.
(3) During initial climb.
(4) On final approach, below 500 ft AGL.
The QTG must reference the FAA Windshear Training
Aid or present alternate airplane related data, includ-
ing the implementation method(s) used. If the alter-
nate method is selected, wind models from the Royal
Windshear Training Aerospace Establishment (RAE),
the Joint Airport Weather Studies (JAWS) Project and
other recognized sources may be implemented, but
must be supported and properly referenced in the
QTG. Only those simulators meeting these require-
ments may be used to satisfy the training require-
ments of part 121 pertaining to a certificate holder’s
approved low-altitude windshear flight training pro-
gram as described in § 121.409.
Objective tests are required for qualification; see At-
tachment 2 and Attachment 5 of this appendix.
2.f ........ The simulator must provide for automatic testing of sim- X X Automatic ‘‘flagging’’ of out-of-tolerance situations is en-
ulator hardware and software programming to deter- couraged.
mine compliance with simulator objective tests as
prescribed in Attachment 2.
An SOC is required.
2.g ....... Relative responses of the motion system, visual sys- The intent is to verify that the simulator provides instru-
tem, and cockpit instruments, measured by latency ment, motion, and visual cues that are, within the
tests or transport delay tests. Motion onset should stated time delays, like the airplane responses. For
occur before the start of the visual scene change (the airplane response, acceleration in the appropriate,
start of the scan of the first video field containing dif- corresponding rotational axis is preferred.
ferent information) but must occur before the end of
the scan of that video field. Instrument response may
not occur prior to motion onset. Test results must be
within the following limits:
2.g.1 .... 300 milliseconds of the airplane response ...................... X X

Objective Tests are required.
2.g.2 .... 150 milliseconds of the airplane response ...................... X X

Objective Tests are required.
2.h ....... The simulator must accurately reproduce the following X X

runway conditions:
(1) Dry.
(2) Wet.
(3) Icy.
(4) Patchy Wet.
(5) Patchy Icy.
(6) Wet on Rubber Residue in Touchdown Zone.
An SOC is required.
Objective tests are required only for dry, wet, and icy
runway conditions; see Attachment 2.
2.i ......... The simulator must simulate: X X Simulator pitch, side loading, and directional control
(1) brake and tire failure dynamics, including anti- characteristics should be representative of the air-
skid failure. plane.
(2) decreased brake efficiency due to high brake
temperatures, if applicable.
An SOC is required.
2.j ......... The simulator must replicate the effects of airframe X X

icing.
A Subjective Test is required.

2.k ........ The aerodynamic modeling in the simulator must in- X See Attachment 2, paragraph 4, for further information
clude: on ground effect.
(1) Low-altitude level-flight ground effect;
(2) Mach effect at high altitude;
(3) Normal and reverse dynamic thrust effect on
control surfaces;
(4) Aeroelastic representations; and
(5) Nonlinearities due to sideslip.
An SOC is required and must include references to
computations of aeroelastic representations and of
nonlinearities due to sideslip.
2.l ......... The simulator must have aerodynamic and ground re- X X X
action modeling for the effects of reverse thrust on di-
rectional control, if applicable.
An SOC is required.
3. Equipment Operation
3.a ....... All relevant instrument indications involved in the sim- X X X X

ulation of the airplane must automatically respond to
control movement or external disturbances to the
simulated airplane; e.g., turbulence or windshear. Nu-
merical values must be presented in the appropriate
units.
3.b ....... Communications, navigation, caution, and warning X X X X See Attachment 3 for further information regarding long-
equipment must be installed and operate within the range navigation equipment.
tolerances applicable for the airplane.
3.c ........ Simulator systems must operate as the airplane sys- X X X X

tems operate under normal, abnormal, and emer-
gency operating conditions on the ground and in flight.
3.d ....... The simulator must provide pilot controls with control X X X X
forces and control travel that correspond to the simu-
lated airplane. The simulator must also react in the
same manner as in the airplane under the same flight
conditions.
A objective test is required.
4. Instructor or Evaluator Facilities
4.a ....... In addition to the flight crewmember stations, the simu- X X X X The NSPM will consider alternatives to this standard for
lator must have at least two suitable seats for the in- additional seats based on unique cockpit configura-
structor/check airman and FAA inspector. These tions.
seats must provide adequate vision to the pilot’s
panel and forward windows. All seats other than flight
crew seats need not represent those found in the air-
plane, but must be adequately secured to the floor
and equipped with similar positive restraint devices.
4.b ....... The simulator must have controls that enable the in- X X X X
structor/evaluator to control all required system vari-
ables and insert all abnormal or emergency condi-
tions into the simulated airplane systems as de-
scribed in the sponsor’s FAA-approved training pro-
gram; or as described in the relevant operating man-
ual as appropriate.
4.c ........ The simulator must have instructor controls for environ- X X X X
mental conditions including wind speed and direction.

4.d ....... The simulator must provide the instructor or evaluator X X For example, another airplane crossing the active run-
the ability to present ground and air hazards. way or converging airborne traffic.
5. Motion System
5.a ....... The simulator must have motion (force) cues percep- X X X X For example, touchdown cues should be a function of
tible to the pilot that are representative of the motion the rate of descent (RoD) of the simulated airplane.
in an airplane.
5.b ....... The simulator must have a motion (force cueing) sys- X X
tem with a minimum of three degrees of freedom (at
least pitch, roll, and heave).
An SOC is required.
5.c ........ The simulator must have a motion (force cueing) sys- X X
tem that produces cues at least equivalent to those of
a six-degrees-of-freedom, synergistic platform motion
system (i.e., pitch, roll, yaw, heave, sway, and surge).
An SOC is required.
5.d ....... The simulator must provide for the recording of the mo- X X X X
tion system response time.
An SOC is required.
5.e ....... The simulator must provide motion effects programming X X X

to include:
(1) Thrust effect with brakes set.
(2) Runway rumble, oleo deflections, effects of
ground speed, uneven runway, centerline lights,
and taxiway characteristics.
(3) Buffets on the ground due to spoiler/
speedbrake extension and thrust reversal.
(4) Bumps associated with the landing gear.
(5) Buffet during extension and retraction of landing
gear.
(6) Buffet in the air due to flap and spoiler/
speedbrake extension.
(7) Approach-to-Stall buffet.
(8) Representative touchdown cues for main and
nose gear.
(9) Nosewheel scuffing, if applicable.
(10) Mach and maneuver buffet.
5.f ........ The simulator must provide characteristic motion vibra- X The simulator should be programmed and instrumented
tions that result from operation of the airplane if the in such a manner that the characteristic buffet modes
vibration marks an event or airplane state that can be can be measured and compared to airplane data.
sensed in the cockpit.
A objective test is required.
6. Visual System
6.a ....... The simulator must have a visual system providing an X X X X

out-of-the-cockpit view.
6.b ....... The simulator must have operational landing lights for X X X X
night scenes. Where used, dusk (or twilight) scenes
require operational landing lights.
6.c ........ The simulator must have instructor controls for the fol- X X X X
lowing:
(1) Cloudbase.
(2) Visibility in statute miles (km) and runway visual
range (RVR) in ft. (m).
(3) Airport selection.
(4) Airport lighting.

6.d ....... Each airport scene displayed must include the fol- X X X X
lowing:
(1) Airport runways and taxiways.
(2) Runway definition.
(i) Runway surface and markings.
(ii) Lighting for the runway in use, including
runway threshold, edge, centerline, touch-
down zone, VASI or PAPI, and approach
lighting of appropriate colors, as appropriate.
(iii) Taxiway lights.
6.e ....... The distances at which runway features are visible, as X X X X

measured from runway threshold to an airplane
aligned with the runway on an extended 3 ° glide
slope must not be less than listed below:
(1) Runway definition, strobe lights, approach
lights, runway edge white lights VASI or PAPI
system lights from 5 statute miles (8 kilometers
(km)) of the runway threshold.
(2) Runway centerline lights and taxiway definition
from 3 statute miles (4.8 km).
(3) Threshold lights and touchdown zone lights
from 2 statute miles (3.2 km).
(4) Runway markings within range of landing lights
for night scenes and as required by three (3) arc-
minutes resolution on day scenes.
6.f ........ The simulator must provide visual system compatibility X X X X

with dynamic response programming.
6.g ....... The simulator must show that the segment of the X X X X This will show the modeling accuracy of RVR,
ground visible from the simulator flight deck is the glideslope, and localizer for a given weight, configura-
same as from the airplane flight deck (within estab- tion, and speed within the airplane’s operational en-
lished tolerances) when at the correct airspeed, in the velope for a normal approach and landing.
landing configuration, at a main wheel height of 100
feet (30 meters) above the touchdown zone, and with
visibility of 1,200 ft (350 m) RVR.
An SOC is required.
An objective test is required.
6.h ....... The simulator must provide visual cues necessary to X X X

assess sink rates (provide depth perception) during
takeoffs and landings, to include:
(1) Surface on runways, taxiways, and ramps.
(2) Terrain features.
6.i ......... The simulator must provide for accurate portrayal of the X X X X Visual attitude vs. simulator attitude is a comparison of
visual environment relating to the simulator attitude. pitch and roll of the horizon as displayed in the visual
A subjective test is required. scene compared to the display on the attitude indi-
cator.
6.j ......... The simulator must provide for quick confirmation of X X

visual system color, RVR, focus, and intensity.
An SOC is required.
6.k ........ The simulator must provide a minimum of three airport X X

scenes including:
(1) Surfaces on runways, taxiways, and ramps.
(2) Lighting of appropriate color for all runways, in-

cluding runway threshold, edge, centerline, VASI
or PAPI, and approach lighting for the runway in
use.
(3) Airport taxiway lighting.

(4) Ramps and buildings that correspond to the

sponsor’s Line Oriented scenarios, as appro-
priate.
6.l ......... The simulator must be capable of producing at least 10 X X

levels of occulting.
6.m ...... Night Visual Scenes. When used in training, testing, or X X X X

checking activities, the simulator must provide night
visual scenes with sufficient scene content to recog-
nize the airport, the terrain, and major landmarks
around the airport. The scene content must allow a
pilot to successfully accomplish a visual landing.
Scenes must include a definable horizon and typical
terrain characteristics such as fields, roads and bod-
ies of water and surfaces illuminated by airplane
landing lights.
6.n ....... Dusk (or Twilight) Visual Scenes. When used in train- X X
ing, testing, or checking activities, the simulator must
provide dusk (or twilight) visual scenes with sufficient
scene content to recognize the airport, the terrain,
and major landmarks around the airport. The scene
content must allow a pilot to successfully accomplish
a visual landing. Scenes must include a definable ho-
rizon and typical terrain characteristics such as fields,
roads and bodies of water and surfaces illuminated
by airplane landing lights.
An SOC is required.
6.o ....... Daylight Visual Scenes. The simulator must have night X Brightness capability may be demonstrated with a test
dusk (twilight), and daylight visual scenes with suffi- pattern of white light using a spot photometer. Day-
cient scene content to recognize the airport, the ter- light visual system is defined as a visual system ca-
rain, and major landmarks around the airport. The pable of producing, at a minimum, full color presen-
scene content must allow a pilot to successfully ac- tations, scene content comparable in detail to that
complish a visual landing. Any ambient lighting must produced by 4,000 edges or 1,000 surfaces for day-
not ‘‘washout’’ the displayed visual scene. light and 4,000 lightpoints for night and dusk scenes,
Note: These requirements are applicable to any level of 6 foot-lamberts (20 cd/m 2) of light measured at the
simulator equipped with a ‘‘daylight’’ visual system. pilot’s eye position (highlight brightness) and a dis-
An SOC is required. play which is free of apparent quantization and other
A subjective test is required. distracting visual effects while the simulator is in mo-
tion.
6.p ....... The simulator must provide operational visual scenes X For example: short runways, landing approaches over
that portray physical relationships known to cause water, uphill or downhill runways, rising terrain on the
landing illusions to pilots. approach path, unique topographic features.
6.q ....... The simulator must provide special weather representa- X

tions of light, medium, and heavy precipitation near a
thunderstorm on takeoff and during approach and
landing. Representations need only be presented at
and below an altitude of 2,000 ft. (610 m) above the
airport surface and within 10 miles (16 km) of the air-
port.
6.r ........ The simulator must present visual scenes of wet and X
snow-covered runways, including runway lighting re-
flections for wet conditions, partially obscured lights
for snow conditions, or suitable alternative effects.
6.s ........ The simulator must present realistic color and X

directionality of all airport lighting.

7. Sound System
7.a ....... The simulator must provide cockpit sounds that result X X X X
from pilot actions that correspond to those that occur
in the airplane.
7.b ....... The simulator must accurately simulate the sound of X X

precipitation, windshield wipers, and other significant
airplane noises perceptible to the pilot during normal
operations, and include the sound of a crash (when
the simulator is landed in an unusual attitude or in
excess of the structural gear limitations); normal en-
gine and thrust reversal sounds; and the sounds of
flap, gear, and spoiler extension and retraction.
An SOC is required.
7.c ........ The simulator must provide realistic amplitude and fre- X
quency of cockpit noises and sounds. Simulator per-
formance must be recorded, compared to amplitude
and frequency of the same sounds recorded in the
airplane, and be made a part of the QTG.
Objective tests are required.
Table A1B—[Reserved] objective test numbers for either FFSs or simulator test results must be provided for
FTDs. each test except where an alternative test is
Attachment 2 to Appendix A to Part 60—
3. The QPS Requirements section imposes specifically authorized by the NSPM. If a
Full Flight Simulator (FFS) Objective Test
a duty on the sponsor or other data provider flight condition or operating condition is
lllllllllllllllllllll to ensure that a steady state condition exists required for the test but does not apply to the
at the instant of time captured by the airplane being simulated or to the
Begin Information
‘‘snapshot’’ for cases where the objective test qualification level sought, it may be
1. For the purposes of this attachment, the results authorize a ‘‘snapshot test’’ or a disregarded (e.g., an engine out missed
flight conditions specified in the Flight ‘‘series of snapshot tests’’ results in lieu of a approach for a single-engine airplane or a
Conditions Column of Table A2A, are time-history. This is often verified by maneuver using reverse thrust for an airplane
defined as follows: showing that a steady state condition existed without reverse thrust capability). Each test
(a) Ground—on ground, independent of from some period prior to, through some result is compared against the validation data
airplane configuration; period following, the snap shot. The time described in § 60.13 and in this appendix.
(b) Take-off—gear down with flaps/slats in period most frequently used is from 5 Although use of a driver program designed to
any certified takeoff position; seconds prior through 2 seconds following automatically accomplish the tests is
(c) First segment climb— gear down with the instant of time captured by the snap shot. encouraged for all simulators and required
flaps/slats in any certified takeoff position Other time periods may be acceptable as for Level C and Level D simulators, it must
(normally not above 50 ft AGL); authorized by the NSPM. be possible to conduct each test manually
(d) Second segment climb—gear up with 4. The reader is encouraged to review the while recording all appropriate parameters.
flaps/slats in any certified takeoff position Airplane Flight Simulator Evaluation The results must be produced on an
(normally between 50 ft and 400 ft AGL); Handbook, Volumes I and II, published by appropriate recording device acceptable to
(e) Clean—flaps/slats retracted and gear up; the Royal Aeronautical Society, London, UK, the NSPM and must include simulator
(f) Cruise—clean configuration at cruise and FAA Advisory Circulars (AC) 25–7, as number, date, time, conditions, tolerances,
altitude and airspeed; may be amended, Flight Test Guide for and appropriate dependent variables
(g) Approach—gear up or down with flaps/ Certification of Transport Category Airplanes, portrayed in comparison to the validation
slats at any normal approach position as and (AC) 23–8, as may be amended, Flight data. Time histories are required unless
recommended by the airplane manufacturer; Test Guide for Certification of Part 23 otherwise indicated in Table A2A. All results
and Airplanes, for references and examples must be labeled using the tolerances and
(h) Landing—gear down with flaps/slats in regarding flight testing requirements and units given.
any certified landing position. techniques. b. Table A2A in this attachment sets out
2. The format for numbering the objective 5. If relevant winds are present in the the test results required, including the
tests in appendix A, Attachment 2, Table objective data, the wind vector should be parameters, tolerances, and flight conditions
A2A, and the objective tests in appendix B, clearly noted as part of the data presentation, for simulator validation. Tolerances are
Attachment 2, Table B2A, is identical. expressed in conventional terminology, and provided for the listed tests because
However, each test required for FFSs is not related to the runway being used for the test. mathematical modeling and acquisition and
necessarily required for FTDs. Also, each test End Information development of reference data are often
required for FTDs is not necessarily required inexact. All tolerances listed in the following
for FFSs. Therefore, when a test number (or lllllllllllllllllllll tables are applied to simulator performance.
series of numbers) is not required, the term Begin QPS Requirements When two tolerance values are given for a
‘‘Reserved’’ is used in the table at that parameter, the less restrictive may be used
location. Following this numbering format 1. Test Requirements unless otherwise indicated.
provides a degree of commonality between a. The ground and flight tests required for c. Certain tests included in this attachment
the two tables and substantially reduces the qualification are listed in Table of A2A, FFS must be supported with a Statement of
potential for confusion when referring to Objective Tests. Computer generated Compliance and Capability (SOC). In Table
A2A, requirements for SOCs are indicated in g. The QTG provided by the sponsor must (2) Flight control surface positions unless
the ‘‘Test Details’’ column. clearly describe how the simulator will be set test results are not affected by, or are
d. When operational or engineering up and operated for each test. Each simulator independent of, surface positions.
judgment is used in making assessments for subsystem may be tested independently, but l. Tests of handling qualities must include
flight test data applications for simulator overall integrated testing of the simulator validation of augmentation devices. FFSs for
validity, such judgment must not be limited must be accomplished to assure that the total highly augmented airplanes will be validated
to a single parameter. For example, data that simulator system meets the prescribed both in the unaugmented configuration (or
exhibit rapid variations of the measured standards. A manual test procedure with failure state with the maximum permitted
parameters may require interpolations or a explicit and detailed steps for completing degradation in handling qualities) and the
‘‘best fit’’ data selection. All relevant each test must also be provided. augmented configuration. Where various
parameters related to a given maneuver or h. In those cases where the objective test
flight condition must be provided to allow levels of handling qualities result from
results authorize a ‘‘snapshot test’’ or ‘‘a failure states, validation of the effect of the
overall interpretation. When it is difficult or
series of snapshot test’’ results in lieu of a failure is necessary. Requirements for testing
impossible to match simulator to airplane
data throughout a time history, differences time-history result, the sponsor or other data will be mutually agreed to between the
must be justified by providing a comparison provider must ensure that a steady state sponsor and the NSPM on a case-by-case
of other related variables for the condition condition exists at the instant of time basis.
being assessed. captured by the ‘‘snapshot.’’ m. Some tests will not be required for
e. It is not acceptable to program the FFS i. For previously qualified simulators, the airplanes using airplane hardware in the
so that the mathematical modeling is correct tests and tolerances of this attachment may simulator cockpit (e.g., ‘‘side stick
only at the validation test points. Unless be used in subsequent continuing controller’’). These exceptions are noted in
otherwise noted, simulator tests must qualification evaluations for any given test if Section 2 ‘‘Handling Qualities’’ in Table A2A
represent airplane performance and handling the sponsor has submitted a proposed MQTG of this attachment. However, in these cases,
qualities at operating weights and centers of revision to the NSPM and has received the sponsor must provide a statement that the
gravity (CG) typical of normal operation. If a NSPM approval. airplane hardware meets the appropriate
test is supported by airplane data at one j. Simulators are evaluated and qualified
manufacturer’s specifications and the
extreme weight or CG, another test supported with an engine model simulating the airplane
sponsor must have supporting information to
by airplane data at mid-conditions or as close data supplier’s flight test engine. For
that fact available for NSPM review.
as possible to the other extreme must be qualification of alternative engine models
included, except as may be authorized by the n. For objective test purposes, ‘‘Near
(either variations of the flight test engines or
NSPM. Certain tests that are relevant only at maximum’’ gross weight is a weight chosen
other manufacturer’s engines) additional tests
one extreme CG or weight condition need not by the sponsor or data provider that is not
with the alternative engine models may be
be repeated at the other extreme. Tests of required. This Attachment contains less than the basic operating weight (BOW)
handling qualities must include validation of guidelines for alternative engines. of the airplane being simulated plus 80% of
augmentation devices. k. For testing Computer Controlled the difference between the maximum
f. When comparing the parameters listed to Airplane (CCA) simulators, or other highly certificated gross weight (either takeoff
those of the airplane, sufficient data must augmented airplane simulators, flight test weight or landing weight, as appropriate for
also be provided to verify the correct flight data is required for the Normal (N) and/or the test) and the BOW. ‘‘Light’’ gross weight
condition and airplane configuration Non-normal (NN) control states, as indicated is a weight chosen by the sponsor or data
changes. For example, to show that control in this Attachment. Where test results are provider that is not more than 120% of the
force is within the parameters for a static independent of control state, Normal or Non- BOW of the airplane being simulated or as
stability test, data to show the correct limited by the minimum practical operating
normal control data may be used. All tests in
airspeed, power, thrust or torque, airplane weight of the test airplane. ‘‘Medium’’ gross
Table A2A require test results in the Normal
configuration, altitude, and other appropriate weight is a weight chosen by the sponsor or
control state unless specifically noted
datum identification parameters must also be data provider that is approximately ±10% of
given. If comparing short period dynamics, otherwise in the Test Details section
following the CCA designation. The NSPM the average of the numerical values of the
normal acceleration may be used to establish
will determine what tests are appropriate for BOW and the maximum certificated gross
a match to the airplane, but airspeed,
altitude, control input, airplane airplane simulation data. When making this weight. (Note: BOW is the empty weight of
configuration, and other appropriate data determination, the NSPM may require other the aircraft plus the weight of the following:
must also be given. If comparing landing gear levels of control state degradation for specific normal oil quantity; lavatory servicing fluid;
change dynamics, pitch, airspeed, and airplane tests. Where Non-normal control potable water; required crewmembers and
altitude may be used to establish a match to states are required, test data must be their baggage; and emergency equipment.
the airplane, but landing gear position must provided for one or more Non-normal control (References: Advisory Circular 120–27,
also be provided. All airspeed values must be states, and must include the least augmented ‘‘Aircraft Weight and Balance;’’ and FAA–H–
properly annotated (e.g., indicated versus state. Where applicable, flight test data must 8083–1, ‘‘Aircraft Weight and Balance
calibrated). In addition, the same variables record Normal and Non-normal states for: Handbook.’’).
must be used for comparison (e.g., compare (1) Pilot controller deflections or
inches to inches rather than inches to electronically generated inputs, including End QPS Requirements
centimeters). location of input; and lllllllllllllllllllll
TABLE A2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS

<<<QPS REQUIREMENTS>>>
Simulator Information
Test Flight Level notes
Tolerance Test details
Conditions
No. Title A B C D
1. Performance
1.a. Taxi
TABLE A2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued

Conditions
No. Title A B C D
1.a.1 ....... Minimum Radius Turn ..... ±3 ft (0.9 m) or 20% of airplane Ground ..................... Record both Main X X X
turn radius. and Nose gear
turning radius. This
test is to be ac-
complished without
the use of brakes
and only minimum
thrust, except for
airplanes requiring
asymmetric thrust
or braking to turn.
1.a.2 ....... Rate of Turn vs. ±10% or ±2% sec. turn rate ...... Ground ..................... Record a minimum of X X X
Nosewheel Steering two speeds, great-
Angle (NWA). er than minimum
turning radius
speed, with a
spread of at least 5
knots groundspeed.
1.b .......... Takeoff All commonly used

takeoff flap settings
are to be dem-
onstrated at least
once in the tests
for minimum un-
stick (1.b.3.), nor-
mal takeoff (1.b.4.),
critical engine fail-
ure on takeoff
(1.b.5.), or cross-
wind takeoff
(1.b.6.).
1.b.1 ....... Ground Acceleration Time ±5% time and distance or ±5% Takeoff ..................... Record acceleration X X X X May be combined
andDistance. time and ±200 ft (61 m) of time and distance with normal takeoff
distance. for a minimum of (1.b.4.) or rejected
80% of the time takeoff (1.b.7.).
from brake release Plotted data should
to VR. Preliminary be shown using
aircraft certification appropriate scales
data may be used. for each portion of
the maneuver.
1.b.2 ....... Minimum Control ±25% of maximum airplane lat- Takeoff ..................... Engine failure speed X X X X If a Vmcg test is not
Speed—ground (Vmcg) eral deviation or ±5 ft (1.5 m). must be within ±1 available an ac-
using aerodynamic con- Additionally, for those simula- knot of airplane en- ceptable alternative
trols only (per applica- tors of airplanes with revers- gine failure speed. is a flight test snap
ble airworthiness stand- ible flight control systems: Engine thrust engine deceleration
ard or alternative) or Rudder pedal force; ±10% or decay must be that to idle at a speed
engine inoperative test ±5 lb (2.2 daN). resulting from the between V11 and
to demonstrate ground mathematical V1—10 knots, fol-
control characteristics. model for the en- lowed by control of
gine variant appli- heading using aer-
cable to the full odynamic control
flight simulator only. Recovery
under test. If the should be achieved
modeled engine is with the main gear
not the same as on the ground. To
the airplane manu- ensure only aero-
facturer’s flight test dynamic control is
engine, a further used, nosewheel
test may be run steering should be
with the same ini- disabled (i.e.,
tial conditions castored) or the
using the thrust nosewheel held
from the flight test slightly off the
data as the driving ground.
parameter.

Conditions
No. Title A B C D
1.b.3 ....... Minimum Unstick Speed ±3 kts airspeed, ±1.5° pitch Takeoff ..................... Record main landing X X X X Vmu is defined as the
(Vmu) or equivalent test angle. gear strut compres- minimum speed at
to demonstrate early sion or equivalent which the last main
rotation takeoff charac- air/ground signal. landing gear leaves
teristics. Record from 10 kt the ground. Main
before start of rota- landing gear strut
tion until at least 5 compression or
seconds after the equivalent air/
occurrence of main ground signal
gear lift-off. should be re-
corded. If a Vmu
test is not avail-
able, alternative
acceptable flight
tests are a con-
stant high-attitude
take-off run
through main gear
lift-off of an early
rotation take-off.
1.b.4 ....... Normal Takeoff ................ ±3 kts airspeed, ±1.5° pitch Takeoff ..................... Record takeoff profile X X X X This test may be
angle, ±1.5° angle of attack, from brake release used for ground
±20 ft (6 m) height. Addition- to at least 200 ft acceleration time
ally, for those simulators of (61 m) above and distance
airplanes with reversible flight ground level (AGL). (1.b.1.). Plotted
control systems: Stick/Column If the airplane has data should be
Force; ±10% or ± 5 lb (2.2 more than one cer- shown using ap-
daN). tificated takeoff propriate scales for
configuration, a dif- each portion of the
ferent configuration maneuver.
must be used for
each weight. Data
are required for a
takeoff weight at
near maximum
takeoff weight with
a mid-center of
gravity and for a
light takeoff weight
with an aft center
of gravity, as de-
fined in appendix F.
1.b.5 ....... Critical Engine Failure on ±3 kts airspeed, ±1.5° pitch Takeoff ..................... Record takeoff profile X X X X
Takeoff. angle, ±1.5° angle of attack, at near maximum
±20 ft (6 m) height, ±3° head- takeoff weight from
ing angle, ±2° bank angle, ±2° prior to engine fail-
sideslip angle. Additionally, for ure to at least 200
those simulators of airplanes ft (61 m) AGL. En-
with reversible flight control gine failure speed
systems: Stick/Column Force; must be within ±3
±10% or ±5 lb (2.2 daN); kts of airplane data.
Wheel Force; ±10% or ±3 lb
(1.3 daN); and Rudder Pedal
Force; ±10% or ±5 lb (2.2
daN).
1.b.6 ....... Crosswind Takeoff ........... ±3 kts airspeed, ±1.5° pitch Takeoff ..................... Record takeoff profile X X X X In those situations
angle, ±1.5° angle of attack, from brake release where a maximum
±20 ft (6 m) height, ±2° bank to at least 200 ft crosswind or a
angle, ±2° sideslip angle; ±3° (61 m) AGL. Re- maximum dem-
heading angle. Additionally, quires test data, in- onstrated cross-
for those simulators of air- cluding information wind is not in-
planes with reversible flight on wind profile for cluded in the AFM,
control systems: Stick/Column a crosswind com- contact the NSPM.
Force; ±10% or ±5 lb (2.2 ponent of at least
daN) stick/column force, 60% of the max-
±10% or ±3 lb (1.3 daN) imum described in
wheel force, ±10% or ±5 lb the Airplane Flight
(2.2 daN) rudder pedal force. Manual (AFM), as

measured at 33 ft
(10 m) above the
runway.

Conditions
No. Title A B C D
1.b.7 ....... Rejected Takeoff ............. ±5% time or ±1.5 sec, ±7.5% Takeoff ..................... Record time and dis- X X X X Autobrakes will be
distance or ±250 ft (±76 m). tance from brake used where appli-
release to full stop. cable.
Speed for initiation
of the reject must
be at least 80% of
V1 speed. The air-
plane must be at or
near the maximum
takeoff gross
weight. Use max-
imum braking ef-
fort, auto or man-
ual.
1.b.8 ....... Dynamic Engine Failure ±20% or ±2°/sec body angular Takeoff ..................... Engine failure speed X X For safety consider-
After Takeoff. rates. must be within ±3 ations, airplane
kts of airplane flight test may be
data. Record performed out of
Hands Off from 5 ground effect at a
secs. before to at safe altitude, but
least 5 secs. after with correct air-
engine failure or plane configuration
30° Bank, which- and airspeed.
ever occurs first.
Engine failure may
be a snap decel-
eration to idle.
(CCA: Test in Nor-
mal and Non-nor-
mal control state.).
1.c. ......... Climb
1.c.1 ....... Normal Climb, all engines ±3 kts airspeed, ±5% or ±100 Clean ........................ Flight test data is X X X X
operating. FPM (0.5 m/Sec.) climb rate. preferred, however,
airplane perform-
ance manual data
is an acceptable al-
ternative. Record
at nominal climb
speed and mid-ini-
tial climb altitude.
Flight simulator
performance must
be recorded over
an interval of at
least 1,000 ft.
(300m).
1.c.2 ....... One engine Inoperative ... ±3 kts airspeed, ±5% or ±100 For part 23 airplanes, Flight test data is X X X X
FPM (0.5 m/Sec.) climb rate, in accordance with preferred, however,
but not less than the FAA- part 23. For part 25 airplane perform-
Apprioved Airplane Flight airplanes, Second ance manual data
Manual (AFM) values. Segment Climb. is an acceptable al-
ternative. Test at
weight, altitude, or
temperature lim-
iting conditions.
Record at nominal
climb speed. Flight
simulator perform-
ance must be re-
corded over an in-
terval of at least
1,000 ft. (300m).
1.c.3 ....... One Engine Inoperative ±10% time, ±10% distance, Clean ........................ Record results for at X X
En route Climb. ±10% fuel used. least a 5000 ft
(1550 m) climb
segment. Flight
test data or air-
plane performance
manual data may
be used.

Conditions
No. Title A B C D
1.c.4 ....... One Engine Inoperative ±3 kts airspeed, ±5% or ±100 Approach .................. Record results at X X X X The airplane should
Approach Climb (if the FPM (0.5 m/Sec.) climb rate, near maximum be configured with
approved AFM requires but not less than the climb gross landing all anti-ice and de-
specific performance in gradient requirements of 14 weight as defined ice systems oper-
icing conditions). CFR parts 23 or 25 climb gra- in appendix F. ating normally, with
dient, as appropriate. Flight test data or the gear up and
airplane perform- go-around flaps
ance manual data set. All icing ac-
may be used. countability consid-
Flight simulator erations should be
performance must applied in accord-
be recorded over ance with the AFM
an interval of at for an approach in
least 1,000 ft. icing conditions.
(300m).
1.d .......... Cruise/Descent
1.d.1 ....... Level flight acceleration ... ±5% Time ................................... Cruise ....................... Record results for a X X X X
minimum of 50 kts
speed increase
using maximum
continuous thrust
rating or equivalent.
1.d.2 ....... Level flight deceleration .. ±5% Time ................................... Cruise ....................... Record results for a X X X X
minimum of 50 kts
speed decrease
using idle power.
1.d.3 ....... Cruise performance ......... ±0.05 EPR or ±5% of N1, or Cruise ....................... May be a single X X
±5% of Torque, ±5% of fuel snapshot showing
flow. instantaneous fuel
flow or a minimum
of 2 consecutive
snapshots with a
spread of at least 3
minutes in steady
flight.
1.e .......... Stopping
1.e.1 ....... Stopping time and dis- ±5% of time. For distance up to Landing ..................... Record time and dis- X X X X
tance, using manual 4000 ft (1220 m): ±200 ft (61 tance for at least
application of wheel m) or ±10%, whichever is 80% of the total
brakes and no reverse smaller. For distance greater time from touch
thrust on a dry runway. than 4000 ft (1220 m): ±5% of down to full stop.
distance. Data is required for
weights at medium
and near maximum
landing weights.
Data for brake sys-
tem pressure and
position of ground
spoilers (including
method of deploy-
ment, if used) must
be provided. Engi-
neering data may
be used for the
medium gross
weight condition.

Conditions
No. Title A B C D
1.e.2 ....... Stopping time and dis- ±5% time and the smaller of Landing ..................... Record time and dis- X X X X
tance, using reverse ±10% or ±200 ft (61 m) of distance for at least
thrust and no wheel tance. 80% of the total
brakes on a dry runway. time from initiation
of reverse thrust to
the minimum oper-
ating speed with
full reverse thrust.
Data is required for
medium and near
maximum landing
gross weights.
Data on the posi-
tion of ground
spoilers, (including
method of deploy-
ment, if used) must
be provided. Engi-
neering data may
be used for the
medium gross
weight condition.
1.e.3 ....... Stopping distance, using ±10% of distance or ±200 ft (61 Landing ..................... Either flight test data X X
wheel brakes and no m). or manufacturer’s
reverse thrust on a wet performance man-
runway. ual data must be
used where avail-
able. Engineering
data based on dry
runway flight test
stopping distance
modified by the ef-
fects of contami-
nated runway brak-
ing coefficients are
an acceptable al-
ternative.
1.e.4 ....... Stopping distance, using ±10% of distance or ±200 ft (61 Landing ..................... Either flight test or X X
wheel brakes and no m). manufacturer’s per-
reverse thrust on an icy formance manual
runway. data must be used,
where available.
Engineering data
based on dry run-
way flight test stop-
ping distance modi-
fied by the effects
of contaminated
runway braking co-
efficients are an
acceptable alter-
native.
1.f ........... Engines
1.f.1 ........ Acceleration ..................... ±10% Tt and ±10% Ti, or ±0.25 Approach or landing Record engine power X X X X T1 is the total time
sec. (N1, N2, EPR, from initial throttle
Torque) from flight movement until
idle to go-around reaching a 10% re-
power for a rapid sponse of engine
(slam) throttle power.
movement. Tt is the total time
from initial throttle
movement to
reaching 90% of go
around power.

Conditions
No. Title A B C D
1.f.2 ........ Deceleration .................... ±10% Tt and ±10% Ti, or ±0.25 Ground ..................... Record engine power Ti is the total time
sec. (N1, N2, EPR, from initial throttle
Torque) from Max movement until
T/O power to 90% reaching a 10% re-
decay of Max T/O sponse of engine
power for a rapid power.
(slam) throttle Tt is the total time
movement. from initial throttle
movement to
reaching 90%
decay of maximum
takeoff power.
2. Handling Qualities
For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel, rudder pedal), special Contact the NSPM
test fixtures will not be required during initial or upgrade evaluations if the sponsor’s QTG/MQTG shows both for clarification of
text fixture results and the results of an alternative approach, such as computer plots produced concurrently, any issue regard-
that provide satisfactory agreement. Repeat of the alternative method during the initial or upgrade evaluation ing airplanes with
would then satisfy this test requirement. For initial and upgrade evaluations, the control dynamic characteris- reversible controls.
tics must be measured at and recorded directly from the cockpit controls, and must be accomplished in take-
off, cruise, and landing flight conditions and configurations. Testing of position versus force is not applicable
if forces are generated solely by use of airplane hardware in the full flight simulator
2.a .......... Static Control Tests
2.a.1.a .... Pitch Controller Position ±2 lb (0.9 daN) breakout, ±10% Ground ..................... Record results for an X X X X Test results should
vs. Force and Surface or ±5 lb (2.2 daN) force, ±2° uninterrupted con- be validated
Position Calibration. elevator. trol sweep to the (where possible)
stops. with in-flight data
from tests such as
longitudinal static
stability or stalls.
Static and dynamic
flight control tests
should be accom-
plished at the
same feel or im-
pact pressures.
2.a.1.b .... (Reserved)
2.a.2.a .... Roll Controller Position ±2 lb (0.9 daN) breakout, ±10% Ground ..................... Record results for an X X X X Test results should
vs. Force Surface Posi- or ±3 lb (1.3 daN) force, ±2° uninterrupted con- be validated with
tion Calibration. aileron, ±3° spoiler angle. trol sweep to the in-flight data from
stops. tests such as en-
gine out trims,
steady state or
sideslips. Static
and dynamic flight
control tests should
be accomplished at
the same feel or
impact pressures.
2.a.2.b. ... (Reserved).
2.a.3.a. ... Rudder Pedal Position vs. ±5 lb (2.2 daN) breakout, ±10% Ground ..................... Record results for an X X X X Test results should
Force and Surface Po- or ±5 lb (2.2 daN) force, ±21⁄2 uninterrupted con- be validated with
sition Calibration. rudder angle. trol sweep to the in-flight data from
stops. tests such as en-
gine out trims,
steady state or
sideslips. Static
and dynamic flight
control tests should
be accomplished at
the same feel or
impact pressures.
2.a.3.b. ... (Reserved).

2.a.4 ....... Nosewheel Steering Con- ±2 lb (0.9 daN) breakout, ±10% Ground ..................... Record results for an X X X X
troller Force & Position or ±3 lb (1.3 daN) force, ±21⁄2 uninterrupted con-
Calibration. nosewheel angle. trol sweep to the
stops.

Conditions
No. Title A B C D
2.a.5 ....... Rudder Pedal Steering ±°nosewheel angle .................... Ground ..................... Record results for an X X X X
Calibration. uninterrupted con-
trol sweep to the
stops.
2.a.6 ....... Pitch Trim Indicator vs. ±0.5° of computed trim surface Ground ..................... ................................... X X X X The purpose of the
Surface Position Cali- angle. test is to compare
bration. full flight simulator
against design data
or equivalent
2.a.7 ....... (Reserved) ....................... .
2.a.8 ....... Alignment of Cockpit ±5° of throttle lever angle, or Ground ..................... Requires simulta- X X X X
Throttle Lever vs. Se- ±3% N1 or ±03 EPR, or ± neous recording for
lected Engine Param- torque. For propeller-driven all engines. The
eter. airplanes where the propeller tolerances apply
control levers do not have an- against airplane
gular travel, a tolerance of data and between
±0.8 inch (±2 cm.) applies. engines. In the
case of propeller
powered airplanes,
if a propeller lever
is present, it must
also be checked.
For airplanes with
throttle ‘‘detents,’’
all detents must be
presented. May be
a series of snap-
shot test results..
2.a.9 ....... Brake Pedal Position vs. ±5 lb (2.2 daN) or 10% force, Ground ..................... Hydraulic system X X X X Full flight simulator
Force and Brake Sys- ±150 psi (1.0 MPa) or ±10% pressure must be computer output
tem Pressure brake system pressure. related to pedal po- results may be
Calibation. sition through a used to show com-
ground static test. pliance.
2.b .......... Dynamic Control Tests.
(3) Tests 2.b.1., 2.b.2., and 2.b.3 are not applicable if dynamic response is generated solely by use of air-
plane hardware in the full flight simulator. Power setting is that required for level flight unless otherwise spec-
ified.
2.b.1 ....... Pitch Control .................... For underdamped systems Takeoff, Cruise, and Data must show nor- X X ‘‘n’’ is the sequential
±10% of time from 90% of ini- Landing. mal control dis- period of a full
tial displacement (0.9 Ad) to placement in both cycle of oscillation.
first zero crossing and ±10 directions. Toler- Refer to paragraph
(n+1)% of period thereafter ances apply 3 of this attach-
±10% amplitude of first over- against the abso- ment for more in-
shoot applied to all over- lute values of each formation. Static
shoots greater than 5% of ini- period (considered and dynamic flight
tial displacement (.05 Ad). ±1 independently). control tests should
overshoot (first significant Normal control dis- be accomplished at
overshoot must be matched). placement for this the same feel or
For overdamped systems: ±10% test is 25% to 50% impact pressures.
of time from 90% of initial dis- of the maximum al- For the alternate
placement (0.9 Ad) to 10% of lowable pitch con- method (see para-
initial displacement (0.1 Ad) troller deflection for graph 3 of this at-
flight conditions tachment).
limited by the ma- The slow sweep is
neuvering load en- the equivalent to
velope. the static test
2.a.1. For the mod-
erate and rapid
sweeps: ±2 lb (0.9
daN) or ±10% dy-
namic increment
above the static
force.

Conditions
No. Title A B C D
2.b.2 ....... Roll Control ..................... For underdamped systems: Takeoff, Cruise, and Data must show nor- X X ‘‘n’’ is the sequential
first zero crossing, and ±10 directions. Toler- Refer to paragraph
(n+1)% of period thereafter. ances apply 3 of this attach-
shoot, applied to all over- lute values of each formation. Static
tial displacement (.05 Ad), ±1 independently). control tests should
overshoot must be matched) placement for this the same feel or
of time from 90% of initial dis- of maximum allow- For the alternate
placement (0.9 Ad) to 10% of able roll controller method (see para-
initial displacement (0.1 Ad) deflection for flight graph 3 of this at-
conditions limited tachment).
by the maneu- The slow sweep is
vering load enve- the equivalent to
lope. the static test
2.a.2. For the mod-
erate and rapid
sweeps: ±2 lb (0.9
daN) or ±10% dy-
namic increment
above the static
force.
2.b.3 ....... Yaw Control ..................... For underdamped systems: Takeoff, Cruise, and Data must show nor- X X ‘‘n’’ is the sequential
first zero crossing, and ±10 directions. Toler- Refer to paragraph
(n+1)% of period thereafter ances apply 3 of this attach-
shoot, applied to all over- lute values of each formation. Static
tial displacement (.05 Ad), ±1 independently). control tests should
overshoot must be matched). placement for this the same feel or
of time from 90% of initial dis- of full throw. For the alternate
placement (0.9 Ad) to 10% of method (see para-
initial displacement (0.1 Ad) graph 3 of this at-
tachment).
The slow sweep is
the equivalent to
the static test
2.a.3. For the mod-
erate and rapid
sweeps: ±2 lb (0.9
daN) or ±10% dy-
namic increment
above the static
force.
2.b.4 ....... Small Control Inputs— ±0.15°/sec body pitch rate or Approach or Landing Control inputs must X X
Pitch. ±20% of peak body pitch rate be typical of minor
applied throughout the time corrections made
history. while established
on an ILS ap-
proach course (ap-
proximately 0.5°/
sec to 2°/sec pitch
rate). The test
must be in both di-
rections, showing
time history data
from 5 seconds be-
fore until at least 5
seconds after initi-
ation of control
input.
CCA: Test in normal
and non-normal
control states.

Conditions
No. Title A B C D
2.b.5 ....... Small Control Inputs— ±0.15°/sec body roll rate or Approach or landing Control inputs must X X
Roll. ±20% of peak body roll rate be typical of minor
on an ILS ap-
proach course (ap-
proximately 0.5°/
sec to 2°/sec roll
rate). The test
must be run in only
one direction; how-
ever, for airplanes
that exhibit non-
symmetrical behav-
ior, the test must
include both direc-
tions. Time history
data must be re-
corded from 5 sec-
onds before until at
least 5 seconds
after initiation of
control input.
CCA: Test in normal
and non-normal
control states.
2.b.6 ....... Small Control Inputs— ±0.15°/sec body yaw rate or Approach or landing Control inputs must X X
Yaw. ±20% of peak body yaw rate be typical of minor
on an ILS ap-
proach course (ap-
proximately 0.5°/
sec to 2°/sec yaw
rate). The test
must be run in only
one direction; how-
ever, for airplanes
that exhibit non-
symmetrical behav-
ior, the test must
include both direc-
tions. Time history
data must be re-
corded from 5 sec-
onds before until at
least 5 seconds
after initiation of
control input.
CCA: Test in normal
and non-normal
control states.
2.c .......... Longitudinal Control Tests
Power setting is that required for level flight unless otherwise specified

Conditions
No. Title A B C D
2.c.1 ....... Power Change Dynamics ±3 kt airspeed, ±100 ft (30 m) Approach .................. Power is changed X X X X
altitude, ±20% or ±1.5° pitch from the thrust set-
angle. ting required for
approach or level
flight to maximum
continuous thrust
or go-around
power setting.
Record the uncon-
trolled free re-
sponse from at
least 5 seconds
before the power
change is initiated
to 15 seconds after
the power change
is completed.
CCA: Test in normal
and non-normal
control states.
2.c.2 ....... Flap/Slat Change Dynam- ±3 kt airspeed, ±100 ft (30 m) Takeoff through initial Record the uncon- X X X X
ics. altitude, ±20% or ±1.5° angle. flap retraction, and trolled free re-
approach to land- sponse from at
ing. least 5 seconds
before the configu-
ration change is
initiated to 15 sec-
onds after the con-
figuration change is
completed.
CCA: Test in normal
and non-normal
control states.
2.c.3 ....... Spoiler/Speedb rake ±3 kt airspeed, ±100 ft (30 m) Cruise ....................... Record the uncon- X X X X
Change Dynamics. altitude, ±20% or ±1.5° pitch trolled free re-
angle. sponse from at
least 5 seconds
before the configu-
ration change is
initiated to 15 sec-
onds after the con-
figuration change is
completed. Record
results for both ex-
tension and retrac-
tion.
CCA: Test in normal
and non-normal
control states.
2.c.4 ....... Gear Change Dynamics .. ±3 kt airspeed, ±100 ft (30 m) Takeoff (retraction), Record the time his- X X X X
altitude, ±20% or ±1.5° pitch and Approach (ex- tory of uncontrolled
angle. tension). free response for a
time increment
from at least 5 sec-
onds before the
configuration
change is initiated
to 15 seconds after
the configuration
change is com-
pleted.
CCA: Test in normal
and non-normal
control states.

Conditions
No. Title A B C D
2.c.5 ....... Longitudinal Trim ............. ±0.5° stabilizer, ±1° elevator, Cruise, Approach, Record steady-state X X X X
±1° pitch angle, ±5% net and Landing. condition with
thrust or equivalent. wings level and
thrust set for level
flight. May be a se-
ries of snapshot
tests.
CCA: Test in normal
and non-normal
control states.
2.c.6 ....... Longitudinal Maneuvering ±5 lb (±2.2 daN) or ±10% pitch Cruise, Approach, Continuous time his- X X X X
Stability (Stick Force/g). controller force.. and Landing. tory data or a se-
Alternative method: ±1° or ±10% ries of snapshot
change of elevator tests may be used.
Record results up
to approximately
30° of bank for ap-
proach and landing
configurations.
Record results for
up to approxi-
mately 45° of bank
for the cruise con-
figuration. The
force tolerance is
not applicable if
forces are gen-
erated solely by
the use of airplane
hardware in the full
flight simulator.
The alternative meth-
od applies to air-
planes that do not
exhibit ‘‘stick-force-
per-g’’ characteris-
tics.
CCA: Test in normal
and non-normal
control states.
2.c.7 ....... Longitudinal ..................... ±5 lb (±2.2 daN) or ±10% pitch Approach .................. Record results for at X X X X
controller force.. least 2 speeds
Alternative method: ±1° or ±10% above and 2
change of elevator. speeds below trim
speed. May be a
series of snapshot
test results. The
force tolerance is
not applicable if
forces are gen-
erated solely by
the use of airplane
hardware in the full
flight simulator.
The alternative meth-
od applies to air-
planes that do not
exhibit speed sta-
bility characteris-
tics.
CCA: Test in normal
and non-normal
control states.

Conditions
No. Title A B C D
2.c.8 ....... Stall Characteristics ........ ±3 kt airspeed for initial buffet, Second Segment The stall maneuver X X X X
stall warning, and stall Climb, and Ap- must be entered
speeds. Additionally, for those proach or Landing. with thrust at or
simulators with reversible near idle power
flight control systems: ±10% and wings level
or ±5 lb (2.2 daN)) Stick/Col- (1g). Record the
umn force (prior to ‘‘g break’’ stall warning signal
only). and initial buffet, if
applicable. Time
history data must
be recorded for full
staff and initiation
of recovery. The
stall warning signal
must occur in the
proper relation to
buffet/stall. Full
flight simulators of
airplanes exhibiting
a sudden pitch atti-
tude change or ‘‘g
break’’ must dem-
onstrate this char-
acteristic.
CCA: Test in normal
and non-normal
control states.
2.c.9 ....... Phugoid Dynamics .......... ±10% period, ±10% of time to Cruise ....................... The test must include X X X X
1⁄2 or double amplitude or whichever is less
±.02 of damping ratio. of the following:
Three full cycles
(six overshoots
after the input is
completed), or the
number of cycles
sufficient to deter-
mine time to 1⁄2 or
double amplitude.
CCA: Test in Non-
normal and non-
normal control
states.
2.c.10 ..... Short Period Dynamics ... ±1.5° pitch angle or ±2°/sec Cruise ....................... CCA: Test in Normal X X
pitch rate, ±0.10g acceleration. and Non-normal
control states.
2.c.11 ..... (Reserved) ............................................... .............................. ..............................
2.d Lateral Directional Tests
2.d.1 ....... Minimum Control Speed, ±3 kt airspeed ............................ Takeoff or Landing Takeoff thrust must X X X X Low Speed Engine
Air (Vmca or Vmcl), per (whichever is most be used on the op- Inoperative Han-
Applicable Airworthi- critical in the air- erating engine(s). dling may be gov-
ness Standard or Low plane). A time history or a erned by a per-
Speed Engine Inoper- series of snapshot formance or control
ative Handling Charac- tests may be used. limit that prevents
teristics in the Air. CCA: Test in Nor- demonstration of
mal and Non-nor- Vmca in the conven-
mal control states. tional manner.

Conditions
No. Title A B C D
2.d.2 ....... Roll Response (Rate) ...... ±10% or ±2°/sec roll rate. Addi- Cruise, and Approach Record results for X X X X
tionally, for those simulators or Landing. normal roll con-
of airplanes with reversible troller deflection
flight control systems: ±10% (about one-third of
or ±3lb (1.3 daN) wheel force. maximum roll con-
troller travel). May
be combined with
step input of flight
deck roll controller
test (2.d.3).
2.d.3 ....... Roll Response to Cockpit ±10% or ±2° bank angle ............ Approach or Landing Record from initiation X X X X With wings level,
Roll Controller Step of roll through 10 apply a step roll
Input. seconds after con- control input using
trol is returned to approximately one-
neutral and re- third of the roll con-
leased. May be troller travel. When
combined with roll reaching approxi-
response (rate) test mately 20° to 30°
(2.d.2). of bank, abruptly
CCA: Test in Normal return the roll con-
and Non-normal troller to neutral
control states. and allow approxi-
mately 10 seconds
of airplane free re-
sponse.
2.d.4 ....... Spiral Stability ................. Correct trend and ±2° or ±10% Cruise ....................... Record results for X X X X
bank angle in 20 seconds. both directions. Air-
Alternate test requires correct plane data aver-
trend and ±2° aileron. aged from multiple
tests may be used.
As an alternate test,
demonstrate the
lateral control re-
quired to maintain
a steady turn with
a bank angle of ap-
proximately 30°
CCA: Test in Normal
and Non-normal
control states.
2.d.5 ....... Engine Inoperative Trim .. ±1° rudder angle or ±1° tab Second Segment May be a series of X X X X The test should be
angle or equivalent pedal, ±2° Climb, and Ap- snapshot tests. performed in a
sideslip angle. proach or Landing. manner similar to
that for which a
pilot is trained to
trim an engine fail-
ure condition. Sec-
ond segment climb
test should be at
takeoff thrust. Ap-
proach or landing
test should be at
thrust for level
flight.
2.d.6 ....... Rudder Response ........... ±2°/sec or ±10% yaw rate ......... Approach or Landing Record results for X X X X
stability augmenta-
tion system ON
and OFF. A rudder
step input of 20%–
30% rudder pedal
throw is used.
CCA: Test in Normal
and Non-normal
control states.

Conditions
No. Title A B C D
2.d.7 ....... Dutch Roll (Yaw Damper ±0.5 sec or ±10% of period, Cruise, and Approach Record results for at X X X
OFF). ±10% of time to 1⁄2 or double or Landing. least 6 complete
amplitude or ±.02 of damping cycles with stability
ratio. ±20% or ±1 sec of time augmentation OFF.
difference between peaks of CCA: Test in Normal
bank and sideslip. and Non-normal
control states.
2.d.8 ....... Steady State Sideslip ...... For given rudder position, ±2° Approach or Landing May be a series of X X X X
bank angle, ±1° sideslip snapshot test re-
angle, ±10% or ±2° aileron, sults using at least
±10% or ±5° spoiler or equiv- two rudder posi-
alent roll, controller position or tions. Propeller
force. Additionally, for those driven airplanes
simulators of airplanes with must test in each
reversible flight control sys- direction.
tems: ±10% or ±3 lb (1.3 daN)
wheel force ±10% or ±5 lb
(2.2 daN) rudder pedal force.
2.e .......... Landings
2.e.1 ....... Normal Landing ............... ±3 kt airspeed, ±1.5° pitch Landing ..................... Record results from a X X X Tests should be con-
angle, ±1.5° angle of attack, minimum of 200 ft ducted with two
±10% or ±10 ft (3 m) height. (61 m) AGL to normal landing flap
Additionally, for those simula- nose-wheel touch- settings (if applica-
tors of airplanes with revers- down.. ble). One should
ible flight control systems: CCA: Test in Normal be at or near max-
±10% or ±5 lbs (±2.2 daN) and Non-normal imum certificated
stick/column force. control states landing weight. The
other should be at
light or medium
landing weight.
2.e.2 ....... Miminum Flap Landing .... ±3 kt airspeed, ±1.5° pitch Minimum Certified Record results from a X X
angle, ±1.5° angle of attack, Landing Flap Con- minimum of 200 ft
±10% or ±10 ft (3 m) height. figuration. (61 m) AGL to
Additionally, for those simula- nosewheel touch-
tors of airplanes with revers- down with airplane
ible flight control systems: at near Maximum
±10% or ±5 lbs (2.2 daN) Landing Weight.
stick/column force.
2.e.3 ....... Crosswind Landing .......... ±3 kt airspeed, ±1.5° pitch Landing ..................... Record results from a X X X Test data should in-
angle, ±1.5° angle of attack, minimum of 200 ft clude information
±10% or ±10 ft (3 m) height (61 m) AGL, on wind profile, for
±2° bank angle, ±2° sideslip through nosewheel a crosswind com-
angle, ±3° heading angle. Ad- touchdown, to 50% ponent of 60% of
ditionally, for those simulators decrease in main the maximum de-
of airplanes with reversible landing gear touch- scribed in the AFM
flight control systems: ±10% down speed. as measured at 33
or ±3 lbs (1.3 daN) wheel ft (10m) above the
force ±10% or ±5 lb (2.2 daN) runway.
rudder pedal force.
2.e.4 ....... One Engine Inoperative ±3 kt airspeed, ±1.5° pitch Landing ..................... Record results from a X X X
Landing. angle, ±1.5° angle of attack, minimum of 200 ft
±10% height or ±10 ft (3 m); (61 m) AGL,
±2° bank angle, ±2° sideslip through nosewheel
angle, ±3° heading. touchdown, to 50%
decrease in main
landing gear touch-
down speed or less.
2.e.5 ....... Autopilot landing (if appli- ±5 ft (1.5m) flare height, ±0.5 Landing ..................... If autopilot provides X X X Tf = duration of flare
cable). sec Tf, ±140 ft/min (.7 m/sec) rollout guidance,
rate of descent at touch- record lateral devi-
down. ±10 ft (3 m) lateral de- ation from touch-
viation during rollout. down to a 50% de-
crease in main
landing gear touch-
down speed or
less. Time of auto-

pilot flare mode en-
gage and main
gear touchdown
must be noted.

Conditions
No. Title A B C D
2.e.6 ....... All engines operating, ±3 kt airspeed, ±1.5° pitch As per AFM .............. Normal, all-engines- X X X
autopilot, go around. angle, ±1.5° angle of attack. operating, Go
Around with the
autopilot engaged
(if applicable) at
medium landing
weight.
CCA: Test in Normal
and Non-normal
control states
2.e.7 ....... One engine inoperative ±3 kt airspeed, ±1.5° pitch As per AFM .............. The one engine inop- X X X
go around. angle, ±1.5° angle of attack, erative go around
±2° bank angle, ±2° slideslip is required at near
angle. maximum certifi-
cated landing
weight with the crit-
ical engine inoper-
ative using manual
controls. If applica-
ble, an additional
engine inoperative
go around test
must be accom-
plished with the
autopilot engaged.
CCA: Test in Normal
and Non-normal
control states
2.e.8 ....... Directional control (rudder ±2°/sec yaw rate, ±5 kts air- Landing ..................... Record results start- X X X
effectiveness) with speed. ing from a speed
symmetric reverse approximating
thrust. touchdown speed
to the minimum
thrust reverser op-
eration speed. With
full reverse thrust,
apply yaw control
in both directions
until reaching min-
imum thrust re-
verser operation
speed.
2.e.9 ....... Directional control (rudder ±5 kt airspeed, ±3° heading Landing ..................... Maintain heading with X X X
effectiveness) with angle. yaw control with
symmetric reverse full reverse thrust
thrust. on the operating
engine(s). Record
results starting
from a speed ap-
proximating touch-
down speed to a
speed at which
control of yaw can-
not be maintained
or until reaching
minimum thrust re-
verser operation
speed, whichever
is higher. The toler-
ance applies to the
low speed end of
the data recording.
2.f ........... Ground Effect.


Conditions
No. Title A B C D
Test to demonstrate ±1° elevator or stabilizer angle, Landing ..................... The Ground Effect X X X See paragraph 4,
Ground Effect. ±5% net thrust or equivalent, model must be Ground Effect, in
±1° angle of attack, ±10% validated by the this attachment for
height or ±5 ft (1.5 m), ±3 kt test selected and a additional informa-
airspeed, ±1° pitch angle. rationale must be tion.
provided for select-
ing the particular
test.
2.g .......... Windshear
Four tests, two takeoff See Attachment 5 ...................... Takeoff and Landing Requires windshear X X See Attachment 5 for
and two landing, with models that pro- information related
one of each conducted vide training in the to Level A and B
in still air and the other specific skills need- simulators.
with windshear active ed to recognize
to demonstrate windshear phe-
windshear models. nomena and to
execute recovery
procedures. See
Attachment 5 for
tests, tolerances,
and procedures.
2.h .......... Flight Maneuver and Envelope Protection Functions
The requirements of tests h(1) through (6) of this attachment are applicable to computer controlled airplanes
only. Time history results are required for simulator response to control inputs during entry into envelope pro-
tection limits including both normal and degraded control states if the function is different. See thrust as re-
quired to reach the envelope protection function
2.h.1 ....... Overspeed ....................... ±5 kt airspeed ............................ Cruise ....................... ................................... X X X
2.h.2 ....... Minimum Speed .............. ±3 kt airspeed ............................ Takeoff, Cruise, and ................................... X X X
Approach or Land-
ing.
2.h.3 ....... Load Factor ..................... ±0.1g normal load factor ............ Takeoff, Cruise ......... ................................... X X X
2.h.4 ....... Pitch Angle ...................... ±1.5° pitch angle ........................ Cruise, Approach ...... ................................... X X X
2.h.5 ....... Bank Angle ...................... ±2° or ±10% bank angle ............ Approach .................. ................................... X X X
2.h.6 ....... Angle of Attack ................ ±1.5° angle of attack .................. Second Segment ................................... X X X
Climb, and Ap-
proach or Landing.
3. Motion System
3.a .......... Frequency response.
Based on Simulator Capability .. N/A ........................... The test must dem- X X X X This test is not re-
onstrate frequency quired as part of
response of the continuing quali-
motion system. fication evalua-
tions, and should
be part of the
MQTG.
3.b .......... (Reserved)
3.c .......... (Reserved)
3.d .......... Motion system repeatability


Conditions
No. Title A B C D
±0.05g actual platform linear ac- None ......................... A demonstration is X X X X

celeration. required and must
be made part of
the MQTG. The as-
sessment proce-
dures must be de-
signed to ensure
that the motion
system hardware
and software (in
normal flight simu-
lator operating
mode) continue to
perform as origi-
nally qualified.
3.e .......... (Reserved)
3.f ........... (Reserved)
4. Visual System
4.a .......... Visual System Response Time: Relative responses of the motion system, visual system, and cockpit instru- See paragraph 14 of
ments must be coupled closely to provide integrated sensory cues. Visual change may start before motion this attachment for
response, but motion acceleration must be initiated before completion of the visual scan of the first video additional informa-
field containing different information tion.
4.a.1 ....... Latency
These systems must re- The response must not be prior N/A ........................... Simultaneously X X The intent is to verify
spond to abrupt input at to that time when the airplane record: 1) the out- that the simulator
the pilot’s position. responds and may respond put from the pilot’s provides instru-
300 ms (or less) after the air- controller(s); 2) the ment, motion, and
plane responds under the output from an ac- visual cues that
same conditions. celerometer at- are, within the stat-
tached to the mo- ed time delays, like
tion system plat- the airplane re-
form located at an sponses. For air-
acceptable location plane response,
near the pilots’ acceleration in the
seats; 3) the output appropriate, cor-
signal to the visual responding rota-
system display (in- tional axis is pre-
cluding visual sys- ferred. Simulator
tem analog Latency is meas-
delays); and 4) the ured from the start
output signal to the of a control input to
pilot’s attitude indi- the appropriate
cator or an equiva- perceivable change
lent test approved in flight instrument
by the Adminis- indication; visual
trator. system response;
or motion system
response (this
does not include
airplane response
time as per the
manufacturer’s
data).

Conditions
No. Title A B C D
The response must not be prior N/A ........................... Simultaneously X X The transport delay is
to that time when the airplane record: 1) the out- the time between
responds and may respond put from the pilot’s the control input
150 ms (or less) after the air- controller(s); 2) the and the individual
plane responds under the output from an ac- hardware (i.e., in-
same conditions. celerometer at- struments, motion
tached to the mo- system, visual sys-
tion system plat- tem) responses. If
form located at an Transport Delay is
acceptable location the chosen method
near the pilots’ to demonstrate rel-
seats; 3) the output ative responses, it
signal to the visual is expected that,
system display (in- when reviewing
cluding visual sys- those existing tests
tem analog where latency can
delays); and 4) the be identified (e.g.,
output signal to the short period, roll
pilot’s attitude indi- response, rudder
cator or an equiva- response) the
lent test approved sponsor and the
by the Adminis- NSPM will apply
trator. additional scrutiny
to ensure proper
simulator response.
4.a.2 ....... Transport Delay
As an alternative to the Latency requirement a transport delay objective test may be A recordable start The transport delay is
used to demonstrate that the simulator system does not exceed the specified limit. time for the test the time between
The sponsor must measure all the delay encountered by a step signal migrating from must be provided the control input
the pilot’s control through the control loading electronics and interfacing through all with the pilot flight and the individual
the simulation software modules in the correct order, using a handshaking protocol, control input. The hardware (i.e., in-
finally through the normal output interfaces to the instrument displays, the motion migration of the struments, motion
system, and the visual system signal must permit system, visual sys-
An SOC is required. normal computa- tem) responses. If
tion time to be con- Transport Delay is
sumed and must the chosen method
not alter the flow of to demonstrate rel-
information through ative responses, it
the hardware/soft- is expected that,
ware system. when reviewing
those existing tests
where latency can
be identified (e.g.,
short period, roll
response, rudder
response) the
sponsor and the
NSPM will apply
additional scrutiny
to ensure proper
simulator response.
The response must not be prior N/A ........................... .............................. X X

to that time when the airplane
responds and may respond
300 ms (or less) after con-
troller movement.
The response must not be prior N/A ........................... .............................. X X

to that time when the airplane
responds and may respond
150 ms (or less) after con-
troller movement.
..................................... The response must not be prior N/A ........................... .............................. X X response, rudder re-
to that time when the airplane sponse) the spon-
responds and may respond sor and the NSPM
150 ms (or less) after con- will apply additional
troller movement. scrutiny to ensure
proper simulator
response.
4.b .......... Field of View

Conditions
No. Title A B C D
4.b.1 ....... Continuous collimated Minimum continuous collimated N/A ........................... Required as part of X X A vertical field of
visual field of view. field of view providing 45° MQTG but not review of 30° may be
horizontal and 30° vertical quired as part of insufficient to meet
field of view for each pilot continuing evalua- visual ground seg-
seat. Both pilot seat visual tions. ment requirements.
systems must be operable si-
multaneously.
4.b.2. ...... (Reserved)
4.b.3. ...... (Reserved)
4.c. ......... (Reserved)
4.d. ......... Surface contrast ratio
Not less than 5:1 ....................... N/A ........................... The ratio is cal- X X Measurements
culated by dividing should be made
the brightness level using a 1° spot
of the center, bright photometer and a
square (providing raster drawn test
at least 2 foot-lam- pattern filling the
berts or 7 cd/m2) entire visual scene
by the brightness (all channels) with
level of any adja- a test pattern of
cent dark square. black and white
This requirement is squares, 5° per
applicable to any square, with a
level of simulator white square in the
equipped with a center of each
daylight visual sys- channel. During
tem. contrast ratio test-
ing, simulator aft-
cab and flight deck
ambient light levels
should be zero.
4.e. ......... Highlight brightness
Not less than six (6) foot-lam- N/A ........................... Measure the bright- X X Measurements
berts (20 cd/m2). ness of a white should be made
square while using a 1° spot
superimposing a photometer and a
highlight on that raster drawn test
white square. The pattern filling the
use of calligraphic entire visual scene
capabilities to en- (all channels) with
hance the raster a test pattern of
brightness is ac- black and white
ceptable; however, squares, 5° per
measuring square, with a
lightpoints is not white square in the
acceptable. This center of each
requirement is ap- channel.
plicable to any
level of simulator
equipped with a
daylight visual sys-
tem.
4.f ........... Surface resolution
Not greater than three (3) arc N/A ........................... An SOC is required X X The eye will subtend
minutes. and must include two arc minutes
the relevant cal- when positioned on
culations and an a 3° glide slope,
explanation of 6,876 ft slant range
those calculations. from the centrally
This requirement is located threshold
applicable to any of a black runway
level of simulator surface painted
equipped with a with white thresh-

daylight visual sys- old bars that are
tem. 16 ft wide with 4-
foot gaps between
the bars.

Conditions
No. Title A B C D
4.g. ......... Light point size
..................................... Not greater than six (6) arc-min- N/A ........................... An SOC is required X X Light point size
utes. and must include should be meas-
the relevant cal- ured using a test
culations and an pattern consisting
explanation of of a centrally lo-
those calculations. cated single row of
This requirement is light points reduced
applicable to any in length until mod-
level of simulator ulation is just dis-
equipped with a cernible in each
daylight visual sys- visual channel. A
tem. row of 48 lights will
form a 4° angle or
less.
4.h. ......... Light point contrast ratio

4.h.1. ...... (Reserved)
4.h.2 ....... For Level C and D sim- Not less than 25:1. .................... N/A ........................... An SOC is required X X A 1° spot photometer
ulators. and must include is used to measure
the relevant cal- a square of at least
culations. 1° filled with light
points (where light
point modulation is
just discernible)
and compare the
results to the
measured adjacent
background. During
contrast ratio test-
ing, simulator aft-
cab and flight deck
ambient light levels
should be zero.
4.i ........... Visual ground segment
The QTG must contain appro- .............................. The simulator must X X X X Pre-position for this
priate calculations and a be verified for vis- test is encouraged
drawing showing the pertinent ual ground seg- but may be
data used to establish the air- ment and visual achieved via man-
plane location and the seg- scene content for ual or autopilot
ment of the ground that is the airplane in control to the de-
visible considering design landing configura- sired position.
eyepoint, the airplane attitude, tion and a main
cockpit cut-off angle, and a wheel height of
visibility of 1200 ft (350 m) 100 ft (30m) above
RVR. Simulator performance the touchdown
must be measured against zone, on glide
the QTG calculations. Spon- slope with an RVR
sors must provide this data value set at 1,200
for each simulator (regardless ft (350m).
of previous qualification
standards) to qualify the simu-
lator for all instrument ap-
proaches. The data submitted
must include at least the fol-
lowing:.
(1) Static airplane dimensions
as follows:
(i) Horizontal and vertical
distance from main land-
ing gear (MLG) to
glideslope reception an-
tenna.
(ii) Horizontal and vertical
distance from MLG to pi-
lot’s eyepoint.
(iii) Static cockpit cutoff
angle.
(2) Approach data as follows:

(i) Identification of runway.
(ii) Horizontal distance from
runway threshold to
glideslope intercept with
runway.

Conditions
No. Title A B C D
(iii) Glideslope angle.

..................................... (iv) Airplane pitch angle on
approach.
(3) Airplane data for manual
testing:
(i) Gross weight.
(ii) airplane configuration.
(iii) Approach airspeed.
5. (Reserved)
lllllllllllllllllllll (2) For initial and upgrade evaluations, the controls) match those of the airplane within
QPS requires that control dynamics specified tolerances. The NSPM recognizes
Begin Information
characteristics be measured and recorded that several different testing methods may be
2. General directly from the flight controls (Handling used to verify the control feel dynamic
a. If relevant winds are present in the Qualities—Table A2A). This procedure is response. The NSPM will consider the merits
objective data, the wind vector should be usually accomplished by measuring the free of testing methods based on reliability and
clearly noted as part of the data presentation, response of the controls using a step or consistency. One acceptable method of
expressed in conventional terminology, and impulse input to excite the system. The evaluating the response and the tolerance to
related to the runway being used for test near procedure should be accomplished in the be applied is described below for the
the ground. takeoff, cruise and landing flight conditions underdamped and critically damped cases. A
b. The reader is encouraged to review the and configurations. sponsor using this method to comply with
Airplane Flight Simulator Evaluation (3) For airplanes with irreversible control the QPS requirements should perform the
Handbook, Volumes I and II, published by systems, measurements may be obtained on tests as follows:
the Royal Aeronautical Society, London, UK, the ground if proper pitot-static inputs are (a) Underdamped response. Two
and FAA Advisory Circulars (AC) 25–7, as provided to represent airspeeds typical of measurements are required for the period, the
may be amended, Flight Test Guide for those encountered in flight. Likewise, it may time to first zero crossing (in case a rate limit
Certification of Transport Category Airplanes, be shown that for some airplanes, takeoff, is present) and the subsequent frequency of
and (AC) 23–8, as may be amended, Flight cruise, and landing configurations have like oscillation. It is necessary to measure cycles
Test Guide for Certification of Part 23 effects. Thus, one may suffice for another. In on an individual basis in case there are non-
Airplanes, for references and examples either case, engineering validation or uniform periods in the response. Each period
regarding flight testing requirements and airplane manufacturer rationale should be will be independently compared to the
techniques. submitted as justification for ground tests or respective period of the airplane control
for eliminating a configuration. For FFSs system and, consequently, will enjoy the full
End Information requiring static and dynamic tests at the tolerance specified for that period. The
lllllllllllllllllllll controls, special test fixtures will not be damping tolerance will be applied to
required during initial and upgrade overshoots on an individual basis. Care
Begin Information evaluations if the QTG shows both test should be taken when applying the tolerance
3. Control Dynamics fixture results and the results of an alternate to small overshoots since the significance of
approach (e.g., computer plots that were such overshoots becomes questionable. Only
a. General. The characteristics of an
produced concurrently and show satisfactory those overshoots larger than 5 per cent of the
airplane flight control system have a major
agreement). Repeat of the alternate method total initial displacement should be
effect on handling qualities. A significant
during the initial evaluation would satisfy considered. The residual band, labeled T(Ad)
consideration in pilot acceptability of an
this test requirement. on Figure A2A is ±5 percent of the initial
airplane is the ‘‘feel’’ provided through the
b. Control Dynamics Evaluation. The displacement amplitude Ad from the steady
flight controls. Considerable effort is
expended on airplane feel system design so dynamic properties of control systems are state value of the oscillation. Only
that pilots will be comfortable and will often stated in terms of frequency, damping oscillations outside the residual band are
consider the airplane desirable to fly. In and a number of other classical considered significant. When comparing FFS
order for a FFS to be representative, it should measurements. In order to establish a data to airplane data, the process should
‘‘feel’’ like the airplane being simulated. consistent means of validating test results for begin by overlaying or aligning the FFS and
Compliance with this requirement is FFS control loading, criteria are needed that airplane steady state values and then
determined by comparing a recording of the will clearly define the measurement comparing amplitudes of oscillation peaks,
control feel dynamics of the FFS to actual interpretation and the applied tolerances. the time of the first zero crossing and
airplane measurements in the takeoff, cruise Criteria are needed for underdamped, individual periods of oscillation. The FFS
and landing configurations. critically damped and overdamped systems. should show the same number of significant
(1) Recordings such as free response to an In the case of an underdamped system with overshoots to within one when compared
impulse or step function are classically used very light damping, the system may be against the airplane data. The procedure for
to estimate the dynamic properties of quantified in terms of frequency and evaluating the response is illustrated in
electromechanical systems. In any case, it is damping. In critically damped or Figure A2A.
only possible to estimate the dynamic overdamped systems, the frequency and (b) Critically damped and overdamped
properties as a result of only being able to damping are not readily measured from a response. Due to the nature of critically
estimate true inputs and responses. response time history. Therefore, the damped and overdamped responses (no
Therefore, it is imperative that the best following suggested measurements may be overshoots), the time to reach 90 percent of
possible data be collected since close used: the steady state (neutral point) value should
matching of the FFS control loading system (1) For Level C and D simulators. Tests to be the same as the airplane within ±10
to the airplane system is essential. The verify that control feel dynamics represent percent. Figure A2B illustrates the procedure.
required dynamic control tests are described the airplane should show that the dynamic (c) Special considerations. Control systems
in Table A2A of this attachment. damping cycles (free response of the that exhibit characteristics other than
classical overdamped or underdamped c. Alternate method for Control Dynamics (c) Fast dynamic test. Achieve a full sweep
responses should meet specified tolerances. Evaluation. Another acceptable method of in approximately 4 seconds.
In addition, special consideration should be evaluating the response and the tolerance to (Note: Dynamic sweeps may be limited to
given to ensure that significant trends are be applied for airplanes with hydraulically forces not exceeding 100 lb (44.5 daN).
maintained. powered flight controls and artificial feel (2) Tolerances.
(2) Tolerances. systems is described below. Instead of free (a) Static test. Same as tests 2.a.1., 2.a.2.,
(a) The following table summarizes the response measurements, the system is and 2.a.3. in Table A2A in this attachment.
validated by measurements of control force (b) Dynamic test. ±2 lb (±0.9 daN)or ±10
tolerances, T, for underdamped systems, and
and rate of movement. A sponsor using this per cent on dynamic increment above static
‘‘n’’ is the sequential period of a full cycle
alternate method to comply with the QPS test.
of oscillation. See Figure A2A of this requirements should perform the tests as (c) The NSPM are open to alternative
attachment for an illustration of the follows: means such as the one described above. Such
referenced measurements. (1) For each axis of pitch, roll and yaw, the alternatives, however, would have to be
T(P0) ±10% of P0 control should be forced to its maximum justified and appropriate to the application.
T(P1) ±20% of P1 extreme position for the following distinct For example, the method described here may
T(P2) ±30% of P2 rates. These tests would be conducted at not apply to all manufacturers’ systems and
T(Pn) ±10(n+1)% of Pn typical taxi, takeoff, cruise and landing certainly not to airplanes with reversible
T(An) ±10% of A1 conditions. control systems. Hence, each case shall be
T(Ad) ±5% of Ad = residual band (a) Static test. Slowly move the control considered on its own merit on an ad hoc
Significant overshoots First overshoot and such that approximately 100 seconds are basis. If the NSPM finds that alternative
required to achieve a full sweep. A full methods do not result in satisfactory
±1 subsequent overshoots
sweep is defined as movement of the performance, then more conventionally
(b) The following tolerance applies to controller from neutral to the stop (usually accepted methods must be used.
critically damped and overdamped systems aft or right stop), then to the opposite stop,
only. See Figure A2B for an illustration of the End Information
then to the neutral position.
reference measurements: (b) Slow dynamic test. Achieve a full lllllllllllllllllllll
T(P0) ±10% of P0 sweep in approximately 10 seconds. BILLING CODE 4910–73–P
ER30OC06.000</GPH>
lllllllllllllllllllll c. The lateral-directional characteristics are aerodynamic modeling techniques.

also altered by ground effect. For example, Additionally, those who have demonstrated
Begin Information because of changes in lift, roll damping is success in combining these modeling
4. Ground Effect affected. The change in roll damping will techniques with minimal flight testing have
affect other dynamic modes usually incorporated the use of highly mature flight
a. For an FFS to be used for take-off and
evaluated for FFS validation. In fact, Dutch controls models and have had extensive
landing (not applicable to Level A simulators
roll dynamics, spiral stability, and roll-rate experience in comparing the output of their
in that the landing maneuver may not be
for a given lateral control input are altered by effort with actual flight test data.
credited in a Level A simulator) it should
ground effect. Steady heading sideslips will b. It has become standard practice for
reproduce the aerodynamic changes that
also be affected. These effects should be experienced simulator manufacturers to use
occur in ground effect. The parameters
accounted for in the FFS modeling. Several modeling techniques to establish databases
chosen for FFS validation should indicate
tests such as crosswind landing, one engine for new simulator configurations while
these changes.
inoperative landing, and engine failure on awaiting the availability of actual flight test
(1) A dedicated test should be provided
take-off serve to validate lateral-directional data. The data generated from the
that will validate the aerodynamic ground
ground effect since portions of these tests are aerodynamic modeling techniques is then
effect characteristics.
accomplished as the aircraft is descending compared to the flight test data when it
(2) The organization performing the flight
through heights above the runway at which becomes available. The results of such
tests may select appropriate test methods and
ground effect is an important factor. comparisons have become increasingly
procedures to validate ground effect.
However, the flight tests should be performed 5. [Reserved] consistent, indicating that these techniques,
with enough duration near the ground to applied with the appropriate experience, are
sufficiently validate the ground-effect model. 6. [Reserved] dependable and accurate for the development
b. The NSPM will consider the merits of of aerodynamic models for use in Level A
7. [Reserved]
testing methods based on reliability and and Level B simulators.
consistency. Acceptable methods of 8. [Reserved] c. Based on this history of successful
validating ground effect are described below. comparisons, the NSPM has concluded that
9. [Reserved]
If other methods are proposed, rationale those who are experienced in the
should be provided to conclude that the tests 10. [Reserved] development of aerodynamic models may
performed validate the ground-effect model. use modeling techniques to alter the method
11. [Reserved] for acquiring flight test data for Level A or
A sponsor using the methods described
below to comply with the QPS requirements 12. [Reserved] Level B simulators.
should perform the tests as follows: d. The information in Table A2E
13. [Reserved] (Alternative Data Sources, Procedures, and
(1) Level fly-bys. The level fly-bys should
be conducted at a minimum of three altitudes 14. [Reserved] Instrumentation) is presented to describe an
within the ground effect, including one at no acceptable alternative to data sources for
more than 10% of the wingspan above the 15. [Reserved] simulator modeling and validation and an
ground, one each at approximately 30% and End Information acceptable alternative to the procedures and
50% of the wingspan where height refers to instrumentation traditionally used to gather
lllllllllllllllllllll such modeling and validation data.
main gear tire above the ground. In addition,
one level-flight trim condition should be Begin Information (1) Alternative data sources that may be
conducted out of ground effect (e.g., at 150% used for part or all of a data requirement are
of wingspan). 16. Alternative Data Sources, Procedures, the Airplane Maintenance Manual, the
(2) Shallow approach landing. The shallow and Instrumentation: Level A and Level B Airplane Flight Manual (AFM), Airplane
approach landing should be performed at a Simulators Only Design Data, the Type Inspection Report
glide slope of approximately one degree with a. In recent years, considerable progress (TIR), Certification Data or acceptable
ER30OC06.001</GPH>
negligible pilot activity until flare. has been made in the improvement of supplemental flight test data.
(2) The sponsor should coordinate with the particularly critical for normal landings and flight testing/checking in the airplane or in
NSPM prior to using alternative data sources landings involving cross-control input a Level C or Level D simulator.
in a flight test or data gathering effort. applicable to Level B simulators, stable ‘‘fly- f. The sponsor is urged to contact the
e. The NSPM position regarding the use of by’’ trim data will be the acceptable norm for NSPM for clarification of any issue regarding
these alternative data sources, procedures, normal and cross-control input landing airplanes with reversible control systems.
and instrumentation is based on the objective data for these applications.)
following presumptions: (2) The use of a rigorously defined and Table A2E is not applicable to Computer
(1) Data gathered through the alternative fully mature simulation controls system Controlled Aircraft full flight simulators.
means does not require angle of attack (AOA) model that includes accurate gearing and g. Utilization of these alternate data
measurements or control surface position cable stretch characteristics (where sources, procedures, and instrumentation
measurements for any flight test. However, applicable), determined from actual aircraft does not relieve the sponsor from compliance
AOA can be sufficiently derived if the flight measurements. Such a model does not with the balance of the information
test program ensures the collection of require control surface position contained in this document relative to Level
acceptable level, unaccelerated, trimmed measurements in the flight test objective data A or Level B FFSs.
flight data. All of the simulator time history in these limited applications.
h. The term ‘‘inertial measurement system’’
tests that begin in level, unaccelerated, and (3) The authorized uses of Level A and
trimmed flight, including the three basic trim Level B simulators (as listed in the is used in the following table to include the
tests and ‘‘fly-by’’ trims, can be a successful appropriate Commercial, Instrument, or use of a functional global positioning system
validation of angle of attack by comparison Airline Transport Pilot and/or Type Rating (GPS).
with flight test pitch angle. (Note: Due to the Practical Test Standards) for ‘‘initial,’’
End Information
criticality of angle of attack in the ‘‘transition,’’ or ‘‘upgrade’’ training, still
development of the ground effects model, requires additional flight training and/or lllllllllllllllllllll
TABLE A2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION

Information
Sim
Table of objective tests level Alternative data sources, procedures, and Notes and reminders
instrumentation
Test reference number and title A B
1.a.1. Performance. Taxi. Minimum X X TIR, AFM, or Design data may be used.
Radius turn.
1.a.2. Performance. Taxi. Rate of X Data may be acquired by using a constant tiller A single procedure may not be ade-
Turn vs. Nosewheel Steering position, measured with a protractor or full rud- quate for all airplane steering sys-
Angle. der pedal application for steady state turn, and tems, therefore appropriate meas-
synchronized video of heading indicator. If less urement procedures must be de-
than full rudder pedal is used, pedal position vised and proposed for NSPM
must be recorded. concurrence.
1.b.1. Performance. Takeoff. Ground X X Preliminary certification data may be used. Data
Acceleration Time and Distance. may be acquired by using a stopwatch, cali-
brated airspeed, and runway markers during a
takeoff with power set before brake release.
Power settings may be hand recorded. If an
inertial measurement system is installed,
speed and distance may be derived from ac-
celeration measurements.
1.b.2. Performance. Takeoff. Min- X X Data may be acquired by using an inertial meas- Rapid throttle reductions at speeds
imum Control Speed—ground urement system and a synchronized video of: near Vmcg may be used while re-
(Vmcg) using aerodynamic controls The calibrated airplane instruments and the cording appropriate parameters.
only (per applicable airworthiness force/position measurements of cockpit con- The nose wheel must be free to
standard) or low speed, engine in- trols.. caster, or equivalently freed of
operative ground control character- sideforce generation.
istics.
1.b.3. Performance. Takeoff. Min- X X Data may be acquired by using an inertial meas-
imum Unstick Speed (Vmu) or urement system and a synchronized video of:
equivalent test to demonstrate The calibrated airplane instruments and the
early rotation takeoff characteris- force/position measurements of cockpit con-
tics. trols.
1.b.4. Performance. Takeoff. Normal X X Data may be acquired by using an inertial meas-
Takeoff. urement system and a synchronized video of:
The calibrated airplane instruments and the
force/position measurements of cockpit con-
trols. AOA can be calculated from pitch atti-
tude and flight path.
TABLE A2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION—Continued

Information
Sim
instrumentation
1.b.5. Performance. Takeoff. Critical X X Data may be acquired by using an inertial meas- Record airplane dynamic response
Engine Failure during Takeoff. urement system and a synchronized video of: to engine failure and control inputs
The calibrated airplane instruments and the required to correct flight path.
trols.
1.b.6. Performance. Takeoff. Cross- X X Data may be acquired by using an inertial meas- The ‘‘1:7 law’’ to 100 feet (30 me-
wind Takeoff. urement system and a synchronized video of: ters) is an acceptable wind profile.
trols.
1.b.7. Performance. Takeoff. Re- X X Data may be acquired with a synchronized video
jected Takeoff. of: Calibrated airplane instruments, thrust lever
position, engine parameters, and distance
(e.g., runway markers). A stopwatch is re-
quired.
1.b.8. Dynamic Engine Failure After N/A N/A Applicable only to Level C or Level D FSTDs.
Takeoff.
1.c.1. Performance. Climb. Normal X X Data may be acquired with a synchronized video
Climb all engines operating.. of: Calibrated airplane instruments and engine
power throughout the climb range.
1.c.2. Performance. Climb. One en- X X Data may be acquired with a synchronized video
gine Inoperative Climb. of: Calibrated airplane instruments and engine
power throughout the climb range.
1.c.3. One Engine Inoperative— N/A N/A Applicable only to Level C or Level D FSTDs.
Enroute Climb.
1.c.4. Performance. Climb. One En- X X Data may be acquired with a synchronized video
gine Inoperative Approach Climb of calibrated airplane instruments and engine
(if approved AFM requires specific power throughout the climb range.
performance in icing conditions).
1.d.1. Cruise/Descent. Level flight X X Data may be acquired with a synchronized video
acceleration.. of: calibrated airplane instruments, thrust lever
position, engine parameters, and elapsed time.
1.d.2. Cruise/Descent. Level flight X X Data may be acquired with a synchronized video
deceleration. of: Calibrated airplane instruments, thrust lever
1.d.3. Cruise Performance ................ N/A N/A Applicable only to Level C or Level D FSTDs.
1.d.4. Cruise/Descent. Idle descent .. X X Data may be acquired with a synchronized video
of: calibrated airplane instruments, thrust lever
1.d.5. Cruise/Descent. Emergency X X Data may be acquired with a synchronized video

Descent. of: calibrated airplane instruments, thrust lever
1.e.1. Performance. Stopping. Decel- X X Data may be acquired during landing tests using
eration time and distance, using a stopwatch, runway markers, and a syn-
manual application of wheel chronized video of: Calibrated airplane instru-
brakes and no reverse thrust on a ments, thrust lever position and the pertinent
dry runway. parameters of engine power.
1.e.2. Performance. Ground. Decel- X X Data may be acquired during landing tests using
eration Time and Distance, using a stop watch, runway markers, and a syn-
reverse thrust and no wheel chronized video of: Calibrated airplane instru-
brakes. ments, thrust lever position and the pertinent
parameters of engine power.

Information
Sim
instrumentation
1.e.3. Stopping Distance—wheel N/A N/A Applicable only to Level C and Level D FSTDs.
brakes, and no reverse thrust on a
wet runway.
1.e.4. Stopping Distance—wheel N/A N/A Applicable only to Level C and Level D FSTDs.
brakes, and no reverse thrust on
an icy runway.
1.f.1. Performance. Engines. Accel- X X Data may be acquired with a synchronized video
eration. recording of: engine instruments and throttle
position.
1.f.2. Performance. Engines. Decel- X X Data may be acquired with a synchronized video
eration. recording of: Engine instruments and throttle
position.
2.a.1.a. Handling Qualities. Static X X Surface position data may be acquired from
Control Checks. Pitch Controller flight data recorder (FDR) sensor or, if no FDR
Position vs. Force and Surface Po- sensor, at selected, significant column posi-
sition Calibration. tions (encompassing significant column posi-
tion data points), acceptable to the NSPM,
using a control surface protractor on the
ground (for airplanes with reversible control
systems, this function should be accomplished
with winds less than 5 kts.). Force data may
be acquired by using a hand-held force gauge
at the same column position data points.
Control Checks. Roll Controller flight data recorder (FDR) sensor or, if no FDR
Position vs. Force and Surface Po- sensor, at selected, significant wheel positions
sition Calibration. (encompassing significant wheel position data
points), acceptable to the NSPM, using a con-
trol surface protractor on the ground (for air-
planes with reversible control systems, this
function should be accomplished with winds
less than 5 kts.). Force data may be acquired
by using a hand-held force gauge at the same
wheel position data points.
Control Checks. Rudder Pedal Po- flight data recorder (FDR) sensor or, if no FDR
sition vs. Force and Surface Posi- sensor, at selected, significant rudder pedal
tion Calibration. positions (encompassing significant rudder
pedal position data points), acceptable to the
NSPM, using a control surface protractor on
the ground (for airplanes with reversible con-
trol systems, this function should be accom-
plished with winds less than 5 kts.). Force
data may be acquired by using a hand-held
force gauge at the same rudder pedal position
data points.
2.a.4. Handling Qualities. Static Con- X X Breakout data may be acquired with a hand-held
trol Checks. Nosewheel Steering force gauge. The remainder of the force to the
Controller Force & Position. stops may be calculated if the force gauge
and a protractor are used to measure force
after breakout for at least 25% of the total dis-
placement capability.
2.a.5. Handling Qualities. Static Con- X X Data may be acquired through the use of force
trol Checks. Rudder Pedal Steer- pads on the rudder pedals and a pedal posi-
ing Calibration. tion measurement device, together with design

data for nose wheel position.

Information
Sim
instrumentation
2.a.6. Handling Qualities. Static Con- X X Data may be acquired through calculations.
trol Checks. Pitch Trim Indicator
vs. Surface Position Calibration.
2.a.7. Handling qualities. Static con- X X Data may be acquired by using a synchronized
trol tests. Pitch trim rate.. video of pitch trim indication and elapsed time
through range of trim indication.
2.a.8. Handling Qualities. Static Con- X X Data may be acquired through the use of a tem-
trol tests. Alignment of Cockpit porary throttle quadrant scale to document
Throttle Lever Angle vs. Selected throttle position. Use a synchronized video to
engine parameter. record steady state instrument readings or
hand-record steady state engine performance
readings.
2.a.9. Handling qualities. Static con- X X Use of design or predicted data is acceptable.
trol tests. Brake pedal position vs. Data may be acquired by measuring deflection
force and brake system pressure at ‘‘zero’’ and ‘‘maximum’’ and calculating de-
calibration. flections between the extremes using the air-
plane design data curve.
2.c.1. Handling qualities. Longitudinal X X Data may be acquired by using an inertial meas-
control tests. Power change dy- urement system and a synchronized video of:
namics. The calibrated airplane instruments and throt-
tle position.
control tests. Flap/slat change dy- urement system and a synchronized video of:
namics. Calibrated airplane instruments and flap/slat
position.
control tests. Spoiler/speedbrake urement system and a synchronized video of:
change dynamics. The calibrated airplane instruments and spoil-
er/speedbrake position.
control tests. Gear change dynam- urement system and a synchronized video of:
ics. The calibrated airplane instruments and gear
position.
2.c.5. Handling qualities. Longitudinal X X Data may be acquired through use of an inertial
control tests. Longitudinal trim. measurement system and a synchronized
video of: The cockpit controls position (pre-
viously calibrated to show related surface posi-
tion) and the engine instrument readings.
2.c.6. Handling qualities. Longitudinal X X Data may be acquired through the use of an in-
control tests. Longitudinal maneu- ertial measurement system and a syn-
vering stability (stick force/g). chronized video of: The calibrated airplane in-
struments; a temporary, high resolution bank
angle scale affixed to the attitude indicator;
and a wheel and column force measurement
indication.
2.c.7. Handling qualities. Longitudinal X X Data may be acquired through the use of a syn-
control tests. Longitudinal static chronized video of: the airplane flight instru-
stability. ments and a hand-held force gauge.
2.c.8. Handling qualities. Longitudinal X X Data may be acquired through a synchronized Airspeeds may be cross-checked
control tests. Stall characteristics. video recording of: A stopwatch and the cali- with those in the TIR and AFM.
brated airplane airspeed indicator. Hand-
record the flight conditions and airplane con-

figuration.

Information
Sim
instrumentation
control tests. Phugoid dynamics. urement system and a synchronized video of:
trols.
2.c.10. Handling qualities. Longitu- X Data may be acquired by using an inertial meas-
dinal control tests. Short period dy- urement system and a synchronized video of:
namics. The calibrated airplane instruments and the
trols.
2.d.1. Handling qualities. Lateral di- X X Data may be acquired by using an inertial meas-
rectional tests. Minimum control urement system and a synchronized video of:
speed, air (Vmca or Vmci), per appli- The calibrated airplane instruments and the
cable airworthiness standard or force/position measurements of cockpit con-
Low speed engine inoperative trols.
handling characteristics in the air.
2.d.2. Handling qualities. Lateral di- X X Data may be acquired by using an inertial meas- May be combined with step input of
rectional tests. Roll response (rate). urement system and a synchronized video of: cockpit roll controller test, 2.d.3
force/position measurements of cockpit lateral
controls.
rectional tests. Roll response to urement system and a synchronized video of:
cockpit roll controller step input. The calibrated airplane instruments and the
force/position measurements of cockpit lateral
controls..
rectional tests. Spiral stability. urement system and a synchronized video of:
The calibrated airplane instruments; the force/
position measurements of cockpit controls;
and a stopwatch.
2.d.5. Handling qualities. Lateral di- X X Data may be hand recorded in-flight using high Trimming during second segment
rectional tests. Engine inoperative resolution scales affixed to trim controls that climb is not a certification task and
trim. have been calibrated on the ground using pro- should not be conducted until a
tractors on the control/trim surfaces with winds safe altitude is reached.
less than 5 kts..
OR
Data may be acquired during second segment
climb (with proper pilot control input for an en-
gine-out condition) by using a synchronized
video of: The calibrated airplane instruments;
and the force/position measurements of cock-
pit controls
rectional tests. Rudder response. urement system and a synchronized video of:
position measurements of rudder pedals.
rectional tests. Dutch roll, (yaw urement system and a synchronized video of:
damper OFF). The calibrated airplane instruments; the force/
position measurements of cockpit controls.
2.d.8. Handling qualities. Lateral di- X Data may be acquired by using an inertial meas-
rectional tests. Steady state side- urement system and a synchronized video of:
slip. The calibrated airplane instruments; the force/

Ground track and wind corrected heading may
be used for sideslip angle..

Information
Sim
instrumentation
2.e.1. Handling qualities. Landings. X Data may be acquired by using an inertial meas-
Normal landing. urement system and a synchronized video of:
Crosswind landing. urement system and a synchronized video of:
One engine inoperative landing. urement system and a synchronized video of:
Normal and lateral accelerations may be re-
corded in lieu of AOA and sideslip.
Autopilot landing (if applicable). urement system and a synchronized video of:
the calibrated airplane instruments; the force/
All engines operating, autopilot, go urement system and a synchronized video of:
around. The calibrated airplane instruments; the force/
One engine inoperative go around. urement system and a synchronized video of:
Directional control (rudder effec- urement system and a synchronized video of:
tiveness with symmetric thrust). The calibrated airplane instruments; the force/
2.e.9. Handling qualities. Landings. Data may be acquired by using an inertial meas-
Directional control (rudder effec- urement system and a synchronized video of:
tiveness with asymmetric reverse The calibrated airplane instruments; the force/
thrust). position measurements of cockpit controls.
2.f. Handling qualities. Ground effect. X Data may be acquired by using calibrated air-
Test to demonstrate ground effect. plane instruments, an inertial measurement
system, and a synchronized video of: The cali-
brated airplane instruments; the force/position
measurements of cockpit controls.
Attachment 3 to Appendix A to Part 60— Begin Information operation of the simulator controls,
Simulator Subjective Evaluation a. The subjective tests provide a basis for instruments, and systems. The items listed in
the following Tables are for simulator
1. Discussion evaluating the capability of the simulator to

evaluation purposes only. They must not be
perform over a typical utilization period;
lllllllllllllllllllll used to limit or exceed the authorizations for
determining that the simulator accurately use of a given level of simulator as described
simulates each required maneuver, on the Statement of Qualification or as may
procedure, or task; and verifying correct be approved by the TPAA.
b. The tests in Table A3A, Operations evaluated if installed. The NSP pilot will (1) Early CGI visual systems that are
Tasks, in this attachment, address pilot include in his report to the TPAA, the effect excepted from the requirement of including
functions, including maneuvers and of the system operation and any system runway numbers as a part of the specific
procedures (called flight tasks), and is limitation. runway marking requirements are:
divided by flight phases. The performance of e. Simulators demonstrating a satisfactory (a) Link NVS and DNVS.
these tasks by the NSPM includes an circling approach will be qualified for the (b) Novoview 2500 and 6000.
operational examination of the visual system circling approach maneuver and may be (c) FlightSafety VITAL series up to, and
and special effects. There are flight tasks approved for such use by the TPAA in the including, VITAL III, but not beyond.
included to address some features of sponsor’s FAA-approved flight training (d) Redifusion SP1, SP1T, and SP2.
advanced technology airplanes and program. To be considered satisfactory, the (2) Some early CGI visual systems are
innovative training programs. For example, circling approach will be flown at maximum excepted from the requirement of including
‘‘high angle-of-attack maneuvering’’ is gross weight for landing, with minimum runway numbers, unless the runways are
included to provide a required alternative to visibility for the airplane approach category, used for LOFT training sessions. These LOFT
‘‘approach to stalls’’ for airplanes employing and must allow proper alignment with a airport models require runway numbers but
flight envelope protection functions.
landing runway at least 90° different from the only for the specific runway end (one
c. The tests in Table A3A, Operations
instrument approach course while allowing direction) used in the LOFT session. The
Tasks, and Table A3G, Instructor Operating
Station of this attachment, address the the pilot to keep an identifiable portion of the systems required to display runway numbers
overall function and control of the simulator airport in sight throughout the maneuver only for LOFT scenes are:
including the various simulated (reference—14 CFR 91.175(e)). (a) FlightSafety VITAL IV.
environmental conditions; simulated f. At the request of the TPAA, the NSPM (b) Redifusion SP3 and SP3T.
airplane system operations (normal, may assess a device to determine if it is (c) Link-Miles Image II.
abnormal, and emergency); visual system capable of simulating certain training (3) The following list of previously
displays; and special effects necessary to activities in a sponsor’s training program, qualified CGI and display systems are
meet flight crew training, evaluation, or flight such as a portion of a Line Oriented Flight incapable of generating blue lights. These
experience requirements. Training (LOFT) scenario. Unless directly systems are not required to have accurate
d. All simulated airplane systems functions related to a requirement for the qualification taxi-way edge lighting:
will be assessed for normal and, where level, the results of such an evaluation would (a) Redifusion SP1.
appropriate, alternate operations. Normal, not affect the qualification level of the (b) FlightSafety Vital IV.
abnormal, and emergency operations simulator. However, if the NSPM determines (c) Link-Miles Image II and Image IIT.
associated with a flight phase will be that the simulator does not accurately (d) XKD displays (even though the XKD
assessed during the evaluation of flight tasks simulate that training activity, the simulator image generator is capable of generating blue
or events within that flight phase. Simulated would not be approved for that training colored lights, the display cannot
airplane systems are listed separately under activity. accommodate that color).
‘‘Any Flight Phase’’ to ensure appropriate g. Previously qualified simulators with The NSPM will evaluate each device to
attention to systems checks. Operational certain early generation Computer Generated determine the appropriate qualification level
navigation systems (including inertial Image (CGI) visual systems, are limited by based on the limitations of the visual system.
navigation systems, global positioning either the capability of the Image Generator
systems, or other long-range systems) and the or the display system used. These systems End Information
associated electronic display systems will be are: lllllllllllllllllllll
TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS

<<< QPS requirements >>>
Simulator level
Item Operations tasks
No. A B C D
Tasks in this table are subjecgt to evaluation if appropriate for the airplane simulated as indicated in the SOQ Configura-
tion List and/or the level of simulator qualification involved. Items not installed or not functional on the simulator and, there-
fore, not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.
1. ............................ Preparation For Flight.

Preflight. Accomplish a functions check of all switches, indicators, systems, and equipment at all crew- X X X X
members’ and instructors’ stations and determine that the flight deck design and functions are iden-
tical to that of the airplane simulated.
2. ............................ Surface Operations (Pre-Take-Off).
2.a. ......................... Engine Start.
2.a.1. ....... Normal start ................................................................................................................................................. X X X X
2.a.2. ....... Alternate start procedures ........................................................................................................................... X X X X
2.a.3. ....... Abnormal starts and shutdowns (e.g., hot/hung start, tail pipe fire) ........................................................... X X X X
2.b. .................. Pushback/Powerback .................................................................................................................................. X X X
2.c. .................. Taxi.

2.c.1. ........ Thrust response ........................................................................................................................................... X X X X
2.c.2. ........ Power lever friction ...................................................................................................................................... X X X X
TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued

Simulator level
No. A B C D
2.c.3. ........ Ground handling .......................................................................................................................................... X X X X
2.c.4. ........ Nose wheel scuffing .................................................................................................................................... X X
2.c.5. ........ Brake operation (normal and alternate/emergency) .................................................................................... X X X X
2.c.6. ........ Brake fade (if applicable) ............................................................................................................................. X X X X
3. ............................ Take-off.
3.a. .................. Normal.
3.a.1. ....... Airplane/engine parameter relationships ..................................................................................................... X X X X
3.a.2. ....... Acceleration characteristics (motion) ........................................................................................................... X X X X
3.a.3. ....... Nose wheel and rudder steering ................................................................................................................. X X X X
3.a.4. ....... Crosswind (maximum demonstrated) .......................................................................................................... X X X X
3.a.5. ....... Special performance (e.g., reduced V1, max de-rate, short field operations) ............................................ X X X X
3.a.6. ....... Low visibility take-off ................................................................................................................................... X X X X
3.a.7. ....... Landing gear, wing flap leading edge device operation ............................................................................. X X X X
3.a.8. ....... Contaminated runway operation ................................................................................................................. X X
3.b. .................. Abnormal/emergency
3.b.1. ....... Rejected Take-off ........................................................................................................................................ X X X X
3.b.2. ....... Rejected special performance (e.g., reduced V1, max de-rate, short field operations) .............................. X X X X
3.b.3. ....... With failure of most critical engine at most critical point, continued take-off .............................................. X X X X
3.b.4. ....... With wind shear ........................................................................................................................................... X X X X
3.b.5. ....... Flight control system failures, reconfiguration modes, manual reversion and associated handling .......... X X X X
3.b.6. ....... Rejected takeoff with brake fade ................................................................................................................. X X
3.b.7. ....... Rejected, contaminated runway .................................................................................................................. X X
(i).
4. ............................ Climb.
4.a. .................. Normal. ........................................................................................................................................................ X X X X
4.b. .................. One or more engines inoperative ................................................................................................................ X X X X
5. ............................ Cruise.
5.a. .................. Performance characteristics (speed vs. power) .......................................................................................... X X X X
5.b. .................. High altitude handling .................................................................................................................................. X X X X
5.c. .................. High Mach number handling (Mach tuck, Mach buffet) and recovery (trim change) ................................. X X X X
5.d. .................. Overspeed warning (in excess of Vmo or Mmo) ........................................................................................... X X X X
5.e. .................. High IAS handling ........................................................................................................................................ X X X X
6. ............................ Maneuvers.
6.a. .................. High angle of attack, approach to stalls, stall warning, buffet, and g-break (take-off, cruise, approach, X X X X
and landing configuration).
6.b. .................. Flight envelope protection (high angle of attack, bank limit, overspeed, etc) ............................................ X X X X

Simulator level
No. A B C D
6.c. .................. Turns with/without speedbrake/spoilers deployed ....................................................................................... X X X X
6.d. .................. Normal and steep turns ............................................................................................................................... X X X X
6.e. .................. In flight engine shutdown and restart (assisted and windmill) .................................................................... X X X X
6.f. ................... Maneuvering with one or more engines inoperative, as appropriate .......................................................... X X X X
6.g. .................. Specific flight characteristics (e.g., direct lift control) .................................................................................. X X X X
6.h. .................. Flight control system failures, reconfiguration modes, manual reversion and associated handling .......... X X X X
7. ............................ Descent.
7.a. .................. Normal ......................................................................................................................................................... X X X X
7.b. .................. Maximum rate (clean and with speedbrake, etc) ........................................................................................ X X X X
7.c. .................. With autopilot ............................................................................................................................................... X X X X
7.d. .................. Flight control system failures, reconfiguration modes, manual reversion and associated handling .......... X X X X
8. ............................ Instrument Approaches and Landing.
Those instrument approach and landing tests relevant to the simulated airplane type are selected from
the following list. Some tests are made with limiting wind velocities, under windshear conditions, and
with relevant system failures, including the failure of the Flight Director. If Standard Operating Proce-
dures allow use autopilot for non-precision approaches, evaluation of the autopilot will be included.
Level A simulators are not authorized to credit the landing maneuver.
8.a. .................. Precision.
8.a.1. ............... PAR ............................................................................................................................................................. X X X X
8.a.2. ............... CAT I/GBAS (ILS/MLS) published approaches ........................................................................................... X X X X
(i) Manual approach with/without flight director including landing .............................................................. X X X X
(ii) Autopilot/autothrottle coupled approach and manual landing ................................................................ X X X X
(iii) Manual approach to DH and go-around all engines. ............................................................................ X X X X
(iv) Manual one engine out approach to DH and go-around ...................................................................... X X X X
(v) Manual approach controlled with and without flight director to 30 m (100 ft) below CAT I minima.
A. With cross-wind (maximum demonstrated) ..................................................................................... X X X X
B. With windshear ................................................................................................................................ X X X X
(vi) Autopilot/autothrottle coupled approach, one engine out to DH and go-around approach, one en- X X X X
gine out to DH and go-around.
(vii) Approach and landing with minimum/standby electrical power ........................................................... X X X X
8.a.3. ....... CAT II/GBAS (ILS/MLS) published approaches. ......................................................................................... X X X X
(i) Autopilot/autothrottle coupled approach to DH and landing ................................................................... X X X X
(ii) Autopilot/autothrottle coupled approach to DH and go-around ............................................................. X X X X
(iii) Autocoupled approach to DH and manual go-around .......................................................................... X X X X
(iv) Category II published approach (auto-coupled, autothrottle) ................................................................ X X X X
8.a.4. ....... CAT III/GBAS (ILS/MLS) published approaches ......................................................................................... X X X X

(i) Autopilot/autothrottle coupled approach to land and rollout ................................................................... X X X X
(ii) Autopilot/autothrottle coupled approach to DH/Alert Height and go-around ......................................... X X X X

Simulator level
No. A B C D
(iii) Autopilot/autothrottle coupled approach to land and rollout with one engine out ................................. X X X X
(iv) Autopilot/autothrottle coupled approach to DH/Alert Height and go-around with one engine out ....... X X X X
(v) Autopilot/autothrottle coupled approach (to land or to go around) ........................................................ X X X X

A. With generator failure ...................................................................................................................... X X X X
B. With 10 knot tail wind ...................................................................................................................... X X X X
C. With 10 knot crosswind ................................................................................................................... X X X X
X X X X
8.b. .................. Non-precision.
8.b.1. ....... NDB ............................................................................................................................................................. X X X X
8.b.2. ....... VOR, VOR/DME, VOR/TAC ........................................................................................................................ X X X X
8.b.3. ....... RNAV (GNSS/GPS) .................................................................................................................................... X X X X
8.b.4. ....... ILS LLZ (LOC), LLZ(LOC)/BC ..................................................................................................................... X X X X
8.b.5. ....... ILS offset localizer ....................................................................................................................................... X X X X
8.b.6. ....... Direction finding facility (ADF/SDF) ............................................................................................................. X X X X
8.b.7. ....... Airport surveillance radar (ASR) .................................................................................................................. X X X X
9. ............................ Visual Approaches (Visual Segment) And Landings
Flight simulators with visual systems, which permit completing a special approach procedure in accordance with applicable
regulations, may be approved for that particular approach procedure
9.a. .................. Maneuvering, normal approach and landing, all engines operating with and without visual approach aid X X X X
guidance.
9.b. .................. Approach and landing with one or more engines inoperative .................................................................... X X X X
9.c. .................. Operation of landing gear, flap/slats and speedbrakes (normal and abnormal) ........................................ X X X X
9.d. .................. Approach and landing with crosswind (max. demonstrated) ...................................................................... X X X X
9.e. .................. Approach to land with windshear on approach ........................................................................................... X X X X
9.f. ................... Approach and landing with flight control system failures, reconfiguration modes, manual reversion and X X X X
associated handling (most significant degradation which is probable).
9.g. .................. Approach and landing with trim malfunctions ............................................................................................. X X X X
9.g.1. ....... Longitudinal trim malfunction ....................................................................................................................... X X X X
9.g.2. ....... Lateral-directional trim malfunction .............................................................................................................. X X X X
9.h. .................. Approach and landing with standby (minimum) electrical/hydraulic power ................................................ X X X X
9.i. ................... Approach and landing from circling conditions (circling approach) ............................................................ X X X X
9.j. ................... Approach and landing from visual traffic pattern ........................................................................................ X X X X
9.k. .................. Approach and landing from non-precision approach .................................................................................. X X X X
9.l. ................... Approach and landing from precision approach ......................................................................................... X X X X
9.m. ................. Approach procedures with vertical guidance (APV), e.g., SBAS. ............................................................... X X X X
10. .......................... Missed Approach.

10.a. ................ All engines ................................................................................................................................................... X X X X
10.b. ................ One or more engine(s) out .......................................................................................................................... X X X X

Simulator level
No. A B C D
10.c. ................ With flight control system failures, reconfiguration modes, manual reversion and associated handling ... X X X X
11. .......................... Surface Operations (Landing roll and taxi).
11.a. ................ Spoiler operation ......................................................................................................................................... X X X X
11.b. ................ Reverse thrust operation ............................................................................................................................. X X X X
11.c. ................ Directional control and ground handling, both with and without reverse thrust .......................................... X X X
11.d. ................ Reduction of rudder effectiveness with increased reverse thrust (rear pod-mounted engines) ................. X X X
11.e. ................ Brake and anti-skid operation with dry, wet, and icy conditions ................................................................. X X
11.f. ................. Brake operation, to include auto-braking system where applicable ........................................................... X X X X
12. .......................... Any Flight Phase.
12.a. ................ Airplane and engine systems operation.
12.a.1. ..... Air conditioning and pressurization (ECS) .................................................................................................. X X X X
12.a.2. ..... De-icing/anti-icing ........................................................................................................................................ X X X X
12.a.3. ..... Auxiliary power unit (APU) .......................................................................................................................... X X X X
12.a.4. ..... Communications .......................................................................................................................................... X X X X
12.a.5. ..... Electrical ...................................................................................................................................................... X X X X
12.a.6. ..... Fire and smoke detection and suppression ................................................................................................ X X X X
12.a.7. ..... Flight controls (primary and secondary) ...................................................................................................... X X X X
12.a.8. ..... Fuel and oil, hydraulic and pneumatic ........................................................................................................ X X X X
12.a.9. ..... Landing gear ................................................................................................................................................ X X X X
12.a.10. ... Oxygen ........................................................................................................................................................ X X X X
12.a.11. ... Engine .......................................................................................................................................................... X X X X
12.a.12. ... Airborne radar .............................................................................................................................................. X X X X
12.a.13. ... Autopilot and Flight Director ........................................................................................................................ X X X X
12.a.14. ... Collision avoidance systems. (e.g., (E)GPWS, TCAS) ............................................................................... X X X X
12.a.15. ... Flight control computers including stability and control augmentation ....................................................... X X X X
12.a.16. ... Flight display systems ................................................................................................................................. X X X X
12.a.17. ... Flight management computers .................................................................................................................... X X X X
12.a.18. ... Head-up guidance, head-up displays .......................................................................................................... X X X X
12.a.19. ... Navigation systems ..................................................................................................................................... X X X X
12.a.20. ... Stall warning/avoidance ............................................................................................................................... X X X X
12.a.21. ... Wind shear avoidance equipment ............................................................................................................... X X X X
12.a.22. ... Automatic landing aids ................................................................................................................................ X X X X
12.b. ................ Airborne procedures

12.b.1. ..... Holding ......................................................................................................................................................... X X X X
12.b.2. ..... Air hazard avoidance (Traffic, Weather) ..................................................................................................... X X

Simulator level
No. A B C D
12.b.3. ..... Windshear. ................................................................................................................................................... X X
12.b.4. ..... Effects of airframe ice .................................................................................................................................. X X
12.c. ................ Engine shutdown and parking.
12.c.1. ...... Engine and systems operation .................................................................................................................... X X X X
12.c.2. ...... Parking brake operation .............................................................................................................................. X X X X
Table A3B [Reserved] Table A3D [Reserved] Table A3F [Reserved]

Table A3C [Reserved] Table A3E [Reserved]
TABLE A3G.— FUNCTIONS AND SUBJECTIVE TESTS

Simulator level
number A B C D
Functions in this table are subject to evaluation only if appropriate for the airplane and/or the system is installed on the
specific simular.
1. ............................ Simulator Power Switch(es) ........................................................................................................................ X X X X
2. ............................ Airplane conditions.
2.a. .................. Gross weight, center of gravity, fuel loading and allocation ....................................................................... X X X X
2.b. .................. Airplane systems status ............................................................................................................................... X X X X
2.c. .................. Ground crew functions (e.g., ext. power, push back) ................................................................................. X X X X
3. ............................ Airports.
3.a. .................. Number and selection .................................................................................................................................. X X X X
3.b. .................. Runway selection ........................................................................................................................................ X X X X
3.c. .................. Runway surface condition (e.g., rough, smooth, icy, wet) .......................................................................... X X
3.d. .................. Preset positions (e.g., ramp, gate, #1 for takeoff, takeoff position, over FAF) ........................................... X X X X
3.e. .................. Lighting controls .......................................................................................................................................... X X X X
4. ............................ Environmental controls.
4.a ................... Visibility (statute miles (kilometers)) ............................................................................................................ X X X X
4.b. .................. Runway visual range (in feet (meters)) ....................................................................................................... X X X X
4.c. .................. Temperature ................................................................................................................................................ X X X X
4.d. .................. Climate conditions (e.g., ice, snow, rain) .................................................................................................... X X X X
4.e. .................. Wind speed and direction ............................................................................................................................ X X X X
4.f. ................... Windshear .................................................................................................................................................... X X
4.g. .................. Clouds (base and tops) ............................................................................................................................... X X X X
5. ............................ Airplane system malfunctions (Inserting and deleting malfunctions into the simulator) ............................. X X X X
6. ............................ Locks, Freezes, and Repositioning
6.a. .................. Problem (all) freeze / release ...................................................................................................................... X X X X
TABLE A3G.— FUNCTIONS AND SUBJECTIVE TESTS—Continued

Simulator level
number A B C D
6.b. .................. Position (geographic) freeze/release ........................................................................................................... X X X X
6.c. .................. Repositioning (locations, freezes, and releases). ....................................................................................... X X X X
6.d. .................. Ground speed control .................................................................................................................................. X X X X
7. ............................ Remote IOS ................................................................................................................................................. X X X X
8. ............................ Sound Controls On/ off/ adjustment ............................................................................................................ X X X X
9. ............................ Motion / Control Loading System.
9.a. .................. On / off / emergency stop ............................................................................................................................ X X X X
9.b. .................. Crosstalk (motion response in a given degree of freedom not perceptible in other degrees of freedom) X X X X
9.c. .................. Smoothness (no perceptible ‘‘turn-around bump’’ as the direction of motion reverses with the simulator X X X X
being ‘‘flown’’ normally).
10. ................... Observer Seats / Stations. Position / Adjustment / Positive restraint system. ........................................... X X X X
lllllllllllllllllllll 2. Events (1) Batteries and Static Inverter.

a. Initial Conditions. (2) APU Start with Battery.
Begin Information (3) APU Shutdown using Fire Handle.
(1) Airport;
1. Introduction (2) QNH; (4) External Power Connection.
(3) Temperature; (5) APU Start with External Power.
a. The following is an example test
(4) Wind/Crosswind; (6) Abnormal APU Start/Operation.
schedule for an Initial/Upgrade evaluation d. Cockpit Checks.
that covers the majority of the requirements (5) Zero Fuel Weight/Fuel/Gross Weight/
Center of Gravity (1) Cockpit Preparation Checks.
set out in the Functions and Subjective test (2) FMC Programming.
b. Initial Checks.
requirements. It is not intended that the (3) Communications and Navigational Aids
(1) Documentation of Simulator.
schedule be followed line by line, rather, the (a) Simulator Acceptance Test Manuals. Checks.
example should be used as a guide for (b) Simulator Approval Test Guide. e. Engine Start.
preparing a schedule that is tailored to the (c) Technical Logbook Open Item List. (1) Before Start Checks.
airplane, sponsor, and training task. (d) Daily Functional Pre-flight Check. (2) Battery Start with Ground Air Supply
b. Functions and subjective tests should be (2) Documentation of User/Carrier Flight Unit.
planned. This information has been Logs. (3) Engine Crossbleed Start.
organized as a reference document with the (a) Simulator Operating/Instructor Manual. (4) Normal Engine Start.
considerations, methods, and evaluation (b) Difference List (Aircraft/Simulator). (5) Abnormal Engine Starts.
notes for each individual aspect of the (c) Flight Crew Operating Manuals. (6) Engine Idle Readings.
simulator task presented as an individual (d) Performance Data for Different Fields. (7) After Start Checks.
item. In this way the evaluator can design (e) Crew Training Manual. f. Taxi Checks.
their own test plan, using the appropriate (f) Normal/Abnormal/Emergency (1) Pushback/Powerback.
sections to provide guidance on method and Checklists. (2) Taxi Checks.
evaluation criteria. Two aspects should be (3) Simulator External Checks. (3) Ground Handling Check:
present in any test plan structure: (a) Appearance and Cleanliness. (a) Power required to initiate ground roll.
(1) An evaluation of the simulator to (b) Stairway/Access Bridge. (b) Thrust response.
determine that it replicates the aircraft and (c) Emergency Rope Ladders. (c) Nose Wheel and Pedal Steering.
performs reliably for an uninterrupted period (d) ‘‘Motion On’’/’’Flight in Progress’’ (d) Nosewheel Scuffing.
Lights. (e) Perform 180 degree turns.
equivalent to the length of a typical training
(4) Simulator Internal Checks. (f) Brakes Response and Differential
session.
(a) Cleaning/Disinfecting Towels (for Braking using Normal, Alternate and
(2) The simulator should be capable of
cleaning oxygen masks). Emergency.
operating reliably after the use of training (b) Cockpit Layout (compare with (g) Brake Systems.
device functions such as repositions or difference list). (h) Eye height and fore/aft position.
malfunctions. (5) Equipment. (4) Runway Roughness.
c. A detailed understanding of the training (a) Quick Donning Oxygen Masks. g. Visual Scene—Ground Assessment.
task will naturally lead to a list of objectives (b) Head Sets. (Select 3 different visual models and
that the simulator should meet. This list will (c) Smoke Goggles. perform the following checks with Day, Dusk
form the basis of the test plan. Additionally, (d) Sun Visors. and Night selected, as appropriate):
once the test plan has been formulated, the (e) Escape Rope. (1) Visual Controls.
initial conditions and the evaluation criteria (f) Chart Holders. (a) Daylight, Dusk, Night Scene Controls.
should be established. The evaluator should (g) Flashlights. (b) Cockpit ‘‘Daylight’’ ambient lighting.
consider all factors that may have an (h) Fire Extinguisher (inspection date). (c) Environment Light Controls.
influence on the characteristics observed (i) Crash Axe. (d) Runway Light Controls.
during particular training tasks in order to (j) Gear Pins. (e) Taxiway Light Controls.
make the test plan successful. c. Power Supply and APU Start Checks. (2) Scene Content.
(a) Ramp area for buildings, gates, (a) Controllable during windshear (7) Engine Relight.
airbridges, maintenance ground equipment, encounter. l. Descent.
parked aircraft. (b) Performance adequate when using Select one of the following test cases:
(b) Daylight shadows, night time light correct techniques. (1) Normal Descent Descend while
pools. (c) Windshear Indications satisfactory. maintaining recommended speed profile and
(c) Taxiways for correct markings, taxiway/ (d) Motion cues satisfactory (particularly note fuel, distance and time.
runway, marker boards, CAT I & II/III hold turbulence). (2) Cabin Depressurization/Emergency
points, taxiway shape/grass areas, taxiway (8) Normal Takeoff with Control Descent
light (positions and colors). Malfunction. m. Medium Altitude Checks.
(d) Runways for correct markings, lead-off (9) Low Visibility T/O (check the (Select one or several of the following test
lights, boards, runway slope, runway light following): cases)
positions, and colors, directionality of (a) Visual cues. (1) High Angle of Attack/Stall. Trim the
runway lights. (b) Flying by reference to instruments. aircraft at 1.4 Vs, establish 1 kt/sec2
(e) Airport environment for correct terrain (c) SID Guidance on LNAV. deceleration rate, and check the following—
and, significant features. i. Climb Performance. (a) System displays/operation satisfactory.
(f) Visual scene aliasing, color, and Select one or several of the following test (b) Handling characteristics satisfactory.
occulting levels. cases: (c) Stall and Stick shaker speed.
(3) Ground Traffic Selection. (1) Normal Climb—Climb while (d) Buffet characteristics and onset speed.
(4) Environment Effects. maintaining recommended speed profile and (e) Envelope limiting functions on
(a) Low cloud scene. note fuel, distance and time. Computer Controlled Airplanes.
(i) Rain: (2) Single Engine Climb—Trim aircraft in (Recover to straight and level flight and
(A) Runway surface scene. a zero wheel climb at V2. check the following:)
(B) Windshield wiper—operation and Note: Up to 5° bank towards the operating (f) Handling characteristics satisfactory.
sound. engine(s) is permissible. Climb for 3 minutes (2) Turning Flight.
(ii) Hail: and note fuel, distance, and time. Increase (Roll aircraft to left, establish a 30° to 45°
(A) Runway surface scene. speed toward en route climb speed and bank angle, and check the following:)
(B) Windshield wiper—operation and retract flaps. Climb for 3 minutes and note (a) Stick force required, satisfactory.
sound. fuel, distance, and time. (b) Wheel requirement to maintain bank
(b) Lightning/thunder. j. Systems Operation During Climb. angle.
(c) Snow/ice runway surface scene. Check normal operation and malfunctions (c) Slip ball response, satisfactory.
(d) Fog. as appropriate for the following systems: (d) Time to turn 180°.
h. Takeoff. (1) Air conditioning/Pressurization/ (Roll aircraft from 45° bank one way to 45°
(Select one or several of the following test Ventilation. bank the opposite direction while
cases): (2) Autoflight. maintaining altitude and airspeed—check the
(1) T/O Configuration Warnings. (3) Communications. following:)
(2) Engine Takeoff Readings. (4) Electrical. (e) Controllability during maneuver.
(3) Rejected Takeoff (Dry/Wet/Icy Runway) (5) Fuel. (3) Degraded flight controls.
and check the following: (6) Icing Systems. (4) Holding Procedure (check the
(a) Autobrake function. (7) Indicating and Recording systems. following:)
(b) Anti-skid operation. (8) Navigation/FMS. (a) FMC operation.
(c) Motion/visual effects during (9) Pneumatics. (b) Auto pilot auto thrust performance.
deceleration. k. Cruise Checks. (5) Storm Selection (check the following:)
(d) Record stopping distance (use runway (Select one or several of the following test (a) Weather radar controls.
plot or runway lights remaining). cases): (b) Weather radar operation.
(Continue taxiing along the runway while (1) Cruise Performance. (c) Visual scene corresponds with WXR
applying brakes and check the following). (2) High Speed/High Altitude Handling pattern.
(e) Center line lights alternating red/white (check the following): (Fly through storm center, and check the
for 2000 feet/600 meters. (a) Overspeed warning. following:)
(f) Center line lights all red for 1000 feet/ (b) High Speed buffet. (d) Aircraft enters cloud.
300 m. (c) Aircraft control satisfactory. (e) Aircraft encounters representative
(g) Runway end, red stop bars. (d) Envelope limiting functions on turbulence.
(h) Braking fade effect. Computer Controlled Airplanes. (f) Rain/hail sound effects evident.
(i) Brake temperature indications. (Reduce airspeed to below level flight (As aircraft leaves storm area, check the
(4) Engine Failure between VI and V2. buffet onset speed, start a turn, and check the following:)
(5) Normal Takeoff: following:) (g) Storm effects disappear.
(a) During ground roll check the following: (e) High Speed buffet increases with G (6) TCAS (check the following:)
(i) Runway rumble. loading. (a) Traffic appears on visual display.
(ii) Acceleration cues. (Reduce throttles to idle and start descent, (b) Traffic appears on TCAS display(s).
(iii) Groundspeed effects. deploy the speedbrake, and check the (As conflicting traffic approaches, take
(iv) Engine sounds. following:) relevant avoiding action, and check the
(v) Nosewheel and rudder pedal steering. (f) Speedbrake indications. following:)
(b) During and after rotation, check the (g) Symmetrical deployment. (c) Visual and TCAS system displays.
following: (h) Airframe buffet. n. Approach And Landing.
(i) Rotation characteristics. (i) Aircraft response hands off. Select one or several of the following test
(ii) Column force during rotation. (3) Yaw Damper Operation. cases while monitoring flight control and
(iii) Gear uplock sounds/bumps. (Switch off yaw dampers and autopilot. hydraulic systems for normal operation and
(iv) Effect of slat/flap retraction during Initiate a Dutch roll and check the following:) with malfunctions selected:
climbout. (a) Aircraft dynamics. (1) Flaps/Gear Normal Operation (Check
(6) Crosswind Takeoff (check the (b) Simulator motion effects. the following:)
following): (Switch on yaw dampers, re-initiate a (a) Time for extension/retraction.
(a) Tendency to turn into or out of the Dutch roll and check the following:) (b) Buffet characteristics.
wind. (c) Damped aircraft dynamics. (2) Normal Visual Approach and Landing.
(b) Tendency to lift upwind wing as (4) APU Operation. Fly a normal visual approach and
airspeed increases. (5) Engine Gravity Feed. landing—check the following:
(7) Windshear during Takeoff (check the (6) Engine Shutdown and Driftdown (a) Aircraft handling.
following): Check: FMC operation Aircraft performance. (b) Spoiler operation.
(c) Reverse thrust operation. (e) Motion cues. freeze when aircraft is 2 sm/3 km out and on
(d) Directional control on the ground. (f) Sound cues. the glide slope. Check the following:
(e) Touchdown cues for main and nose (12) CAT I Approach with Windshear. (5) Scene content.
wheel. Check the following: (a) Runway threshold lights.
(f) Visual cues. (a) Controllable during windshear (b) Touchdown zone lights. At 200 ft radio
(g) Motion cues. encounter. altitude and still on glide slope, select Flight
(h) Sound cues. (b) Performance adequate when using Freeze. Check the following:
(i) Brake and Anti-skid operation. correct techniques. (6) Scene content.
(3) Flaps/Gear Abnormal Operation or with (c) Windshear indications/warnings.
(a) Runway markings.
hydraulic malfunctions. (d) Motion cues (particularly turbulence).
Set the weather to Category I conditions
(4) Abnormal Wing Flaps/Slats Landing. (13) CAT II Approach and Automatic Go-
Around. and check the following:
(5) Manual Landing with Control
(14) CAT III Approach and Landing— (7) Scene content.
Malfunction.
System Malfunctions. (a) Visual ground segment.
(a) Aircraft handling.
(b) Aircraft handling. (15) CAT III Approach and Landing—1 Set the weather to Category II conditions,
(c) Radio Aids and instruments. Engine Inoperative. release Flight Freeze, re-select Flight Freeze
(d) Visual scene content and cues. (16) GPWS evaluation. at 100 feet radio altitude, and check the
(e) Motion cues. o. Visual Scene—In-Flight Assessment. following:
(f) Sound cues. Select three (3) different visual models and (8) Scene content.
(6) Non-precision Approach—All Engines perform the following checks with ‘‘day,’’ (a) Visual ground segment.
Operating. ‘‘dusk,’’ and ‘‘night’’ (as appropriate) Select night/dusk (twilight) conditions and
(a) Aircraft handling. selected. Reposition the aircraft at or below check the following:
(b) Aircraft handling. 2000 feet within 10 nm of the airfield. Fly the (9) Scene content.
(c) Radio Aids and instruments. aircraft around the airport environment and (a) Runway markings visible within
(d) Visual scene content and cues. assess control of the visual system and landing light lobes.
(e) Motion cues. evaluate the visual scene content as Set the weather to Category III conditions,
(f) Sound cues. described below: release Flight Freeze, re-select Flight Freeze
(7) Circling Approach. (1) Visual Controls. at 50 feet radio altitude and check the
(a) Aircraft handling. (a) Daylight, Dusk, Night Scene Controls.
following:
(b) Aircraft handling. (b) Cockpit ambient lighting during
(10) Scene content.
(c) Radio Aids and instruments. ‘‘daylight’’ conditions.
(c) Environment Light Controls. (a) Visual ground segment.
(d) Visual scene content and cues. Set WX to ‘‘missed approach’’ conditions,
(e) Motion cues. (d) Runway Light Controls.
(e) Taxiway Light Controls. release Flight Freeze, re-select Flight Freeze
(f) Sound cues. at 15 feet radio altitude, and check the
(f) Approach Light Controls.
(8) Non-precision Approach—One Engine following:
(2) Scene Content.
Inoperative. (11) Scene content.
(a) Airport environment for correct terrain
(a) Aircraft handling. (a) Visual ground segment.
and significant features.
(b) Aircraft handling. When on the ground, stop the aircraft. Set
(b) Runways for correct markings, runway
(c) Radio Aids and instruments. slope, directionality of runway lights. 0 feet RVR, ensure strobe/beacon lights are
(d) Visual scene content and cues. (c) Visual scene for aliasing, colour, and switched on and check the following:
(e) Motion cues. occulting. (12) Scene content.
(f) Sound cues. Reposition the aircraft to a long, final (a) Visual effect of strobe and beacon.
(9) One Engine Inoperative Go-around. approach for an ‘‘ILS runway.’’ Select flight Reposition to final approach, set weather to
(a) Aircraft handling. freeze when the aircraft is 5-statute miles ‘‘Clear,’’ continue approach for an automatic
(b) Aircraft handling. (sm)/8-kilometers (km) out and on the glide landing, and check the following:
(c) Radio Aids and instruments. slope. (13) Scene content.
(d) Visual scene content and cues. Check the following:
(e) Motion cues. (a) Visual cues during flare to assess sink
(3) Scene content. rate.
(f) Sound cues. (a) Airfield features.
(10) CAT I Approach and Landing with (b) Visual cues during flare to assess Depth
(b) Approach lights. perception.
raw-data ILS. (c) Runway definition.
(a) Aircraft handling. (c) Cockpit height above ground.
(d) Runway definition.
(b) Aircraft handling. p. After Landing Operations.
(e) Runway edge lights and VASI lights.
(c) Radio Aids and instruments. (f) Strobe lights. (1) After Landing Checks.
(d) Visual scene content and cues. Release flight freeze. Continue flying the (2) Taxi back to gate (Check the following:)
(e) Motion cues. approach with NP engaged. Select flight (a) Visual model satisfactory.
(f) Sound cues. freeze when aircraft is 3 sm/5 km out and on (b) Parking brake operation satisfactory.
(11) CAT I Approach and Landing with the glide slope. Check the following: (3) Shutdown Checks.
Limiting Crosswind. (4) Scene Content. q. Crash Function.
(a) Aircraft handling. (a) Runway centerline light. (1) Gear-up Crash.
(b) Aircraft handling. (b) Taxiway definition and lights. (2) Excessive rate of descent Crash.
(c) Radio Aids and instruments. Release flight freeze and continue flying (3) Excessive bank angle Crash.
(d) Visual scene content and cues. the approach with A/P engaged. Select flight BILLING CODE 491073–P
Attachment 4 to Appendix A to Part 60— Figure A4B—Attachment: FSTD Information Figure A4F—Sample Statement of
Sample Documents Form Qualification ‘‘ List of Qualified Tasks
Figure A4C—Sample Qualification Test Figure A4G—Sample Continuing
Table of Contents
Guide Cover Page Qualification Evaluation Requirements
Title of Sample Figure A4D—Sample Statement of Page
Figure A4A—Sample Letter, Request for Qualification—Certificate Figure A4H—Sample MQTG Index of
Initial, Upgrade, or Reinstatement Figure A4E—Sample Statement of Effective FSTD Directives
Evaluation Qualification—Configuration List BILLING CODE 4910–73–P
ER30OC06.002</GPH>
ER30OC06.003</GPH>
ER30OC06.004</GPH>
ER30OC06.005</GPH>
ER30OC06.006</GPH>
ER30OC06.007</GPH>
ER30OC06.008</GPH>
ER30OC06.009</GPH>
ER30OC06.010</GPH>
ER30OC06.011</GPH>
ER30OC06.012</GPH>
ER30OC06.013</GPH>
BILLING CODE 4910–73–C b. For simulators without windshear the windshear the pilot may identify its
Attachment 5 to Appendix A to Part 60— warning, caution, or guidance hardware in presence and apply the recommended
Simulator Qualification Requirements for the original equipment, the SOC must also procedures for escape from such a
Windshear Training Program Use state that the simulation of the added windshear.
hardware and/or software, including (1) If the intensity is lesser, the
1. Applicability associated cockpit displays and performance capability of the simulated
lllllllllllllllllllll annunciations, replicates the system(s) airplane in the windshear permits the pilot
installed in the airplane. The statement must to maintain a satisfactory flightpath; and
Begin QPS Requirements be accompanied by a block diagram depicting (2) If the intensity is greater, the
This attachment applies to all simulators, the input and output signal flow, and performance capability of the simulated
regardless of qualification level, that are used comparing the signal flow to the equipment airplane in the windshear does not permit
to satisfy the training requirements of an installed in the airplane. the pilot to maintain a satisfactory flightpath
FAA-approved low-altitude windshear flight (crash).
training program, or any FAA-approved
lllllllllllllllllllll Note: The means used to accomplish the
training program that addresses windshear
‘‘nonsurvivable’’ scenario of paragraph 3.b.(2)
encounters. 3. Models of this attachment, that involve operational
End QPS Requirements lllllllllllllllllllll elements of the simulated airplane, must
lllllllllllllllllllll reflect the dispatch limitations of the
Begin QPS Requirements airplane.
2. Statement of Compliance and Capability The windshear models installed in the c. Be available for use in the FAA-
(SOC) simulator software used for the qualification approved windshear flight training program.
lllllllllllllllllllll evaluation must do the following:
a. Provide cues necessary for recognizing End QPS Requirements
Begin QPS Requirements windshear onset and potential performance lllllllllllllllllllll
a. The sponsor must submit an SOC degradation requiring a pilot to initiate
confirming that the aerodynamic model is recovery procedures. The cues must include 4. Demonstrations
based on flight test data supplied by the all of the following, as may be appropriate for lllllllllllllllllllll
airplane manufacturer or other approved data the appropriate portion of the flight
envelope: Begin QPS Requirements
provider. The SOC must also confirm that
any change to environmental wind (1) Rapid airspeed change of at least ±15 a. The sponsor must identify one
parameters, including variances in those knots (kts). survivable takeoff windshear training model
parameters for windshear conditions, once (2) Stagnation of airspeed during the and one survivable approach windshear
inserted for computation, result in the correct takeoff roll. training model. The wind components of the
simulated performance. This statement must (3) Rapid vertical speed change of at least survivable models must be presented in
also include examples of environmental ±500 feet per minute (fpm). graphical format so that all components of
wind parameters currently evaluated in the (4) Rapid pitch change of at least ±5°. the windshear are shown, including
simulator (such as crosswind takeoffs, b. Be adjustable in intensity (or other initiation point, variance in magnitude, and
crosswind approaches, and crosswind parameter to achieve an intensity effect) to at time or distance correlations. The simulator
ER30OC06.014</GPH>
landings). least two (2) levels so that upon encountering must be operated at the same gross weight,
airplane configuration, and initial airspeed in b. A simulator windshear evaluation will (NSPM), is responsible for the development,
all of the following situations: be scheduled in accordance with normal application, and implementation of the
(1) Takeoff—through calm air. procedures. Recurrent evaluation schedules standards contained within this appendix.
(2) Takeoff—through the first selected will be used to the maximum extent possible. The procedures and criteria specified in this
survivable windshear. c. During the on-site evaluation, the appendix will be used by the NSPM, or a
(3) Approach—through calm air. evaluator will ask the operator to run the person or persons assigned by the NSPM
(4) Approach—through the second selected performance tests and record the results. The when conducting airplane FTD evaluations.
survivable windshear. results of these on-site tests will be compared
b. In each of these four situations, at an to those results previously approved and Table of Contents
‘‘initiation point’’ (i.e., where windshear placed in the QTG or MQTG, as appropriate. 1. Introduction
onset is or should be recognized), the d. QTGs for new (or MQTGs for upgraded) 2. Applicability (§ 60.1) and Applicability of
recommended procedures for windshear simulators must contain or reference the sponsor rules to persons who are not
recovery are applied and the results are information described in paragraphs 2, 3, 4, sponsors and who are engaged in certain
recorded as specified in paragraph 5 of this and 5 of this attachment. unauthorized activities (§ 60.2)
attachment.
End QPS Requirements 3. Definitions (60.3)
c. These recordings are made without
lllllllllllllllllllll 4. Qualification Performance Standards
inserting programmed random turbulence.
Turbulence that results from the windshear (§ 60.4)
8. Subjective Evaluation 5. Quality Management System (§ 60.5)
model is to be expected, and no attempt may
be made to neutralize turbulence from this lllllllllllllllllllll 6. Sponsor Qualification Requirements
source. (§ 60.7)
Begin Information 7. Additional Responsibilities of the Sponsor
d. The definition of the models and the
results of the demonstrations of all four (4) The NSPM will fly the simulator in at least (§ 60.9)
cases described in paragraph 4.a of this two of the available windshear scenarios to 8. FSTD Use (§ 60.11)
attachment, must be made a part of the subjectively evaluate simulator performance 9. FSTD Objective Data Requirements
MQTG. as it encounters the programmed windshear (§ 60.13)
conditions. 10. Special Equipment and Personnel
End QPS Requirements a. One scenario will include parameters Requirements for Qualification of the FTD
lllllllllllllllllllll that enable the pilot to maintain a (§ 60.14)
satisfactory flightpath. 11. Initial (and Upgrade) Qualification
5. Recording Parameters b. One scenario will include parameters
Requirements (§ 60.15)
lllllllllllllllllllll that will not enable the pilot to maintain a
12. Additional Qualifications for Currently
satisfactory flightpath (crash).
Begin QPS Requirements Qualified FTDs (§ 60.16)
c. Other scenarios may be examined at the
NSPM’s discretion. 13. Previously Qualified FTDs (§ 60.17)
a. In each of the four MQTG cases, an
14. Inspection, Continuing Qualification
electronic recording (time history) must be End Information Evaluation, and Maintenance
made of the following parameters:
(1) Indicated or calibrated airspeed. lllllllllllllllllllll Requirements (§ 60.19)
(2) Indicated vertical speed. 15. Logging FTD Discrepancies (§ 60.20)
9. Qualification Basis 16. Interim Qualification of FTDs for New
(3) Pitch attitude.
(4) Indicated or radio altitude. lllllllllllllllllllll Airplane Types or Models (§ 60.21)
(5) Angle of attack. 17. Modifications to FTDs (§ 60.23)
Begin Information
(6) Elevator position. 18. Operations With Missing,
The addition of windshear programming to Malfunctioning, or Inoperative
(7) Engine data (thrust, N1, or throttle
a simulator in order to comply with the Components (§ 60.25)
position).
qualification for required windshear training 19. Automatic Loss of Qualification and
(8) Wind magnitudes (simple windshear does not change the original qualification
model assumed). Procedures for Restoration of
basis of the simulator.
b. These recordings must be initiated at Qualification (§ 60.27)
least 10 seconds prior to the initiation point, End Information 20. Other Losses of Qualification and
and continued until recovery is complete or lllllllllllllllllllll Procedures for Restoration of
ground contact is made. Qualification (§ 60.29)
10. Demonstration Repeatability 21. Record Keeping and Reporting (§ 60.31)
lllllllllllllllllllll 22. Applications, Logbooks, Reports, and
lllllllllllllllllllll Records: Fraud, Falsification, or
Begin Information Incorrect Statements (§ 60.33)
6. Equipment Installation and Operation
For the purposes of demonstration 23. [Reserved]
lllllllllllllllllllll repeatability, it is recommended that the 24. Levels of FTD
Begin QPS Requirements simulator be flown by means of the 25. FSTD Qualification on the Basis of a
simulator’s autodrive function (for those Bilateral Aviation Safety Agreement
All windshear warning, caution, or simulators that have autodrive capability)
guidance hardware installed in the simulator (BASA) (§ 60.37)
during the demonstrations. Attachment 1 to Appendix B to Part 60—
must operate as it operates in the airplane.
For example, if a rapidly changing wind End Information General FTD Requirements
speed and/or direction would have caused a Attachment 2 to Appendix B to Part 60—
lllllllllllllllllllll Flight Training Device (FTD) Objective
windshear warning in the airplane, the
simulator must respond equivalently without Appendix B to Part 60—Qualification Tests
instructor/evaluator intervention. Performance Standards for Airplane Attachment 3 to Appendix B to Part 60—
Flight Training Device (FTD) Subjective
End QPS Requirements Flight Training Devices
Evaluation
lllllllllllllllllllll lllllllllllllllllllll Attachment 4 to Appendix B to Part 60—
Sample Documents
7. Qualification Test Guide Begin Information
lllllllllllllllllllll This appendix establishes the standards for End Information

Airplane Flight Training Device (FTD) lllllllllllllllllllll
Begin QPS Requirements evaluation and qualification at Level 4, Level
a. All QTG material must be forwarded to 5, or Level 6. The Flight Standards Service, 1. Introduction
the NSPM. National Simulator Program Manager lllllllllllllllllllll
Begin Information AIM is on the internet at http://www.faa.gov/ (ii) A device qualified on or after October
a. This appendix contains background atpubs. 30, 2007 will be required to undergo an
information as well as regulatory and initial or upgrade evaluation in accordance
End Information
informative material as described later in this with § 60.15. Once the initial or upgrade
lllllllllllllllllllll evaluation is complete, the first continuing
section. To assist the reader in determining
what areas are required and what areas are 2. Applicability (§§ 60.1 & 60.2) qualification evaluation will be conducted
permissive, the text in this appendix is within 6 months. The 12 month continuing
There is no additional regulatory or qualification evaluation cycle begins on that
divided into two sections: ‘‘QPS informational material that applies to § 60.1,
Requirements’’ and ‘‘Information.’’ The QPS date and continues for each subsequent 12-
Applicability, or to § 60.2, Applicability of month period.
Requirements sections contain details sponsor rules to person who are not sponsors
regarding compliance with the part 60 rule (b) There is no minimum number of hours
and who are engaged in certain unauthorized of FTD use required.
language. These details are regulatory, but are activities.
found only in this appendix. The Information (c) The identification of the specific FTD
sections contain material that is advisory in 3. Definitions (§ 60.3) may change from one 12-month period to the
nature, and designed to give the user general next 12-month period as long as that sponsor
lllllllllllllllllllll sponsors and uses at least one FTD at least
information about the regulation.
b. Related Reading References. Begin Information once during the prescribed period.
(1) 14 CFR part 60. See appendix F of this part for a list of (2) Example Two.
(2) 14 CFR part 61. definitions and abbreviations from part 1, (a) A sponsor sponsors an additional
(3) 14 CFR part 63. part 60, and the QPS appendices of part 60. number of FTDs, in its facility or elsewhere.
(4) 14 CFR part 119. Each additionally sponsored FTD must be—
(5) 14 CFR part 121. End Information (i) Used by the sponsor in the sponsor’s
(6) 14 CFR part 125. lllllllllllllllllllll FAA-approved flight training program for the
(7) 14 CFR part 135. airplane simulated (as described in
4. Qualification Performance Standards § 60.7(d)(1));
(8) 14 CFR part 141.
(§ 60.4) OR
(9) 14 CFR part 142.
(10) Advisory Circular (AC) 120–28C, There is no additional regulatory or (ii) Used by another FAA certificate holder
Criteria for Approval of Category III Landing informational material that applies to § 60.4, in that other certificate holder’s FAA-
Weather Minima. Qualification Performance Standards. approved flight training program for the
(11) AC 120–29, Criteria for Approving airplane simulated (as described in
5. Quality Management System (§ 60.5) § 60.7(d)(1)). This 12-month period is
Category I and Category II Landing Minima
for part 121 operators. lllllllllllllllllllll established in the same manner as in
(12) AC 120–35B, Line Operational example one.
Begin Information
Simulations: Line-Oriented Flight Training, OR
Special Purpose Operational Training, Line Additional regulatory material and (iii) Provided a statement each year from a
Operational Evaluation. informational material regarding Quality qualified pilot, (after having flown the
(13) AC 120–41, Criteria for Operational Management Systems for FTDs may be found airplane, not the subject FTD or another FTD,
Approval of Airborne Wind Shear Alerting in appendix E of this part. during the preceding 12-month period)
and Flight Guidance Systems. End Information stating that the subject FTD’s performance
(14) AC 120–57A, Surface Movement and handling qualities represent the airplane
lllllllllllllllllllll (as described in § 60.7(d)(2)). This statement
Guidance and Control System (SMGS).
(15) AC 150/5300–13, Airport Design. 6. Sponsor Qualification Requirements is provided at least once in each 12-month
(16) AC 150/5340–1G, Standards for (§ 60.7) period established in the same manner as in
Airport Markings. example one.
(17) AC 150/5340–4C, Installation Details (b) There is no minimum number of hours
for Runway Centerline Touchdown Zone Begin Information of FTD use required.
Lighting Systems. a. The intent of the language in § 60.7(b) is (3) Example Three.
(18) AC 150/5340–19, Taxiway Centerline to have a specific FTD, identified by the (a) A sponsor in New York (in this
Lighting System. sponsor, used at least once in an FAA- example, a Part 142 certificate holder)
(19) AC 150/5340–24, Runway and approved flight training program for the establishes ‘‘satellite’’ training centers in
Taxiway Edge Lighting System. airplane simulated during the 12-month Chicago and Moscow.
(20) AC 150/5345–28D, Precision period described. The identification of the (b) The satellite function means that the
Approach Path Indicator (PAPI) Systems. specific FTD may change from one 12-month Chicago and Moscow centers must operate
(21) International Air Transport period to the next 12-month period as long under the New York center’s certificate (in
Association document, ‘‘Flight Simulator as that sponsor sponsors and uses at least one accordance with all of the New York center’s
Design and Performance Data Requirements,’’ FTD at least once during the prescribed practices, procedures, and policies; e.g.,
as amended. period. There is no minimum number of instructor and/or technician training/
(22) AC 25–7, as amended, Flight Test hours or minimum FTD periods required. checking requirements, recordkeeping, QMS
Guide for Certification of Transport Category b. The following examples describe program).
Airplanes. acceptable operational practices: (c) All of the FTDs in the Chicago and
(23) AC 23–8A, as amended, Flight Test (1) Example One. Moscow centers could be dry-leased (i.e., the
Guide for Certification of Part 23 Airplanes. (a) A sponsor is sponsoring a single, certificate holder does not have and use
(24) International Civil Aviation specific FTD for its own use, in its own FAA-approved flight training programs for
Organization (ICAO) Manual of Criteria for facility or elsewhere—this single FTD forms the FTDs in the Chicago and Moscow
the Qualification of Flight Simulators, as the basis for the sponsorship. The sponsor centers) because—
amended. uses that FTD at least once in each 12-month (i) Each FTD in the Chicago center and
(25) Airplane Flight Simulator Evaluation period in that sponsor’s FAA-approved flight each FTD in the Moscow center is used at
Handbook, Volume I, as amended and training program for the airplane simulated. least once each 12-month period by another
Volume II, as amended, The Royal This 12-month period is established FAA certificate holder in that other
Aeronautical Society, London, UK. according to the following schedule: certificate holder’s FAA-approved flight
(26) FAA Publication FAA–S–8081 series (i) If the FTD was qualified prior to October training program for the airplane (as
(Practical Test Standards for Airline 30, 2007 the 12-month period begins on the described in § 60.7(d)(1));
Transport Pilot Certificate, Type Ratings, date of the first continuing qualification OR
Commercial Pilot, and Instrument Ratings). evaluation conducted in accordance with (ii) A statement is obtained from a
(27) The FAA Aeronautical Information § 60.19 after October 30, 2007 and continues qualified pilot (having flown the airplane,
Manual (AIM). An electronic version of the for each subsequent 12-month period; not the subject FTD or another FTD during
the preceding 12-month period) stating that (5) Without alteration, adjustments, or bias; data supplier not previously experienced in
the performance and handling qualities of however the data may be re-scaled, digitized, this area review the data necessary for
each FTD in the Chicago and Moscow centers or otherwise manipulated to fit the desired programming and for validating the
represents the airplane (as described in presentation. performance of the FTD and discuss the
§ 60.7(d)(2)). c. After completion of any additional flight flight test plan anticipated for acquiring such
test, a flight test report must be submitted in data with the NSPM well in advance of
End Information
support of the validation data. The report commencing the flight tests.
lllllllllllllllllllll must contain sufficient data and rationale to h. In those cases where the objective test
7. Additional Responsibilities of the Sponsor support qualification of the FTD at the level results authorize a ‘‘snapshot test’’ or a
(§ 60.9) requested. ‘‘series of snapshot tests’’ results in lieu of a
d. As required by § 60.13(f), the sponsor time-history result, Attachment 2 requires the
lllllllllllllllllllll must notify the NSPM when it becomes sponsor or other data provider to ensure that
Begin Information aware that an addition to or a revision of the a steady state condition exists at the instant
flight related data or airplane systems related of time captured by the ‘‘snapshot.’’ This is
The phrase ‘‘as soon as practicable’’ in data is available if this data is used to
§ 60.9(a) means without unnecessarily often verified by showing that a steady state
program and operate a qualified FTD. The condition existed from some period of time
disrupting or delaying beyond a reasonable
data referred to in this sub-section are those during which the snap shot is taken. The
time the training, evaluation, or experience
data that are used to validate the time period most frequently used is 5
being conducted in the FSTD.
performance, handling qualities, or other seconds prior through 2 seconds following
End Information characteristics of the aircraft, including data the instant of time captured by the snap shot.
lllllllllllllllllllll related to any relevant changes occurring This paragraph is primarily addressing the
after the type certification is issued. This source data and the method by which the
8. FSTD Use (§ 60.11) notification must be made within 10 working data provider ensures that the steady state
There is no additional regulatory or days. condition for the snap shot is representative.
informational material that applies to § 60.11, End QPS Requirements i. The NSPM will consider, on a case-by-
FSTD use. case basis, whether or not to approve
lllllllllllllllllllll supplemental validation data derived from
9. FTD Objective Data Requirements
Begin Information flight data recording systems such as a Quick
(§ 60.13)
Access Recorder or Flight Data Recorder.
lllllllllllllllllllll e. The FTD sponsor is encouraged to
maintain a liaison with the manufacturer of End Information
Begin QPS Requirements the aircraft being simulated (or with the
a. Flight test data used to validate FTD holder of the aircraft type certificate for the
performance and handling qualities must aircraft being simulated if the manufacturer 10. Special Equipment and Personnel
have been gathered in accordance with a is no longer in business), and if appropriate, Requirements for Qualification of the FTD
flight test program containing the following: with the person having supplied the aircraft (§ 60.14)
(1) A flight test plan consisting of: data package for the FTD in order to facilitate lllllllllllllllllllll
(a) The maneuvers and procedures the notification described in this paragraph.
required for aircraft certification and f. It is the intent of the NSPM that for new Begin Information
simulation programming and validation. aircraft entering service, at a point well in a. In the event that the NSPM determines
(b) For each maneuver or procedure— advance of preparation of the Qualification that special equipment or specifically
(i) The procedures and control input the Test Guide (QTG), the sponsor should submit qualified persons will be required to conduct
flight test pilot and/or engineer used. to the NSPM for approval, a descriptive an evaluation, the NSPM will make every
(ii) The atmospheric and environmental document (a validation data roadmap) attempt to notify the sponsor at least one (1)
conditions. containing the plan for acquiring the week, but in no case less than 72 hours, in
(iii) The initial flight conditions. validation data, including data sources. This advance of the evaluation. Examples of
(iv) The airplane configuration, including document should clearly identify sources of special equipment include flight control
weight and center of gravity. data for all required tests, a description of the measurement devices, accelerometers, or
(v) The data to be gathered. validity of these data for a specific engine oscilloscopes. Examples of specially
(vi) All other information necessary to type and thrust rating configuration, and the qualified personnel include individuals
recreate the flight test conditions in the FTD. revision levels of all avionics affecting the specifically qualified to install or use any
(2) Appropriately qualified flight test performance or flying qualities of the aircraft. special equipment when its use is required.
personnel. Additionally, this document should provide b. Examples of a special evaluation include
(3) An understanding of the accuracy of the other information such as the rationale or an evaluation conducted after an FTD is
data to be gathered using appropriate explanation for cases where data or data moved; at the request of the TPAA; or as a
alternative data sources, procedures, and parameters are missing, instances where result of comments received from FTD users
instrumentation that is traceable to a engineering simulation data are used, or that raise questions regarding the continued
recognized standard as described in where flight test methods require further qualification or use of the FTD.
Attachment 2, Table B2F. explanations. It should also provide a brief
(4) Appropriate and sufficient data narrative describing the cause and effect of End Information
acquisition equipment or system(s), any deviation from data requirements. The lllllllllllllllllllll
including appropriate data reduction and aircraft manufacturer may provide this
analysis methods and techniques, as would document. 11. Initial (and Upgrade) Qualification
be acceptable to the FAA’s Aircraft g. There is no requirement for any flight Requirements (§ 60.15)
Certification Service. test data supplier to submit a flight test plan lllllllllllllllllllll
b. The data, regardless of source, must be or program prior to gathering flight test data.
presented: However, the NSPM notes that inexperienced Begin QPS Requirement
(1) In a format that supports the FTD data gatherers often provide data that is a. In order to be qualified at a particular
validation process; irrelevant, improperly marked, lacking qualification level, the FTD must:
(2) In a manner that is clearly readable and adequate justification for selection. Other (1) Meet the general requirements listed in
annotated correctly and completely; problems include inadequate information Attachment 1;
(3) With resolution sufficient to determine regarding initial conditions or test (2) Meet the objective testing requirements
compliance with the tolerances set forth in maneuvers. The NSPM has been forced to listed in Attachment 2 (Level 4 FTDs do not
Attachment 2, Table B2A appendix. refuse these data submissions as validation require objective tests); and
(4) With any necessary guidance data for an FTD evaluation. It is for this (3) Satisfactorily accomplish the subjective
information provided; and reason that the NSPM recommends that any tests listed in Attachment 3.
b. The request described in § 60.15(a) must (d) The engine model(s) and its data g. The form and manner of presentation of
include all of the following: revision number or reference. objective test results in the QTG must
(1) A statement that the FTD meets all of (e) The flight control data revision number include the following:
the applicable provisions of this part and all or reference. (1) The sponsor’s FTD test results must be
applicable provisions of the QPS. (f) The flight management system recorded in a manner acceptable to the
(2) A confirmation that the sponsor will identification and revision level. NSPM, that allows easy comparison of the
forward to the NSPM the statement described (g) The FTD model and manufacturer. FTD test results to the validation data (e.g.,
in § 60.15(b) in such time as to be received (h) The date of FTD manufacture. use of a multi-channel recorder, line printer,
no later than 5 business days prior to the (i) The FTD computer identification. cross plotting, overlays, transparencies).
scheduled evaluation and may be forwarded (j) The visual system model and (2) FTD results must be labeled using
to the NSPM via traditional or electronic manufacturer, including display type. terminology common to airplane parameters
means. (k) The motion system type and as opposed to computer software
(3) Except for a Level 4 FTD, a qualification manufacturer, including degrees of freedom. identifications.
test guide (QTG), acceptable to the NSPM, (4) A Table of Contents. (3) Validation data documents included in
that includes all of the following: (5) A log of revisions and a list of effective a QTG may be photographically reduced only
(a) Objective data obtained from aircraft pages. if such reduction will not alter the graphic
testing or another approved source. (6) List of all relevant data references. scaling or cause difficulties in scale
(b) Correlating objective test results (7) A glossary of terms and symbols used interpretation or resolution.
obtained from the performance of the FTD as (including sign conventions and units). (4) Scaling on graphical presentations must
prescribed in the applicable QPS. (8) Statements of compliance and provide the resolution necessary to evaluate
(c) The result of FTD subjective tests the parameters shown in Attachment 2, Table
capability (SOCs) with certain requirements.
prescribed in the applicable QPS. B2A of this appendix.
SOCs must provide references to the sources
(d) A description of the equipment (5) Tests involving time histories, data
of information that show the capability of the
necessary to perform the evaluation for initial sheets (or transparencies thereof) and FTD
FTD to comply with the requirement, a
qualification and the continuing qualification test results must be clearly marked with
rationale explaining how the referenced
evaluations. appropriate reference points to ensure an
material is used, mathematical equations and
c. The QTG described in paragraph a(3) of accurate comparison between FTD and
parameter values used, and the conclusions
this section, must provide the documented airplane with respect to time. Time histories
reached; i.e., that the FTD complies with the
proof of compliance with the FTD objective recorded via a line printer are to be clearly
requirement. Refer to the ‘‘General FTD
tests in Attachment 2,Table B2A of this identified for cross-plotting on the airplane
Requirements’’ column, Table B1A, in
appendix. data. Over-plots must not obscure the
Attachment 1, or in the ‘‘Alternative Data
d. The QTG is prepared and submitted by reference data.
the sponsor, or the sponsor’s agent on behalf Sources, Procedures, and Instrumentation’’ h. The sponsor may elect to complete the
of the sponsor, to the NSPM for review and column, Table B2F, in Attachment 2, to see QTG objective and subjective tests at the
approval, and must include, for each when SOCs are required. manufacturer’s facility or at the sponsor’s
objective test: (9) Recording procedures or equipment training facility. If the tests are conducted at
(1) Parameters, tolerances, and flight required to accomplish the objective tests. the manufacturer’s facility, the sponsor must
conditions; (10) The following information for each repeat at least one-third of the tests at the
(2) Pertinent and complete instructions for objective test designated in Attachment 2, as sponsor’s training facility in order to
conducting automatic and manual tests; applicable to the qualification level sought: substantiate FTD performance. The QTG
(3) A means of comparing the FTD test (a) Name of the test. must be clearly annotated to indicate when
results to the objective data; (b) Objective of the test. and where each test was accomplished. Tests
(4) Any other information as necessary to (c) Initial conditions. conducted at the manufacturer’s facility and
assist in the evaluation of the test results; (d) Manual test procedures. at the sponsor’s training facility must be
(5) Other information appropriate to the (e) Automatic test procedures (if conducted after the FTD is assembled with
qualification level of the FTD. applicable). systems and sub-systems functional and
e. The QTG described in paragraphs (a)(3) (f) Method for evaluating FTD objective test operating in an interactive manner. The test
and (b) of this section, must include the results. results must be submitted to the NSPM.
following: (g) List of all relevant parameters driven or i. The sponsor must maintain a copy of the
(1) A QTG cover page with sponsor and constrained during the automatic test(s). MQTG at the FTD location.
FAA approval signature blocks (see (h) List of all relevant parameters driven or j. All FTDs for which the initial
Attachment 4, Figure B4C, for a sample QTG constrained during the manual test(s). qualification is conducted after October 30,
cover page). (i) Tolerances for relevant parameters. 2013 must have an electronic MQTG
(2) A continuing qualification evaluation (j) Source of Validation Data (document (eMQTG) including all objective data
requirements page. This page will be used by and page number). obtained from airplane testing, or another
the NSPM to establish and record the (k) Copy of the Validation Data (if located approved source (reformatted or digitized),
frequency with which continuing in a separate binder, a cross reference for the together with correlating objective test results
qualification evaluations must be conducted identification and page number for pertinent obtained from the performance of the FTD
and any subsequent changes that may be data location must be provided). (reformatted or digitized) as prescribed in
determined by the NSPM in accordance with (l) FTD Objective Test Results as obtained this appendix. The eMQTG must also contain
§ 60.19. See Attachment 4, Figure B4G, for a by the sponsor. Each test result must reflect the general FTD performance or
sample Continuing Qualification Evaluation the date completed and must be clearly demonstration results (reformatted or
Requirements page. labeled as a product of the device being digitized) prescribed in this appendix, and a
(3) An FTD information page that provides tested. description of the equipment necessary to
the information listed in this paragraph, if f. A convertible FTD is addressed as a perform the initial qualification evaluation
applicable (see Attachment 4, Figure B4B, for separate FTD for each model and series and the continuing qualification evaluations.
a sample FTD information page). For airplane to which it will be converted and for The eMQTG must include the original
convertible FTDs, the sponsor must submit a the FAA qualification level sought. The validation data used to validate FTD
separate page for each configuration of the NSPM will conduct an evaluation for each performance and handling qualities in either
FTD. configuration. If a sponsor seeks qualification the original digitized format from the data
(a) The sponsor’s FTD identification for two or more models of an airplane type supplier or an electronic scan of the original
number or code. using a convertible FTD, the sponsor must time-history plots that were provided by the
(b) The airplane model and series being provide a QTG for each airplane model, or a data supplier. A copy of the eMQTG must be
simulated. supplemented QTG for each airplane model. provided to the NSPM.
(c) The aerodynamic data revision number The NSPM will conduct evaluations for each k. All other FTDs (not covered in
or reference. airplane model. subparagraph ‘‘j’’) must have an electronic
copy of the MQTG by and after October 30, (2) Subjective tests provide a basis for: 6 months in advance. However, there may be
2013. A copy of the eMQTG must be (a) Evaluating the capability of the FTD to a delay of 45 days or more in rescheduling
provided to the NSPM. This may be provided perform over a typical utilization period; and completing the evaluation if the sponsor
by an electronic scan presented in a Portable (b) Determining that the FTD satisfactorily is unable to meet the scheduled date. See
Document File (PDF), or similar format simulates each required task; Attachment 4, Figure B4A, Sample Request
acceptable to the NSPM. (c) Verifying correct operation of the FTD for Initial, Upgrade, or Reinstatement
controls, instruments, and systems; and Evaluation.
(d) Demonstrating compliance with the t. The numbering system used for objective
lllllllllllllllllllll requirements of this part. test results in the QTG should closely follow
Begin Information o. The tolerances for the test parameters the numbering system set out in Attachment
listed in Attachment 2 of this appendix 2, FTD Objective Tests, Table B2A.
l. Only those FTDs that are sponsored by reflect the range of tolerances acceptable to u. Contact the NSPM or visit the NSPM
a certificate holder as defined in appendix F the NSPM for FTD validation and are not to Web site for additional information regarding
will be evaluated by the NSPM. However, be confused with design tolerances specified the preferred qualifications of pilots used to
other FTD evaluations may be conducted on for FTD manufacture. In making decisions meet the requirements of § 60.15(d).
a case-by-case basis as the Administrator regarding tests and test results, the NSPM v. Examples of the exclusions for which
deems appropriate, but only in accordance relies on the use of operational and the FTD might not have been subjectively
with applicable agreements. engineering judgment in the application of tested by the sponsor or the NSPM and for
m. The NSPM will conduct an evaluation data (including consideration of the way in which qualification might not be sought or
for each configuration, and each FTD must be which the flight test was flown and way the granted, as described in § 60.15(g)(6), include
evaluated as completely as possible. To data was gathered and applied) data engine out maneuvers or circling approaches.
ensure a thorough and uniform evaluation, presentations, and the applicable tolerances
each FTD is subjected to the general FTD End Information
for each test.
requirements in Attachment 1, the objective p. In addition to the scheduled continuing lllllllllllllllllllll
tests listed in Attachment 2, and the qualification evaluation, each FTD is subject
subjective tests listed in Attachment 3 of this 12. Additional Qualifications for Currently
to evaluations conducted by the NSPM at any Qualified FTDs (§ 60.16)
appendix. The evaluations described herein time without prior notification to the
will include, but not necessarily be limited There is no additional regulatory or
sponsor. Such evaluations would be
to the following: informational material that applies to § 60.16,
accomplished in a normal manner (i.e.,
(1) Airplane responses, including Additional Qualifications for a Currently
requiring exclusive use of the FTD for the
longitudinal and lateral-directional control Qualified FTD.
conduct of objective and subjective tests and
responses (see Attachment 2 of this
an examination of functions) if the FTD is not 13. Previously Qualified FTDs (§ 60.17)
appendix);
being used for flight crewmember training,
(2) Performance in authorized portions of
testing, or checking. However, if the FTD lllllllllllllllllllll
the simulated airplane’s operating envelope,
were being used, the evaluation would be Begin QPS Requirements
to include tasks evaluated by the NSPM in
conducted in a non-exclusive manner. This a. In instances where a sponsor plans to
the areas of surface operations, takeoff, climb,
cruise, descent, approach and landing, as non-exclusive evaluation will be conducted remove an FTD from active status for a
well as abnormal and emergency operations by the FTD evaluator accompanying the period of less than two years, the following
(see Attachment 2 of this appendix); check airman, instructor, Aircrew Program procedures apply:
(3) Control checks (see Attachment 1 and Designee (APD), or FAA inspector aboard the (1) The NSPM must be notified in writing
Attachment 2 of this appendix); FTD along with the student(s) and observing and the notification must include an estimate
(4) Cockpit configuration (see Attachment the operation of the FTD during the training, of the period that the FTD will be inactive;
1 of this appendix); testing, or checking activities. (2) Continuing Qualification evaluations
(5) Pilot, flight engineer, and instructor q. Problems with objective test results are will not be scheduled during the inactive
station functions checks (see Attachment 1 handled as follows: period;
and Attachment 3 of this appendix); (1) If a problem with an objective test result (3) The NSPM will remove the FTD from
(6) Airplane systems and sub-systems (as is detected by the NSP evaluation team the list of qualified FSTDs on a mutually
appropriate) as compared to the airplane during an evaluation, the test may be established date not later than the date on
simulated (see attachment 1 and attachment repeated or the QTG may be amended. which the first missed continuing
3 of this appendix); (2) If it is determined that the results of an qualification evaluation would have been
(7) FTD systems and sub-systems, objective test do not support the qualification scheduled;
including force cueing (motion), visual, and level requested but do support a lower level, (4) Before the FTD is restored to qualified
aural (sound) systems, as appropriate (see the NSPM may qualify the FTD at a lower status, it must be evaluated by the NSPM.
Attachment 1 and Attachment 2 of this level. For example, if a Level 6 evaluation is The evaluation content and the time required
appendix); and requested, but the FTD fails to meet the spiral to accomplish the evaluation is based on the
(8) Certain additional requirements, stability test tolerances, it could be qualified number of continuing qualification
depending upon the qualification level at Level 5. evaluations and sponsor-conducted quarterly
sought, including equipment or r. After an FTD is successfully evaluated, inspections missed during the period of
circumstances that may become hazardous to the NSPM issues a statement of qualification inactivity.
the occupants. The sponsor may be subject to (SOQ) to the sponsor, The NSPM (5) The sponsor must notify the NSPM of
Occupational Safety and Health recommends the FTD to the TPAA, who will any changes to the original scheduled time
Administration requirements. approve the FTD for use in a flight training out of service;
n. The NSPM administers the objective and program. The SOQ will be issued at the b. FTDs qualified prior to October 30, 2007,
subjective tests, which includes an satisfactory conclusion of the initial or are not required to meet the general FTD
examination of functions. The tests include continuing qualification. However, it is the requirements, the objective test requirements,
a qualitative assessment of the FTD by an sponsor’s responsibility to obtain TPAA and the subjective test requirements of
NSP pilot. The NSP evaluation team leader approval prior to using the FTD in an FAA- Attachments 1, 2, and 3, respectively, of this
may assign other qualified personnel to assist approved flight training program. appendix.
in accomplishing the functions examination s. Under normal circumstances, the NSPM c. [Reserved]
and/or the objective and subjective tests establishes a date for the initial or upgrade
performed during an evaluation when evaluation within ten (10) working days after End QPS Requirements
required. determining that a complete QTG is lllllllllllllllllllll

(1) Objective tests provide a basis for acceptable. Unusual circumstances may
measuring and evaluating FTD performance warrant establishing an evaluation date Begin Information
and determining compliance with the before this determination is made. A sponsor d. Other certificate holders or persons
requirements of this part. may schedule an evaluation date as early as desiring to use an FTD may contract with
FTD sponsors to use FTDs previously Begin QPS Requirement NSPM-conducted continuing qualification
qualified at a particular level for an airplane a. The sponsor must conduct a minimum evaluations for each FTD is typically 12
type and approved for use within an FAA- of four evenly spaced inspections throughout months. However, the establishment and
approved flight training program. Such FTDs the year. The objective test sequence and satisfactory implementation of an approved
are not required to undergo an additional content of each inspection in this sequence QMS for a sponsor will provide a basis for
qualification process, except as described in must be developed by the sponsor and must adjusting the frequency of evaluations to
§ 60.16. be acceptable to the NSPM. exceed 12-month intervals.
e. Each FTD user must obtain approval b. The description of the functional End Information
from the appropriate TPAA to use any FTD preflight inspection must be contained in the
in an FAA-approved flight training program. sponsor’s QMS. lllllllllllllllllllll
f. The intent of the requirement listed in c. Record ‘‘functional preflight’’ in the FTD 15. Logging FTD Discrepancies (§ 60.20)
§ 60.17(b), for each FTD to have a Statement discrepancy log book or other acceptable
of Qualification within 6 years, is to have the location, including any item found to be There is no additional regulatory or
availability of that statement (including the missing, malfunctioning, or inoperative. informational material that applies to § 60.20.
configuration list and the limitations to Logging FTD Discrepancies.
authorizations) to provide a complete picture End QPS Requirements
16. Interim Qualification of FTDs for New
of the FTD inventory regulated by the FAA. lllllllllllllllllllll Airplane Types or Models (§ 60.21)
The issuance of the statement will not Begin Information lllllllllllllllllllll
require any additional evaluation or require
any adjustment to the evaluation basis for the d. The sponsor’s test sequence and the Begin Information
FTD. content of each quarterly inspection required
in § 60.19(a)(1) should include a balance and There is no additional regulatory or
g. Downgrading of an FTD is a permanent informational material that applies to § 60.21,
change in qualification level and will a mix from the objective test requirement
areas listed as follows: Interim Qualification of FTDs for New
necessitate the issuance of a revised Airplane Types or Models.
Statement of Qualification to reflect the (1) Performance.
revised qualification level, as appropriate. If (2) Handling qualities. End Information
a temporary restriction is placed on an FTD (3) Motion system (where appropriate).
(4) Visual system (where appropriate). lllllllllllllllllllll
because of a missing, malfunctioning, or
(5) Sound system (where appropriate). 17. Modifications to FTDs (§ 60.23)
inoperative component or on-going repairs,
(6) Other FTD systems.
the restriction is not a permanent change in
e. If the NSP evaluator plans to accomplish lllllllllllllllllllll
qualification level. Instead, the restriction is
specific tests during a normal continuing Begin QPS Requirements
temporary and is removed when the reason
qualification evaluation that requires the use
for the restriction has been resolved. a. The notification described in
of special equipment or technicians, the
h. It is not the intent of the NSPM to § 60.23(c)(2) must include a complete
sponsor will be notified as far in advance of
discourage the improvement of existing description of the planned modification, with
the evaluation as practical; but not less than
simulation (e.g., the ‘‘updating’’ of a control a description of the operational and
72 hours. Examples of such tests include
loading system, or the replacement of the IOS latencies, control sweeps, or motion or visual engineering effect the proposed modification
with a more capable unit) by requiring the system tests. will have on the operation of the FTD and
‘‘updated’’ device to meet the qualification f. The continuing qualification evaluations the results that are expected with the
standards current at the time of the update. described in § 60.19(b) will normally require modification incorporated.
Depending on the extent of the update, the 4 hours of FTD time. However, flexibility is b. Prior to using the modified FTD:
NSPM may require that the updated device necessary to address abnormal situations or (1) All the applicable objective tests
be evaluated and may require that an situations involving aircraft with additional completed with the modification
evaluation include all or a portion of the levels of complexity (e.g., computer incorporated, including any necessary
elements of an initial evaluation. However, controlled aircraft). The sponsor should updates to the MQTG (e.g., accomplishment
the standards against which the device anticipate that some tests may require of FSTD Directives) must be acceptable to the
would be evaluated are those that are found additional time. The continuing qualification NSPM; and
in the MQTG for that device. evaluations will consist of the following: (2) The sponsor must provide the NSPM
i. The NSPM will determine the evaluation (1) Review of the results of the quarterly with a statement signed by the MR that the
criteria for an FTD that has been removed inspections conducted by the sponsor since factors listed in § 60.15(b) are addressed by
from active status for a prolonged period. The the last scheduled continuing qualification the appropriate personnel as described in
criteria will be based on the number of evaluation. that section.
continuing qualification evaluations and (2) A selection of approximately 8 to 15 End QPS Requirements
quarterly inspections missed during the objective tests from the MQTG that provide
period of inactivity. For example, if the FTD an adequate opportunity to evaluate the lllllllllllllllllllll
were out of service for a 1 year period, it performance of the FTD. The tests chosen Begin Information
would be necessary to complete the entire will be performed either automatically or
c. FSTD Directives are considered
QTG, since all of the quarterly evaluations manually and should be able to be conducted
modification of an FTD. See Attachment 4 for
would have been missed. The NSPM will within approximately one-third (1⁄3) of the
a sample index of effective FSTD Directives.
also consider how the FTD was stored, allotted FTD time.
whether parts were removed from the FTD (3) A subjective evaluation of the FTD to End Information
and whether the FTD was disassembled. perform a representative sampling of the lllllllllllllllllllll
j. The FTD will normally be requalified tasks set out in attachment 3 of this
using the FAA-approved MQTG and the appendix. This portion of the evaluation 18. Operation With Missing, Malfunctioning,
criteria that was in effect prior to its removal should take approximately two-thirds (2⁄3) of or Inoperative Components (§ 60.25)
from qualification. However, inactive periods the allotted FTD time.
(4) An examination of the functions of the Begin Information
of 2 years or more will require re-
qualification under the standards in effect FTD may include the motion system, visual a. The sponsor’s responsibility with respect
and current at the time of requalification. system, sound system as applicable, to § 60.25(a) is satisfied when the sponsor
instructor operating station, and the normal fairly and accurately advises the user of the
End Information functions and simulated malfunctions of the current status of an FTD, including any
lllllllllllllllllllll airplane systems. This examination is missing, malfunctioning, or inoperative

normally accomplished simultaneously with (MMI) component(s).
14. Inspection, Continuing Evaluation the subjective evaluation requirements. b. If the 29th or 30th day of the 30-day
Qualification Requirements (§ 60.19) g. The requirement established in period described in § 60.25(b) is on a
lllllllllllllllllllll § 60.19(b)(4) regarding the frequency of Saturday, a Sunday, or a holiday, the FAA
will extend the deadline until the next the date of the change, a summary of the § 60.37, FSTD Qualification on the Basis of
business day. change, and the reason for the change. a Bilateral Aviation Safety Agreement
c. In accordance with the authorization b. If a coded form for recordkeeping is (BASA).
described in § 60.25(b), the sponsor may used, it must provide for the preservation
develop a discrepancy prioritizing system to and retrieval of information with appropriate End Information
accomplish repairs based on the level of security or controls to prevent the lllllllllllllllllllll
impact on the capability of the FTD. Repairs inappropriate alteration of such records after
having a larger impact on the FTD’s ability the fact. Attachment 1 to Appendix B to Part 60—
to provide the required training, evaluation, General FTD Requirements
or flight experience will have a higher lllllllllllllllllllll
priority for repair or replacement. lllllllllllllllllllll
Begin QPS Requirements
End Information 22. Applications, Logbooks, Reports, and
Records: Fraud, Falsification, or Incorrect 1. Requirements
lllllllllllllllllllll Statements (§ 60.33) a. Certain requirements included in this
19. Automatic Loss of Qualification and There are no additional QPS requirements appendix must be supported with a
Procedures for Restoration of Qualification or informational material that apply to Statement of Compliance and Capability
(§ 60.27) § 60.33, Applications, Logbooks, Reports, and (SOC), which may include objective and
Records: Fraud, Falsification, or Incorrect subjective tests. The SOC will confirm that
Begin Information
Statements. the requirement was satisfied, and describe
If the sponsor provides a plan for how the
FTD will be maintained during its out-of- 23. [Reserved] how the requirement was met. The
service period (e.g., periodic exercise of requirements for SOCs and tests are indicated
24. Levels of FTD
mechanical, hydraulic, and electrical in the ‘‘General FTD Requirements’’ column
lllllllllllllllllllll in Table B1A of this appendix.
systems; routine replacement of hydraulic
fluid; control of the environmental factors in Begin Information b. Table B1A describes the requirements
which the FTD is to be maintained.) there is for the indicated level of FTD. Many devices
a. The following is a general description of
a greater likelihood that the NSPM will be include operational systems or functions that
each level of FTD. Detailed standards and
able to determine the amount of testing that tests for the various levels of FTDs are fully exceed the requirements outlined in this
required for requalification. defined in Attachments 1 through 3 of this section. In any event, all systems will be
appendix. tested and evaluated in accordance with this
End Information
(1) Level 4. A device that may have an open appendix to ensure proper operation.
lllllllllllllllllllll airplane-specific flight deck area, or an End QPS Requirements
20. Other Losses of Qualification and enclosed airplane-specific cockpit and at
least one operating system with air/ground lllllllllllllllllllll
(§ 60.29) logic (no aerodynamic programming
Begin Information
required).
lllllllllllllllllllll (2) Level 5. A device that may have an open 2. Discussion
Begin Information airplane-specific flight deck area, or an
a. This attachment describes the general
enclosed airplane-specific cockpit and a
If the sponsor provides a plan for how the generic aerodynamic program with at least requirements for qualifying Level 4 through
FTD will be maintained during its out-of- one operating system and control loading Level 6 FTDs. The sponsor should also
service period (e.g., periodic exercise of that is representative of the simulated consult the objectives tests in Attachment 2
mechanical, hydraulic, and electrical airplane only at an approach speed and and the examination of functions and
systems; routine replacement of hydraulic configuration. subjective tests listed in Attachment 3 to
fluid; control of the environmental factors in (3) Level 6. A device that has an enclosed determine the complete requirements for a
which the FTD is to be maintained.) there is airplane-specific cockpit and aerodynamic specific level FTD.
a greater likelihood that the NSPM will be program with all applicable airplane systems b. The material contained in this
able to determine the amount of testing that operating and control loading that is attachment is divided into the following
required for requalification. representative of the simulated airplane categories:
End Information throughout its ground and flight envelope (1) General Cockpit Configuration.
and significant sound representation. (2) Programming.
End Information (3) Equipment Operation.
21. Recordkeeping and Reporting (§ 60.31) (4) Equipment and facilities for instructor/
lllllllllllllllllllll evaluator functions.
25. FSTD Qualification on the Basis of a (5) Motion System.
Begin QPS Requirements Bilateral Aviation Safety Agreement (BASA) (6) Visual System.
a. FTD modifications can include hardware (§ 60.37) (7) Sound System.
or software changes. For FTD modifications lllllllllllllllllllll c. Table B1A provides the standards for the
involving software programming changes, the General FTD Requirements.
record required by § 60.31(a)(2) must consist Begin Information
of the name of the aircraft system software, There are no additional QPS requirements End Information
aerodynamic model, or engine model change, or informational material that apply to lllllllllllllllllllll
TABLE B1A—MINIMUM FTD REQUIREMENTS

<<<QPS requirements>>> FTD level <<Information>>
Notes
No. General FTD requirements 4 5 6

TABLE B1A—MINIMUM FTD REQUIREMENTS—Continued

Notes
1.a ........ The FTD must have a cockpit that is a replica of the air- X For FTD purposes, the cockpit consists of all that space
plane simulated with controls, equipment, observable forward of a cross section of the fuselage at the most
cockpit indicators, circuit breakers. and bulkheads extreme aft setting of the pilots’ seats including addi-
properly located, functionally accurate and replicating tional, required flight crewmember duty stations and
the airplane. The direction of movement of controls those required bulkheads aft of the pilot seats. For
and switches must be identifical to that in the air- clarification, bulkheads containing only item such as
plane. Pilot seat(s) must afford the capability for the leanding gear pin storage compartments, fire axes or
occupant to be able to achieve the design ‘‘eye posi- extinguishers, spare light bulbs, aircraft documents
tion’’. pouches are not considered essential and may be
omitted.
1.b ........ The FTS must have equipment (e.g., instruments, pan- X X
els, systems, circuit breakers, and controls) simulated
sufficiently for the authorized training/checking events
to be accomplished. The installed equipment must be
located in a spatially correct location and may be in a
cockpit or an open flight deck area. Actuation of
equipment must replicate the appropriate function in
the airplane.
2. Programming
2.a ........ The FTD must provide the proper effect of aerodynamic X X
changes for the combinations of drag and thrust nor-
mally encountered in flight. This must include the ef-
fect of change in airplane attitude, thrust, drag, alti-
tude, temperature, and configuration.
Level 6 additionally requires the effects of changes in
gross weight and center of gravity.
Level 5 requires only generic aerodynamic program-
ming.
2.b ........ The FTD must have the computer (analog or digital) ca- X X X
pability (i.e., capacity, accuracy, resolution, and dy-
namic response) needed to meet the qualification
level sought.
2.c ........ Relative responses of the cockpit instruments must be X X The intent is to verify that the FTD provides instrument
measured by latency tests, or transport delay tests, cues that are, within the stated time delays, like the
and may not exceed 300 milliseconds. The instru- airplane responses. For airplane response, accelera-
ments must respond to abrupt input at the pilot’s position in the appropriate, corresponding rotational axis
tion within the allotted time, but not before the time is preferred. Additional information regarding Latency
when the airplane would respond under the same and Transport Delay testing may be found in appen-
conditions. dix A, Attachment 2, paragraph 14.
• Latency: The FTD instrument and, if applicable, the
motion system and the visual system response must
not be prior to that time when the airplane responds
and may respond up to 300 milliseconds after that
time under the same conditions.
• Transport Delay: As an alternative to the Latency re-
quirement, a transport delay objective test may be
used to demonstrate that the FTD system does not
exceed the specified limit. The sponsor must measure
all the delay encountered by a step signal migrating
from the pilot’s control through all the simulation soft-
ware modules in the correct order, using a hand-
shaking protocol, finally through the normal output
interfaces to the instrument display and, if applicable,
the motion system, and the visual system.
3. Equipment Operations
3.a ........ All relevant instrument indications involved in the sim- X X

ulation of the airplane must automatically respond to
control movement or external disturbances to the sim-

ulated airplane; e.g., turbulence or winds.

Notes
3.b ........ Navigation equipment must be installed and operate X X

within the tolerances applicable for the airplane.
Levels 6 must also include communication equipment
(inter-phone and air/ground) like that in the airplane
and, if appropriate to the operation being conducted,
an oxygen mask microphone system.
Level 5 need have only that navigation equipment nec-
essary to fly an instrument approach.
3.c ........ Installed systems must simulate the applicable airplane X X X

system operation, both on the ground and in flight. In-
stalled systems must be operative to the extent that
applicable normal, abnormal, and emergency oper-
ating procedures included in the sponsor’s training
programs can be accomplished.
Level 6 must simulate all applicable airplane flight, navi-
gation, and systems operation.
Level 5 must have at least functional flight and naviga-
tional controls, displays, and instrumentation.
Level 4 must have at least one airplane system installed
and functional.
3.d ........ The lighting environment for panels and instruments X

must be sufficient for the operation being conducted.
3.e ........ The FTD must provide control forces and control travel X
that correspond to the airplane being simulated. Con-
trol forces must react in the same manner as in the
airplane under the same flight conditions.
3.f ......... The FTD must provide control forces and control travel X
of sufficient precision to manually fly an instrument
approach.
4.a ........ In addition to the flight crewmember stations, suitable X X X These seats need not be a replica of an aircraft seat
seating arrangements for an instructor/check airman and may be as simple as an office chair placed in an
and FAA Inspector must be available. These seats appropriate position.
must provide adequate view of crewmember’s
panel(s).
4.b ........ The FTD must have instructor controls that permit acti- X X X
vation of normal, abnormal, and emergency condi-
tions as may be appropriate. Once activated, proper
system operation must result from system manage-
ment by the crew and not require input from the in-
structor controls.
5. Motion System (not required)
5.a. ....... The FTD may have a motion system, if desired, al- X X The motion system standards set out in part 60, appen-
though it is not required. If a motion system is in- dix A for at least Level A simulators is acceptable.
stalled and additional training, testing, or checking
credits are being sought on the basis of having a mo-
tion system, the motion system operation must not be
distracting and must be coupled closely to provide in-
tegrated sensory cues. The motion system must also
respond to abrupt input at the pilot’s position within
the allotted time, but not before the time when the air-
plane would respond under the same conditions.
6. Visual System (not required)

Notes
6.a. ....... The FTD may have a visual system, if desired, although X X X
it is not required. If a visual system is installed, it must
not be distracting.
6.b. ....... If a visual system is installed and additional training, testing, or checking credits are being sought on the basis of having a visual sys-
tem, the visual system must meet the following criteria:
6.b.1 ..... The visual system must respond to abrupt input at the X X X
pilot’s position.
An SOC is required.
A Subjective Test is required. ..........................................
6.b.2 ..... The visual system must be at least a single channel, X X X

non-collimated display?.
An SOC is required.
A Subjective Test is required. ..........................................
6.b.3 ..... The visual system must provide at least a field of view X X X
of 18° vertical/24° horizontal for the pilot flying..
An SOC is required.
6.b.4 ..... The visual system must provide for a maximum parallax X X X
of 10° per pilot.
An SOC is required.
6.b.5 ..... The visual scene content may not be distracting ............ X X X
An SOC is required.
6.b.6 ..... The minimum distance from the pilot’s eye position to X X X
the surface of a direct view display may not be less
than the distance to any front panel instrument.
An SOC is required.
6.b.7 ..... The visual system must provide for a minimum resolu- X X X
tion of 5 arc-minutes for both computed and displayed
pixel size.
An SOC is required.
7. Sound System
7.a ........ The FTD must simulate significant cockpit sounds re- X
sulting from pilot actions that correspond to those
heard in the airplane.
Attachment 2 to Appendix B to Part 60— (6) Cruise—clean configuration at cruise objective test numbers for either FFSs or
Flight Training Device (FTD) Objective Tests altitude and airspeed; FTDs.
lllllllllllllllllllll (7) Approach—gear up or down with flaps/ 3. The QPS Requirements section imposes
slats at any normal approach position as a duty on the sponsor or other data provider
Begin Information recommended by the airplane manufacturer; to ensure that a steady state condition exists
1. For the purposes of this attachment, the and at the instant of time captured by the
(8) Landing—gear down with flaps/slats in ‘‘snapshot’’ for cases where the objective test
flight conditions specified in the Flight
any certified landing position. results authorize a ‘‘snapshot test’’ or a
Conditions Column of Table B2A, are defined
2. The format for numbering the objective ‘‘series of snapshot tests’’ results in lieu of a
as follows: tests in appendix A, Attachment 2, Table time-history. This is often verified by
(1) Ground—on ground, independent of A2A, and the objective tests in appendix B, showing that a steady state condition existed
airplane configuration; Attachment 2, Table B2A, is identical. from some period prior to, through some
(2) Take-off—gear down with flaps/slats in However, each test required for FFSs is not period following, the snap shot. The time
any certified takeoff position; necessarily required for FTDs. Also, each test period most frequently used is from 5
(3) First segment climb—gear down with required for FTDs is not necessarily required seconds prior through 2 seconds following
flaps/slats in any certified takeoff position for FFSs. Therefore, when a test number (or the instant of time captured by the snap shot.
(normally not above 50 ft AGL); series of numbers) is not required, the term Other time periods may be acceptable as
(4) Second segment climb—gear up with ‘‘Reserved’’ is used in the table at that authorized by the NSPM.
flaps/slats in any certified takeoff position location. Following this numbering format 4. The reader is encouraged to review the
(normally between 50 ft and 400 ft AGL); provides a degree of commonality between Airplane Flight Simulator Evaluation
(5) Clean—flaps/slats retracted and gear the two tables and substantially reduces the Handbook, Volumes I and II, published by
up; potential for confusion when referring to the Royal Aeronautical Society, London, UK,
and FAA Advisory Circulars (AC) 25–7, as given maneuver or flight condition must be i. For previously qualified FTDs, the tests
may be amended, Flight Test Guide for provided to allow overall interpretation. and tolerances of this attachment may be
Certification of Transport Category Airplanes, When it is difficult or impossible to match used in subsequent continuing qualification
and (AC) 23–8, as may be amended, Flight FTD to airplane data throughout a time evaluations for any given test if the sponsor
Test Guide for Certification of Part 23 history, differences must be justified by has submitted a proposed MQTG revision to
Airplanes, for references and examples providing a comparison of other related the NSPM and has received NSPM approval.
regarding flight testing requirements and variables for the condition being assessed. j. FTDs are evaluated and qualified with an
techniques. e. It is not acceptable to program the FTD engine model simulating the airplane data
5. If relevant winds are present in the so that the mathematical modeling is correct supplier’s flight test engine. For qualification
objective data, the wind vector should be only at the validation test points. Unless
of alternative engine models (either
clearly noted as part of the data presentation, noted otherwise, tests must represent
airplane performance and handling qualities variations of the flight test engines or other
expressed in conventional terminology, and
at operating weights and centers of gravity manufacturer’s engines) additional tests with
related to the runway being used for the test.
(CG) typical of normal operation. If a test is the alternative engine models may be
6. A Level 4 FTD does not require objective
tests and therefore, Level 4 is not addressed supported by aircraft data at one extreme required. This Attachment contains
in the following table. weight or CG, another test supported by guidelines for alternative engines.
aircraft data at mid-conditions or as close as k. Testing Computer Controlled Airplane
End Information possible to the other extreme is necessary. (CCA) simulators, or other highly augmented
lllllllllllllllllllll Certain tests that are relevant only at one airplane simulators, flight test data is
extreme CG or weight condition need not be required for the Normal (N) and/or Non-
Begin QPS Requirements repeated at the other extreme. The results of normal (NN) control states, as indicated in
1. Test Requirements the tests for Level 6 are expected to be this Attachment. Where test results are
indicative of the device’s performance and independent of control state, Normal or Non-
a. The ground and flight tests required for handling qualities throughout all of the
qualification are listed in Table B2A normal control data may be used. All tests in
following: Table A2A require test results in the Normal
Objective Evaluation. Computer generated (1) The airplane weight and CG envelope;
FTD test results must be provided for each control state unless specifically noted
(2) The operational envelope; and otherwise in the Test Details section
test except where an alternate test is (3) Varying atmospheric ambient and
specifically authorized by the NSPM. If a following the CCA designation. The NSPM
environmental conditions—including the
flight condition or operating condition is will determine what tests are appropriate for
extremes authorized for the respective
required for the test but does not apply to the airplane or set of airplanes. airplane simulation data. When making this
airplane being simulated or to the f. When comparing the parameters listed to determination, the NSPM may require other
qualification level sought, it may be those of the airplane, sufficient data must levels of control state degradation for specific
disregarded (e.g., an engine out missed also be provided to verify the correct flight airplane tests. Where Non-normal control
approach for a single-engine airplane; a condition and airplane configuration states are required, test data must be
maneuver using reverse thrust for an airplane changes. For example, to show that control provided for one or more Non-normal control
without reverse thrust capability). Each test force is within the parameters for a static states, and must include the least augmented
result is compared against the validation data stability test, data to show the correct state. Where applicable, flight test data must
described in § 60.13, and in appendix B. The airspeed, power, thrust or torque, airplane record Normal and Non-normal states for:
results must be produced on an appropriate configuration, altitude, and other appropriate (1) Pilot controller deflections or
recording device acceptable to the NSPM and datum identification parameters must also be electronically generated inputs, including
must include FTD number, date, time, given. If comparing short period dynamics, location of input; and
conditions, tolerances, and appropriate normal acceleration may be used to establish (2) Flight control surface positions unless
dependent variables portrayed in comparison a match to the airplane, but airspeed, test results are not affected by, or are
to the validation data. Time histories are altitude, control input, airplane independent of, surface positions.
required unless otherwise indicated in Table configuration, and other appropriate data l. Tests of handling qualities must include
B2A. All results must be labeled using the must also be given. If comparing landing gear validation of augmentation devices. FTDs for
tolerances and units given. change dynamics, pitch, airspeed, and highly augmented airplanes will be validated
b. Table B2A in this attachment sets out altitude may be used to establish a match to both in the unaugmented configuration (or
the test results required, including the the airplane, but landing gear position must
parameters, tolerances, and flight conditions failure state with the maximum permitted
also be provided. All airspeed values must be degradation in handling qualities) and the
for FTD validation. Tolerances are provided properly annotated (e.g., indicated versus
for the listed tests because mathematical augmented configuration. Where various
calibrated). In addition, the same variables
modeling and acquisition and development levels of handling qualities result from
must be used for comparison (e.g., compare
of reference data are often inexact. All failure states, validation of the effect of the
inches to inches rather than inches to
tolerances listed in the following tables are centimeters). failure is necessary. Requirements for testing
applied to FTD performance. When two g. The QTG provided by the sponsor must will be mutually agreed to between the
tolerance values are given for a parameter, clearly describe how the FTD will be set up sponsor and the NSPM on a case-by-case
the less restrictive may be used unless and operated for each test. Each FTD basis.
otherwise indicated. subsystem may be tested independently, but m. Some tests will not be required for
c. Certain tests included in this attachment overall integrated testing of the FTD must be airplanes using airplane hardware in the FTD
must be supported with a Statement of accomplished to assure that the total FTD cockpit (e.g., ‘‘side stick controller’’). These
Compliance and Capability (SOC). In Table system meets the prescribed standards. A exceptions are noted in Section 2 ‘‘Handling
B2A, requirements for SOCs are indicated in manual test procedure with explicit and Qualities’’ in Table B2A of this attachment.
the ‘‘Test Details’’ column. detailed steps for completing each test must However, in these cases, the sponsor must
d. When operational or engineering also be provided. provide a statement that the airplane
judgment is used in making assessments for h. In those cases where the objective test hardware meets the appropriate
flight test data applications for FTD validity, results authorize a ‘‘snapshot test’’ or a manufacturer’s specifications and the
such judgment must not be limited to a single ‘‘series of snapshot test’’ results in lieu of a sponsor must have supporting information to
parameter. For example, data that exhibit time-history result, the sponsor or other data that fact available for NSPM review.
rapid variations of the measured parameters provider must ensure that a steady state
may require interpolations or a ‘‘best fit’’ data condition exists at the instant of time End QPS Requirements
section. All relevant parameters related to a captured by the ‘‘snapshot.’’ lllllllllllllllllllll
TABLE B2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS

<<< QPS Requirements >>> << Information >>
Test FTD level

Tolerances Flight conditions Test details Notes
Number Title 5 6
1. Performance
1.a .............. (Reserved).
1.b .............. Takeoff.
1.b.1 ........... Ground Acceleration ±5% time or ±1 sec ............. Takeoff ................. Record accelera- X This test is re-
Time. tion time for a quired only if
minimum of 80% RTO training
of the segment credit is sought.
from brake re-
lease to VR.
Preliminary air-
craft certification
data may be
used.
1.b.2. (Reserved)
through
1.b.6.
1.b.7 ........... Rejected Takeoff ........ ±3% time or ±1 second ....... Dry Runway ......... Record time for at X
least 80% of the
segment from
initiation of the
Rejected Take-
off to full stop.
1.b.8 ........... (Reserved)
1.c .............. Climb
1.c.1 ........... Normal Climb all en- ±3 kt airspeed, ±5% or ±100 Clean .................... Flight test data or X X
gines operating. ft/min (0.5 m/sec) climb airplane per-
rate. formance man-
ual data may be
used. Record at
nominal climb
speed and at
nominal altitude.
May be a snap-
shot test result.
1.c.2. (Reserved)
through
1.c.4.
1.d .............. (Reserved)
1.e .............. (Reserved)
1.f ............... Engines
1.f.1 ............ Acceleration ............... ±10% Tt, ±1 sec for Level 5 Approach or Land- Record engine X X Tt is the total time
ing. power (N1, N2, from initial throt-
EPR, Torque, tle movement to
Manifold Pres- reaching 90% of
sure) from idle go around
to maximum power.
takeoff power for
a rapid (slam)
throttle move-
ment.
TABLE B2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued

Test FTD level

Number Title 5 6
1.f.2 ............ Deceleration ............... ±10% Tt, or ±1 sec for Level Ground ................. Record engine X X Tt is the total time
5. power (N1, N2, from initial throt-
EPR, Torque, tle movement to
Manifold Pres- reaching 90%
sure) from max- decay of max-
imum takeoff imum takeoff
power to idle for power.
a rapid (slam)
throttle move-
ment.
(3) For FTDs requiring Static tests at the controls (i.e., column, wheel, rudder pedal), special Testing of position
test fixtures will not be required during initial or upgrade evaluations if the sponsor’s QTG/ versus force is
MQTG shows both test fixture resultsand the results of an alternative approach, such as com- not applicable if
puter plots produced concurrently, that show satisfactory agreement. Repeat of the alternative forces are gen-
method during the initial or upgrade evaluation would then satisfy this test requirement erated solely by
use of airplane
hardware in the
FTD.
2.a .............. (3) Static Control Tests
2.a.1.a ........ Pitch Controller Posi- ±2 lb (0.9 daN) breakout, Ground ................. Record results for X
tion vs. Force and ±10% or ±5 lb (2.2 daN) an uninterrupted
Surface Position force, ±2° elevator. control sweep to
Calibration. the stops.
2.a.1.b ........ Pitch Controller Posi- ±2 lb (0.9 daN) breakout, Ground ................. Record results for X Applicable only on
tion vs. Force. ±10% or ±5 lb (2.2 daN) an uninterrupted continuing quali-
force. control sweep to fication evalua-
the stops. tions. The intent
is to design the
control feel for
Level 5 to be
able to manually
fly an instrument
approach; and
not to compare
results to flight
test or other
such data.
2.a.2.a ........ Roll Controller Posi- ±2 lb (0.9 daN) breakout, Ground ................. Record results for X
tion vs. Force and ±10% or ±3 lb (1.3 daN) an uninterrupted
Surface Position force, ±2° aileron, ±3° control sweep to
Calibration. spoiler angle. the stops.
2.a.2.b ........ Roll Controller Posi- ±2 lb (0.9 daN) breakout, Ground ................. Record results for X Applicable only on
tion vs. Force. ±10% or ±3 lb (1.3 daN) an uninterrupted continuing quali-
is to design the
control feel for
Level 5 to be
able to manually
fly an instrument
approach; and
not to compare
results to flight
test or other
such data.

Test FTD level

Number Title 5 6
2.a.3.a ........ Rudder Pedal Position ±5 lb (2.2 daN) breakout, Ground ................. Record results for X
vs. Force and Sur- ±10% or ±5 lb (2.2 daN) an uninterrupted
face Position Cali- force, ±2° rudder angle. control sweep to
bration. the stops.
2.a.3.b ........ Rudder Pedal Position ±5 lb (2.2 daN) breakout, Ground ................. Record results for X Applicable only on
vs. Force. ±10% or ±5 lb (2.2 daN) an uninterrupted continuing quali-
is to design the
control feel for
Level 5 to be
able to manually
fly an instrument
approach; and
not to compare
results to flight
test or other
such data.
2.a.4 ........... Nosewheel Steering ±2 lb (0.9 daN) breakout, Ground ................. .............................. X
Controller Force. ±10% or ±3 lb (1.3 daN)
force.
2.a.5 ........... Rudder Pedal Steering ±2° nosewheel angle ........... Ground ................. .............................. X
Calibration.
2.a.6 ........... Pitch Trim Indicator ±0.5° of computed trim sur- Ground ................. .............................. X The purpose of the
vs. Surface Position face angle. test is to com-
Calibration. pare the FTD
against design
data or equiva-
lent.
2.a.7 ........... (Reserved).
2.a.8 ........... Alignment of Cockpit ±5° of throttle lever angle Ground ................. Requires simulta- X
Throttle Lever vs. ±0.8 in (2 cm) for power neous recording
Selected Engine Pa- control without angular for all engines.
rameter. travel. The tolerances
apply against
airplane data
and between en-
gines. In the
case of propeller
powered air-
planes, if a pro-
peller lever is
present, it must
also be checked.
2.a.9 ........... Brake Pedal Position ±5 lb (2.2 daN) or 10% Ground ................. Two data points X Test not required
vs. Force. force. are required: unless RTO
zero and max- credit is sought.
imum deflection.
Computer output
results may be
used to show
compliance.
2.b .............. (Reserved)

2.c .............. Longitudinal Control Tests

Test FTD level

Number Title 5 6
2.c.1 ........... Power Change Force ±5 lb (2.2 daN) or, ±20% Cruise or Ap- May be a series of X X
force. proach. snapshot test re-
sults. Power
change dynam-
ics test as de-
scribed in test
2.c.1 of Table
A2A of this part
will be accepted.
2.c.2 ........... Flap/Slat Change ±5 lb (2.2 daN) or, ±20% Takeoff through May be a series of X X
Force. force. initial flap retrac- snapshot test re-
tion, and ap- sults. Flap/Slat
proach to land- change dynam-
ing. ics test as de-
scribed in test
2.c.2 of Table
A2A of this part
will be accepted.
2.c.3 ........... (Reserved)
2.c.4 ........... Gear Change Force ... ±5 lb (2.2 daN) or, ±20% Takeoff (retraction) May be a series of X X
force. and Approach snapshot test re-
(extension). sults. Gear
change dynam-
ics test as de-
scribed in test
2.c.4 of Table
A2A of this part
will be accepted.
2.c.5 ........... Longitudinal Trim ....... ±0.5° trim surface angle ±1° Cruise, Approach, May be a series of X X
elevator ±1° pitch angle and Landing. snapshot tests.
±5% net thrust or equiva- Level 5 may use
lent. equivalent stick
and trim control-
lers in lieu of el-
evator and trim
surface.
2.c.6 ........... Longitudinal Maneu- ±5 lb (±2.2 daN) or ±10% Cruise, Approach May be a series of X
vering Stability pitch controller force. and Landing. snapshot test re-
(Stick Force/g). sults.
2.c.7 ........... Longitudinal Static ±5 lb (±2.2 daN) or ±10% Approach .............. May be a series of X X
Stability. pitch controller force. snapshot test re-
sults. Level 5
must exhibit
positive static
stability, but
need not comply
with the numer-
ical tolerance.
2.c.8 ........... Stall Warning (actu- ±3 kts. airspeed, ±2° bank .. Second Segment Record the stall X X The stall maneu-
ation of stall warn- Climb, and Ap- warning signal. ver may be en-
ing device). proach or Land- tered with thrust
ing. at or near idle
power and
wings level (1g).

Test FTD level

Number Title 5 6
2.c.9.a ........ Phugoid Dynamics ..... ±10% period, ±10% of time Cruise ................... The test must in- X
to 1⁄2 or double amplitude clude whichever
or ±.02 of damping ratio. is less of the fol-
lowing: Three
full cycles (six
overshoots after
the input is com-
pleted), or the
number of cy-
cles sufficient to
determine time
to 1⁄2 or double
amplitude.
2.c.9.b ........ Phugoid Dynamics ..... ±10% period, Representa- Cruise ................... The test must in- X
tive damping. clude whichever
is less of the fol-
lowing: Three
full cycles (six
overshoots after
the input is com-
pleted), or the
number of cy-
cles sufficient to
determine rep-
resentative
damping.
2.c.10 ......... Short Period Dynam- ±1.5° pitch angle or ±2°/sec Cruise ................... .............................. X
ics. pitch rate, ±0.10g accel-
eration.
2.d .............. (3) Lateral Directional Tests
(3) Power setting is that required for level flight unless otherwise specified.
2.d.1 ........... (Reserved). ................ .............................................. .............................. .............................. ...... ......
2.d.2 ........... Roll Response (Rate) ±10% or ±2°/sec roll rate .... Cruise, and Ap- .............................. X X Results should be
proach or Land- recorded for nor-
ing. mal roll con-
troller deflection
(about one-third
of maximum roll
controller travel).
May be com-
bined with step
input of flight
deck roll con-
troller test
(2.d.3.).
2.d.3 ........... Roll Response to ±10% or ±2° bank angle ..... Approach or Land- .............................. X May be combined
Cockpit Roll Con- ing. with roll re-
troller Step Input. sponse (rate)
test (2.d.2.).
2.d.4.a ........ Spiral Stability ............ Correct trend and ±3° or Cruise ................... .............................. X Airplane data aver-
±10% bank angle in 20 aged from mul-
seconds. tiple tests in
same direction
may be used.

Test FTD level

Number Title 5 6
2.d.4.b ........ Spiral Stability ............ Correct trend ....................... Cruise ................... .............................. X Airplane data aver-
aged from mul-
tiple tests in
same direction
may be used.
2.d.5 ........... (Reserved) ................. .............................................. .............................. .............................. ...... ......
2.d.6.a ........ Rudder Response ...... ±2°/sec or ±10% yaw rate. .. Approach or Land- Not required if rud- X A rudder step
ing. der input and re- input of 20%–
sponse is shown 30% rudder
in Dutch Roll pedal throw may
Test (test 2.d.7). be used.
2.d.6.b ........ Rudder Response ...... Roll rate ±2°/sec, bank Approach or Land- May be roll re- X
angle ±3°. ing. sponse to a
given rudder de-
flection.
2.d.7 ........... Dutch, Roll, (Yaw ±0.5 sec or ±10% of period, Cruise, and Ap- Record results for X
Damper OFF). ±10% of time to 1⁄2 or proach or Land- at least 6 com-
double amplitude or ±.02 ing. plete cycles with
of damping ratio. stability aug-
mentation OFF,
or the number of
cycles sufficient
to determine
time to 1⁄2 or
double ampli-
tude.
2.d.8 ........... Steady State Sideslip For given rudder position Approach or Land- May be a series of X X Sideslip angle is
±2° bank angle, ±1° side- ing. snapshot test re- matched for re-
slip angle, ±10% or ±2° sults. Propeller peatability on
aileron, ±10% or ±5° driven airplanes continuing quali-
spoiler or equivalent roll, must test in fication evalua-
controller position or force. each direction. tions.
2.e. through (Reserved) ................. .............................................. .............................. .............................. ...... ......

2.h.
3 ................. (Reserved) ................. .............................................. .............................. .............................. ...... ......
4 ................. (Reserved) ................. .............................................. .............................. .............................. ...... ......
5 ................. (Reserved) ................. .............................................. .............................. .............................. ...... ......
6. FTD System Response Time
6a. .............. Latency.
300 ms (or less) after air- Take-off cruise, One test is re- X X
plane response. and approach or quired in each
landing. axis (pitch, roll
and yaw) for
each of the
three conditions
(take-off, cruise,
and approach or
landing).
Transport Delay. If Transport Delay is chosen to demonstrate response time than Latency, it is
expected that when reviewing those existing tests where latency can be identified (e.g., short
period, roll response, rudder response) the sponsor and the NSPM will apply additional scrutiny
to ensure proper FTD response.

Test FTD level

Number Title 5 6
300 ms (or less) after con- N/A ....................... A separate test is X X

troller movement. required in each
axis (pitch, roll,
and yaw).
3. For Additional Information on the Begin QPS Requirements appropriate for the level of qualification
Following Topics, Please Refer to Appendix a. This paragraph (including the following sought as set out in Table B2A. The QTG
A, Attachment 2, and the Indicated tables) is relevant only to FTD Level 5. It is must highlight those results that demonstrate
Paragraph Within That Attachment provided because this level is required to the performance of the FTD is within the
• Control Dynamics, paragraph 3. simulate the performance and handling allowable performance ranges indicated in
• Motion System, paragraph 5. characteristics of a set of airplanes with Tables B2B through B2E, as appropriate.
• Sound System, paragraph 6. similar characteristics, such as normal (2) The QTG test results must include all
• Engineering Simulator Validation Data, airspeed/altitude operating envelope and the
relevant information concerning the
paragraph 8. same number and type of propulsion systems
conditions under which the test was
• Approval Guidelines for Engineering (engines).
Simulator Validation Data, paragraph 9. b. Tables B2B through B2E reflect FTD conducted; e.g., gross weight, center of
• Validation Test Tolerances, paragraph performance standards that are acceptable to gravity, airspeed, power setting, altitude
10. the FAA. A sponsor must demonstrate that a (climbing, descending, or level), temperature,
• Validation Data Road Map, paragraph 11. device performs within these parameters, as configuration, and any other parameter that
• Acceptance Guidelines for Alternative applicable. If a device does not meet the impacts the conduct of the test.
Engines Data, paragraph 12. established performance parameters for some (3) The test results become the validation
• Acceptance Guidelines for Alternative or for all of the applicable tests listed in data against which the initial and all
Avionics, paragraph 13. Tables B2B through B2E, the sponsor may subsequent recurrent evaluations are
• Transport Delay Testing, paragraph 14. use NSP accepted flight test data for
compared. These subsequent evaluations will
• Continuing Qualification Evaluation comparison purposes for those tests.
c. Sponsors using the data from Tables B2B use the tolerances listed in Table B2A.
Validation Data Presentation, paragraph 15.
through B2E must comply with the (4) Subjective testing of the device must be
4. Alternative Objective Data for FTD Level following: performed to determine that the device
5. (1) Submit a complete QTG, including performs and handles like an airplane within
lllllllllllllllllllll results from all of the objective tests the appropriate set of airplanes.
TABLE B2B. — ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (RECIPROCATING) AIRPLANE
<<< QPS requirement >>>
Applicable test Authorized

performance range
No. Title and procedure
1. Performance
1.c Climb.
1.c.1 ..... Normal climb with nominal gross weight, at best rate-of-climb air- Climb rate = 500–1200 fpm (2.5–6 m/sec).
speed.
1.f ......... Engines.
1.f.1 ...... Acceleration; idle to takeoff power .................................................. 2–4 Seconds.
1.f.2 ...... Deceleration; takeoff power to idle ................................................. 2–4 Seconds.
2.c ........ Longitudinal Tests.
2.c.1 ..... Power change force
(a) Trim for straight and level flight at 80% of normal cruise air- 5–15 lbs (2.2–6.6 daN) of force (Pull).
speed with necessary power. Reduce power to flight idle. Do
not change trim or configuration. After stabilization, record col-
umn force necessary to maintain original airspeed.
OR
TABLE B2B. — ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (RECIPROCATING) AIRPLANE—
Continued

performance range
(b) Trim for straight and level flight at 80% of normal cruise air- 5–15 lbs (2.2–6.6 daN) of force (Push).
speed with necessary power. Add power to maximum setting.
Do not change trim or configuration. After stabilized, record col-
2.c.2 ..... Flap/slat change force.
(a) Trim for straight and level flight with flaps fully retracted at a 5–15 lbs (2.2–6.6 daN) of force (Pull).
constant airspeed within the flaps- extended airspeed range.
Do not adjust trim or power. Extend the flaps to 50% of full flap
travel. After stabilized, record stick force necessary to maintain
original airspeed.
OR
(b) Trim for straight and level flight with flaps extended to 50% of 5–15 lbs (2.2–6.6 daN) of force (Push).
full flap travel, at a constant airspeed within the flaps-extended
airspeed range. Do not adjust trim or power. Retract the flaps
to zero. After stabilized, record stick force necessary to main-
tain original airspeed.
2.c.4 ..... Gear change force
(a) Trim for straight and level flight with landing gear retracted at 2–12 lbs (0.88–5.3 daN) of force (Pull).
a constant airspeed within the landing gear-extended airspeed
range. Do not adjust trim or power. Extend the landing gear.
After stabilized, record stick force necessary to maintain origi-
nal airspeed.
OR
(b) Trim for straight and level flight with landing gear extended, at 2–12 lbs (0.88–5.3 daN) of force (Push).
range. Do not adjust trim or power. Retract the landing gear.
nal airspeed.
2.c.5 ..... Longitudinal trim .............................................................................. Must be able to trim longitudinal stick force to ‘‘zero’’ in each of
the following configurations: cruise; approach; and landing.
2.c.7 ..... Longitudinal static stability .............................................................. Must exhibit positive static stability.
2.c.8 ..... Stall warning (actuation of stall warning device) with nominal
gross weight; wings level; and a deceleration rate of approxi-
mately one (1) knot per second.
(a) Landing configuration ................................................................ 40–60 knots; ± 5° of bank.
(b) Clean configuration .................................................................... Landing configuration speed + 10–20%.
2.c.9.b .. Phugoid dynamics ........................................................................... Must have a phugoid with a period of 30–60 seconds. May not
reach 1⁄2 or double amplitude in less than 2 cycles.
2.d ........ Lateral Directional Tests.
2.d.2 ..... Roll response .................................................................................. Must have a roll rate of 6–40 degrees/second.
Roll rate must be measured through at least 30 degrees of roll.
Aileron control must be deflected 1⁄2 (50 percent) of maximum
travel.
2.d.4.b .. Spiral stability .................................................................................. Initial bank angle (± 5 degrees) after 20 seconds.
Cruise configuration and normal cruise airspeed. Establish a 20–

30 degree bank. When stabilized, neutralize the aileron control
and release. Must be completed in both directions of turn.
2.d.6.b .. Rudder response ............................................................................. 6–12 degrees/second yaw rate.
TABLE B2B. — ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (RECIPROCATING) AIRPLANE—
Continued

performance range
Use 50 percent of maximum rudder deflection. (Applicable to ap-

proach or landing configuration.).
2.d.7 ..... Dutch roll, yaw damper off .............................................................. A period of 2–5 seconds; and 1⁄2–2 cycles.
(Applicable to cruise and approach configurations.).
2.d.8 ..... Steady state sideslip ....................................................................... 2–10 degrees of bank; 4–10 degrees of sideslip; and
Use 50 percent rudder deflection. (Applicable to approach and 2–10 degrees of aileron.
landing degrees of configurations.).
6 ........... FTD System Response Time.
6.a ........ Cockpit instrument systems response to an abrupt pilot controller 300 milliseconds or less.
input. One test is required in each axis (pitch, roll, yaw).
TABLE B2C.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, MULTI-ENGINE (RECIPROCATING) AIRPLANE
Applicable test
Authorized performance range
Number Title and procedure
1. Performance
1.c Climb
1.c.1 ..... Normal climb with nominal gross weight, at best rate-of-climb air- Climb airspeed = 95–115 knots. Climb rate = 500–1500 fpm (2.5–
speed. 7.5 m/sec).
1.f. ........ Engines
1.f.1 ...... Acceleration; idle to takeoff power .................................................. 2–5 Seconds
1.f.2 ...... Deceleration; takeoff power to idle ................................................. 2–5 Seconds
2.c Longitudinal Tests
a) Trim for straight and level flight at 80% of normal cruise air- 10–25 lbs (2.2–6.6 daN) of force (Pull).
not change trim or configuration. After stabilized, record column
force necessary to maintain original airspeed.
OR
b) Trim for straight and level flight at 80% of normal cruise air- 5–15 lbs (2.2–6.6 daN) of force (Push).
2.c.2 ..... Flap/slat change force .....................................................................
a) Trim for straight and level flight with flaps fully retracted at a 5–15 lbs (2.2–6.6 daN) of force (Pull).
constant airspeed within the flaps-extended airspeed range. Do
not adjust trim or power. Extend the flaps to 50% of full flap
original airspeed.
OR
TABLE B2C.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, MULTI-ENGINE (RECIPROCATING) AIRPLANE—
Continued
Applicable test
b) Trim for straight and level flight with flaps extended to 50% of 5–15 lbs (2.2–6.6 daN) of force (Push).
a) Trim for straight and level flight with landing gear retracted at a 2–12 lbs (0.88–5.3 daN) of force (Pull).
constant airspeed within the landing gear-extended airspeed
nal airspeed.
OR
b) Trim for straight and level flight with landing gear extended, at 2–12 lbs (0.88–5.3 daN) of force (Push).
nal airspeed.
2.c.4 ..... Longitudinal trim .............................................................................. Must be able to trim longitudinal stick force to ‘‘zero’’ in each of
a) Landing configuration: ................................................................. 60–90 knots; ± 5° of bank.
b) Clean configuration: .................................................................... Landing configuration speed + 10–20%.
2.d ........ Lateral Directional Tests
Roll rate must be measured through at least 30 degrees of roll. ...
travel.

2.d.7 ..... Dutch roll, yaw damper off (Applicable to cruise and approach A period of 2–5 seconds; and 1⁄2-2 cycles.
configurations.).
2.d.8 ..... Steady state sideslip ....................................................................... 2–10 degrees of bank; 4–10 degrees of sideslip; and 2–10 de-
grees of aileron.
Use 50 percent rudder deflection. (Applicable to approach and
landing configurations.).
TABLE B2D.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (TURBO-PROPELLER) AIRPLANE

performance range
1. Performance
1.c ........ Climb
1.c.1 ..... Normal climb with nominal gross weight, at best rate-of-climb air- Climb airspeed = 95–115 knots, Climb rate = 800–1800 fpm (4–9
speed. m/sec).
1.f ......... Engines
1.f.1 ...... Acceleration; idle to takeoff power .................................................. 4–8 Seconds
1.f.2 ...... Deceleration; takeoff power to idle ................................................. 3–7 Seconds
a) Trim for straight and level flight at 80% of normal cruise air- 8 lbs (3.5 daN) of Push force—8 lbs (3.5 daN) of Pull force
force necessary to maintain original airspeed.
OR
b) Trim for straight and level flight at 80% of normal cruise air- 12–22 lbs (5.3–9.7 daN) of force (Push)
2.c.2 ..... Flap/slat change force
original airspeed.
OR
b) Trim for straight and level flight with flaps extended to 50% of 5–15 lbs (2.2–6.6 daN) of force (Push)
a) Trim for straight and level flight with landing gear retracted at a 2–12 lbs (0.88–5.3 daN) of force (Pull)
nal airspeed.
OR
b) Trim for straight and level flight with landing gear extended, at 2–12 lbs (0.88– 5.3 daN) of force (Push)
nal airspeed.
2.b.5 ..... Longitudinal trim .............................................................................. Must be able to trim longitudinal stick force to ‘‘zero’’ in each of
TABLE B2D.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (TURBO-PROPELLER) AIRPLANE—
Continued

performance range
a) Landing configuration: ................................................................. 60–90 knots; ± 5° of bank.
b) Clean configuration: .................................................................... Landing configuration speed + 10–20%.
2.d ........ Lateral Directional Tests
travel.

2.d.7 ..... Dutch roll, yaw damper off .............................................................. A period of 2–5 seconds; and 1.2–3 cycles.
(Applicable to cruise and approach configurations.).
2.d.8 ..... Steady state sideslip ....................................................................... 2–10 degrees of bank; 4–10 degrees of sideslip; and 2–10 de-
grees of aileron.
Use 50 percent rudder deflection. (Applicable to approach and
landing degrees of configurations.).
TABLE B2E.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 MULTI-ENGINE (TURBO-PROPELLER) AIRPLANE
Applicable test
1. Performance
1.c ........ Climb
1.b.1 ..... Normal climb with nominal gross weight, at best rate-of-climb air- Climb airspeed= 120–140 knots.
speed Climb rate= 1000–3000 fpm (5–15 m/sec).
1.f ......... Engines
1.f.1 ...... Acceleration; idle to takeoff power .................................................. 2–6 Seconds.
1.f.2 ...... Deceleration; takeoff power to idle ................................................. 1–5 Seconds.
TABLE B2E.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 MULTI-ENGINE (TURBO-PROPELLER) AIRPLANE—Continued
Applicable test
a) Trim for straight and level flight at 80% of normal cruise air- 8 lbs (3.5 daN) of Push force to 8 lbs (3.5 daN) of Pull force.
force necessary to maintain original airspeed
OR
b) Trim for straight and level flight at 80% of normal cruise air- 12–22 lbs (5.3–9.7 daN) of force (Push).
umn force necessary to maintain original airspeed
2.c.2 ..... Flap/slat change force
original airspeed
OR
b) Trim for straight and level flight with flaps extended to 50% of 5–15 lbs (2.2–6.6 daN) of force (Push).
tain original airspeed
a) Trim for straight and level flight with landing gear retracted at a 2–12 lbs (0.88–5.3 daN) of force (Pull).
nal airspeed
OR
b) Trim for straight and level flight with landing gear extended, at 2–12 lbs (0.88–5.3 daN) of force (Push).
nal airspeed
2.b.5 ..... Longitudinal trim .............................................................................. Must be able to trim longitudinal stick force to ‘‘zero’’ in each of
the following configurations; cruise; approach; and landing.
mately one (1) knot per second
a) Landing configuration .................................................................. 80–100 knots; ± 5° of bank.
b) Clean configuration ..................................................................... Landing configuration speed + 10–20%
2.d Lateral Directional Test

Aileron control must be deflected approximately 1⁄2 (50 percent)
of maximum travel
TABLE B2E.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 MULTI-ENGINE (TURBO-PROPELLER) AIRPLANE—Continued
Applicable test
2.d.4.b .. Spiral stability .................................................................................. Initial bank angle (±5 degrees) after 20 seconds.
and release. Must be completed in both directions of turn

Use 50 percent of maximum rudder deflection
(Applicable to approach or landing configuration.)
2.d.7 ..... Dutch roll, yaw damper off A period of 2–5 seconds; and 1⁄2–3 cycles.
(Applicable to cruise and approach configurations.)
2.d.8 ..... Steady state sideslip ....................................................................... 2–10 degrees of bank;

Use 50 percent rudder deflection .................................................... 4–10 degrees of sideslip; and
(Applicable to approach and landing configurations.) 2–10 degrees of aileron.
input. One test is required in each axis (pitch, roll, yaw)
End QPS Requirements c. In reviewing this history, the NSPM has (1) Data gathered through the alternative
concluded that, with proper care, those who means does not require angle of attack (AOA)
5. Alternative Data Sources, Procedures, and
are experienced in the development of measurements or control surface position
Instrumentation: Level 6 FTD Only.
aerodynamic models for FTD application can measurements for any flight test. AOA can be
lllllllllllllllllllll successfully use these modeling techniques sufficiently derived if the flight test program
Begin Information to acceptably alter the method by which insures the collection of acceptable level,
flight test data may be acquired and, when unaccelerated, trimmed flight data. Angle of
a. In recent years, considerable progress applied to Level 6 FTDs, does not
has been made by highly experienced aircraft attack may be validated by conducting the
compromise the quality of that simulation. three basic ‘‘fly-by’’ trim tests. The FTD time
and FTD manufacturers in improvement of
a. The information in the table that follows history tests should begin in level,
aerodynamic modeling techniques. In
(Table of Alternative Data Sources, unaccelerated, and trimmed flight, and the
conjunction with increased accessibility to
Procedures, and Information: Level 6 FTD results should be compared with the flight
very high powered computer technology,
Only) is presented to describe an acceptable test pitch angle.
these techniques have become quite
sophisticated. Additionally, those who have alternative to data sources for Level 6 FTD (2) A simulation controls system model
demonstrated success in combining these modeling and validation, and an acceptable should be rigorously defined and fully
modeling techniques with minimal flight alternative to the procedures and
mature. It should also include accurate
testing have incorporated the use of highly instrumentation found in the flight test
gearing and cable stretch characteristics
mature flight controls models and have had methods traditionally accepted for gathering
(where applicable) that are determined from
extensive experience in comparing the modeling and validation data.
(1) Alternative data sources that may be actual aircraft measurements. Such a model
output of their effort with actual flight test does not require control surface position
data—and they have been able to do so on used for part or all of a data requirement are
the Airplane Maintenance Manual, the measurements in the flight test objective data
an iterative basis over a period of years. for Level 6 FTD applications.
b. It has become standard practice for Airplane Flight Manual (AFM), Airplane
Design Data, the Type Inspection Report c. This table is not applicable to Computer
experienced FTD manufacturers to use such
techniques as a means of establishing data (TIR), Certification Data or acceptable Controlled Aircraft FTDs.
bases for new FTD configurations while supplemental flight test data. d. Utilization of these alternate data
awaiting the availability of actual flight test (2) The NSPM recommends that use of the sources, procedures, and instrumentation
data; and then comparing this new data with alternative instrumentation noted in the does not relieve the sponsor from compliance
the newly available flight test data. The following Table be coordinated with the with the balance of the information
results of such comparisons have, as reported NSPM prior to employment in a flight test or contained in this document relative to Level
by some recognized and experienced data gathering effort. 6 FTDs.
simulation experts, become increasingly b. The NSPM position regarding the use of e. The term ‘‘inertial measurement system’’
consistent and indicate that these techniques, these alternative data sources, procedures, allows the use of a functional global
applied with appropriate experience, are and instrumentation is based on three positioning system (GPS).
becoming dependably accurate for the primary preconditions and presumptions
development of aerodynamic models for use regarding the objective data and FTD End Information
in Level 6 FTDs. aerodynamic program modeling. lllllllllllllllllllll
TABLE B2F.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION LEVEL 6 FTD INFORMATION
Objective test Alternative data sources, procedures,
reference number Notes and reminders
and instrumentation
and title
1.b.1 ................................................ Data may be acquired through a synchronized video recording of a This test is required only if RTO is
Performance stop watch and the calibrated airplane airspeed indicator. Hand- sought.
Takeoff record the flight conditions and airplane configuration.
Ground acceleration time.
1.b.7 ................................................ Data may be acquired through a synchronized video recording of a This test is required only if RTO is
Performance stop watch and the calibrated airplane airspeed indicator. Hand- sought.
Takeoff record the flight conditions and airplane configuration.
Rejected takeoff.
1.c.1 ................................................. Data may be acquired with a synchronized video of calibrated air-
Performance plane instruments and engine power throughout the climb range.
Climb
Normal climb all engines operating.
1.f.1 ................................................. Data may be acquired with a synchronized video recording of engine
Performance instruments and throttle position.
Engines
Acceleration.
1.f.2 ................................................. Data may be acquired with a synchronized video recording of engine
Performance instruments and throttle position.
Engines
Deceleration.
2.a.1.a ............................................. Surface position data may be acquired from flight data recorder
Handling qualities (FDR) sensor or, if no FDR sensor, at selected, significant column
Static control tests positions (encompassing significant column position data points),
Pitch controller position vs. force acceptable to the NSPM, using a control surface protractor on the
and surface position calibration. ground (for airplanes with reversible control systems, this function
should be accomplished with winds less than 5 kt). Force data may
be acquired by using a hand held force gauge at the same column
position data points.
Wheel position vs. force and sur- acceptable to the NSPM, using a control surface protractor on the
face position calibration. ground (for airplanes with reversible control systems, this function
Rudder pedal position vs. force and acceptable to the NSPM, using a control surface protractor on the
surface position calibration. ground (for airplanes with reversible control systems, this function
2.a.4 ................................................ Breakout data may be acquired with a hand held force gauge. The
Handling qualities remainder of the force to the stops may be calculated if the force
Static control tests gauge and a protractor are used to measure force after breakout
Nosewheel steering force. for at least 25% of the total displacement capability.
2.a.5 ................................................ Data may be acquired through the use of force pads on the rudder
Handling qualities pedals and a pedal position measurement device, together with de-
Static control tests sign data for nose wheel position.
Rudder pedal steering calibration.
2.a.6 ................................................ Data may be acquired through calculations. .........................................

Handling qualities
Static control tests

Pitch trim indicator vs. surface posi-
tion calibration.
TABLE B2F.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION LEVEL 6 FTD INFORMATION—
Continued
and instrumentation
and title
2.a.8 ................................................ Data may be acquired through the use of a temporary throttle quad-
Handling qualities rant scale to document throttle position. Use a synchronized video
Static control tests to record steady state instrument readings or hand-record steady
Alignment of power lever angle vs. state engine performance readings.
selected engine parameter (e.g.,
EPR, N1, Torque).
2.a.9 ................................................ Use of design or predicted data is acceptable. Data may be acquired
Handling qualities by measuring deflection at ‘‘zero’’ and at ‘‘maximum.’’.
Static control tests
Brake pedal position vs. force.
2.c.1 ................................................. Data may be acquired by using an inertial measurement system and Power change dynamics test is
Handling qualities. a synchronized video of the calibrated airplane instruments, throttle acceptable using the same data
Longitudinal control tests position, and the force/position measurements of cockpit controls. acquisition methodology.
Power change force.
2.c.2 ................................................. Data may be acquired by using an inertial measurement system and Flap/slat change dynamics test is
Handling qualities a synchronized video of calibrated airplane instruments, flap/slat acceptable using the same data
Flap/slat change force.
2.c.4 ................................................. Data may be acquired by using an inertial measurement system and Gear change dynamics test is ac-
Handling qualities a synchronized video of the calibrated airplane instruments, gear ceptable using the same data
Gear change force.
2.c.5 ................................................. Data may be acquired through use of an inertial measurement sys-
Handling qualities tem and a synchronized video of the cockpit controls position (pre-
Longitudinal control tests viously calibrated to show related surface position) and the engine
Longitudinal trim. instrument readings.
2.c.6 ................................................. Data may be acquired through the use of an inertial measurement
Handling qualities system and a synchronized video of the calibrated airplane instru-
Longitudinal control tests ments; a temporary, high resolution bank angle scale affixed to the
Longitudinal maneuvering stability attitude indicator; and a wheel and column force measurement indi-
(stick force/g). cation.
2.c.7 ................................................. Data may be acquired through the use of a synchronized video of the
Handling qualities airplane flight instruments and a hand held force gauge.
Longitudinal control tests
Longitudinal static stability.
2.c.8 ................................................. Data may be acquired through a synchronized video recording of a Airspeeds may be cross checked
Handling qualities stop watch and the calibrated airplane airspeed indicator. Hand- with those in the TIR and AFM.
Longitudinal control tests record the flight conditions and airplane configuration.
Stall Warning (activation of stall
warning device).
2.c.9.a .............................................. Data may be acquired by using an inertial measurement system and
Handling qualities a synchronized video of the calibrated airplane instruments and the
Longitudinal control tests force/position measurements of cockpit controls.
Phugoid dynamics.
2.c.10 ............................................... Data may be acquired by using an inertial measurement system and
Longitudinal control tests force/position measurements of cockpit controls.
Short period dynamics.
2.c.11 ............................................... May use design data, production flight test schedule, or maintenance
Handling qualities specification, together with an SOC.
Longitudinal control tests
Gear and flap/slat operating times.
2.d.2 ................................................ Data may be acquired by using an inertial measurement system and
Lateral directional tests force/position measurements of cockpit lateral controls.
Roll response (rate).
TABLE B2F.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION LEVEL 6 FTD INFORMATION—
Continued
and instrumentation
and title
Lateral directional tests force/position measurements of cockpit lateral controls.
(a) Roll overshoot
OR
(b) Roll response to cockpit roll
controller step input.
Handling qualities a synchronized video of the calibrated airplane instruments; the
Lateral directional tests force/position measurements of cockpit controls; and a stop watch.
Spiral stability.
2.d.6.a ............................................. Data may be acquired by using an inertial measurement system and
Handling qualities a synchronized video of the calibrated airplane instruments; the
Lateral directional tests force/position measurements of rudder pedals.
Rudder response.
Lateral directional tests force/position measurements of cockpit controls.
Dutch roll, (yaw damper OFF).
Lateral directional tests force/position measurements of cockpit controls.
Steady state sideslip.
Attachment 3 to Appendix B to Part 60— use of a given level of FTD as described on of the system operation and any system
Flight Training Device (FTD) Subjective the Statement of Qualification or as may be limitation.
Evaluation approved by the TPAA. All items in the e. At the request of the TPAA, the NSP
1. Discussion following paragraphs are subject to Pilot may assess the FTD for a special aspect
examination. of a sponsor’s training program during the
lllllllllllllllllllll b. All simulated airplane systems functions functions and subjective portion of an
Begin Information will be assessed for normal and, where evaluation. Such an assessment may include
appropriate, alternate operations. Simulated a portion of a Line Oriented Flight Training
a. The subjective tests provide a basis for
evaluating the capability of the FTD to airplane systems are listed separately under (LOFT) scenario or special emphasis items in
perform over a typical utilization period. The ‘‘Any Flight Phase’’ to ensure appropriate the sponsor’s training program. Unless
items listed in the Table of Functions and attention to systems checks. Operational directly related to a requirement for the
Subjective Tests are used to determine navigation systems (including inertial qualification level, the results of such an
whether the FTD competently simulates each navigation systems, global positioning evaluation would not affect the qualification
required maneuver, procedure, or task; and systems, or other long-range systems) and the of the FTD.
verifying correct operation of the FTD associated electronic display systems will be
controls, instruments, and systems. The tasks evaluated if installed. The NSP pilot will End Information
do not limit or exceed the authorizations for include in his report to the TPAA, the effect lllllllllllllllllllll
TABLE B3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD

<<<
QPS re-
quire- No.
ment
>>>
Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ Con-
figuration List as defined in appendix B, Attachment 2 of this part.
1. Preflight
Accomplish a functions check of all installed switches, indicators, systems, and equipment at all crewmembers’ and instructors’ sta-
tions, and determine that the cockpit (or flight deck area) design and functions replicate the appropriate airplane.
2. Surface Operations (pre-takeoff)
2.a ........ Engine start:
TABLE B3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued

<<<
QPS re-
quire- No.
ment
>>>
2.a.1 ..... Normal start.
2.a.2 ..... Alternative procedures start.
2.a.3 ..... Abnormal procedures start/shut down.
2.b ........ Pushback/Powerback (powerback requires visual system).
3. Takeoff (requires appropriate visual system as set out in Table B1A, item 6.b.; appendix B, Attachment 1.)
3.a ........ Instrument takeoff:
3.a.1 ..... Engine checks (e.g., engine parameter relationships, propeller/mixture controls).
3.a.2 ..... Acceleration characteristics.
3.a.3 ..... Nosewheel/rudder steering.
3.a.4 ..... Landing gear, wing flap, leading edge device operation.
3.b ........ Rejected takeoff:
3.b.1 ..... Deceleration characteristics.
3.b.2 ..... Brakes/engine reverser/ground spoiler operation.
3.b.3 ..... Nosewheel/rudder steering.
4. In-Flight Operations
4.a ........ Normal climb.
4.b ........ Cruise:
4.b.1 ..... Demonstration of performance characteristics (speed vs. power).
4.b.2 ..... Normal turns.
4.b.3 ..... Demonstration of high altitude handling.
4.b.4 ..... Demonstration of high airspeed handling/overspeed warning.
4.b.5 ..... Demonstration of Mach effects on control and trim.
4.b.6 ..... Steep turns.
4.b.10 ... In-Flight engine shutdown (procedures only).
4.b.11 ... In-Flight engine restart (procedures only).
4.b.13 ... Specific flight characteristics.
4.b.14 ... Response to loss of flight control power.
4.b.15 ... Response to other flight control system failure modes.
4.b.19 ... Operations during icing conditions.
4.b.20 ... Effects of airframe/engine icing.
4.c ........ Other flight phase:
4.c.1 ..... Approach to stalls in the following configurations:
4.c.1.a .. Cruise.
4.c.1.b .. Takeoff or approach.
4.c.1.c .. Landing.

<<<
QPS re-
quire- No.
ment
>>>
4.c.2 ..... High angle of attack maneuvers in the following configurations:
4.c.2.a .. Cruise.
4.c.2.b .. Takeoff or approach.
4.c.2.c .. Landing.
4.c.3 ..... Slow flight.
4.c.4 ..... Holding.
5.a.1 ..... Non-precision Instrument Approaches:
5.a.1.a.1 With use of autopilot and autothrottle, as applicable.
5.a.1.a.2 Without use of autopilot and autothrottle, as applicable.
5.a.1.b.1 With 10 knot tail wind.
5.a.1.b.2 With 10 knot crosswind.
5.a.2 ..... Precision Instrument Approaches:
5.a.2.a.1 With use of autopilot, autothrottle, and autoland, as applicable.
5.a.2.a.2 Without use of autopilot, autothrottle, and autoland, as applicable.
5.a.2.b.1 With 10 knot tail wind.
5.a.2.b.2 With 10 knot crosswind.
6. Missed Approach
6.a ........ Manually controlled.
6.b ........ Automatically controlled (if applicable).
7. Any Flight Phase, as appropriate
7.a ........ Normal system operation (installed systems).
7.b ........ Abnormal/Emergency system operation (installed systems).
7.c ........ Flap operation.
7.d ........ Landing gear operation.
7.e ........ Engine Shutdown and Parking.
7.e.1 ..... Systems operation.
7.e.2 ..... Parking brake operation.
8. Instructor Operating Station (IOS), as appropriate
Functions in this section are subject to evaluation only if appropriate for the airplane and/or installed on the specific FTD involved.
8.a ........ Power Switch(es).
8.b ........ Airplane conditions.
8.b.1 ..... Gross weight, center of gravity, and fuel loading and allocation.
8.b.2 ..... Airplane systems status.
8.b.3 ..... Ground crew functions (e.g., external power, push back).
8.c ........ Airports.
8.c.1 ..... Selection.

<<<
QPS re-
quire- No.
ment
>>>
8.c.2 ..... Runway selection.
8.c.3 ..... Preset positions (e.g., ramp, over FAF).
8.d ........ Environmental controls.
8.d.1 ..... Temperature.
8.d.2 ..... Climate conditions (e.g., ice, rain).
8.d.3 ..... Wind speed and direction.
8.e ........ Airplane system malfunctions.
8.e.1 ..... Insertion/deletion.
8.e.2 ..... Problem clear.
8.f ......... Locks, Freezes, and Repositioning.
8.f.1 ...... Problem (all) freeze/release.
8.f.2 ...... Position (geographic) freeze/release.
8.f.3 ...... Repositioning (locations, freezes, and releases).
8.f.4 ...... Ground speed control.
8.f.5 ...... Remote IOS, if installed.
9. Sound Controls. On/off/adjustment
10. Control Loading System (as applicable) On/off/emergency stop
11. Observer Stations
11.a ...... Position.
11.b ...... Adjustments.

TABLE B3B.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS—LEVEL 5 FTD

<<< QPS Requirements >>>
No. Operations tasks
Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as
indicated in the SOQ Configuration List as defined in appendix B, Attachment 2 of this part.
1. Preflight
Accomplish a functions check of all installed switches, indicators, systems, and equipment at all crew-
members’ and instructors’ stations, and determine that the cockpit (or flight deck area) design and func-
tions replicate the appropriate airplane.
2. Surface Operations (pre-takeoff)
2.a ................................................... Engine start (if installed):

2.a.1 ................................................ Normal start.
2.a.2 ................................................ Alternative procedures start.
2.a.3 ................................................ Abnormal/Emergency procedures start / shut down.
3. In-Flight Operations
3.a ................................................... Normal climb.
TABLE B3B.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS—LEVEL 5 FTD—Continued

3.b ................................................... Cruise:

3.b.1 ................................................ Performance characteristics (speed vs. power).
3.b.2 ................................................ Normal turns.
3.c ................................................... Normal descent.
4. Approaches
4.a. .................................................. Coupled instrument approach maneuvers (as applicable for the systems installed).
5. Any Flight Phase
5.a ................................................... Normal system operation (Installed systems).

5.b ................................................... Abnormal/Emergency system operation (installed systems).
5.c ................................................... Flap operation.
5.d ................................................... Landing gear operation.
5.e ................................................... Engine Shutdown and Parking (if installed).
5.e.1 ................................................ Systems operation.
5.e.2 ................................................ Parking brake operation.
6. Instructor Operating Station (IOS)
6.a ................................................... Power Switch(es).

6.b ................................................... Preset positions—ground, air.
6.c ................................................... Airplane system malfunctions (Installed systems).
6.c.1 ................................................ Insertion/deletion.
6.c.2 ................................................ Problem clear.
TABLE B3C.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS—LEVEL 4 FTD

Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as
indicated in the SOQ Configuration List as defined in appendix B, Attachment 2 of this part.
1 ...................................................... Level 4 FTDs are required to have at least one system. However, the NSP will accomplish a functions
check of all installed systems, switches, indicators, and equipment at all crewmembers’ and instructors’
stations, and determine that the cockpit (or flight deck area) design and functions replicate the appro-
priate airplane.
Attachment 4 to Appendix B to Part 60— Figure B4B—Attachment: FSTD Information Figure B4G—Sample Continuing
Sample Documents Form Qualification Evaluation Requirements
lllllllllllllllllllll Figure B4C—Sample Qualification Test Page
Guide Cover Page Figure B4H—Sample MQTG Index of
Begin Information
Figure B4D—Sample Statement of Effective FSTD Directives
Table of Contents Qualification—Certificate BILLING CODE 491073–P
Title of Sample Figure B4E—Sample Statement of
Figure B4A—Sample Letter, Request for Qualification—Configuration List
Initial, Upgrade, or Reinstatement Figure B4F—Sample Statement of
Evaluation Qualification—List of Qualified Tasks
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BILLING CODE 491073–C 10. Special Equipment and Personnel Attachment 2 to Appendix C to Part 60—
Requirements for Qualification of the Simulator Objective Tests.
Appendix C to Part 60—Qualification Simulator (§ 60.14). Attachment 3 to Appendix C to Part 60—
Performance Standards for Helicopter 11. Initial (and Upgrade) Qualification Simulator Subjective Evaluation.
Full Flight Simulators Requirements (§ 60.15). Attachment 4 to Appendix C to Part 60—
12. Additional Qualifications for a Sample Documents.
Currently Qualified Simulator (§ 60.16).
13. Previously Qualified Simulators End Information
Begin Information
(§ 60.17). lllllllllllllllllllll
This appendix establishes the standards for 14. Inspection, Continuing Qualification
Helicopter Full Flight Simulator (FFS) 1. Introduction
Evaluation, and Maintenance Requirements
evaluation and qualification. The Flight (§ 60.19). lllllllllllllllllllll
Standards Service, National Simulator 15. Logging Simulator Discrepancies Begin Information
Program Manager (NSPM), is responsible for (§ 60.20).
the development, application, and 16. Interim Qualification of Simulators for a. This appendix contains background
implementation of the standards contained New Helicopter Types or Models (§ 60.21). information as well as regulatory and
17. Modifications to Simulators (§ 60.23). informative material as described later in this
within this appendix. The procedures and
18. Operations with Missing, section. To assist the reader in determining
criteria specified in this appendix will be what areas are required and what areas are
Malfunctioning, or Inoperative Components
used by the NSPM, or a person assigned by permissive, the text in this appendix is
(§ 60.25).
the NSPM, when conducting helicopter FFS 19. Automatic Loss of Qualification and divided into two sections: ‘‘QPS
evaluations. Procedures for Restoration of Qualification Requirements’’ and ‘‘Information.’’ The QPS
(§ 60.27). Requirements sections contain details
Table of Contents
20. Other Losses of Qualification and regarding compliance with the part 60 rule
1. Introduction. Procedures for Restoration of Qualification language. These details are regulatory, but are
2. Applicability (§ 60.1) and (§ 60.2). (§ 60.29). found only in this appendix. The Information
3. Definitions (§ 60.3). 21. Record Keeping and Reporting sections contain material that is advisory in
4. Qualification Performance Standards (§ 60.31). nature, and designed to give the user general
(§ 60.4). 22. Applications, Logbooks, Reports, and information about the regulation.
5. Quality Management System (§ 60.5). Records: Fraud, Falsification, or Incorrect b. Related Reading References.
Statements (§ 60.33). (1) 14 CFR part 60.
23. [Reserved] (2) 14 CFR part 61.
(§ 60.7). 24. [Reserved] (3) 14 CFR part 63.
7. Additional Responsibilities of the 25. FSTD Qualification on the Basis of a (4) 14 CFR part 119.
Sponsor (§ 60.9). Bilateral Aviation Safety Agreement (BASA) (5) 14 CFR part 121.
8. FSTD Use (§ 60.11). (§ 60.37). (6) 14 CFR part 125.
9. Simulator Objective Data Requirements Attachment 1 to Appendix C to Part 60— (7) 14 CFR part 135.
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(§ 60.13). General Simulator Requirements. (8) 14 CFR part 141.
(9) 14 CFR part 142. Begin Information (i) Used by the sponsor in the sponsor’s
(10) AC 120–35B, Line Operational There is no additional regulatory or FAA-approved flight training program for the
Simulations: Line-Oriented Flight Training, informational material that applies to § 60.4, helicopter simulated (as described in
Special Purpose Operational Training, Line Qualification Performance Standards. § 60.7(d)(1));
Operational Evaluation. OR
(11) AC 120–57A, Surface Movement End Information (ii) Used by another FAA certificate holder
Guidance and Control System (SMGS). lllllllllllllllllllll in that other certificate holder’s FAA-
(12) AC 150/5300–13, Airport Design. approved flight training program for the
(13) AC 150/5340–1G, Standards for 5. Quality Management System (§ 60.5) helicopter simulated (as described in
Airport Markings. lllllllllllllllllllll § 60.7(d)(1)). This 12-month period is
(14) AC 150/5340–4C, Installation Details established in the same manner as in
for Runway Centerline Touchdown Zone Begin Information example one.
Lighting Systems. See appendix E for additional regulatory OR
(15) AC 150/5340–19, Taxiway Centerline and informational material regarding Quality (iii) Provided a statement each year from a
Lighting System. Management Systems. qualified pilot (after having flown the
(16) AC 150/5340–24, Runway and helicopter, not the subject FFS or another
Taxiway Edge Lighting System. End Information FFS, during the preceding 12-month period)
(17) AC 150/5345–28D, Precision lllllllllllllllllllll stating that the subject FFS’s performance
Approach Path Indicator (PAPI) Systems. and handling qualities represent the
(18) AC 150/5390–2B, Heliport Design. 6. Sponsor Qualification Requirements helicopter (as described in § 60.7(d)(2)). This
(19) International Air Transport (§ 60.7) statement is provided at least once in each
Association document, ‘‘Flight Simulator lllllllllllllllllllll 12-month period established in the same
Design and Performance Data Requirements,’’ manner as in example one.
as amended. Begin Information (b) There is no minimum number of hours
(20) AC 29–2B, Flight Test Guide for a. The intent of the language in § 60.7(b) is of FFS use required.
Certification of Transport Category to have a specific FFS, identified by the (3) Example Three.
Rotorcraft. sponsor, used at least once in an FAA- (a) A sponsor in New York (in this
(21) AC 27–1A, Flight Test Guide for approved flight training program for the example, a Part 142 certificate holder)
Certification of Normal Category Rotorcraft. helicopter simulated during the 12-month establishes ‘‘satellite’’ training centers in
(22) International Civil Aviation period described. The identification of the Chicago and Moscow.
Organization (ICAO) Manual of Criteria for (b) The satellite function means that the
specific FFS may change from one 12-month
the Qualification of Flight Simulators, as Chicago and Moscow centers must operate
period to the next 12-month period as long
amended. under the New York center’s certificate (in
as that sponsor sponsors and uses at least one
(23) Airplane Flight Simulator Evaluation accordance with all of the New York center’s
FFS at least once during the prescribed
Handbook, Volume I, as amended and practices, procedures, and policies; e.g.,
period. There is no minimum number of
Volume II, as amended, The Royal instructor and/or technician training/
Aeronautical Society, London, UK. hours or minimum FFS periods required.
b. The following examples describe checking requirements, record keeping, QMS
(24) FAA Publication FAA–S–8081 series program).
(Practical Test Standards for Airline acceptable operational practices:
(1) Example One. (c) All of the FFSs in the Chicago and
Transport Pilot Certificate, Type Ratings, Moscow centers could be dry-leased (i.e., the
Commercial Pilot, and Instrument Ratings). (a) A sponsor is sponsoring a single,
specific FFS for its own use, in its own certificate holder does not have and use
(25) The FAA Aeronautical Information FAA-approved flight training programs for
Manual (AIM). An electronic version of the facility or elsewhere—this single FFS forms
the FFSs in the Chicago and Moscow centers)
AIM is on the internet at http://www.faa.gov/ the basis for the sponsorship. The sponsor
because —
atpubs. uses that FFS at least once in each 12-month
(i) Each FFS in the Chicago center and each
period in that sponsor’s FAA-approved flight
End Information FFS in the Moscow center is used at least
training program for the helicopter
once each 12-month period by another FAA
lllllllllllllllllllll simulated. This 12-month period is
certificate holder in that other certificate
established according to the following
2. Applicability (§§ 60.1 & 60.2) holder’s FAA-approved flight training
schedule:
program for the helicopter (as described in
lllllllllllllllllllll (i) If the FFS was qualified prior to October
§ 60.7(d)(1));
30, 2007 the 12-month period begins on the
Begin Information OR
date of the first continuing qualification
There is no additional regulatory or evaluation conducted in accordance with (ii) A statement is obtained from a
informational material that applies to § 60.1, § 60.19 after October 30, 2007 and continues qualified pilot (having flown the helicopter,
Applicability, or to § 60.2, Applicability of for each subsequent 12-month period; not the subject FFS or another FFS during the
sponsor rules to person who are not sponsors (ii) A device qualified on or after October preceding 12-month period) stating that the
and who are engaged in certain unauthorized 30, 2007 will be required to undergo an performance and handling qualities of each
activities. initial or upgrade evaluation in accordance FFS in the Chicago and Moscow centers
with § 60.15. Once the initial or upgrade represents the helicopter (as described in
End Information § 60.7(d)(2)).
evaluation is complete, the first continuing
lllllllllllllllllllll qualification evaluation will be conducted End Information
3. Definitions (§ 60.3) within 6 months. The 12 month continuing lllllllllllllllllllll
lllllllllllllllllllll qualification evaluation cycle begins on that
date and continues for each subsequent 12- 7. Additional Responsibilities of the Sponsor
Begin Information month period. (§ 60.9)
See appendix F for a list of definitions and (b) There is no minimum number of hours lllllllllllllllllllll
abbreviations from part 1 and part 60, of FFS use required.
including the appropriate appendices of part (c) The identification of the specific FFS Begin Information
60. may change from one 12-month period to the The phrase ‘‘as soon as practicable’’ in
next 12-month period as long as that sponsor § 60.9(a) means without unnecessarily
End Information sponsors and uses at least one FFS at least disrupting or delaying beyond a reasonable
lllllllllllllllllllll once during the prescribed period. time the training, evaluation, or experience
(2) Example Two. being conducted in the FSTD.
4. Qualification Performance Standards (a) A sponsor sponsors an additional
(§ 60.4) number of FFSs, in its facility or elsewhere. End Information
lllllllllllllllllllll Each additionally sponsored FFS must be— lllllllllllllllllllll
8. FSTD Use (§ 60.11) available. The data referred to in this during which the snapshot is taken. The time
lllllllllllllllllllll paragraph are those data that are used to period most frequently used is 5 seconds
validate the performance, handling qualities, prior through 2 seconds following the instant
Begin Information or other characteristics of the aircraft, of time captured by the snapshot. This
There is no additional regulatory or including data related to any relevant paragraph is primarily addressing the source
informational material that applies to § 60.11, changes occurring after the type certificate data and the method by which the data
FSTD Use. was issued. This notification must be made provider ensures that the steady state
within 10 working days. condition for the snapshot is representative.
End Information i. The NSPM will consider, on a case-by-
lllllllllllllllllllll case basis, whether or not to approve
lllllllllllllllllllll supplemental validation data derived from
9. Simulator Objective Data Requirements
Begin Information flight data recording systems such as a Quick
(§ 60.13)
Access Recorder or Flight Data Recorder.
lllllllllllllllllllll e. The FFS sponsor is encouraged to
Begin QPS Requirements the aircraft being simulated (or with the lllllllllllllllllllll
a. Flight test data used to validate FFS holder of the aircraft type certificate for the
performance and handling qualities must aircraft being simulated if the manufacturer 10. Special Equipment and Personnel
have been gathered in accordance with a is no longer in business), and, if appropriate, Requirements for Qualification of the
flight test program containing the following: with the person having supplied the aircraft Simulator (§ 60.14)
(1) A flight test plan consisting of: data package for the FFS in order to facilitate lllllllllllllllllllll
(a) The maneuvers and procedures the notification required by § 60.13(f).
required for aircraft certification and f. It is the intent of the NSPM that for new Begin Information
simulation programming and validation. aircraft entering service, at a point well in a. In the event that the NSPM determines
(b) For each maneuver or procedure— advance of preparation of the Qualification that special equipment or specifically
(i) The procedures and control input the Test Guide (QTG), the sponsor should submit qualified persons will be required to conduct
flight test pilot and/or engineer used. to the NSPM for approval, a descriptive an evaluation, the NSPM will make every
(ii) The atmospheric and environmental document (a validation data roadmap) attempt to notify the sponsor at least one (1)
conditions. containing the plan for acquiring the week, but in no case less than 72 hours, in
(iii) The initial flight conditions. validation data, including data sources. This advance of the evaluation. Examples of
(iv) The helicopter configuration, including document should clearly identify sources of special equipment include spot photometers,
weight and center of gravity. data for all required tests, a description of the flight control measurement devices, and
(v) The data to be gathered. validity of these data for a specific engine sound analyzers. Examples of specially
(vi) All other information necessary to type and thrust rating configuration, and the qualified personnel include individuals
recreate the flight test conditions in the FFS. revision levels of all avionics affecting the specifically qualified to install or use any
(2) Appropriately qualified flight test performance or flying qualities of the aircraft. special equipment when its use is required.
personnel. Additionally, this document should provide b. Examples of a special evaluation include
(3) An understanding of the accuracy of the other information, such as the rationale or an evaluation conducted after an FFS is
data to be gathered using appropriate explanation for cases where data or data moved, at the request of the TPAA, or as a
alternative data sources, procedures, and parameters are missing, instances where result of comments received from FFS that
instrumentation that is traceable to a engineering simulation data are used or raise questions regarding the continued
recognized standard as described in where flight test methods require further qualification or use of the FFS.
Attachment 2, Table C2D. explanations. It should also provide a brief
(4) Appropriate and sufficient data narrative describing the cause and effect of End Information
acquisition equipment or system(s), any deviation from data requirements. The lllllllllllllllllllll
including appropriate data reduction and aircraft manufacturer may provide this
analysis methods and techniques, as would document. 11. Initial (and Upgrade) Qualification
be acceptable to the FAA’s Aircraft g. There is no requirement for any flight Requirements (§ 60.15)
Certification Service. test data supplier to submit a flight test plan lllllllllllllllllllll
b. The data, regardless of source, must be or program prior to gathering flight test data.
presented: However, the NSPM notes that inexperienced Begin QPS Requirements
(1) in a format that supports the FFS data gatherers often provide data that is a. In order to be qualified at a particular
validation process; irrelevant, improperly marked, or lacking qualification level, the FFS must:
(2) in a manner that is clearly readable and adequate justification for selection. Other (1) Meet the general requirements listed in
annotated correctly and completely; problems include inadequate information Attachment 1;
(3) with resolution sufficient to determine regarding initial conditions or test (2) Meet the objective testing requirements
compliance with the tolerances set forth in maneuvers. The NSPM has been forced to listed in Attachment 2; and
Attachment 2, Table C2A of this appendix. refuse these data submissions as validation (3) Satisfactorily accomplish the subjective
(4) with any necessary instructions or other data for an FFS evaluation. It is for this tests listed in Attachment 3.
details provided, such as yaw damper or reason that the NSPM recommends that any b. The request described in § 60.15(a) must
throttle position; and data supplier not previously experienced in include all of the following:
(5) without alteration, adjustments, or bias; this area review the data necessary for (1) A statement that the FFS meets all of
however the data may be re-scaled, digitized, programming and for validating the the applicable provisions of this part and all
or otherwise manipulated to fit the desired performance of the FFS, and discuss the applicable provisions of the QPS.
presentation. flight test plan anticipated for acquiring such (2) A confirmation that the sponsor will
c. After completion of any additional flight data with the NSPM well in advance of forward to the NSPM the statement described
test, a flight test report must be submitted in commencing the flight tests. in § 60.15(b) in such time as to be received
support of the validation data. The report h. In those cases where the objective test no later than 5 business days prior to the
must contain sufficient data and rationale to results authorize a ‘‘snapshot test’’ or a scheduled evaluation and may be forwarded
support qualification of the FFS at the level ‘‘series of snapshot test’’ results in lieu of a to the NSPM via traditional or electronic
requested. time-history result, Attachment 2 requires the means.
d. As required by § 60.13(f), the sponsor sponsor or other data provider to ensure that (3) A qualification test guide (QTG),
must notify the NSPM when it becomes a steady state condition exists at the instant acceptable to the NSPM, that includes all of
aware that an addition to, an amendment to, of time captured by the ‘‘snapshot.’’ This is the following:
or a revision of data that may relate to FFS often verified by showing that a steady state (i) Objective data obtained from aircraft
performance or handling characteristics is condition existed from some period of time testing or another approved source.
(ii) Correlating objective test results (8) Statements of compliance and the parameters shown in Attachment 2, Table
obtained from the performance of the FFS as capability (SOCs) with certain requirements. C2A of this appendix.
prescribed in the applicable QPS. SOCs must provide references to the sources (5) Tests involving time histories, data
(iii) The result of FFS subjective tests of information that show the capability of the sheets (or transparencies thereof) and FFS
prescribed in the applicable QPS. FFS to comply with the requirements. SOCs test results must be clearly marked with
(iv) A description of the equipment must also provide a rationale explaining how appropriate reference points to ensure an
necessary to perform the evaluation for initial the referenced material is used, the accurate comparison between the FFS and
qualification and the continuing qualification mathematical equations and parameter the helicopter with respect to time. Time
evaluations. values used, and the conclusions reached. histories recorded via a line printer are to be
c. The QTG described in paragraph (a)(3) Refer to the ‘‘Additional Details’’ column in clearly identified for cross plotting on the
of this section, must provide the documented Attachment 1, Table C1A, ‘‘Simulator helicopter data. Over-plots must not obscure
proof of compliance with the simulator Standards,’’ or in the ‘‘Test Details’’ column the reference data.
objective tests in Attachment 2, Table C2A of in Attachment 2, Table C2A, ‘‘Simulator h. The sponsor may elect to complete the
this appendix. Objective Tests,’’ to see when SOCs are QTG objective and subjective tests at the
d. The QTG is prepared and submitted by required. manufacturer’s facility or at the sponsor’s
the sponsor, or the sponsor’s agent on behalf (9) Recording procedures or equipment training facility. If the tests are conducted at
of the sponsor, to the NSPM for review and required to accomplish the objective tests. the manufacturer’s facility, the sponsor must
approval, and must include, for each (10) The following information for each repeat at least one-third of the tests at the
objective test: objective test designated in Attachment 2, sponsor’s training facility in order to
(1) Parameters, tolerances, and flight Table C2A, as applicable to the qualification substantiate FFS performance. The QTG must
conditions; level sought: be clearly annotated to indicate when and
(2) Pertinent and complete instructions for (a) Name of the test.
where each test was accomplished. Tests
the conduct of automatic and manual tests; (b) Objective of the test.
conducted at the manufacturer’s facility and
(3) A means of comparing the FFS test (c) Initial conditions.
at the sponsor’s training facility must be
results to the objective data; (d) Manual test procedures.
conducted after the FFS is assembled with
(4) Any other information as necessary, to (e) Automatic test procedures (if
assist in the evaluation of the test results; applicable). systems and sub-systems functional and
(5) Other information appropriate to the (f) Method for evaluating FFS objective test operating in an interactive manner. The test
qualification level of the FFS. results. results must be submitted to the NSPM.
e. The QTG described in paragraphs (a)(3) (g) List of all relevant parameters driven or i. The sponsor must maintain a copy of the
and (b) of this section, must include the constrained during the automatically MQTG at the FFS location.
following: conducted test(s). j. All FFSs for which the initial
(1) A QTG cover page with sponsor and (h) List of all relevant parameters driven or qualification is conducted after October 30,
FAA approval signature blocks (see constrained during the manually conducted 2013 must have an electronic MQTG
Attachment 4, Figure C4C, for a sample QTG test(s). (eMQTG) including all objective data
cover page). (i) Tolerances for relevant parameters. obtained from helicopter testing, or another
(2) A continuing qualification evaluation (j) Source of Validation Data (document approved source (reformatted or digitized),
schedule requirements page. This page will and page number). together with correlating objective test results
be used by the NSPM to establish and record (k) Copy of the Validation Data (if located obtained from the performance of the FFS
the frequency with which continuing in a separate binder, a cross reference for the (reformatted or digitized) as prescribed in
qualification evaluations must be conducted identification and page number for pertinent this appendix. The eMQTG must also contain
and any subsequent changes that may be data location must be provided). the general FFS performance or
determined by the NSPM in accordance with (l) Simulator Objective Test Results as demonstration results (reformatted or
§ 60.19. See Attachment 4, Figure C4G, for a obtained by the sponsor. Each test result digitized) prescribed in this appendix, and a
sample Continuing Qualification Evaluation must reflect the date completed and must be description of the equipment necessary to
Requirements page. clearly labeled as a product of the device perform the initial qualification evaluation
(3) An FFS information page that provides being tested. and the continuing qualification evaluations.
the information listed in this paragraph (see f. A convertible FFS is addressed as a The eMQTG must include the original
Attachment 4, Figure C4B, for a sample FFS separate FFS for each model and series validation data used to validate FFS
information page). For convertible FFSs, the helicopter to which it will be converted and performance and handling qualities in either
sponsor must submit a separate page for each for the FAA qualification level sought. If a the original digitized format from the data
configuration of the FFS. sponsor seeks qualification for two or more supplier or an electronic scan of the original
(a) The sponsor’s FFS identification models of a helicopter type using a time-history plots that were provided by the
number or code. convertible FFS, the sponsor must submit a data supplier. A copy of the eMQTG must be
(b) The helicopter model and series being QTG for each helicopter model, or a provided to the NSPM.
simulated. supplemented QTG for each helicopter k. All other FFSs not covered in
(c) The aerodynamic data revision number model. The NSPM will conduct evaluations subparagraph ‘‘j’’ must have an electronic
or reference. for each helicopter model. copy of the MQTG by October 30, 2013. A
(d) The engine model(s) and its data g. Form and manner of presentation of copy of the eMQTG must be provided to the
revision number or reference. objective test results in the QTG: NSPM. This may be provided by an
(e) The flight control data revision number (1) The sponsor’s FFS test results must be electronic scan presented in a Portable
or reference. recorded in a manner acceptable to the Document File (PDF), or similar format
(f) The flight management system NSPM, that allows easy comparison of the acceptable to the NSPM.
identification and revision level. FFS test results to the validation data (e.g.,
(g) The FFS model and manufacturer. use of a multi-channel recorder, line printer, End QPS Requirements
(h) The date of FFS manufacture. cross plotting, overlays, transparencies). lllllllllllllllllllll
(i) The FFS computer identification. (2) FFS results must be labeled using
(j) The visual system model and terminology common to helicopter Begin Information
manufacturer, including display type. parameters as opposed to computer software l. Only those FFSs that are sponsored by
(k) The motion system type and identifications. a certificate holder as defined in appendix F
manufacturer, including degrees of freedom. (3) Validation data documents included in will be evaluated by the NSPM. However,
(4) A Table of Contents. a QTG may be photographically reduced only other FFS evaluations may be conducted on
(5) A log of revisions and a list of effective if such reduction will not alter the graphic a case-by-case basis as the Administrator
pages. scaling or cause difficulties in scale deems appropriate, but only in accordance
(6) List of all relevant data references. interpretation or resolution. with applicable agreements.
(7) A glossary of terms and symbols used (4) Scaling on graphical presentations must m. The NSPM will conduct an evaluation
(including sign conventions and units). provide the resolution necessary to evaluate for each configuration, and each FFS must be
evaluated as completely as possible. To data (including consideration of the way in which qualification might not be sought or
ensure a thorough and uniform evaluation, which the flight test was flown and way the granted, as described in § 60.15(g)(6), include
each FFS is subjected to the general data was gathered and applied) data takeoffs and landing from slopes and
simulator requirements in Attachment 1, the presentations, and the applicable tolerances pinnacles.
objective tests listed in Attachment 2, and the for each test.
subjective tests listed in Attachment 3 of this p. In addition to the scheduled continuing End Information
appendix. The evaluations described herein qualification evaluation, each FFS is subject lllllllllllllllllllll
will include, but not necessarily be limited to evaluations conducted by the NSPM at any
12. Additional Qualifications for a Currently
to the following: time without prior notification to the
Qualified Simulator (§ 60.16)
(1) Helicopter responses, including sponsor. Such evaluations would be
longitudinal and lateral-directional control accomplished in a normal manner (i.e., There is no additional regulatory or
responses (see Attachment 2 of this requiring exclusive use of the FFS for the informational material that applies to § 60.16,
appendix); conduct of objective and subjective tests and Additional Qualifications for a Currently
(2) Performance in authorized portions of an examination of functions) if the FFS is not Qualified FFS.
the simulated helicopter’s operating being used for flight crewmember training, 13. Previously Qualified Simulators (§ 60.17)
envelope, to include tasks evaluated by the testing, or checking. However, if the FFS
NSPM in the areas of surface operations, were being used, the evaluation would be lllllllllllllllllllll
takeoff, climb, cruise, descent, approach, and conducted in a non-exclusive manner. This Begin QPS Requirements
landing as well as abnormal and emergency non-exclusive evaluation will be conducted
operations (see Attachment 2 of this by the FFS evaluator accompanying the a. In instances where a sponsor plans to
appendix); check airman, instructor, Aircrew Program remove a FFS from active status for a period
(3) Control checks (see Attachment 1 and Designee (APD), or FAA inspector aboard the of less than two years, the following
Attachment 2 of this appendix); FFS along with the student(s) and observing procedures apply:
(4) Cockpit configuration (see Attachment the operation of the FFS during the training, (1) The NSPM must be notified in writing
1 of this appendix); testing, or checking activities. and the notification must include an estimate
(5) Pilot, flight engineer, and instructor q. Problems with objective test results are of the period that the FFS will be inactive;
(2) Continuing Qualification evaluations
station functions checks (see Attachment 1 handled as follows:
will not be scheduled during the inactive
and Attachment 3 of this appendix); (1) If a problem with an objective test result
period;
(6) Helicopter systems and sub-systems (as is detected by the NSP evaluation team
(3) The NSPM will remove the FFS from
appropriate) as compared to the helicopter during an evaluation, the test may be
the list of qualified FSTDs on a mutually
simulated (see Attachment 1 and Attachment repeated or the QTG may be amended.
established date not later than the date on
3 of this appendix); (2) If it is determined that the results of an
which the first missed continuing
(7) FFS systems and sub-systems, objective test do not support the level
qualification evaluation would have been
including force cueing (motion), visual, and requested but do support a lower level, the
scheduled;
aural (sound) systems, as appropriate (see NSPM may qualify the FFS at that lower
(4) Before the FFS is restored to qualified
Attachment 1 and Attachment 2 of this level. For example, if a Level D evaluation is status, it must be evaluated by the NSPM.
appendix); and requested and the FFS fails to meet sound The evaluation content and the time required
(8) Certain additional requirements, test tolerances, it could be qualified at Level to accomplish the evaluation is based on the
depending upon the qualification level C. number of continuing qualification
sought, including equipment or r. After an FFS is successfully evaluated, evaluations and sponsor-conducted quarterly
circumstances that may become hazardous to the NSPM issues a statement of qualification inspections missed during the period of
the occupants. The sponsor may be subject to (SOQ) to the sponsor. The NSPM inactivity.
Occupational Safety and Health recommends the FFS to the TPAA, who will (5) The sponsor must notify the NSPM of
Administration requirements. approve the FFS for use in a flight training any changes to the original scheduled time
n. The NSPM administers the objective and program. The SOQ will be issued at the out of service;
subjective tests, which includes an satisfactory conclusion of the initial or b. Simulators qualified prior to October 30,
examination of functions. The tests include continuing qualification. However, it is the 2007, are not required to meet the general
a qualitative assessment of the FFS by an sponsor’s responsibility to obtain TPAA simulation requirements, the objective test
NSP pilot. The NSP evaluation team leader approval prior to using the FSTD in an FAA- requirements, and the subjective test
may assign other qualified personnel to assist approved flight training program. requirements of attachments 1, 2, and 3,
in accomplishing the functions examination s. Under normal circumstances, the NSPM respectively, of this appendix.
and/or the objective and subjective tests establishes a date for the initial or upgrade c. [Reserved]
performed during an evaluation when evaluation within ten (10) working days after
required. determining that a complete QTG is End QPS Requirements
(1) Objective tests provide a basis for acceptable. Unusual circumstances may lllllllllllllllllllll
measuring and evaluating FFS performance warrant establishing an evaluation date
and determining compliance with the before this determination is made. A sponsor Begin Information
requirements of this part. may schedule an evaluation date as early as d. Other certificate holders or persons
(2) Subjective tests provide a basis for: 6 months in advance. However, there may be desiring to use an FFS may contract with FFS
(a) Evaluating the capability of the FFS to a delay of 45 days or more in rescheduling sponsors to use FFSs previously qualified at
perform over a typical utilization period; and completing the evaluation if the sponsor a particular level for a helicopter type and
(b) Determining that the FFS satisfactorily is unable to meet the scheduled date. See approved for use within an FAA-approved
simulates each required task; Attachment 4, Figure C4A, Sample Request flight training program. Such FFSs are not
(c) Verifying correct operation of the FFS for Initial, Upgrade, or Reinstatement required to undergo an additional
controls, instruments, and systems; and Evaluation. qualification process, except as described in
(d) Demonstrating compliance with the t. The numbering system used for objective § 60.16.
requirements of this part. test results in the QTG should closely follow e. Each FFS user must obtain approval
o. The tolerances for the test parameters the numbering system set out in Attachment from the appropriate TPAA to use any FFS
listed in Attachment 2 of this appendix 2, FFS Objective Tests, Table C2A. in an FAA-approved flight training program.
reflect the range of tolerances acceptable to u. Contact the NSPM or visit the NSPM f. The intent of the requirement listed in
the NSPM for FFS validation and are not to Web site for additional information regarding § 60.17(b), for each FFS to have a Statement
be confused with design tolerances specified the preferred qualifications of pilots used to of Qualification within 6 years, is to have the
for FFS manufacture. In making decisions meet the requirements of § 60.15(d). availability of that statement (including the
regarding tests and test results, the NSPM v. Examples of the exclusions for which configuration list and the limitations to
relies on the use of operational and the FFS might not have been subjectively authorizations) to provide a complete picture
engineering judgment in the application of tested by the sponsor or the NSPM and for of the FFS inventory regulated by the FAA.
The issuance of the statement will not Begin Information 16. Interim Qualification of Simulators for
require any additional evaluation or require d. The sponsor’s test sequence and the New Helicopter Types or Models (§ 60.21)
any adjustment to the evaluation basis for the content of each quarterly inspection required There is no additional regulatory or
FFS. in § 60.19(a)(1) should include a balance and informational material that applies to § 60.21,
g. Downgrading of an FFS is a permanent a mix from the objective test requirement
change in qualification level and will Interim Qualification of FFSs for New
areas listed as follows: Helicopter Types or Models.
necessitate the issuance of a revised (1) Performance.
Statement of Qualification to reflect the (2) Handling qualities. 17. Modifications to Simulators (§ 60.23)
revised qualification level, as appropriate. If (3) Motion system (where appropriate).
a temporary restriction is placed on an FFS lllllllllllllllllllll
(4) Visual system (where appropriate).
because of a missing, malfunctioning, or (5) Sound system (where appropriate). Begin QPS Requirements
inoperative component or on-going repairs, (6) Other FFS systems.
the restriction is not a permanent change in a. The notification described in
e. If the NSP evaluator plans to accomplish
qualification level. Instead, the restriction is specific tests during a normal continuing § 60.23(c)(2) must include a complete
temporary and is removed when the reason qualification evaluation that requires the use description of the planned modification, with
for the restriction has been resolved. of special equipment or technicians, the a description of the operational and
h. It is not the intent of the NSPM to sponsor will be notified as far in advance of engineering effect the proposed modification
discourage the improvement of existing the evaluation as practical; but not less than will have on the operation of the FFS and the
simulation (e.g., the ‘‘updating’’ of a visual 72 hours. Examples of such tests include results that are expected with the
system to a newer model, or the replacement latencies, control dynamics, sounds and modification incorporated.
of the IOS with a more capable unit) by vibrations, motion, and/or some visual
requiring the ‘‘updated’’ device to meet the b. Prior to using the modified FFS:
system tests. (1) All the applicable objective tests
qualification standards current at the time of f. The continuing qualification evaluations,
the update. Depending on the extent of the completed with the modification
described in § 60.19(b), will normally require
update, the NSPM may require that the incorporated, including any necessary
4 hours of FFS time. However, flexibility is
updated device be evaluated and may require necessary to address abnormal situations or updates to the MQTG (e.g., accomplishment
that an evaluation include all or a portion of situations involving aircraft with additional of FSTD Directives) must be acceptable to the
the elements of an initial evaluation. levels of complexity (e.g., computer NSPM; and
However, the standards against which the controlled aircraft). The sponsor should (2) The sponsor must provide the NSPM
device would be evaluated are those that are anticipate that some tests may require with a statement signed by the MR that the
found in the MQTG for that device. additional time. The continuing qualification factors listed in § 60.15(b) are addressed by
i. The NSPM will determine the evaluation evaluations will consist of the following: the appropriate personnel as described in
criteria for an FSTD that has been removed (1) Review of the results of the quarterly that section.
from active status. The criteria will be based inspections conducted by the sponsor since
on the number of continuing qualification the last scheduled continuing qualification End QPS Requirements
evaluations and quarterly inspections missed evaluation.
during the period of inactivity. For example, lllllllllllllllllllll
(2) A selection of approximately 8 to 15
if the FFS were out of service for a 1 year objective tests from the MQTG that provide Begin Information
period, it would be necessary to complete the an adequate opportunity to evaluate the
entire QTG, since all of the quarterly FSTD Directives are considered
performance of the FFS. The tests chosen modifications of an FFS. See Attachment 4
evaluations would have been missed. The will be performed either automatically or
NSPM will also consider how the FFS was for a sample index of effective FSTD
manually and should be able to be conducted Directives.
stored, whether parts were removed from the
within approximately one-third (1/3) of the
FFS and whether the FFS was disassembled.
allotted FFS time. End Information
j. The FFS will normally be requalified
(3) A subjective evaluation of the FFS to
using the FAA-approved MQTG and the lllllllllllllllllllll
perform a representative sampling of the
criteria that was in effect prior to its removal
tasks set out in attachment 3 of this 18. Operation with Missing, Malfunctioning,
from qualification. However, inactive periods
appendix. This portion of the evaluation or Inoperative Components (§ 60.25)
of 2 years or more will require requalification
should take approximately two-thirds (2/3) of
under the standards in effect and current at lllllllllllllllllllll
the allotted FFS time.
the time of requalification.
(4) An examination of the functions of the Begin Information
End Information FFS may include the motion system, visual
a. The sponsor’s responsibility with respect
lllllllllllllllllllll system, sound system, instructor operating
station, and the normal functions and to § 60.25(a) is satisfied when the sponsor
14. Inspection, Continuing Qualification simulated malfunctions of the simulated fairly and accurately advises the user of the
Evaluation, and Maintenance Requirements helicopter systems. This examination is current status of an FFS, including any
(§ 60.19) normally accomplished simultaneously with missing, malfunctioning, or inoperative
lllllllllllllllllllll the subjective evaluation requirements. (MMI) component(s).
g. The requirement established in b. If the 29th or 30th day of the 30-day
Begin QPS Requirements § 60.19(b)(4) regarding the frequency of period described in § 60.25(b) is on a
a. The sponsor must conduct a minimum NSPM-conducted continuing qualification Saturday, a Sunday, or a holiday, the FAA
of four evenly spaced inspections throughout evaluations for each FFS is typically 12 will extend the deadline until the next
the year. The objective test sequence and months. However, the establishment and business day.
content of each inspection must be satisfactory implementation of an approved c. In accordance with the authorization
developed by the sponsor and must be QMS for a sponsor will provide a basis for described in § 60.25(b), the sponsor may
acceptable to the NSPM. adjusting the frequency of evaluations to develop a discrepancy prioritizing system to
b. The description of the functional exceed 12-month intervals. accomplish repairs based on the level of
preflight inspection must be contained in the
End Information impact on the capability of the FFS. Repairs
sponsor’s QMS.
c. Record ‘‘functional preflight’’ in the FFS lllllllllllllllllllll having a larger impact on FFS capability to
discrepancy log book or other acceptable provide the required training, evaluation, or
15. Logging Simulator Discrepancies flight experience will have a higher priority
location, including any item found to be
(§ 60.20) for repair or replacement.
missing, malfunctioning, or inoperative.
There is no additional regulatory or
End QPS Requirements informational material that applies to § 60.20. End Information
lllllllllllllllllllll Logging FFS Discrepancies. lllllllllllllllllllll
19. Automatic Loss of Qualification and § 60.31(a)(2) must consist of the name of the subjective tests. The SOC will confirm that
Procedures for Restoration of Qualification aircraft system software, aerodynamic model, the requirement was satisfied, and describe
(§ 60.27) or engine model change, the date of the how the requirement was met, such as gear
change, a summary of the change, and the modeling approach or coefficient of friction
Begin Information reason for the change. sources. The requirements for SOCs and tests
If the sponsor provides a plan for how the b. If a coded form for record keeping is are indicated in the ‘‘General Simulator
FFS will be maintained during its out-of- used, it must provide for the preservation Requirements’’ column in Table C1A of this
service period (e.g., periodic exercise of and retrieval of information with appropriate appendix.
mechanical, hydraulic, and electrical security or controls to prevent the b. Table C1A describes the requirements
systems; routine replacement of hydraulic inappropriate alteration of such records after for the indicated level of FFS. Many devices
fluid; control of the environmental factors in the fact. include operational systems or functions that
which the FFS is to be maintained) there is exceed the requirements outlined in this
a greater likelihood that the NSPM will be End QPS Requirements
section. However, all systems will be tested
able to determine the amount of testing lllllllllllllllllllll and evaluated in accordance with this
required for requalification.
22. Applications, Logbooks, Reports, and appendix to ensure proper operation.
End Information Records: Fraud, Falsification, or Incorrect
lllllllllllllllllllll Statements (§ 60.33)
There are no additional QPS requirements
20. Other Losses of Qualification and
or informational material that apply to Begin Information
§ 60.33, Applications, Logbooks, Reports, and
(§ 60.29) 2. Discussion.
lllllllllllllllllllll Statements. a. This attachment describes the general
Begin Information simulator requirements for qualifying a
23. [Reserved]
helicopter FFS. The sponsor should also
If the sponsor provides a plan for how the 24. [Reserved] consult the objective tests in Attachment 2
FFS will be maintained during its out-of- and the examination of functions and
service period (e.g., periodic exercise of 25. FSTD Qualification on the Basis of a subjective tests listed in Attachment 3 to
mechanical, hydraulic, and electrical Bilateral Aviation Safety Agreement (BASA)
determine the complete requirements for a
systems; routine replacement of hydraulic (§ 60.37)
specific level simulator.
fluid; control of the environmental factors in There are no additional QPS requirements b. The material contained in this
which the FFS is to be maintained) there is or informational material that apply to attachment is divided into the following
a greater likelihood that the NSPM will be § 60.37, FSTD Qualification on the Basis of categories:
able to determine the amount of testing a Bilateral Aviation Safety Agreement (1) General cockpit configuration.
required for requalification. (BASA). (2) Simulator programming.
End Information Attachment 1 to Appendix C to Part 60— (3) Equipment operation.
lllllllllllllllllllll General Simulator Requirements (4) Equipment and facilities for instructor/
evaluator functions.
21. Recordkeeping and Reporting (§ 60.31) lllllllllllllllllllll (5) Motion system.
lllllllllllllllllllll Begin QPS Requirements (6) Visual system.
(7) Sound system.
Begin QPS Requirements 1. Requirements. c. Table C1A provides the standards for the
a. FSTD modifications can include a. Certain requirements included in this General Simulator Requirements.
hardware or software changes. For FSTD appendix must be supported with a
modifications involving software Statement of Compliance and Capability End Information
programming changes, the record required by (SOC), which may include objective and lllllllllllllllllllll
TABLE C1A.— MINIMUM SIMULATOR REQUIREMENTS

QPS requirements Simulator levels Information
Notes
No. General simulator requirements A B C D
1.a .. The simulator must have a cockpit that is a replica of the hel- X X X For simulator purposes, the cockpit consists of
icopter simulated with controls, equipment, observable all that space forward of a cross section of the
cockpit indicators, circuit breakers, and bulkheads properly fuselage at the most extreme aft setting of the
located, functionally accurate and replicating the helicopter. pilots’ seats including addiitonal, required flight
The direction of movement of controls and switches must crewmember duty stations and those required
be identical to that in the helicopter. Pilot seats must afford bulkheads aft of the pilot seats. For clarifica-
the capability for the occupant to be able to achieve the tion, bulkheads containing only items such as
design ‘‘eye position’’ established for the helicopter being landing gear pin storage compartments, fire
simulated. Equipment for the operation of the cockpit win- axes or extinguishers, spare light bulbs, air-
dows must be included, but the actual windows need not craft documents pouches etc., are not consid-
be operable. Fire axes, extinguishers, spare light bulbs, ered essential and may be omitted.
etc., must be available in the FFS but may be relocated to
a suitable location as near as practical to the original posi-
tion. Fire axes, landing gear pins, and any similar purpose
instruments need only be represented in silhouette.
An SOC is required.
1.b. Those circuit breakers that affect procedures and/or result in X X X

observable cockpit indications must be properly located
and functionally accurate.
TABLE C1A.— MINIMUM SIMULATOR REQUIREMENTS—Continued

Notes
An SOC is required.
2. Programming
2.a. A flight dynamics model that accounts for various combina- X X X

tions of drag and thrust normally encountered in flight must
correspond to actual flight conditions, including the effect
of change in helicopter attitude, thrust, drag, altitude, tem-
perature, gross weight, moments of inertia, center of grav-
ity location, and configuration.
An SOC is required.
2.b. The simulator must have the computer capacity, accuracy, X X X

resolution, and dynamic response needed to meet the
qualification level sought.
An SOC is required.
2.c .. Ground handling and aerodynamic programming must in-

clude the following:
2.c.1 Ground effect ........................................................................... X X X Applicable areas include flare and touchdown
from a running landing as well as for in-
ground-effect (IGE) hover. A reasonable sim-
ulation of ground effect includes modeling of
lift, drag, pitching moment, trim, and power
while in ground effect.
Level B does not require hover programming.
An SOC is required.
2.c.2 Ground reaction ....................................................................... X X X Reaction of the helicopter upon contact with the
landing surface during landing, (e.g., strut de-
flection, tire or skid friction, side forces) and
may differ with changes in gross weight, air-
speed, rate of descent on touchdown, and
slide slip.
Level B does not require hover programming.
An SOC is required.
2.c.3 Ground handling characteristics. Control inputs required dur- X X X

ing operations in crosswind, during braking and decelera-
tion, and for turning radius.
2.d .. The simulator must provide for manual and automatic testing X X This may include an automated system, which
of simulator hardware and software programming to deter- could be used for conducting at least a portion
mine compliance with simulator objective tests as pre- of the QTG tests. Automatic ‘‘flagging’’ of out-
scribed in Attachment 2. of-tolerance situations is encouraged.
An SOC is required. .................................................................
2.e .. Relative responses of the motion system, visual system, and The intent is to verify that the simulator provides
cockpit instruments, measured by latency tests or transport instrument, motion, and visual cues that are
delay tests. Motion onset should occur before the start of like the helicopter responses within the stated
the visual scene change (the start of the scan of the first time delays. For helicopter response, accelera-
video field containing different information) but must occur tion in the appropriate corresponding rotational
before the end of the scan of that video field. Instrument axis is preferred.
response may not occur prior to motion onset. Test results
must be within the following limits:
2.e.1 Response must be within 150 milliseconds of the helicopter X

response.
Objective Tests are required. See Attachment 2 for Transport
Delay and Latency Tests.
2.e.2 Response must be within 100 milliseconds of the helicopter X X

response.
Objective Tests are required. See Attachment 2 for Transport
Delay and Latency Tests.
2.f ... The simulator must accurately reproduce the following run- X X
way conditions:
(1) Dry;

Notes
(2) Wet;
(3) Icy;
(4) Patchy Wet
(5) Patchy Icy
An SOC is required.
Objective tests are required for dry, wet, and icy runway con-
ditions.
Subjective tests are required for patchy wet, patchy icy, and
wet on rubber residue in touchdown zone conditions.
2.g. The simulator must simulate: X X Simulator pitch, side loading, and directional
(1) Brake and tire failure dynamics (including antiskid control characteristics should be representa-
failure). tive of the helicopter.
(2) Decreased brake efficiency due to high brake tem-
peratures, if applicable.
An SOC is required.
2.h .. The modeling in the simulator must include: X X See Attachment 2 for further information on
(1) Ground effect, ground effect.
(2) Effects of airframe icing (if applicable),
(3) Aerodynamic interference effects between the rotor
wake and fuselage,
(4) Influence of the rotor on control and stabilization sys-
tems, and
(5) Representations of nonlinearities due to sideslip.
An SOC is required and must include references to computa-
tions of aeroelastic representations and of nonlinearities
due to sideslip.
An SOC and a demonstration of icing effects (if applicable)
are required.
2.i ... The simulator must provide for realistic mass properties, in- X X X
cluding gross weight, center of gravity, and moments of in-
ertia as a function of payload and fuel loading.
An SOC is required and must include a range of tabulated
target values to enable a subjective test of the mass prop-
erties model to be conducted from the instructor’s station.
3.a. All relevant instrument indications involved in the simulation X X X

of the helicopter must automatically respond to control
movement or external disturbances to the simulated heli-
copter; e.g., turbulence or windshear. Numerical values
must be presented in the appropriate units.
3.b .. Communications, navigation, caution, and warning equipment X X X See Attachment 3 for further information regard-
must be installed and operate within the tolerances appli- ing long-range navigation equipment.
cable for the helicopter being simulated.
3.c .. Simulated airplane systems must operate as the helicopter X X X

systems would operate under normal, abnormal, and
emergency operating conditions on the ground and in flight.
3.d .. The simulator must provide pilot controls with control forces X X X
and control travel that correspond to the simulated heli-
copter. The simulator must also react in the same manner
as in the helicopter under the same flight conditions.
4. Instructor / Evaluator Facilities

Notes
4.a .. In addition to the flight crewmember stations, the simulator X X X The NSPM will consider alternatives to this
must have at least two suitable seats for the instructor/ standard for additional seats based on unique
check airman and FAA inspector. These seats must pro- cockpit configurations.
vide adequate vision to the pilot’s panel and forward win-
dows. All seats other than flight crew seats need not rep-
resent those found in the helicopter but must be ade-
quately secured to the floor and equipped with similar posi-
tive restraint devices.
4.b .. The simulator must have controls that enable the instructor/ X X X
evaluator to control all required system variables and insert
all abnormal or emergency conditions into the simulated
helicopter systems as described in the sponsor’s FAA-ap-
proved training program, or as described in the relevant
operating manual as appropriate.
4.c .. The simulator must have instructor controls for environmental X X X

conditions including wind speed and direction.
4.d .. The simulator must provide the instructor or evaluator the the X X For example, another aircraft crossing the active
ability to present ground and air hazards. runway and converging airborne traffic.

5. Motion System
5.a .. The simulator must have motion (force) cues perceptible to X X X For example, touchdown cues should be a func-
the pilot that are representative of the motion in a heli- tion of the rate of descent (RoD) of the simu-
copter. lated helicopter.
5.b .. The simulator must have a motion (force cueing) system with X
a minimum of three degrees of freedom (at least pitch, roll,
and heave).
An SOC is required.
5.c .. The simulator must have a motion (force cueing) system that X X
produces cues at least equivalent to those of a six-de-
grees-of-freedom, synergistic platform motion system (i.e.,
pitch, roll, yaw, heave, sway, and surge).
An SOC is required.
5.d .. The simulator must provide for the recording of the motion X X X
system response time.
An SOC is required.
5.e .. The simulator must provide motion effects programming to

include the following:
(1) Runway rumble, oleo deflections, effects of ground X X X
speed, uneven runway, characteristics.
(2) Buffets due to transverse flow effects.
(3) Buffet during extension and retraction of landing
gear.
(4) Buffet due to retreating blade stall.
(5) Buffet due to settling with power.
(6) Representative cues resulting from touchdown.
(7) Rotor vibrations.
A subjective test is required for each.
(8) Tire failure dynamics. X X

(9) Engine malfunction and engine damage.
(10) Airframe ground strike.
A subjective test is required for each.
(11) Motion vibrations that result from atmospheric dis- X For air turbulence, general purpose disturbance
turbances. models that approximate demonstrable flight
test data are acceptable.

Notes
5.f ... The simulator must provide characteristic motion vibrations X The simulator should be programmed and instru-
that result from operation of the helicopter, (for example, mented in such a manner that the char-
retreating blade stall, extended landing gear, settling with acteristic buffet modes can be measured and
power) in so far as vibration marks an event or helicopter compared to helicopter data.
state, which can be sensed in the cockpit.
6. Visual System
6.a .. The simulator must have a visual system providing an out-of- X X X

the-cockpit view.
6.b .. The simulator must provide a continuous minimum collimated X

field of view of 75° horizontally and 30° vertically per pilot
seat. Both pilot seat visual systems must be operable si-
multaneously.
An SOC is required.
6.c .. The simulator must provide a continuous minimum collimated X Optimization of the visual field of view may be
visual field of view of 150° horizontally and 40° vertically considered with respect to the specific heli-
per pilot seat. Both pilot seat visual systems must be oper- copter cockpit cut-off angle.
able simultaneously. Horizontal field of view is centered on
the zero degree azimuth line relative to the aircraft
fuselange.
An SOC is required.
6.d .. The simulator must provide a continuous minimum collimated X Optimization of the visual field of view may be
visual field of view of 180° horizontally and 60° vertically considered with respect to the specific airplane
per pilot seat. Both pilot seat visual systems must be oper- cockpit cut-off angle.
able simultaneously. Horizontal field of view is centered on
the zero degree azimuth line relative to the aircraft fuse-
lage.
An SOC is required.
6.e .. The visual system must be free from optical discontinuities X X X Non-realistic cues might include image ‘‘swim-
and artifacts that create non-realistic cues. ming’’ and image ‘‘roll-off,’’ that may lead a
pilot to make incorrect assessments of speed,
acceleration and/or situational awareness.
6.f ... The simulator must have operational landing lights for night X X X
scenes. Where used, dusk (or twilight) scenes require
operational landing lights.
6.g .. The simulator must have instructor controls for the following: X X X
(1) Cloudbase.
(2) Visibility in statute miles (kilometers) and runway vis-
ual range (RVR) in ft. (meters).
(3) Airport or landing area selection.
(4) Airport or landing area lighting.
6.h .. Each airport scene displayed must include the following: X X X

1. Airport runways and taxiways.
2. Runway definition:
a. Runway surface and markings.
b. Lighting for the runway in use, including runway
threshold, edge, centerline, touchdown zone,
VASI (or PAPI), and approach lighting of appro-
priate colors, as appropriate.

c. Taxiway lights.

Notes
6.i ... The distances at which runway features are visible, as meas- X X X
ured from runway threshold to a helicopter aligned with the
runway on an extended 3° glide slope must not be less
than listed below:
1. Runway definition, strobe lights, approach lights, run-
way edge white lights and VASI or PAPI system lights
from 5 statute miles (8 km) of the runway threshold.
2. Runway centerline lights and taxiway definition from 3
statute miles (4.8 km).
3. Threshold lights and touchdown zone lights from 2
statute miles (3.2 km).
4. Runway markings within range of landing lights for
night scenes and as required by three (3) arc-minutes
resolution on day scenes.
6.j ... The simulator must provide visual system compatibility with X X X
dynamic response programming.
6.k .. The simulator must show that the segment of the ground X X X The test should be conducted in the landing con-
visible from the simulator cockpit is the same as from the figuration, trimmed for appropriate airspeed, at
airplane cockpit (within established tolerances) when at the 100 ft (30m) above the touchdown zone, on
correct airspeed, in the landing configuration, at a main glide slope with an RVR value set at 1,200 ft
wheel height of 100 feet (30 meters) above the touchdown (350m). This will show the modeling accuracy
zone. Data submitted must include at least the following: of RVR, glideslope, and localizer for a given
(1) Static helicopter dimensions as follows: weight, configuration and speed within the hel-
(i) Horizontal and vertical distance from main land- icopter’s operational envelope for a normal
ing gear (MLG) or landing skids to glideslope re- appraoch and landing. If non-homogenous fog
ception antenna. is used, the vertical variation in horizontal visi-
(ii) Horizontal and vertical distance from MLG or bility should be described and be included in
skids to pilot’s eyepoint. the slant range visibility calculation used in the
(iii) Static cockpit cutoff angle. computations.
(2) Approach data as follows:
(i) Identification of runway.
(ii) Horizontal distance from runway threshold to
glideslope intercept with runway.
(iii) Glideslope angle.
(iv) Helicopter pitch angle on approach.
(3) Helicopter data for manual testing:
(i) Gross weight.
(ii) Helicopter configuration.
(iii) Approach airspeed.
The QTG must contain appropriate calculations and a draw-
ing showing the pertinent data used to establish the heli-
copter location and the segment of the ground that is visi-
ble considering the helicopter attitude (cockpit cut-off
angle) and a runway visual range of 1,200 feet or 350 me-
ters. Simulator performance must be measured against the
QTG calculations. Sponsors must provide this data for
each simulator (regardless of previous qualification stand-
ards) to qualify the simulator for all precision instrument
approaches.
At the near end of the visual ground segment, lights and
ground objects computed to be visible from the helicopter
cockpit must be visible in the FFS. The far end of the vis-
ual ground segment must be at the computed end of the
segment ±20% of the computed visible segment distance.
An SOC is required.
6.1 .. The simulator must provide visual cues necessary to assess X

rate of change of height, height AGL, as well as
translational displacement and rates during takeoffs and

landings.

Notes
6.m The simulator must have night and dusk (or twilight) visual X X Examples of general terrain characteristics are
scene capability, including general terrain characteristics fields, roads, and bodies of water.
and significant landmarks, free from apparent quantization.
Dusk (or twilight) scene must enable identification of a visible
horizon and general terrain characteristics.
6.n .. The simulator must provide visual cues necessary to assess X X

rate of change of height, height AGL, as well as
translational displacement and rates during takeoff, low al-
titude/low airspeed maneuvering, hover, and landing.
6.o. The simulator must provide for accurate portrayal of the vis- X X X Visual attitude vs. simulator attitude is a com-
ual environment relating to the simulator attitude. parison of pitch and roll of the horizon as dis-
played in the visual scene compared to the
display on the attitude indicator.
6.p .. The simulator must provide for quick confirmation of visual X X

system color, RVR, focus, and intensity.
An SOC is required.
6.q .. The simulator must provide a minimum of three airport X X

scenes including the following:
1. Surfaces on runways, taxiways, and ramps.
2. Lighting of approriate color for all runways, including
runway threshold, edge, centerline, VASI (or PAPI),
and approach lighting for the runway in use.
3. Airport taxiway lighting.
4. Ramps and buildings that correspond to the sponsor’s
Line Oriented scenarios, as appropriate.
6.r ... The simulator must be capable of producing at least 10 lev- X X

els of occulting..
6.s .. The fog simulator must be able to provide weather represen- X X

tations including the following:
(1) Variable cloud density.
(2) Partial obscuration of ground scenes; i.e., the effect
of a scattered to broken cloud deck.
(3) Gradual breakout.
(4) Patchy fog.
(5) The effect of fog on airport lighting
The weather representations must be provided at and below
an altitude of 2,000 ft (610 m) height above the airport and
within a radius of 10 miles (16 km) from the airport.
6.t ... Night Visual Scenes. The simulator must provide night visual X X X
scenes with sufficient scene content to recognize the air-
port, the terrain, and major landmarks around the airport.
The scene content must allow a pilot to successfully ac-
complish a visual landing. Night scenes, as a minimum,
must provide presentations of sufficient surfaces with ap-
propriate textural cues that include self-illuminated objects
such as road networks, ramp lighting, and airport signage,
to conduct a visual approach, a landing, and airport move-
ment (taxi). Scenes must include a definable horizon and
typical terrain characteristics such as fields, roads and
bodies of water and surfaces illuminated by airplane land-

ing lights.

Notes
6.u .. Dusk (Twilight) Visual Scenes. The simulator must provide X X

dusk (or twilight) visual scenes with sufficient scene con-
tent to recognize the airport, the terrain, and major land-
marks around the airport. The scene content must allow a
pilot to successfully accomplish a visual landing. Dusk (or
twilight) scenes, as a minimum, must provide full color
presentations of reduced ambient intensity, sufficient sur-
faces with appropriate textural cues that include self-illumi-
nated objects such as road networks, ramp lighting and
airport signage, to conduct a visual approach, landing and
airport movement (taxi). Scenes must include a definable
horizon and typical terrain characteristics such as fields,
roads and bodies of water and surfaces illuminated by rep-
resentative aircraft lighting (e.g., landing lights). If provided,
directional horizon lighting must have correct orientation
and be consistent with surface shading effects. Total
scene content must be comparable in detail to that pro-
duced by 10,000 visible textured surfaces and 15,000 visi-
ble lights with sufficient system capacity to display 16 si-
multaneously moving objects.
An SOC is required.
6.v .. Night, Dusk (Twilight), and Daylight Visual Scenes. The sim- X
ulator must have night, dusk (twilight), and daylight visual
scenes with sufficient scene content to recognize the air-
port, the terrain, and major landmarks around the airport.
The scene content must allow a pilot to successfully ac-
complish a visual landing. Any ambient lighting must not
‘‘washout’’ the displayed visual scene. Total scene content
must be comparable in detail to that produced by 10,000
visible textured surfaces and 6,000 visible lights with suffi-
cient system capacity to display 16 simultaneously moving
objects. The visual display must be free of apparent quan-
tization and other distracting visual effects while the simu-
lator is in motion.
Note: These requirements are applicable to any level of sim-
ulator equipped with a daylight visual system.
An SOC is required.
Objective tests are required.
6.w The simulator must provide operational visual scenes that X For example: short runways, landing approaches
portray physical relationships known to cause landing illu- over water, uphill or downhill runways, rising
sions to pilots. terrain on the approach path, unique topo-
graphic features.
6.x .. The simulator must provide special weather representations X

of light, medium, and heavy precipitation near a thunder-
storm on takeoff and during approach and landing. Rep-
resentations need only be presented at and below an alti-
tude of 2,000 ft. (610 m) above the airport surface and
within 10 miles (16 km) of the airport.
6.y. The simulator must present visual scenes of wet and snow- X The NSPM will consider suitable alternative ef-
covered runways, including runway lighting reflections for fects.
wet conditions, partially obsecured lights for snow condi-
tions.
6.z .. The simulator must present realistic color and directionality of X

all airport lighting.
7. Sound System

Notes
7.a .. The simulator must provide cockpit sounds that result from X X X
pilot actions that correspond to those that occur in the heli-
copter.
7.b .. Volume control, if installed, must have an indication of the X X X

sound level setting.
7.c .. The simulator must accurately simulate the sound of precipi- X X

tation, windshield wipers, and other significant helicopter
noises perceptible to the pilot during normal and abnormal
operations, and include the sound of a crash (when the
simulator is landed in an unusual attitude or in excess of
the structural gear limitations); normal engine sounds; and
the sounds of gear extension and retraction.
An SOC is required.
7.d .. The simulator must provide realistic amplitude and frequency X

of cockpit noises and sounds. Simulator performance must
be recorded, compared to amplitude and frequency of the
same sounds recorded in the helicopter, and made a part
of the QTG.
Attachment 2 to Appendix C to Part 60— while recording all appropriate parameters. only at the validation test points. Unless
Simulator Objective Tests The results must be produced on an noted otherwise, simulator tests must
lllllllllllllllllllll appropriate recording device acceptable to represent helicopter performance and
the NSPM and must include simulator handling qualities at operating weights and
Begin Information number, date, time, conditions, tolerances, centers of gravity (CG) typical of normal
and appropriate dependent variables operation. If a test is supported by helicopter
1. Discussion.
portrayed in comparison to the validation data at one extreme weight or CG, another
(a) If relevant winds are present in the data. Time histories are required unless test supported by helicopter data at mid-
objective data, the wind vector (magnitude otherwise indicated in Table C2A. All results conditions or as close as possible to the other
and direction) should be clearly noted as part must be labeled using the tolerances and extreme must be included, except as may be
of the data presentation, expressed in units given. authorized by the NSPM. Certain tests that
conventional terminology, and related to the b. Table C2A sets out the test results are relevant only at one extreme CG or weight
runway being used for the test. required, including the parameters, condition need not be repeated at the other
(b) The NSPM will not evaluate any tolerances, and flight conditions for extreme. Tests of handling qualities must
simulator unless the required SOC indicates simulator validation. Tolerances are provided include validation of augmentation devices.
that the motion system is designed and for the listed tests because mathematical f. When comparing the parameters listed to
manufactured to safely operate within the modeling and acquisition/development of those of the helicopter, sufficient data must
simulator’s maximum excursion, reference data are often inexact. All also be provided to verify the correct flight
acceleration, and velocity capabilities (see tolerances listed in the following tables are condition and helicopter configuration
Motion System in the following table). applied to simulator performance. When two changes. For example, to show that control
End Information tolerance values are given for a parameter, force is within ±0.5 pound (0.22 daN) in a
the less restrictive may be used unless static stability test, data to show the correct
lllllllllllllllllllll otherwise indicated. airspeed, power, thrust or torque, helicopter
Begin QPS Requirements c. Certain tests included in this attachment configuration, altitude, and other appropriate
must be supported with a Statement of datum identification parameters must also be
1. Test requirements. Compliance and Capability (SOC). In Table given. If comparing short period dynamics,
a. The ground and flight tests required for C2A, requirements for SOCs are indicated in normal acceleration may be used to establish
qualification are listed in Table of C2A, FFS the ‘‘Test Details’’ column. a match to the helicopter, but airspeed,
Objective Tests. Computer generated d. When operational or engineering altitude, control input, helicopter
simulator test results must be provided for judgment is used in making assessments for configuration, and other appropriate data
each test except where an alternative test is flight test data applications for simulator must also be given. All airspeed values must
specifically authorized by the NSPM. If a validity, such judgment must not be limited be properly annotated (e.g., indicated versus
flight condition or operating condition is to a single parameter. For example, data that calibrated). In addition, the same variables
required for the test but does not apply to the exhibit rapid variations of the measured must be used for comparison (e.g., compare
helicopter being simulated or to the parameters may require interpolations or a inches to inches rather than inches to
qualification level sought, it may be ‘‘best fit’’ data selection. All relevant centimeters).
disregarded (e.g., an engine out missed parameters related to a given maneuver or g. The QTG provided by the sponsor must
approach for a single-engine helicopter, or a flight condition must be provided to allow clearly describe how the simulator will be set
hover test for a Level B simulator). Each test overall interpretation. When it is difficult or up and operated for each test. Each simulator
result is compared against the validation data impossible to match simulator to helicopter subsystem may be tested independently, but
described in § 60.13 and in this appendix. data throughout a time history, differences overall integrated testing of the simulator
Although use of a driver program designed to must be justified by providing a comparison must be accomplished to assure that the total
automatically accomplish the tests is of other related variables for the condition simulator system meets the prescribed
encouraged for all simulators and required being assessed. standards. A manual test procedure with
for Level C and Level D simulators, each test e. It is not acceptable to program the FFS explicit and detailed steps for completing
must be able to be accomplished manually so that the mathematical modeling is correct each test must also be provided.
h. In those cases where the objective test configuration (or failure state with the by the sponsor or data provider that is not
results authorize a ‘‘snapshot test’’ or ‘‘a maximum permitted degradation in handling less than the basic operating weight (BOW)
series of snapshot test’’ results in lieu of a qualities) and the augmented configuration. of the helicopter being simulated plus 80%
time-history result, the sponsor or other data Where various levels of handling qualities of the difference between the maximum
provider must ensure that a steady state result from failure states, validation of the certificated gross weight (either takeoff
condition exists at the instant of time effect of the failure is necessary. For those weight or landing weight, as appropriate for
captured by the ‘‘snapshot.’’ performance and static handling qualities the test) and the BOW. ‘‘Light’’ gross weight
i. For previously qualified simulators, the tests where the primary concern is control
is a weight chosen by the sponsor or data
tests and tolerances of this attachment may position in the unaugmented configuration,
be used in subsequent continuing unaugmented data are not required if the provider that is not more than 120% of the
qualification evaluations for any given test if design of the system precludes any affect on BOW of the helicopter being simulated or as
the sponsor has submitted a proposed MQTG control position. In those instances where the limited by the minimum practical operating
revision to the NSPM and has received unaugmented helicopter response is weight of the test helicopter. ‘‘Medium’’ gross
NSPM approval. divergent and non-repeatable, it may not be weight is a weight chosen by the sponsor or
j. Motion System Tests: feasible to meet the specified tolerances. data provider that is approximately ±10% of
(a) The minimum excursions, Alternative requirements for testing will be the average of the numerical values of the
accelerations, and velocities for pitch, roll, mutually agreed upon by the sponsor and the BOW and the maximum certificated gross
and yaw must be measurable about a single, NSPM on a case-by-case basis. weight. (Note: BOW is the empty weight of
common reference point and must be l. Some tests will not be required for the aircraft plus the weight of the following:
achieved by driving one degree of freedom at helicopters using helicopter hardware in the normal oil quantity; lavatory servicing fluid;
a time. simulator cockpit (e.g., ‘‘helicopter modular potable water; required crewmembers and
(b) The minimum excursions, controller’’). These exceptions are noted in their baggage; and emergency equipment.
accelerations, and velocities for heave, sway, Table C2A of this attachment. However, in (References: Advisory Circular 120–27,
and surge may be measured about different these cases, the sponsor must provide a ‘‘Aircraft Weight and Balance;’’ and FAA–H–
but identifiable reference points and must statement that the helicopter hardware meets 8083–1, ‘‘Aircraft Weight and Balance
also be achieved by driving one degree of the appropriate manufacturer’s specifications Handbook.’’).
freedom at a time. and the sponsor must have supporting
k. Tests of handling qualities must include information to that fact available for NSPM End QPS Requirements
validation of augmentation devices. FFSs for review. lllllllllllllllllllll
highly augmented helicopters will be m. For objective test purposes, ‘‘Near
validated both in the unaugmented maximum’’ gross weight is a weight chosen Begin QPS Requirements
TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS

<<<QPS requirements>>> <<Information>>
Test Simulator level

Tolerance(s) Flight condition Test details Notes
No. Title A B C D
1. Performance
1.a ........... Engine Assessment.
1.a.1 ........ Start Operations..
1.a.1.a ..... Engine start and accel- Light Off Time — ±10% or ±1 Ground with the Record each engine X X X
eration (transient). sec., Torque — ±5%, Rotor Rotor Brake Used start from the initi-
Speed — ±3%, Fuel Flow — and Not Used. ation of the start
±10%, Gas Generator sequence to
Speed — ±5%, Power Tur- steady state idle
bine Speed — ±5%, Gas and from steady
Turbine Temp. — ±30°C. state idle to oper-
ating RPM.
1.a.1.b ..... Steady State Idle and Torque — ±3%, Rotor Speed Ground .................... Record both steady X X X
Operating RPM condi- — ±1.5%, Fuel Flow — state idle and op-
tions. ±5%, Gas Generator Speed erating RPM con-
— ±2%, Power Turbine ditions..
Speed — ±2%, Turbine Gas May be a series of
Temp. — ±20°C. snapshot tests..
1.a.2 ........ Power Turbine Speed ±10% of total change of power Ground .................... Record engine re- X X X
Trim. turbine speed. sponse to trim
system actuation
in both directions.
1.a.3 ........ Engine and Rotor Speed Torque — ±5%, Rotor Speed Climb, descent ........ Record results using X X X
Governing. — 1.5%. a step input to the
collective. May be
conducted concur-
rently with climb
and descent per-
formance tests.
1.b ........... Surface Operations.

1.b.1 ........ Minimum Radius Turn ... ±3 ft. (0.9m) or 20% of heli- Ground .................... If brakes are used, X X X
copter turn radius. brake force must
be matched to the
helicopter flight
test value.
TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued


No. Title A B C D
1.b.2 ........ Rate of Turn vs. Pedal ±10% or ±2°/sec. Turn Rate ... Ground Takeoff ....... ................................. X X X
Deflection or
Nosewheel Angle.
1.b.3 ........ Taxi ................................ Pitch Angle — ±1.5°, Torque Ground .................... Record results for X X X
— ±3%, Longitudinal Control control position
Position — ±5%, Lateral and pitch attitude
Control Position — ±5%, during ground taxi
Dirrectional Control Position. for a specific
ground speed,
wind speed and
direction, and
density altitude.
±5%, Collective Control Posi- ................................. ................................. X X X

tion — ±5%.
1.b.4 ........ Brake Effectiveness ....... ±10% of time and distance ...... Ground .................... ................................. X X X
1.c ........... Takeoff .
1.c.1 ........ All Engines .................... Airspeed — ±3 kt, Altitude — Ground/Takeoff and Record results of X X X
±20 ft (6.1m), Torque — Initial Segment of takeoff flight path
±3%, Rotor Speed — Climb. as appropriate to
±1.5%, Vertical Velocity — helicopter model
±100 fpm (0.50m/sec) or simulated (running
10%, Pitch Attitude — ±1.5°, takeoff for Level
Bank Attitude — ±2°, Head- B, takeoff from a
ing — ±2°, Longitudinal Con- hover for Level C
trol Position — ±10%, Lat- and D). For Level
eral Control Position — B, the criteria
±10%, Directional Control apply only to
Position — ±10%, Collective those segments at
Control Position — ±10%. airspeeds above
effective
translational lift.
Results must be
recorded from the
initiation of the
takeoff to at least
200 ft (61m) AGL.
1.c.2 ........ One Engine Inoperative Airspeed — ±3 kt, Altitude — Ground/Takeoff; and Record takeoff flight X X X
±20 ft (6.1m), Torque — Initial Segment of path as appro-
±3%, Rotor Speed — Climb. priate to helicopter
±1.5%, Vertical Velocity — model simulated.
±100 fpm (0.50m/sec) or Results must be
10%, Pitch Attitude — ±1.5°, recorded from the
Bank Attitude — ±2°, Head- initiation of the
ing — ±2°, Longitudinal Con- takeoff to at least
trol Position — ±10%, Lat- 200 ft (61m) AGL.
eral Control Position —
±10%, Directional Control
Position — ±10%, Collective
Control Position — ±10%.
1.d ........... Hover.
Performance .................. Torque — ±3%, Pitch Attitude In Ground Effect Record results for X X X
— ±1.5°, Bank Attitude — (IGE); and Out of light and heavy
±1.5°, Longitudinal Control Ground Effect gross weights.
Position — ±5%, Lateral (OGE). May be a series
Control Position — ±5%, Di- of snapshot tests.
rectional Control Position —
±5%, Collective Control Po-
sition — ±5%,.
1.e ........... Vertical Climb.
Performance .................. Vertical Velocity — ±100 fpm From OGE Hover .... Record results for X X
(0.50 m/sec) or ±10%, Direc- light and heavy
tional Control Position — gross weights.

±5%, Collective Control Po- May be a series
sition — ±5%. of snapshot tests.
1.f ............ Level Flight.


No. Title A B C D
Performance and Torque — ±3%, Pitch Attitude Cruise (Augmenta- Record results for X X X
Trimmed Flight Con- — ±1.5°, Sideslip Angle — tion On and Off). two gross weight
trol Positions. ±2°, Longitudinal Control Po- and CG combina-
sition — ±5%, Lateral Con- tions with varying
trol Position — ±5%, Direc- trim speeds
tional Control Position — throughout the air-
±5%, Collective Control Po- speed envelope.
sition — ±5%. May be a series
of snapshot tests.
1.g ........... Climb.
Performance and Vertical Velocity — ±100 fpm All engines oper- Record results for X X X
Trimmed Flight Con- (6.1m/sec) or ±10%, Pitch ating; One engine two gross weight
trol Positions. Attitude — ±1.5°, Sideslip inoperative; Aug- and CG combina-
Angle — ±2°, Longitudinal mentation Sys- tions. The data
Control Position — ±5%, tem(s) On and Off. presented must
Lateral Control Position — be for normal
±5%, Directional Control Po- climb power con-
sition — ±5%, Collective ditions. May be a
Control Position — ±5%. series of snapshot
tests.
1.h ........... Descent.
1.h.1 ........ Descent Performance Torque — ±3%, Pitch Attitude At or near 1,000 fpm Results must be re- X X X
and Trimmed Flight — ±1.5°, Sideslip Angle — rate of descent corded for two
Control Positions. ±2°, Longitudinal Control Po- (RoD) at normal gross weight and
sition — ±5%, Lateral Con- approach speed. CG combinations.
trol Position — ±5%, Direc- Augmentation May be a series
tional Control Position — System(s) On and of snapshot tests.
±5%, Collective Control Po- Off.
sition — ±5%.
1.h.2 ........ Autorotation Perform- Torque — ±3%, Pitch Attitude Steady descents. Record results for X X X
ance and Trimmed — ±1.5°, Sideslip Angle — Augmentation two gross weight
Flight Control Posi- ±2°, Longitudinal Control Po- System(s) On and conditions. Data
tions. sition — ±5%, Lateral Con- Off. must be recorded
trol Position — ±5%, Direc- for normal oper-
tional Control Position — ating RPM. (Rotor
±5%, Collective Control Po- speed tolerance
sition — ±5% Vertical Veloc- applies only if col-
ity ±100 fpm or 19%, Rotor lective control po-
Speed ±1.5%. sition is full down.)
May be a series
of snapshot tests.
1.i ............ Autorotation.
Entry .............................. Rotor Speed—±3% Pitch Atti- Cruise or Climb ....... Record results of a ...... X X
tude ±2°Roll Attitude—±3° rapid throttle re-
Yaw Attitude—±5° Air- duction to idle. If
speed—±5 kts. Vertical Ve- the cruise condi-
locity—±200 fpm (1.00 m/ tion is selected,
sec) or 10%. comparison must
be made for the
maximum range
airspeed. If the
climb condition is
selected, compari-
son must be
made for the max-
imum rate of climb
airspeed at or
near maximum
continuous power.
1.j ............ Landing.



No. Title A B C D
1.j.1 ......... All Engines .................... Airspeed—±3 kts., Altitude— Approach ................. Record results of X X X
±20 ft. (6.1m), Torque— the approach and
±3%, Rotor Speed—±1.5%, landing profile as
Pitch Attitude—±1.5°, Bank appropriate to the
Attitude—±1.5°, Heading— helicopter model
±2°, Longitudinal Control Po- simulated (running
sition—±10%, Lateral Con- landing for Level
trol Position—±10%, Direc- B, or approach to
tional Control Position— a hover for Level
±10%, Collective Control Po- C and D). For
sition—±10%. Level B, the cri-
teria apply only to
those segments at
airspeeds above
effective
translational lift.
1.j.2 ......... One Engine Inoperative Airspeed—±3 kts., Altitude— Approach ................. Record results for X X X
±20 ft. (6.1m), Torque— both Category A
±3%, Rotor Speed—±1.5%, and Category B
Pitch Attitude—±1.5°, Bank approaches and
Attitude—±1.5°, Heading— landing as appro-
±2°, Longitudinal Control Po- priate to helicopter
sition—±10%, Lateral Con- model simulated.
trol Position—±10%, Direc- For Level B, the
tional Control Position— criteria apply only
±10%, Collective Control Po- to those segments
sition—±10%. at airspeeds
above effective
translational lift.
1.j.3 ......... Balked Landing .............. Airspeed—±3 kts., Altitude— Approach ................. Record the results X X X
±20 ft. (6.1 m), Torque— for the maneuver
±3%, Rotor Speed—±1.5%, initiated from a
Pitch Attitude—±1.5°, Bank stabilized ap-
Attitude—±1.5°, Heading— proach at the
±2°, Longitudinal Control Po- landing decision
sition—±10%, Lateral Con- point (LDP).
trol Position—±10%, Direc-
tional Control Position—
±10%, Collective Control Po-
sition—±10%.
1.j.4 ......... Autorotational Landing .. Torque—±3%, Rotor Speed— Landing ................... Record the results X X
±3%, Vertical Velocity—±100 of an
fpm (0.50 m/sec) or 10%, autorotational de-
Pitch Attitude—±2°, Bank At- celeration and
titude—±2°, Heading—±5°, landing from a
Longitudinal Control Posi- stabilized
tion—±10%, Lateral Control autorotational de-
Position—±10%, Directional scent, to touch
Control Position—±10%, down.
Collective Control Position—
±10%.
2. Handling Qualities.
2.a ........... Control System Mechanical Characteristic(s).
For simulators requiring Static or Dynamic tests at the controls (i.e., cyclic, collective, and pedal), special Contact the NSPM
test fixtures will not be required during initial or upgrade evaluations if the sponsor’s QTG/MQTG shows for clarification of
both test fixture results and the results of an alternative approach, such as computer plots produced any issue regard-
concurrently showing satisfactory agreement. Repeat of the alternative method during the initial or up- ing helicopters
grade evaluation would then satisfy this test requirement. For initial and upgrade evaluations, the control with reversible
dynamic characteristics must be measured at and recorded directly from the cockpit controls, and must controls.
be accomplished in hover, climb, cruise, and autorotation.
2.a.1 ........ Cyclic ............................. Breakout—±0.25 lbs. (0.112 Ground; Static con- Record results for X X X
daN) or 25%; Force—±1.0 ditions. Trim On an uninterrupted
lb. (0.224 daN) or 10%. and Off. Friction control sweep to
Off Augmentation the stops. (This
On and Off. test does not

apply if aircraft
hardware modular
controllers are
used.).


No. Title A B C D
2.a.2 ........ Collective/Pedals ........... Breakout—±0.5 lb. (0.224 daN) Ground; Static con- Record results for X X X
or 25%; Force—±1.0 lb. ditions. Trim On an uninterrupted
(0.224 daN) or 10%.. and Off. Friction control sweep to
Off. Augmentation the stops.
On and Off.
2.a.3 ........ Brake Pedal Force vs. ±5 lbs. (2.224 daN) or 10% ..... Ground; Static con- ................................. X X X
Position. ditions.
2.a.4 ........ Trim System Rate (all Rate—±10% ............................ Ground; Static con- The tolerance ap- X X X
applicable systems). ditions. Trim On, plies to the re-
Friction Off. corded value of
the trim rate.
2.a.5 ........ Control Dynamics (all ±10% of time for first zero Hover/Cruise, Trim Results must be re- ...... X X Typically, control
axes). crossing and ±10 (N+1)% of On, Friction Off. corded for a nor- displacement of
period thereafter, ±10% of mal control dis- 25% to 50% is
amplitude of first overshoot, placement in both necessary for
20% of amplitude of 2nd and directions in each proper excitation.
subsequent overshoots axis. Control Dynamics
greater than 5% of initial dis- for irreversible
placement, ±1 overshoot. control systems
may be evaluated
in a ground/static
condition. Addi-
tional information
on control dynam-
ics is found later
in this attachment.
‘‘N’’ is the sequen-
tial period of a full
cycle of oscilla-
tion.
2.a.6 ........ Freeplay ......................... ±0.10 in .................................... Ground; Static con- Record and com- X X X
ditions. pare results for all
controls.
2.b ........... Low Airspeed Handling Qualities.
2.b.1 ........ Trimmed Flight Control Torque—±3% Pitch Attitude— Translational Flight Record results for X X
Positions. ±1.5° Bank Attitude—±2° IGE—Sideward, several airspeed
Longitudinal Control Posi- rearward, and for- increments to the
tion—±5% Lateral Control ward flight. Aug- translational air-
Position—±5% Directional mentation On and speed limits and
Control Position—±5% Col- Off. for 45 kts. forward
lective Control Position— airspeed..
±5%. May be a series of
snapshot tests.
2.b.2 ........ Critical Azimuth ............. Torque—±3% Pitch Hover— Stationary Hover. Record results for X X
Bank Attitude—±2°, Longitu- Augmentation On three relative wind
dinal Control Position—±5%, and Off. directions (includ-
Lateral Control Position— ing the most crit-
±5%, Directional Control Po- ical case) in the
sition—±5%, Collective Con- critical quadrant.
trol Position—±5%. May be a series
of snapshot tests.
2.b.3 ........ Control Response.
2.b.3.a ..... Longitudinal ................... Pitch Rate—±10% or ±2% sec. Hover. Record results for a X X
Pitch Attitude Change— Agumentation On step control input.
±10% or 1.5°. and Off. The Off-axis re-
sponse must
show correct trend
for unaugmented
cases.
2.b.3.b ..... Lateral ............................ Roll Rate—±10% or ±2% sec. Hover. Augmenta- Record results for a X X
Pitch Attitude Change— tion On and Off. step control input.
±10% or 1.5°. The Off-axis re-
sponse must
show correct trend
for unaugmented
cases.


No. Title A B C D
2.b.3.c ..... Directional ...................... Yaw Rate—±10% or ±2% sec. Hover. Augmenta- Record results for a X X
Heading Change—±10% or tion On and Off. step control input.
2°. The Off-axis re-
sponse must
show correct trend
for unaugmented
cases.
2.b.3.d ..... Vertical ........................... Normal Acceleration—±0.1 g .. Hover control input. Record results for a X X
The Off-axis re- step.
sponse must
show correct trend
for unaugmented
cases.
2.c ........... Longitudinal Handling Qualities.

2.c.1 ........ Control Response .......... Pitch Rate—±10% or ±2°/sec., Cruise Augmenta- Results must be re- X X X
Pitch Attitude Change— tion On and Off. corded for two
±10% or ±1.5°. cruise airspeeds
to include min-
imum power re-
quired speed.
Record data for a
step control input.
The Off-axis re-
sponse must
show correct trend
for unaugmented
cases.
2.c.2 ........ Static Stability ................ Longitudinal Control Position: Cruise or Climb. Record results for a X X X
±10% of change from trim or Autorotation. Aug- minimum of two
±0.25 in. (6.3 mm) or Longi- mentation On and speeds on each
tudinal Control Force: ±0.5 Off. side of the trim
lb. (0.223 daN) or ±10%. speed. May be a
series of snapshot
tests.
2.c.3 ........ Dynamic Stability.
2.c.3.a ..... Long Term Response .... ±10% of calculated period, Cruise Augmenta- Record results for X X X
±10% of time to 1⁄2 or dou- tion On and Off. three full cycles (6
ble amplitude, or ±0.02 of overshoots after
damping ratio. input completed)
or that sufficient to
determine time to
1⁄2 or double am-
plitude, whichever
is less. For non-
period responses,
the time history
must be matched.
2.c.3.b ..... Short Term Response ... ±1.5° Pitch or ±2°/sec. Pitch Cruise or Climb. Record results for at X X X
Rate. ±0.1 g Normal Accel- Augmentation On least two air-
eration. and Off. speeds.
2.c.4 ........ Maneuvering Stability .... Longitudinal Control Position— Cruise or Climb. Record results for at X X X Typically, 30°–45°
±10% of change from trim or Augmentation On least two air- bank angle is nec-
±0.25 in. (6.3mm) or Longi- and Off. speeds. The force essary for ade-
tudinal Control Forces—±0.5 may be shown as quate stability
lb. (0.223 daN) or ±10%. a cross plot for ir- measurement.
reversible sys-
tems. May be a
series of snapshot
tests.
2.c.5 ........ Landing Gear Operating ±1 sec ...................................... Takeoff (Retraction) X X X xl

Times. Approach (Exten-
sion).
2.d ........... Lateral and Directional Handling Qualities.
2.d.1 ........ Control Response.


No. Title A B C D
2.d.1.a ..... Lateral ............................ Roll Rate—±10% or ±3°/sec., Cruise Augmenta- Record results for X X X
Roll Attitude Change—±10% tion On and Off. least two air-
or ±3°. speeds, including
the speed at or
near the minimum
power required
airspeed. Record
results for a step
control input. The
Off-axis response
must show correct
trend for unaug-
mented cases.
2.d.1.b ..... Directional ...................... Yaw Rate—±10% or ±2°/sec., Cruise Augmenta- Record data for at X X X
Yaw Attitude Change— tion On and Off. least two air-
±10% or ±2°. speeds, including
the speed at or
near the minimum
power required
airspeed. Record
results for a step
control input. The
Off-axis response
must show correct
trend for unaug-
mented cases.
2.d.2 ........ Directional Static Sta- Lateral Control Position— Cruise; or Climb Record results for at X X X This is a steady
bility. ±10% of change from trim or (may use Descent least two sideslip heading sideslip
±0.25 in. (6.3mm) or Lateral instead of Climb if angles on either test.
Control Force—±0.5 lb. desired), Aug- side of the trim
(0.223 daN) or 10%, Roll At- mentation On and point. The force
titude—±1.5, Directional Off. may be shown as
Control Position—±10% of a cross plot for ir-
change from trim or ±0.25 reversible sys-
in. (6.3mm) or Directional tems. May be a
Control Force—±1 lb. (0.448 series of snapshot
daN) or 10%., Longitudinal tests.
Control Position—±10% of
change from trim or ±0.25
in. (6.3mm), Vertical Veloc-
ity—±100 fpm (0.50m/sec)
or 10%.
2.d.3 ........ Dynamic Lateral and Directional Stability.
2.d.3.a ..... Lateral-Directional Oscil- ±0.5 sec. or ±10% of period, Cruise or Climb. Record results for at X X X
lations. ±10% of time to 1⁄2 or dou- Augmentation On/ least two air-
ble amplitude or ±0.02 of Off. speeds. The test
damping ratio, ±20% of ±1 must be initiated
sec. of time difference be- with a cyclic or a
tween peaks of bank and pedal doublet
sideslip. input. Record re-
sults for six full
cycles (12 over-
shoots after input
completed) or that
sufficient to deter-
mine time to 1⁄2 or
double amplitude,
whichever is less.
For non-periodic
response, the time
history must be
matched.
2.d.3.b ..... Spiral Stability ................ Correct Trend, ±2° bank or Cruise or Climb. Record the results X X X
±10% in 20 sec. Augmentation On of a release from
and Off. pedal only or cy-
clic only turns.
Results must be
recorded from
turns in both di-
rections.


No. Title A B C D
2.d.3.c ..... Adverse/Proverse Yaw .. Correct Trend, ±2° transient Cruise or Climb. Record the time his- X X X
sideslip angle. Augmentation On tory of initial entry
and Off. into cyclic only
turns, using only a
moderate rate for
cyclic input. Re-
sults must be re-
corded for turns in
both directions.
2.a ........... Control System

3. Motion System.
3.a ........... Motion Envelope.
3.a.1 Pitch.
3.a.1.a ..... Displacement—TBD° ..... .................................................. ................................. ................................. ...... X
±25° ............................... .................................................. ................................. ................................. X X
3.a.1.b ..... Velocity—TBD°/sec ....... .................................................. ................................. ................................. X
±20°/sec ......................... .................................................. ................................. ................................. X X
3.a.1.c ..... Acceleration—TBD°/sec2 .................................................. ................................. ................................. X
±100°/sec2 ..................... .................................................. ................................. ................................. X X
3.a.2
3.a.2.a ..... Displacement—TBD° ..... .................................................. ................................. ................................. X
±25° ............................... .................................................. ................................. ................................. X X
3.a.2.b ..... Velocity—TBD°/sec ....... .................................................. ................................. ................................. X
±20°/sec ......................... .................................................. ................................. ................................. X X
3.a.2.c ..... Acceleration—TBD°/sec2 .................................................. ................................. ................................. X ......
±100°/sec2 ..................... .................................................. ................................. ................................. X X
3.a.3 ........ Yaw
3.a.3.a ..... Displacement ¥±25° ..... .................................................. ................................. ................................. X X
3.a.3.b ..... Velocity—±20°/sec ........ .................................................. ................................. ................................. X X
3.a.3.c ..... Acceleration—±100°/ .................................................. ................................. ................................. X X

sec2.
3.a.4 ........ Vertical ........................... .................................................. ................................. .................................
3.a.4.a ..... Displacement—TBD in .. .................................................. ................................. ................................. X
±34 in. ............................ .................................................. ................................. ................................. X X
3.a.4.b ..... Velocity—TBD in ........... .................................................. ................................. ................................. X
±24 in ............................. .................................................. ................................. ................................. X X
3.a.4.c ..... Acceleration—TBD g ..... .................................................. ................................. ................................. X ......
±0.8 g ............................ .................................................. ................................. ................................. X X
3.A.5 ........ Lateral
Displacement: ±45 in ..... .................................................. ................................. ................................. X X
Velocity: ±28 in/sec ....... .................................................. ................................. ................................. X X
Acceleration: ±0.6 g ...... .................................................. ................................. ................................. X X

3.a.6 ........ Longitudinal.
Displacement: ±34 in ..... .................................................. ................................. ................................. X X


No. Title A B C D
Velocity: ±28 in/sec ....... .................................................. ................................. ................................. X X
Acceleration: ±0.6 g ...... .................................................. ................................. ................................. X X
3.a.7 ........ Initial Rotational Acceleration Ratio
All axes: TBD°/sec2/sec .................................................. ................................. ................................. X
All axes: 300°/ sec2/sec .................................................. ................................. ................................. X X
3.a.8 ........ Initial Linear Acceleration Ratio.
Vertical: ±TBD g/sec ..... .................................................. ................................. ................................. X
±6g/sec .......................... .................................................. ................................. ................................. X X
Lateral: ±3g/sec ............. .................................................. ................................. ................................. X X
Longitudinal: ±3g/sec .... .................................................. ................................. ................................. X X
3.b ........... Frequency Response
Band, Hz Phase, deg. ... Amplitude, Ratio, db, ............... ................................. ................................. ...... X X X
0.10 to 0.5 ¥15 to ¥20 ±2 ............................................. ................................. ................................. ......

±2 .............................................
0.51 to 1.0 ¥15 to ¥20 ±4, ............................................ ................................. ................................. ......

±4 .............................................
3.c ........... Leg Balance.
Leg Balance .................. 1.5° .......................................... ................................. The phase shift be- ...... X X X
tween a datum
jack and any other
jack must be
measured using a
heave (vertical)
signal of 0.5 Hz.
at ±0.25 g.
3.d ........... Turn Around.
Turn Around .................. 0.05 g ...................................... ................................. The motion base X X X

must be driven
sinusoidally in
heave through a
displacement of 6
inches (150mm)
peak to peak at a
frequency of 0.5
Hz. Deviation from
the desired sinus-
oidal acceleration
must be meas-
ured.
4 .............. Visual System Display Tests.
4.a ........... Field of View.



No. Title A B C D
4.a.1 ........ Continuous collimated Minimum continuous col- N/A .......................... An SOC is required. X A vertical field of
visual field of view. limated field of view pro- Horizontal field of view of 30° may
viding 75° horizontal and 30° view is centered be insufficient to
vertical field of view for each on the zero de- meet visual
pilot simultaneously. gree azimuth line ground segment
relative to the air- requirements.
craft fuselage. Field of view may
be measured
using a visual test
pattern filling the
entire visual
scene (all chan-
nels) with a matrix
of black and white
5° squares. The
installed alignment
should be ad-
dressed in the
SOC.
4.a.2 ........ Continuous collimated Minimum continuous col- N/A/ ......................... An SOC is required. X Field of view may be
visual field of view. limated field of view pro- Horizontal field of measured using a
viding 150° horizontal and view is centered visual test pattern
40° vertical field of view for on the zero de- filling the entire
each pilot simultaneously. gree azimuth line visual scene (all
relative to the air- channels) with a
craft fuselage. matrix of black
and white 5°
squares. The in-
stalled alignment
should be ad-
dressed in the
SOC.
4.a.3 ........ Continuous collimated Minimum continuous col- N/A .......................... An SOC is required. X Field of view may be
visual field of view. limated field of view pro- Horizontal field of measured using a
viding 180° horizontal and view is centered visual test pattern
60° vertical field of view for on the zero de- filling the entire
each pilot simultaneously. gree azimuth line visual scene (all
relative to the air- channels) with a
craft fuselage. matrix of black
and white 5°
squares. The in-
stalled alignment
should be ad-
dressed in the
SOC.
4.c ........... Surface contrast ratio .... Not less than 5:1 ..................... N/A .......................... The ratio is cal- X Measurements may
culated by dividing be made using a
the brightness 1° spot photom-
level of the center, eter and a raster
bright square (pro- drawn test pattern
viding at least 2 filling the entire
foot-lamberts or 7 visual scene (all
cd/ms2) by the channels) with a
brightness level of test pattern of
any adjacent dark black and white
square. squares, 5 per
square, with a
white square in
the center of each
channel. During
contrast ratio test-
ing, simulator aft-
cab and flight
deck ambient light
levels should be
zero.


No. Title A B C D
4.d ........... Highlight brightness ....... Not less than six (6) foot-lam- N/A .......................... Measure the bright- X Measurements may
berts (20 cd/m 2). ness of the cen- be made using a
ter, white square 1° spot photom-
while super- eter and a raster
imposing a high- drawn test pattern
light on that white filling the entire
square. The use visual scene (all
of calligraphic ca- channels) with a
pabilities to en- test pattern of
hance the raster black and white
brightness is ac- squares, 5 per
ceptable; how- square, with a
ever, measuring white square in
light points is not the center of each
acceptable. channel.
4.e ........... Vernier resolution (sur- Not greater than 3 arc minutes N/A .......................... An SOC is required X X
face resolution). and must include
the appropriate
calculations and
an explanation of
those calculations.
4.f ............ Light point size .............. Not greater than six (6) arc- N/A .......................... An SOC is required X X Light point size may
minutes.. and must include be measured
the relevant cal- using a test pat-
culations and an tern consisting of
explanation of a centrally located
those calculations. single row of light
points reduced in
length until modu-
lation is just dis-
cernible in each
visual channel. A
row of 48 lights
will form a 4°
angle or less.
4.g ........... Light point contrast ratio Not less than 25:1 ................... N/A .......................... An SOC is required X X A 1° spot photom-
and must include eter may be used
the relevant cal- to measure a
culations.. square of at least
1° filled with light
points (where light
point modulation
is just discernible)
and compare the
results to the
measured adja-
cent background.
During contrast
ratio testing, simu-
lator aft-cab and
flight deck ambi-
ent light levels
should be zero.
lllllllllllllllllllll determined by comparing a recording of the c. For initial and upgrade evaluations, the
control feel dynamics of the FFS to actual QPS requires that control dynamics
Begin Information helicopter measurements in the takeoff, characteristics be measured and recorded
2. Control Dynamics. cruise and landing configurations. directly from the flight controls (Handling
b. Recordings such as free response to an Qualities—Table C2A). This procedure is
a. General. The characteristics of a impulse or step function are classically used usually accomplished by measuring the free
helicopter flight control system have a major to estimate the dynamic properties of response of the controls using a step or
effect on the handling qualities. A significant electromechanical systems. In any case, it is impulse input to excite the system. The
consideration in pilot acceptability of a only possible to estimate the dynamic procedure should be accomplished in the
helicopter is the ‘‘feel’’ provided through the properties as a result of only being able to takeoff, cruise and landing flight conditions
flight controls. Considerable effort is estimate true inputs and responses. and configurations.
expended on helicopter feel system design so Therefore, it is imperative that the best d. For helicopters with irreversible control
that pilots will be comfortable and will possible data be collected since close systems, measurements may be obtained on
consider the helicopter desirable to fly. In matching of the FFS control loading system the ground if proper pitot-static inputs are
order for a FFS to be representative, it should to the helicopter system is essential. The provided to represent airspeeds typical of
‘‘feel’’ like the helicopter being simulated. required dynamic control tests are described those encountered in flight. Likewise, it may
Compliance with this requirement is in Table C2A of this attachment. be shown that for some helicopters, hover,
climb, cruise, and autorotation have like the helicopter should show that the dynamic oscillations outside the residual band are
effects. Thus, one may suffice for another. If damping cycles (free response of the considered significant. When comparing FFS
either or both considerations apply, controls) match those of the helicopter data to helicopter data, the process should
engineering validation or helicopter within specified tolerances. The NSPM begin by overlaying or aligning the FFS and
manufacturer rationale should be submitted recognizes that several different testing airplane steady state values and then
as justification for ground tests or for methods may be used to verify the control comparing amplitudes of oscillation peaks,
eliminating a configuration. For FFSs feel dynamic response. The NSPM will the time of the first zero crossing, and
requiring static and dynamic tests at the consider the merits of testing methods based individual periods of oscillation. The FFS
controls, special test fixtures will not be on reliability and consistency. One should show the same number of significant
required during initial and upgrade acceptable method of evaluating the response overshoots to within one when compared
evaluations if the QTG shows both test and the tolerance to be applied is described against the helicopter airplane data. The
fixture results and the results of an alternate below for the underdamped and critically procedure for evaluating the response is
approach (e.g., computer plots that were damped cases. A sponsor using this method illustrated in Figure C2A.
produced concurrently and show satisfactory to comply with the QPS requirements should (2) Critically damped and Overdamped
agreement). Repeat of the alternate method perform the tests as follows:
Response. overdamped response. Due to the
during the initial evaluation would satisfy e. Tolerances.
nature of critically damped and overdamped
this test requirement. (1) Underdamped Response.
responses (no overshoots), the time to reach
(1) Control Dynamics Evaluations. The (a) Two measurements are required for the
dynamic properties of control systems are period, the time to first zero crossing (in case 90 percent of the steady state (neutral point)
often stated in terms of frequency, damping, a rate limit is present) and the subsequent value should be the same as the helicopter
and a number of other classical frequency of oscillation. It is necessary to within ±10 percent. The simulator response
measurements. In order to establish a measure cycles on an individual basis in case must be critically damped also. Figure C2B
consistent means of validating test results for there are non-uniform periods in the illustrates the procedure.
FFS control loading, criteria are needed that response. Each period will be independently (3) The following summarizes the
will clearly define the measurement compared to the respective period of the tolerances:
interpretation and the applied tolerances. helicopter control system and, consequently, T(P0) ±10% of P0
Criteria are needed for underdamped, will enjoy the full tolerance specified for that T(P1) ±20% of P1
critically damped and overdamped systems. period. T(A) ±10% of A1, ±20% of Subsequent Peaks
In the case of an underdamped system with (b) The damping tolerance will be applied T(Ad) ±10% of Ad = Residual Band
very light damping, the system may be to overshoots on an individual basis. Care Overshoots ±1
quantified in terms of frequency and should be taken when applying the tolerance (4) In the event the number of cycles
damping. In critically damped or to small overshoots since the significance of completed outside of the residual band, and
overdamped systems, the frequency and such overshoots becomes questionable. Only thereby significant, exceeds the number
damping are not readily measured from a those overshoots larger than 5 percent of the depicted in figure 1 of this attachment, the
response time history. Therefore, the total initial displacement should be following tolerances (T) will apply:
following suggested measurements may be considered significant. The residual band,
used: labeled T(Ad) on Figure C2A is ±5 percent of T(Pn) ±10%(n+1)% of Pn, where ‘‘n’’ is the
(2) For Levels C and D simulators. Tests to the initial displacement amplitude Ad from next in sequence.
verify that control feel dynamics represent the steady state value of the oscillation. Only BILLING CODE 491073–P
3. Motion Cue Repeatability Testing. procedure for determining the motion cues originally qualified. Any motion performance
a. The motion system characteristics in the necessary to support pilot tasks and stimulate change from the initially qualified baseline
Table C2A address basic system capability, the pilot response that occurs in a helicopter can be measured objectively.
but not pilot cueing capability. Motion for the same tasks. When a motion system is b. Motion performance change should be
systems will continue to be ‘‘tuned’’ tuned, it is important to test the system to assessed at least annually. An assessment
ensure that it continues to perform as may be conducted as follows:
ER30OC06.027</GPH>
subjectively until there is an objective
(1) Compare the current performance of the (3) Insert the test input signals at an ensure that the motion is exercised properly.
motion system to the initial recorded test appropriate point prior to the integrations in Motion system manufactures suggest a range
data. the equations of motion (see Figure C2C of of approximately 2⁄3 of the maximum
(2) Record the parameters of the motion this attachment). displacement capability in each axis with a
drive algorithms and the jack position (4) Adjust the characteristics of the test time segment (T0–T1) of sufficient duration to
transducers. signal (see Figure C2D of this attachment) to ensure steady initial conditions.
BILLING CODE 491073–C Attachment 3 to Appendix C to Part 60— Begin Information

Simulator Subjective Evaluation a. The subjective tests provide a basis for
1. Discussion evaluating the capability of the simulator to
perform over a typical utilization period;
ER30OC06.028</GPH>
determining that the simulator competently ‘‘Any Flight Phase’’ to ensure appropriate NSPM has agreed to discuss the specific
simulates each required maneuver, attention to systems checks. Operational circumstances that may be determined to
procedure, or task; and verifying correct navigation systems (including inertial exist and has agreed to reach a mutually
operation of the simulator controls, navigation systems, global positioning acceptable course of action to address these
instruments, and systems. The items listed in systems, or other long-range systems) and the limitations beyond those that are listed in the
the following Tables are for simulator associated electronic display systems will be QPS requirements of this table. The following
evaluation purposes only. They must not be evaluated if installed. The NSP pilot will are examples:
used to limit or exceed the authorizations for include in his report to the TPAA, the effect (1) Early CGI visual systems that are
use of a given level of simulator as described of the system operation and any system exempt from the necessity of including
on the Statement of Qualification or as may limitation. runway numbers as a part of the specific
be approved by the TPAA. All items in the e. Simulators demonstrating a satisfactory runway marking requirements are:
following paragraphs are subject to an circling approach will be qualified for the (a) Link NVS and DNVS.
examination. circling approach maneuver and may be (b) Novoview 2500 and 6000.
b. The tests in Table A3A, Operations approved for such use by the TPAA in the (c) FlightSafety VITAL series up to, and
Tasks, in this attachment address pilot sponsor’s FAA-approved flight training
including, VITAL III, but not beyond.
functions, including maneuvers and program. To be considered satisfactory, the
(d) Redifusion SP1, SP1T, and SP2.
procedures (called flight tasks), and is circling approach will be flown at maximum
(2) Early CGI visual systems that are
divided by flight phases. The performance of gross weight for landing, with minimum
these tasks by the NSPM includes an visibility for the helicopter approach exempt from the necessity of including
operational examination of the visual system category, and must allow proper alignment runway numbers except for those runways
and special effects. There are flight tasks with a landing runway at least 90° different used for LOFT training sessions. These LOFT
included to address some features of from the instrument approach course while airport models require runway numbers but
advanced technology helicopters and allowing the pilot to keep an identifiable only for the specific runway end (one
innovative training programs. portion of the airport in sight throughout the direction) used in the LOFT session. The
c. The tests in Table A3A, Operations maneuver (reference—14 CFR 91.175(e)). systems required to display runway numbers
Tasks, and Table A3G, Instructor Operating f. At the request of the TPAA, the NSP only for LOFT scenes are:
Station, in this attachment addresses the Pilot may assess the simulator for a special (a) FlightSafety VITAL IV.
overall function and control of the simulator aspect of a sponsor’s training program during (b) Redifusion SP3 and SP3T.
including the various simulated the functions and subjective portion of an (c) Link-Miles Image II.
environmental conditions; simulated evaluation. Such an assessment may include (3) Previously qualified CGI and/or display
helicopter system operation (normal, a portion of a Line Oriented Flight Training systems that are incapable of generating blue
abnormal, and emergency); visual system (LOFT) scenario or special emphasis items in lights, and therefore will not be required to
displays; and special effects necessary to the sponsor’s training program. Unless have accurate taxi-way edge lighting are:
meet flight crew training, evaluation, or flight directly related to a requirement for the (a) Redifusion SP1 and SP1T.
experience requirements. qualification level, the results of such an (b) FlightSafety Vital IV.
d. All simulated helicopter systems evaluation would not affect the qualification (c) Link-Miles Image II and Image IIT
functions will be assessed for normal and, of the simulator. (d) XKD displays (even though the XKD
where appropriate, alternate operations. g. The NSPM acknowledges that there are image generator is capable of generating blue
Normal, abnormal, and emergency operations previously qualified simulators with certain, colored lights, the display cannot
associated with a flight phase will be early generation Computer Generated Image accommodate that color).
assessed during the evaluation of flight tasks (CGI) visual systems, that are limited by
or events within that flight phase. Simulated either the capability of the Imgage Generator End Information
helicopter systems are listed separately under or the display system used. As a result, the lllllllllllllllllllll
TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS

Simulator level
A B C D
Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List and/or the
level of simulator qualification involved. Items not installed or not functional on the simulator and, therefore, not appearing on the SOQ Con-
figuration List, are not required to be listed as exceptions on the SOQ.
1. Preparation For Flight
1.a .......................... Cockpit check: switches, indicators, systems, and equipment ................................................................... X X X
2. APU/Engine start and run-up
2.a .......................... Normal start procedures .............................................................................................................................. X X X
2.b .......................... Alternate start procedures ........................................................................................................................... X X X
2.c .......................... Abnormal starts and shutdowns (e.g., hot start, hung start) ....................................................................... X X X
2.d .......................... Rotor engagement ....................................................................................................................................... X X X
2.e .......................... System checks ............................................................................................................................................. X X X

3. (Reserved)
4. (Reserved)
TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued

Simulator level
A B C D
5. (Reserved)
6. Take-off
6.a .......................... Normal ......................................................................................................................................................... X X X
6.a.1 ....................... From ground ............................................................................................................................................ X X X
6.a.2 ....................... From hover ............................................................................................................................................... X X X
6.a.2.a .................... Cat A .................................................................................................................................................... X X X
6.a.2.b .................... Cat B .................................................................................................................................................... X X X
6.a.3 ....................... Running .................................................................................................................................................... X X X
6.a.4 ....................... Crosswind/tailwind ................................................................................................................................... X X X
6.a.5 ....................... Maximum performance ............................................................................................................................ X X X
6.a.6 ....................... Instrument ................................................................................................................................................ X X X
6.a.7 ....................... (Reserved).
6.a.8 ....................... (Reserved).
6.a.9 ....................... (Reserved).
6.a.10 ..................... (Reserved).
6.b .......................... Abnormal/emergency procedures ................................................................................................................ X X X
6.b.1 ....................... Takeoff with engine failure after critical decision point (CDP) ................................................................ X X X
6.b.1.a .................... Cat A .................................................................................................................................................... X X X
6.b.1.b .................... Cat B .................................................................................................................................................... X X X
6.c .......................... (Reserved).
7. Climb
7.a .......................... Normal ......................................................................................................................................................... X X X
7.b .......................... (Reserved).
7.c .......................... (Reserved).
7.d .......................... One engine inoperative ............................................................................................................................... X X X
8. Cruise
8.a .......................... Performance ................................................................................................................................................ X X X
8.b .......................... Flying qualities ............................................................................................................................................. X X X
8.c .......................... Turns ............................................................................................................................................................ X X X
8.c.1 ....................... Timed ....................................................................................................................................................... X X X
8.c.2 ....................... Normal ...................................................................................................................................................... X X X
8.c.3 ....................... Steep ........................................................................................................................................................ X X X
8.d .......................... Accelerations and decelerations .................................................................................................................. X X X

8.e .......................... High speed vibrations .................................................................................................................................. X X X
8.f ........................... (Reserved).

Simulator level
A B C D
8.g .......................... Abnormal/emergency procedures ................................................................................................................ X X X
8.g.1 ....................... Engine fire ................................................................................................................................................ X X X
8.g.2 ....................... Engine failure ........................................................................................................................................... X X X
8.g.3 ....................... Inflight engine shutdown and restart ........................................................................................................ X X X
8.g.4 ....................... Fuel governing system failures ................................................................................................................ X X X
8.g.5 ....................... Directional control malfunction ................................................................................................................. X X X
8.g.6 ....................... Hydraulic failure ....................................................................................................................................... X X X
8.g.7 ....................... Stability system failure ............................................................................................................................. X X X
8.g.8 ....................... Rotor vibrations ........................................................................................................................................ X X X
9. Descent
9.a .......................... Normal ......................................................................................................................................................... X X X
9.b .......................... Maximum rate .............................................................................................................................................. X X X
9.c .......................... (Reserved).
10. Approach
10.a ........................ Non-precision ............................................................................................................................................... X X X
10.a.1 ..................... All engines operating ............................................................................................................................... X X X
10.a.2 ..................... One or more engines inoperative ............................................................................................................ X X X
10.a.3 ..................... Approach procedures ............................................................................................................................... X X X
10.a.3.a .................. NDB ...................................................................................................................................................... X X X
10.a.3.b .................. VOR, RNAV, TACAN ........................................................................................................................... X X X
10.a.3.c .................. ASR ...................................................................................................................................................... X X X
10.a.3.d .................. (Reserved).
10.a.3.e .................. Helicopter only ...................................................................................................................................... X X X
10.a.4 ..................... Missed approach ...................................................................................................................................... X X X
10.a.4.a .................. All engines operating ............................................................................................................................ X X X
10.a.4.b .................. One or more engines inoperative ......................................................................................................... X X X
10.b ........................ Precision ...................................................................................................................................................... X X X
10.b.1 ..................... All engines operating ............................................................................................................................... X X X
10.b.2 ..................... One or more engines inoperative ............................................................................................................ X X X
10.b.3 ..................... Approach procedures ............................................................................................................................... X X X
10.b.3.a .................. PAR ...................................................................................................................................................... X X X
10.b.3.b .................. MLS ...................................................................................................................................................... X X X
10.b.3.c .................. ILS ........................................................................................................................................................ X X X

10.b.3.c .................. (1) Manual (raw data) ....................................................................................................................... X X X
10.b.3.c .................. (2) Flight director only ....................................................................................................................... X X X

Simulator level
A B C D
10.b.3.c .................. (3) Autopilot coupled ......................................................................................................................... X X X
10.b.3.c .................. —Cat I ........................................................................................................................................... X X X
10.b.3.c .................. —Cat II .......................................................................................................................................... X X X
10.b.4 ..................... Missed approach.
10.b.4.a .................. All engines operating ............................................................................................................................ X X X
10.b.4.b .................. One or more engines inoperative ......................................................................................................... X X X
10.b.4.c .................. Stability system failure ............................................................................................................................. X X X
10.c ........................ (Reserved).
11. (Reserved)
12. Any Flight Phase
12.a ........................ Helicopter and powerplant systems operation.
12.a.1 ..................... Air conditioning ........................................................................................................................................ X X X
12.a.2 ..................... Anti-icing/deicing ...................................................................................................................................... X X X
12.a.3 ..................... Auxiliary power-plant ................................................................................................................................ X X X
12.a.4 ..................... Communications ....................................................................................................................................... X X X
12.a.5 ..................... Electrical ................................................................................................................................................... X X X
12.a.6 ..................... Fire detection and suppression ................................................................................................................ X X X
12.a.7 ..................... Stabilizer .................................................................................................................................................. X X X
12.a.8 ..................... Flight controls ........................................................................................................................................... X X X
12.a.9 ..................... Fuel and oil .............................................................................................................................................. X X X
12.a.10 ................... Hydraulic .................................................................................................................................................. X X X
12.a.11 ................... Landing gear ............................................................................................................................................ X X X
12.a.12 ................... Oxygen ..................................................................................................................................................... X X X
12.a.13 ................... Pneumatic ................................................................................................................................................ X X X
12.a.14 ................... Powerplant ............................................................................................................................................... X X X
12.a.15 ................... Flight control computers ........................................................................................................................... X X X
12.a.16 ................... Stability and control augmentation ........................................................................................................... X X X
12.b ........................ Flight management and guidance system.
12.b.1 ..................... Airborne radar .......................................................................................................................................... X X X
12.b.2 ..................... Automatic landing aids ............................................................................................................................. X X X
12.b.3 ..................... Autopilot ................................................................................................................................................... X X X
12.b.4 ..................... Collision avoidance system ...................................................................................................................... X X X
12.b.5 ..................... Flight data displays .................................................................................................................................. X X X

12.b.6 ..................... Flight management computers ................................................................................................................ X X X
12.b.7 ..................... Heads-up displays ................................................................................................................................... X X X

Simulator level
A B C D
12.b.8 ..................... Navigation systems .................................................................................................................................. X X X
12.c ........................ Airborne procedures.
12.c.1 ..................... Holding ..................................................................................................................................................... X X X
12.c.2 ..................... Air hazard avoidance ............................................................................................................................... X X X
12.c.3 ..................... Retreating blade stall recovery ................................................................................................................ X X X
12.c.4 ..................... Mast bumping .......................................................................................................................................... X X X
13. Engine Shutdown and Parking
13.a ........................ Engine and systems operation .................................................................................................................... X X X
13.b ........................ Parking brake operation .............................................................................................................................. X X X
13.c ........................ Rotor brake operation .................................................................................................................................. X X X
13.d ........................ Abnormal/emergency procedures ................................................................................................................ X X X
Table C3B [Reserved]

Table C3C [Reserved]
TABLE C3D.—FUNCTIONS AND SUBJECTIVE TESTS

Simulator level
Number Instructor Operating Station (IOS) (As appropriate)
A B C D
Functions in this table are subject to evaluation only if appropriate for the helicopter and/or the system is installed on the specific simulator.
1. Simulator ................................................................................................................................................................. X X X
Power
Switch(es)
2. Helicopter con-
ditions
2.a .......................... Gross weight, center of gravity, fuel loading and allocation .................................................................... .... X X X
2.b .......................... Helicopter systems status ........................................................................................................................ .... X X X
2.c. ......................... Ground crew functions ............................................................................................................................. .... X X X
3. Airports/Heliports
3.a .......................... Number and selection .............................................................................................................................. .... X X X

3.b .......................... Runway or landing area selection ........................................................................................................... .... X X X
3.c .......................... Landing surface conditions (rough, smooth, icy, wet, dry, snow) ........................................................... .... X X X
3.d .......................... Preset positions ........................................................................................................................................ .... X X X
3.e .......................... Lighting controls ....................................................................................................................................... .... X X X
4. Environmental controls
4.a .......................... (Reserved).

4.b .......................... (Reserved).
4.c .......................... Temperature ............................................................................................................................................. .... X X X
4.d .......................... Climate conditions .................................................................................................................................... .... X X X
4.e .......................... Wind speed and direction ........................................................................................................................ .... X X X

4.f ........................... (Reserved) ............................................................................................................................................... .... .... ....
TABLE C3D.—FUNCTIONS AND SUBJECTIVE TESTS—Continued

Simulator level
Number Instructor Operating Station (IOS) (As appropriate)
A B C D
5. Helicopter sys- ...................................................................................................................................................................... X X X

tem malfunc-
tions (Insertion/
deletion)
6. Locks, Freezes, and Repositioning
6.a .......................... Problem (all) freeze/release ..................................................................................................................... .... X X X

6.b .......................... Position (geographic) freeze/release ....................................................................................................... .... X X X
6.c .......................... Repositioning (locations, freezes, and releases) ..................................................................................... .... X X X
6.d .......................... Ground speed control .............................................................................................................................. .... X X X
7. Remote IOS. ...................................................................................................................................................................... X X X
8. Sound Controls. ...................................................................................................................................................................... X X X

On/off/adjust-
ment
9. Motion/Control Loading System
9.a .......................... On/off/emergency stop ............................................................................................................................. .... X X X
10. Observer ...................................................................................................................................................................... X X X

Seats/Stations.
Position/Adjust-
ment/Positive
restraint system
Attachment 4 to Appendix C to Part 60— Figure C4B—Attachment: FSTD Information Figure C4F—Sample Statement of
Sample Documents Form Qualification—List of Qualified Tasks
Figure C4C—Sample Qualification Test Figure C4G—Sample Continuing
Table of Contents
Guide Cover Page Qualification Evaluation Requirements
Title of Sample Figure C4D—Sample Statement of Page
Figure C4A—Sample Letter, Request for Qualification—Certificate Figure C4H—Sample MQTG Index of
Initial, Upgrade, or Reinstatement Figure C4E—Sample Statement of Effective FSTD Directives
Evaluation Qualification—Configuration List BILLING CODE 491073–P
ER30OC06.029</GPH>
ER30OC06.030</GPH>
ER30OC06.031</GPH>
ER30OC06.032</GPH>
ER30OC06.033</GPH>
ER30OC06.034</GPH>
ER30OC06.035</GPH>
ER30OC06.036</GPH>
ER30OC06.037</GPH>
ER30OC06.038</GPH>
ER30OC06.039</GPH>
BILLING CODE 491073–C 14. Inspection, Continuing Qualification permissive, the text in this appendix is
Evaluation, and Maintenance divided into two sections: ‘‘QPS
Appendix D to Part 60—Qualification
Requirements (§ 60.19). Requirements’’ and ‘‘Information.’’ The QPS
Performance Standards for Helicopter 15. Logging FTD Discrepancies (§ 60.20). Requirements sections contain details
Flight Training Devices 16. Interim Qualification of FTDs for New regarding compliance with the part 60 rule
lllllllllllllllllllll Helicopter Types or Models (§ 60.21). language. These details are regulatory, but are
17. Modifications to FTDs (§ 60.23). found only in this appendix. The Information
Begin Information 18. Operations with Missing, Malfunctioning, sections contain material that is advisory in
This appendix establishes the standards for or Inoperative Components (§ 60.25). nature, and designed to give the user general
Helicopter Flight Training Device (FTD) 19. Automatic Loss of Qualification and information about the regulation.
evaluation and qualification at Level 4, Level Procedures for Restoration of b. Related Reading References.
5, or Level 6. The Flight Standards Service, Qualification (§ 60.27). (1) 14 CFR part 60
National Simulator Program Manager 20. Other Losses of Qualification and (2) 14 CFR part 61.
(NSPM), is responsible for the development, Procedures for Restoration of (3) 14 CFR part 63.
application, and implementation of the Qualification (§ 60.29). (4) 14 CFR part 119.
standards contained within this appendix. 21. Record Keeping and Reporting (§ 60.31). (5) 14 CFR part 121.
The procedures and criteria specified in this 22. Applications, Logbooks, Reports, and (6) 14 CFR part 125
appendix will be used by the NSPM, or a Records: Fraud, Falsification, or (7) 14 CFR part 135.
person or persons assigned by the NSPM Incorrect Statements (§ 60.33). (8) 14 CFR part 141
when conducting helicopter FTD 23. [Reserved] (9) 14 CFR part 142
evaluations. 24. Levels of FTD. (10) Advisory Circular (AC) 120–28C,
25. FSTD Qualification on the Basis of a Criteria for Approval of Category III Landing
Table of Contents Bilateral Aviation Safety Agreement Weather Minima.
1. Introduction. (BASA) (§ 60.37). (11) AC 120–29, Criteria for Approving
2. Applicability (§ 60.1) and Applicability of Attachment 1 to Appendix D to Part 60—
sponsor rules to persons who are not Category I and Category II Landing Minima
General FTD Requirements.
sponsors and who are engaged in certain for part 121 operators.
Attachment 2 to Appendix D to Part 60—
unauthorized activities (§ 60.2). (12) AC 120–35B, Line Operational
Flight Training Device (FTD) Objective
3. Definitions (60.3). Simulations: Line-Oriented Flight Training,
Tests.
4. Qualification Performance Standards Special Purpose Operational Training, Line
(§ 60.4). Operational Evaluation.
5. Quality Management System (§ 60.5). (13) AC 120–41, Criteria for Operational
Evaluation.
6. Sponsor Qualification Requirements Approval of Airborne Wind Shear Alerting
(§ 60.7). and Flight Guidance Systems.
Sample Documents.
7. Additional Responsibilities of the Sponsor (14) AC 120–57A, Surface Movement
(§ 60.9). End Information Guidance and Control System (SMGS).
8. FTD Use (§ 60.11). lllllllllllllllllllll (15) AC 150/5300–13, Airport Design.
9. FTD Objective Data Requirements (16) AC 150/5340–1G, Standards for
(§ 60.13). 1. Introduction Airport Markings.
10. Special Equipment and Personnel lllllllllllllllllllll (17) AC 150/5340–4C, Installation Details
Requirements for Qualification of the for Runway Centerline Touchdown Zone
FTD (§ 60.14). Begin Information Lighting Systems.
11. Initial (and Upgrade) Qualification a. This appendix contains background (18) AC 150/5390—2B, Heliport Design.
Requirements (§ 60.15). information as well as regulatory and (19) AC 150/5340–19, Taxiway Centerline
12. Additional Qualifications for Currently informative material as described later in this Lighting System.
Qualified FTDs (§ 60.16). section. To assist the reader in determining (20) AC 150/5340–24, Runway and
ER30OC06.040</GPH>
13. Previously Qualified FTDs (§ 60.17). what areas are required and what areas are Taxiway Edge Lighting System.
(21) AC 150/5345–28D, Precision helicopter simulated during the 12-month establishes ‘‘satellite’’ training centers in
Approach Path Indicator (PAPI) Systems. period described. The identification of the Chicago and Moscow.
(22) International Air Transport specific FTD may change from one 12-month (b) The satellite function means that the
Association document, ‘‘Flight Simulator period to the next 12-month period as long Chicago and Moscow centers must operate
Design and Performance Data Requirements,’’ as that sponsor sponsors and uses at least one under the New York center’s certificate (in
as amended. FTD at least once during the prescribed accordance with all of the New York center’s
(23) AC 29–2B, Flight Test Guide for period. There is no minimum number of practices, procedures, and policies; e.g.,
Certification of Transport Category hours or minimum FTD periods required. instructor and/or technician training/
Rotorcraft. b. The following examples describe checking requirements, record keeping, QMS
(24) AC 27–1A, Flight Test Guide for acceptable operational practices: program).
Certification of Normal Category Rotorcraft. (1) Example One. (c) All of the FTDs in the Chicago and
(25) International Civil Aviation (a) A sponsor is sponsoring a single, Moscow centers could be dry-leased (i.e., the
Organization (ICAO) Manual of Criteria for specific FTD for its own use, in its own certificate holder does not have and use
the Qualification of Flight Simulators, as facility or elsewhere —this single FTD forms FAA-approved flight training programs for
amended. the basis for the sponsorship. The sponsor the FTDs in the Chicago and Moscow
(26) Airplane Flight Simulator Evaluation uses that FTD at least once in each 12-month centers) because—
Handbook, Volume I, as amended and period in that sponsor’s FAA-approved flight (i) Each FTD in the Chicago center and
Volume II, as amended, The Royal training program for the helicopter each FTD in the Moscow center is used at
Aeronautical Society, London, UK. simulated. This 12-month period is least once each 12-month period by another
(27) FAA Publication FAA–S–8081 series established according to the following FAA certificate holder in that other
(Practical Test Standards for Airline schedule: certificate holder’s FAA-approved flight
Transport Pilot Certificate, Type Ratings, (i) If the FTD was qualified prior to October training program for the helicopter (as
Commercial Pilot, and Instrument Ratings). 30, 2007 the 12-month period begins on the described in § 60.7(d)(1));
(28) The FAA Aeronautical Information date of the first continuing qualification OR
Manual (AIM). An electronic version of the evaluation conducted in accordance with (ii) A statement is obtained from a
AIM is on the internet at http://www.faa.gov/ § 60.19 after October 30, 2007 and continues qualified pilot (having flown the helicopter,
atpubs. for each subsequent 12-month period; not the subject FTD or another FTD during
(ii) A device qualified on or after October the preceding 12-month period) stating that
End Information 30, 2007 will be required to undergo an the performance and handling qualities of
lllllllllllllllllllll initial or upgrade evaluation in accordance each FTD in the Chicago and Moscow centers
with § 60.15. Once the initial or upgrade represents the helicopter (as described in
2. Applicability (§§ 60.1 & 60.2) evaluation is complete, the first continuing § 60.7(d)(2)).
There is no additional regulatory or qualification evaluation will be conducted End Information
informational material that applies to § 60.1, within 6 months. The 12 month continuing
Applicability, or to § 60.2, Applicability of qualification evaluation cycle begins on that lllllllllllllllllllll
sponsor rules to person who are not sponsors date and continues for each subsequent 12- 7. Additional Responsibilities of the Sponsor
and who are engaged in certain unauthorized month period. (§ 60.9)
activities. (b) There is no minimum number of hours
of FTD use required. lllllllllllllllllllll
3. Definitions (§ 60.3)
(c) The identification of the specific FTD Begin Information
lllllllllllllllllllll may change from one 12-month period to the
The phrase ‘‘as soon as practicable’’ in
Begin Information next 12-month period as long as that sponsor
§ 60.9(a) means without unnecessarily
sponsors and uses at least one FTD at least
See appendix F for a list of definitions and disrupting or delaying beyond a reasonable
once during the prescribed period.
abbreviations from part 1, part 60, and the time the training, evaluation, or experience
(2) Example Two.
QPS appendices of part 60. being conducted in the FSTD.
(a) A sponsor sponsors an additional
End Information number of FTDs, in its facility or elsewhere. End Information
Each additionally sponsored FTD must be— lllllllllllllllllllll
lllllllllllllllllllll (i) Used by the sponsor in the sponsor’s
4. Qualification Performance Standards FAA-approved flight training program for the 8. FTD Use (§ 60.11)
(§ 60.4) helicopter simulated (as described in There is no additional regulatory or
§ 60.7(d)(1)); informational material that applies to § 60.11,
OR FTD Use.
informational material that applies to § 60.4,
(ii) Used by another FAA certificate holder
Qualification Performance Standards. 9. FTD Objective Data Requirements
in that other certificate holder’s FAA-
5. Quality Management System (§ 60.5) approved flight training program for the (§ 60.13)
lllllllllllllllllllll helicopter simulated (as described in lllllllllllllllllllll
§ 60.7(d)(1)). This 12-month period is
Begin Information established in the same manner as in Begin QPS Requirements
Additional regulatory material and example one. a. Flight test data used to validate FTD
informational material regarding Quality OR performance and handling qualities must
Management Systems for FTDs may be found (iii) Provided a statement each year from a have been gathered in accordance with a
in appendix E of this part. qualified pilot, (after having flown the flight test program containing the following:
helicopter not the subject FTD or another (1) A flight test plan consisting of:
End Information FTD, during the preceding 12-month period) (a) The maneuvers and procedures
lllllllllllllllllllll stating that the subject FTD’s performance required for aircraft certification and
and handling qualities represent the simulation programming and validation.
6. Sponsor Qualification Requirements helicopter (as described in § 60.7(d)(2)). This (b) For each maneuver or procedure—
(§ 60.7) statement is provided at least once in each (i) The procedures and control input the
lllllllllllllllllllll 12-month period established in the same flight test pilot and/or engineer used.
manner as in example one. (ii) The atmospheric and environmental
Begin Information (b) There is no minimum number of hours conditions.

a. The intent of the language in § 60.7(b) is of FTD use required. (iii) The initial flight conditions.
to have a specific FTD, identified by the (3) Example Three. (iv) The helicopter configuration, including
sponsor, used at least once in an FAA- (a) A sponsor in New York (in this weight and center of gravity.
approved flight training program for the example, a Part 142 certificate holder) (v) The data to be gathered.
(vi) All other information necessary to type and thrust rating configuration, and the b. Examples of a special evaluation include
recreate the flight test conditions in the FTD. revision levels of all avionics affecting the an evaluation conducted after an FTD is
(2) Appropriately qualified flight test performance or flying qualities of the aircraft. moved; at the request of the TPAA; or as a
personnel. Additionally, this document should provide result of comments received from FTD users
(3) An understanding of the accuracy of the other information such as the rationale or that raise questions regarding the continued
data to be gathered using appropriate explanation for cases where data or data qualification or use of the FTD.
alternative data sources, procedures, and parameters are missing, instances where
engineering simulation data are used, or End Information
instrumentation that is traceable to a
recognized standard as described in where flight test methods require further 11. Initial (and Upgrade) Qualification
Attachment 2, Table D2F. explanations. It should also provide a brief Requirements (§ 60.15)
(4) Appropriate and sufficient data narrative describing the cause and effect of
acquisition equipment or system(s), any deviation from data requirements. The Begin QPS Requirement
including appropriate data reduction and aircraft manufacturer may provide this a. In order to be qualified at a particular
analysis methods and techniques, as would document. qualification level, the FTD must:
be acceptable to the FAA’s Aircraft g. There is no requirement for any flight (1) Meet the general requirements listed in
Certification Service. test data supplier to submit a flight test plan Attachment 1;
b. The data, regardless of source, must be or program prior to gathering flight test data. (2) Meet the objective testing requirements
presented: However, the NSPM notes that inexperienced listed in Attachment 2 (Level 4 FTDs do not
(1) In a format that supports the FTD data gatherers often provide data that is require objective tests); and
validation process; irrelevant, improperly marked, lacking (3) Satisfactorily accomplish the subjective
(2) In a manner that is clearly readable and adequate justification for selection. Other tests listed in Attachment 3.
annotated correctly and completely; problems include inadequate information b. The request described in § 60.15(a) must
(3) With resolution sufficient to determine regarding initial conditions or test include all of the following:
compliance with the tolerances set forth in maneuvers. The NSPM has been forced to (1) A statement that the FTD meets all of
Attachment 2, Table D2A appendix. refuse these data submissions as validation the applicable provisions of this part and all
(4) With any necessary guidance data for an FTD evaluation. It is for this applicable provisions of the QPS.
information provided; and reason that the NSPM recommends that any (2) A confirmation that the sponsor will
(5) Without alteration, adjustments, or bias; data supplier not previously experienced in forward to the NSPM the statement described
however the data may be re-scaled, digitized, this area review the data necessary for in § 60.15(b) in such time as to be received
or otherwise manipulated to fit the desired programming and for validating the no later than 5 business days prior to the
presentation. performance of the FTD and discuss the scheduled evaluation and may be forwarded
c. After completion of any additional flight flight test plan anticipated for acquiring such to the NSPM via traditional or electronic
test, a flight test report must be submitted in data with the NSPM well in advance of means.
support of the validation data. The report commencing the flight tests. (3) Except for a Level 4 FTD, a qualification
must contain sufficient data and rationale to h. In those cases where the objective test test guide (QTG), acceptable to the NSPM,
support qualification of the FTD at the level results authorize a ‘‘snapshot test’’ or a that includes all of the following:
requested. ‘‘series of snapshot tests’’ results in lieu of a (a) Objective data obtained from aircraft
d. As required by § 60.13(f), the sponsor time-history result, Attachment 2 requires the testing or another approved source.
must notify the NSPM when it becomes sponsor or other data provider to ensure that (b) Correlating objective test results
aware that an addition to or a revision of the a steady state condition exists at the instant obtained from the performance of the FTD as
flight related data or helicopter systems of time captured by the ‘‘snapshot.’’ This is prescribed in the applicable QPS.
related data is available if this data is used often verified by showing that a steady state (c) The result of FTD subjective tests
to program and operate a qualified FTD. The condition existed from some period of time prescribed in the applicable QPS.
data referred to in this sub-section are those during which the snap shot is taken. The (d) A description of the equipment
data that are used to validate the time period most frequently used is 5 necessary to perform the evaluation for initial
performance, handling qualities, or other seconds prior through 2 seconds following qualification and the continuing qualification
characteristics of the aircraft, including data the instant of time captured by the snap shot. evaluations.
related to any relevant changes occurring This paragraph is primarily addressing the c. The QTG described in paragraph a(3) of
after the type certification is issued. This source data and the method by which the this section, must provide the documented
notification must be made within 10 working data provider ensures that the steady state proof of compliance with the FTD objective
days. condition for the snap shot is representative. tests in Attachment 2,Table D2A of this
i. The NSPM will consider, on a case-by- appendix.
End QPS Requirements case basis, whether or not to approve d. The QTG is prepared and submitted by
lllllllllllllllllllll supplemental validation data derived from the sponsor, or the sponsor’s agent on behalf
flight data recording systems such as a Quick of the sponsor, to the NSPM for review and
Begin Information Access Recorder or Flight Data Recorder. approval, and must include, for each
e. The FTD sponsor is encouraged to objective test:
(1) Parameters, tolerances, and flight
the aircraft being simulated (or with the 10. Special Equipment and Personnel conditions;
holder of the aircraft type certificate for the Requirements for Qualification of the FTD (2) Pertinent and complete instructions for
aircraft being simulated if the manufacturer (§ 60.14) conducting automatic and manual tests;
is no longer in business), and if appropriate, (3) A means of comparing the FTD test
with the person having supplied the aircraft Begin Information results to the objective data;
data package for the FTD in order to facilitate a. In the event that the NSPM determines (4) Any other information as necessary to
the notification described in this paragraph. that special equipment or specifically assist in the evaluation of the test results;
f. It is the intent of the NSPM that for new qualified persons will be required to conduct (5) Other information appropriate to the
aircraft entering service, at a point well in an evaluation, the NSPM will make every qualification level of the FTD.
advance of preparation of the Qualification attempt to notify the sponsor at least one (1) e. The QTG described in paragraphs (a)(3)
Test Guide (QTG), the sponsor should submit week, but in no case less than 72 hours, in and (b) of this section, must include the
to the NSPM for approval, a descriptive advance of the evaluation. Examples of following:
document (a validation data roadmap) special equipment include flight control (1) A QTG cover page with sponsor and
containing the plan for acquiring the measurement devices, accelerometers, or FAA approval signature blocks (see
validation data, including data sources. This oscilloscopes. Examples of specially Attachment 4, Figure D4C, for a sample QTG
document should clearly identify sources of qualified personnel include individuals cover page).
data for all required tests, a description of the specifically qualified to install or use any (2) A continuing qualification evaluation
validity of these data for a specific engine special equipment when its use is required. requirements page. This page will be used by
the NSPM to establish and record the identification and page number for pertinent obtained from the performance of the FTD
frequency with which continuing data location must be provided). (reformatted or digitized) as prescribed in
qualification evaluations must be conducted (l) FTD Objective Test Results as obtained this appendix. The eMQTG must also contain
and any subsequent changes that may be by the sponsor. Each test result must reflect the general FTD performance or
determined by the NSPM in accordance with the date completed and must be clearly demonstration results (reformatted or
§ 60.19. See Attachment 4, Figure D4G, for a labeled as a product of the device being digitized) prescribed in this appendix, and a
sample Continuing Qualification Evaluation tested. description of the equipment necessary to
Requirements page. f. A convertible FTD is addressed as a perform the initial qualification evaluation
(3) An FTD information page that provides separate FTD for each model and series and the continuing qualification evaluations.
the information listed in this paragraph, if helicopter to which it will be converted and The eMQTG must include the original
applicable (see Attachment 4, Figure D4B, for for the FAA qualification level sought. The validation data used to validate FTD
a sample FTD information page). For NSPM will conduct an evaluation for each performance and handling qualities in either
convertible FTDs, the sponsor must submit a configuration. If a sponsor seeks qualification the original digitized format from the data
separate page for each configuration of the for two or more models of a helicopter type supplier or an electronic scan of the original
FTD. using a convertible FTD, the sponsor must time-history plots that were provided by the
(a) The sponsor’s FTD identification provide a QTG for each helicopter model, or data supplier. A copy of the eMQTG must be
number or code. a supplemented QTG for each helicopter provided to the NSPM.
(b) The helicopter model and series being model. The NSPM will conduct evaluations k. All other FTDs (not covered in
simulated. for each helicopter model. subparagraph ‘‘j’’) must have an electronic
(c) The aerodynamic data revision number g. The form and manner of presentation of copy of the MQTG by and after October 30,
or reference. objective test results in the QTG must 2013. A copy of the eMQTG must be
(d) The engine model(s) and its data include the following: provided to the NSPM. This may be provided
revision number or reference. (1) The sponsor’s FTD test results must be by an electronic scan presented in a Portable
(e) The flight control data revision number recorded in a manner acceptable to the Document File (PDF), or similar format
or reference. NSPM, that allows easy comparison of the acceptable to the NSPM.
(f) The flight management system FTD test results to the validation data (e.g.,
identification and revision level. use of a multi-channel recorder, line printer, End QPS Requirements
(g) The FTD model and manufacturer. cross plotting, overlays, transparencies). lllllllllllllllllllll
(h) The date of FTD manufacture. (2) FTD results must be labeled using
(i) The FTD computer identification. terminology common to helicopter Begin Information
(j) The visual system model and parameters as opposed to computer software l. Only those FTDs that are sponsored by
manufacturer, including display type.
identifications. a certificate holder as defined in appendix F
(k) The motion system type and
(3) Validation data documents included in will be evaluated by the NSPM. However,
manufacturer, including degrees of freedom.
a QTG may be photographically reduced only other FTD evaluations may be conducted on
(4) A Table of Contents.
if such reduction will not alter the graphic a case-by-case basis as the Administrator
(5) A log of revisions and a list of effective
scaling or cause difficulties in scale deems appropriate, but only in accordance
pages.
(6) List of all relevant data references. interpretation or resolution. with applicable agreements.
(7) A glossary of terms and symbols used (4) Scaling on graphical presentations must m. The NSPM will conduct an evaluation
(including sign conventions and units). provide the resolution necessary to evaluate for each configuration, and each FTD must be
(8) Statements of compliance and the parameters shown in Attachment 2, Table evaluated as completely as possible. To
capability (SOCs) with certain requirements. D2A of this appendix. ensure a thorough and uniform evaluation,
SOCs must provide references to the sources (5) Tests involving time histories, data each FTD is subjected to the general FTD
of information that show the capability of the sheets (or transparencies thereof) and FTD requirements in Attachment 1, the objective
FTD to comply with the requirement, a test results must be clearly marked with tests listed in Attachment 2, and the
rationale explaining how the referenced appropriate reference points to ensure an subjective tests listed in Attachment 3 of this
material is used, mathematical equations and accurate comparison between FTD and appendix. The evaluations described herein
parameter values used, and the conclusions helicopter with respect to time. Time will include, but not necessarily be limited
reached; i.e., that the FTD complies with the histories recorded via a line printer are to be to the following:
requirement. Refer to the ‘‘General FTD clearly identified for cross-plotting on the (1) Helicopter responses, including
Requirements’’ column, Table D1A, in helicopter data. Over-plots must not obscure longitudinal and lateral-directional control
Attachment 1, or in the ‘‘Alternative Data the reference data. responses (see Attachment 2 of this
Sources, Procedures, and Instrumentation’’ h. The sponsor may elect to complete the appendix);
column, Table D2F, in Attachment 2, to see QTG objective and subjective tests at the (2) Performance in authorized portions of
when SOCs are required. manufacturer’s facility or at the sponsor’s the simulated helicopter’s operating
(9) Recording procedures or equipment training facility. If the tests are conducted at envelope, to include tasks evaluated by the
required to accomplish the objective tests. the manufacturer’s facility, the sponsor must NSPM in the areas of surface operations,
(10) The following information for each repeat at least one-third of the tests at the takeoff, climb, cruise, descent, approach and
objective test designated in Attachment 2, as sponsor’s training facility in order to landing, as well as abnormal and emergency
applicable to the qualification level sought: substantiate FTD performance. The QTG operations (see Attachment 2 of this
(a) Name of the test. must be clearly annotated to indicate when appendix);
(b) Objective of the test. and where each test was accomplished. Tests (3) Control checks (see Attachment 1 and
(c) Initial conditions. conducted at the manufacturer’s facility and Attachment 2 of this appendix);
(d) Manual test procedures. at the sponsor’s training facility must be (4) Cockpit configuration (see Attachment
(e) Automatic test procedures (if conducted after the FTD is assembled with 1 of this appendix);
applicable). systems and sub-systems functional and (5) Pilot, flight engineer, and instructor
(f) Method for evaluating FTD objective test operating in an interactive manner. The test station functions checks (see Attachment 1
results. results must be submitted to the NSPM. and Attachment 3 of this appendix);
(g) List of all relevant parameters driven or i. The sponsor must maintain a copy of the (6) Helicopter systems and sub-systems (as
constrained during the automatic test(s). MQTG at the FTD location. appropriate) as compared to the helicopter
(h) List of all relevant parameters driven or j. All FTDs for which the initial simulated (see attachment 1 and attachment
constrained during the manual test(s). qualification is conducted after October 30, 3 of this appendix);
(i) Tolerances for relevant parameters. 2013 must have an electronic MQTG (7) FTD systems and sub-systems,
(j) Source of Validation Data (document (eMQTG) including all objective data including force cueing (motion), visual, and
and page number). obtained from helicopter testing, or another aural (sound) systems, as appropriate (see
(k) Copy of the Validation Data (if located approved source (reformatted or digitized), Attachment 1 and Attachment 2 of this
in a separate binder, a cross reference for the together with correlating objective test results appendix); and
(8) Certain additional requirements, (SOQ) to the sponsor, The NSPM inspections missed during the period of
depending upon the qualification level recommends the FTD to the TPAA, who will inactivity.
sought, including equipment or approve the FTD for use in a flight training (5) The sponsor must notify the NSPM of
circumstances that may become hazardous to program. The SOQ will be issued at the any changes to the original scheduled time
the occupants. The sponsor may be subject to satisfactory conclusion of the initial or out of service;
Occupational Safety and Health continuing qualification. However, it is the b. FTDs qualified prior to October 30, 2007,
Administration requirements. sponsor’s responsibility to obtain TPAA are not required to meet the general FTD
n. The NSPM administers the objective and approval prior to using the FTD in an FAA- requirements, the objective test requirements,
subjective tests, which includes an approved flight training program. and the subjective test requirements of
examination of functions. The tests include s. Under normal circumstances, the NSPM Attachments 1, 2, and 3, respectively, of this
a qualitative assessment of the FTD by an establishes a date for the initial or upgrade appendix.
NSP pilot. The NSP evaluation team leader evaluation within ten (10) working days after c. [Reserved]
may assign other qualified personnel to assist determining that a complete QTG is
in accomplishing the functions examination End QPS Requirements
acceptable. Unusual circumstances may
and/or the objective and subjective tests lllllllllllllllllllll
warrant establishing an evaluation date
performed during an evaluation when
before this determination is made. A sponsor Begin Information
required.
may schedule an evaluation date as early as
(1) Objective tests provide a basis for d. Other certificate holders or persons
measuring and evaluating FTD performance 6 months in advance. However, there may be
a delay of 45 days or more in rescheduling desiring to use an FTD may contract with
and determining compliance with the FTD sponsors to use FTDs previously
requirements of this part. and completing the evaluation if the sponsor
is unable to meet the scheduled date. See qualified at a particular level for a helicopter
(2) Subjective tests provide a basis for: type and approved for use within an FAA-
(a) Evaluating the capability of the FTD to Attachment 4, Figure D4A, Sample Request
for Initial, Upgrade, or Reinstatement approved flight training program. Such FTDs
perform over a typical utilization period; are not required to undergo an additional
(b) Determining that the FTD satisfactorily Evaluation.
t. The numbering system used for objective qualification process, except as described in
simulates each required task; § 60.16.
(c) Verifying correct operation of the FTD test results in the QTG should closely follow
the numbering system set out in Attachment e. Each FTD user must obtain approval
controls, instruments, and systems; and from the appropriate TPAA to use any FTD
(d) Demonstrating compliance with the 2, FTD Objective Tests, Table D2A.
u. Contact the NSPM or visit the NSPM in an FAA-approved flight training program.
requirements of this part. f. The intent of the requirement listed in
o. The tolerances for the test parameters Web site for additional information regarding
the preferred qualifications of pilots used to § 60.17(b), for each FTD to have a Statement
listed in Attachment 2 of this appendix
meet the requirements of § 60.15(d). of Qualification within 6 years, is to have the
reflect the range of tolerances acceptable to
v. Examples of the exclusions for which availability of that statement (including the
the NSPM for FTD validation and are not to
the FTD might not have been subjectively configuration list and the limitations to
be confused with design tolerances specified
tested by the sponsor or the NSPM and for authorizations) to provide a complete picture
for FTD manufacture. In making decisions
of the FTD inventory regulated by the FAA.
regarding tests and test results, the NSPM which qualification might not be sought or
relies on the use of operational and granted, as described in § 60.15(g)(6), include The issuance of the statement will not
engineering judgment in the application of approaches to and departures from slopes require any additional evaluation or require
data (including consideration of the way in and pinnacles. any adjustment to the evaluation basis for the
which the flight test was flown and way the FTD.
data was gathered and applied) data End Information g. Downgrading of an FTD is a permanent
presentations, and the applicable tolerances lllllllllllllllllllll change in qualification level and will
for each test. necessitate the issuance of a revised
12. Additional Qualifications for Currently Statement of Qualification to reflect the
p. In addition to the scheduled continuing
Qualified FTDs (§ 60.16) revised qualification level, as appropriate. If
qualification evaluation, each FTD is subject
to evaluations conducted by the NSPM at any There is no additional regulatory or a temporary restriction is placed on an FTD
time without prior notification to the informational material that applies to § 60.16, because of a missing, malfunctioning, or
sponsor. Such evaluations would be Additional Qualifications for a Currently inoperative component or on-going repairs,
accomplished in a normal manner (i.e., Qualified FTD. the restriction is not a permanent change in
requiring exclusive use of the FTD for the qualification level. Instead, the restriction is
13. Previously Qualified FTDs (§ 60.17) temporary and is removed when the reason
conduct of objective and subjective tests and
an examination of functions) if the FTD is not lllllllllllllllllllll for the restriction has been resolved.
being used for flight crewmember training, h. It is not the intent of the NSPM to
Begin QPS Requirements discourage the improvement of existing
testing, or checking. However, if the FTD
were being used, the evaluation would be a. In instances where a sponsor plans to simulation (e.g., the ‘‘updating’’ of a control
conducted in a non-exclusive manner. This remove an FTD from active status for a loading system, or the replacement of the IOS
non-exclusive evaluation will be conducted period of less than two years, the following with a more capable unit) by requiring the
by the FTD evaluator accompanying the procedures apply: ‘‘updated’’ device to meet the qualification
check airman, instructor, Aircrew Program (1) The NSPM must be notified in writing standards current at the time of the update.
Designee (APD), or FAA inspector aboard the and the notification must include an estimate Depending on the extent of the update, the
FTD along with the student(s) and observing of the period that the FTD will be inactive; NSPM may require that the updated device
the operation of the FTD during the training, (2) Continuing Qualification evaluations be evaluated and may require that an
testing, or checking activities. will not be scheduled during the inactive evaluation include all or a portion of the
q. Problems with objective test results are period; elements of an initial evaluation. However,
handled as follows: (3) The NSPM will remove the FTD from the standards against which the device
(1) If a problem with an objective test result the list of qualified FSTDs on a mutually would be evaluated are those that are found
is detected by the NSP evaluation team established date not later than the date on in the MQTG for that device.
during an evaluation, the test may be which the first missed continuing i. The NSPM will determine the evaluation
repeated or the QTG may be amended. qualification evaluation would have been criteria for an FTD that has been removed
(2) If it is determined that the results of an scheduled; from active status for a prolonged period. The
objective test do not support the qualification (4) Before the FTD is restored to qualified criteria will be based on the number of
level requested but do support a lower level, status, it must be evaluated by the NSPM. continuing qualification evaluations and
the NSPM may qualify the FTD at a lower The evaluation content and the time required quarterly inspections missed during the
level. to accomplish the evaluation is based on the period of inactivity. For example, if the FTD
r. After an FTD is successfully evaluated, number of continuing qualification were out of service for a 1 year period, it
the NSPM issues a statement of qualification evaluations and sponsor-conducted quarterly would be necessary to complete the entire
QTG, since all of the quarterly evaluations within approximately one-third (1⁄3) of the 18. Operation With Missing, Malfunctioning,
would have been missed. The NSPM will allotted FTD time. or Inoperative Components (§ 60.25).
also consider how the FTD was stored, (3) A subjective evaluation of the FTD to lllllllllllllllllllll
whether parts were removed from the FTD perform a representative sampling of the
and whether the FTD was disassembled. tasks set out in attachment 3 of this Begin Information
j. The FTD will normally be requalified appendix. This portion of the evaluation a. The sponsor’s responsibility with respect
using the FAA-approved MQTG and the should take approximately two-thirds (2⁄3) of to § 60.25(a) is satisfied when the sponsor
criteria that was in effect prior to its removal the allotted FTD time. fairly and accurately advises the user of the
from qualification. However, inactive periods (4) An examination of the functions of the current status of an FTD, including any
of 2 years or more will require re- FTD may include the motion system, visual missing, malfunctioning, or inoperative
qualification under the standards in effect system, sound system as applicable, (MMI) component(s).
and current at the time of requalification. instructor operating station, and the normal b. If the 29th or 30th day of the 30-day
functions and simulated malfunctions of the period described in § 60.25(b) is on a
End Information simulated helicopter systems. This Saturday, a Sunday, or a holiday, the FAA
14. Inspection, Continuing Qualification examination is normally accomplished will extend the deadline until the next
Evaluation, and Maintenance Requirements simultaneously with the subjective business day.
(§ 60.19). evaluation requirements. c. In accordance with the authorization
g. The requirement established in described in § 60.25(b), the sponsor may
Begin QPS Requirement § 60.19(b)(4) regarding the frequency of develop a discrepancy prioritizing system to
a. The sponsor must conduct a minimum NSPM-conducted continuing qualification accomplish repairs based on the level of
of four evenly spaced inspections throughout evaluations for each FTD is typically 12 impact on the capability of the FTD. Repairs
the year. The objective test sequence and months. However, the establishment and having a larger impact on the FTD’s ability
content of each inspection in this sequence satisfactory implementation of an approved to provide the required training, evaluation,
must be developed by the sponsor and must QMS for a sponsor will provide a basis for or flight experience will have a higher
be acceptable to the NSPM. adjusting the frequency of evaluations to priority for repair or replacement.
b. The description of the functional exceed 12-month intervals.
preflight inspection must be contained in the End Information
End Information
sponsor’s QMS. lllllllllllllllllllll
c. Record ‘‘functional preflight’’ in the FTD lllllllllllllllllllll
19. Automatic Loss of Qualification and
discrepancy log book or other acceptable 15. Logging FTD Discrepancies (§ 60.20). Procedures for Restoration of Qualification
location, including any item found to be
There is no additional regulatory or (§ 60.27).
missing, malfunctioning, or inoperative. informational material that applies to § 60.20. lllllllllllllllllllll
End QPS Requirements Logging FTD Discrepancies.
Begin Information
lllllllllllllllllllll 16. Interim Qualification of FTDs for New
Helicopter Types or Models (§ 60.21). If the sponsor provides a plan for how the
Begin Information FTD will be maintained during its out-of-
d. The sponsor’s test sequence and the service period (e.g., periodic exercise of
informational material that applies to § 60.21,
content of each quarterly inspection required mechanical, hydraulic, and electrical
Interim Qualification of FTDs for New
in § 60.19(a)(1) should include a balance and systems; routine replacement of hydraulic
Helicopter Types or Models.
a mix from the objective test requirement fluid; control of the environmental factors in
17. Modifications to FTDs (§ 60.23).
areas listed as follows: which the FTD is to be maintained.) there is
(1) Performance. a greater likelihood that the NSPM will be
(2) Handling qualities. Begin QPS Requirements able to determine the amount of testing that
(3) Motion system (where appropriate). a. The notification described in is required for requalification.
(4) Visual system (where appropriate). § 60.23(c)(2) must include a complete End Information
(5) Sound system (where appropriate). description of the planned modification, with
(6) Other FTD systems. a description of the operational and lllllllllllllllllllll
e. If the NSP evaluator plans to accomplish engineering effect the proposed modification 20. Other Losses of Qualification and
specific tests during a normal continuing will have on the operation of the FTD and Procedures for Restoration of Qualification
qualification evaluation that requires the use the results that are expected with the (§ 60.29).
of special equipment or technicians, the modification incorporated.
sponsor will be notified as far in advance of lllllllllllllllllllll
b. Prior to using the modified FTD:
the evaluation as practical; but not less than (1) All the applicable objective tests Begin Information
72 hours. Examples of such tests include completed with the modification
latencies and control sweeps. If the sponsor provides a plan for how the
incorporated, including any necessary FTD will be maintained during its out-of-
f. The continuing qualification evaluations updates to the MQTG (e.g., accomplishment
described in § 60.19(b) will normally require service period (e.g., periodic exercise of
of FSTD Directives) must be acceptable to the mechanical, hydraulic, and electrical
4 hours of FTD time. However, flexibility is NSPM; and
necessary to address abnormal situations or systems; routine replacement of hydraulic
(2) The sponsor must provide the NSPM fluid; control of the environmental factors in
situations involving aircraft with additional with a statement signed by the MR that the
levels of complexity (e.g., computer which the FTD is to be maintained.) there is
factors listed in § 60.15(b) are addressed by a greater likelihood that the NSPM will be
controlled aircraft). The sponsor should the appropriate personnel as described in
anticipate that some tests may require able to determine the amount of testing that
that section. is required for requalification.
additional time. The continuing qualification
evaluations will consist of the following: End QPS Requirements lllllllllllllllllllll
(1) Review of the results of the quarterly lllllllllllllllllllll End Information
inspections conducted by the sponsor since
the last scheduled continuing qualification Begin Information 21. Recordkeeping and Reporting (§ 60.31).
evaluation. c. FSTD Directives are considered lllllllllllllllllllll
(2) A selection of approximately 8 to 15 modification of an FTD. See Attachment 4,
objective tests from the MQTG that provide Figure D4H for a sample index of effective Begin QPS Requirements
an adequate opportunity to evaluate the FSTD Directives. a. FTD modifications can include hardware
performance of the FTD. The tests chosen or software changes. For FTD modifications
will be performed either automatically or End Information involving software programming changes, the
manually and should be able to be conducted lllllllllllllllllllll record required by § 60.31(a)(2) must consist
of the name of the aircraft system software, one operating system and control loading how the requirement was met. The
aerodynamic model, or engine model change, that is representative of the simulated requirements for SOCs and tests are indicated
the date of the change, a summary of the helicopter only at an approach speed and in the ‘‘General FTD Requirements’’ column
change, and the reason for the change. configuration. in Table D1A of this appendix.
b. If a coded form for record keeping is (3) Level 6. A device that has an enclosed b. Table D1A describes the requirements
used, it must provide for the preservation helicopter-specific cockpit and aerodynamic for the indicated level of FTD. Many devices
and retrieval of information with appropriate program with all applicable helicopter include operational systems or functions that
security or controls to prevent the systems operating and control loading that is exceed the requirements outlined in this
inappropriate alteration of such records after representative of the simulated helicopter section. In any event, all systems will be
the fact. throughout its ground and flight envelope tested and evaluated in accordance with this
End QPS Requirements and significant sound representation. appendix to ensure proper operation.
lllllllllllllllllllll End Information End QPS Requirements
22. Applications, Logbooks, Reports, and lllllllllllllllllllll lllllllllllllllllllll
Statements (§ 60.33). 25. FSTD Qualification on the Basis of a Begin Information
There are no additional QPS requirements Bilateral Aviation Safety Agreement (BASA)
or informational material that apply to (§ 60.37). 2. Discussion
§ 60.33, Applications, Logbooks, Reports, and lllllllllllllllllllll a. This attachment describes the general
Records: Fraud, Falsification, or Incorrect requirements for qualifying Level 4 through
Statements. Begin Information Level 6 FTDs. The sponsor should also
There are no additional QPS requirements consult the objectives tests in Attachment 2
23. [Reserved]. or informational material that apply to and the examination of functions and
24. Levels of FTD. § 60.37, FSTD Qualification on the Basis of subjective tests listed in Attachment 3 to
a Bilateral Aviation Safety Agreement determine the complete requirements for a
(BASA). specific level FTD.
Begin Information b. The material contained in this
End Information
a. The following is a general description of attachment is divided into the following
lllllllllllllllllllll categories:
each level of FTD. Detailed standards and
tests for the various levels of FTDs are fully Attachment 1 to Appendix D to Part 60— (1) General Cockpit Configuration.
defined in Attachments 1 through 3 of this General FTD Requirements (2) Programming.
appendix. (3) Equipment Operation.
(1) Level 4. A device that may have an open (4) Equipment and facilities for instructor/
helicopter-specific flight deck area, or an Begin QPS Requirements evaluator functions.
enclosed helicopter-specific cockpit and at (5) Motion System.
least one operating system with air/ground 1. Requirements (6) Visual System.
logic (no aerodynamic programming a. Certain requirements included in this (7) Sound System.
required). appendix must be supported with a c. Table D1A provides the standards for the
(2) Level 5. A device that may have an open Statement of Compliance and Capability General FTD Requirements.
helicopter-specific flight deck area, or an (SOC), which may include objective and
enclosed helicopter-specific cockpit and a subjective tests. The SOC will confirm that End Information
generic aerodynamic program with at least the requirement was satisfied, and describe lllllllllllllllllllll
TABLE D1A.—MINIMUM FTD REQUIREMENTS

<<<QPS requirements >>>
<<Information>>
FTD Level Notes
No. General FTD requirements
4 5 6
TABLE D1A.—MINIMUM FTD REQUIREMENTS

<<Information>>
FTD Level Notes
4 5 6
1.a ........ The FTD must have a cockpit that is a replica of the X For FTD purposes, the cockpit consists of all that space
helicopter, or set purposes, the of helicopters simu- forward of a cross section of the fuselage at the most
lated with controls, equipment, observable cockpit in- extreme aft setting of the pilots’ seats including addi-
dicators, circuit breakers, and bulkheads properly lo- tional, required crewmember duty stations and those
cated, functionally accurate and replicating the heli- required bulkheads aft of the pilot seats.
copter or set of helicopters. The direction of move-
ment of controls and switches must be identical to
that in the helicopters or set of helicopters. Crew-
member seats must afford the capability for the occu-
pant to be able to achieve the design ‘‘eye position’’

for specific helicopters, or to approximate such a po-
sition for a generic set of helicopters.
TABLE D1A.—MINIMUM FTD REQUIREMENTS—Continued

<<Information>>
FTD Level Notes
4 5 6
2.b ........ The FTD must have equipment (i.e., instruments, pan- X X
els, systems, and controls) simulated sufficiently for
the authorized training/checking events to be accom-
plished. The installed equipment, must be locted in a
spatially correct configuration, and may be in a cock-
pit or an open flight deck area. Actuation of this
equipment must replicate the appropriate function in
the helicopter.
3.c ......... Circuit breakers must function accurately when they are X X
involved in operating procedures or malfunctions re-
quiring or involving flight crew response.
Level 6 devices must have installed circuit breakers
properly located in the FTD cockpit.
4. Programming
4.a ........ The FTD must provide the proper effect of aerodynamic X X
changes for the combinations of drag and thrust nor-
mally encountered in flight. This must include the ef-
fect of change in helicopter attitude, thrust, drag, alti-
tude, temperature, and configuration.
Level 6 additionally requires the effects of changes in
gross weight and center of gravity.
Level 5 requires only generic aerodynamic program-
ming.
4.b ........ The FTD must have computer (analog or digital) capa- X X X
bility (i.e., capacity, accuracy, resolution, and dynamic
response) needed to meet the qualification level
sought.
4.c ......... The FTD hardware and programming must be updated X X X

within 6 months of any helicopter modifications or
data releases (or any such modification or data re-
leases applicable to the set of helicopters) unless,
with prior coordination, the NSPM authorizes other-
wise.

<<Information>>
FTD Level Notes
4 5 6
4.d ........ Related responses of the cockpit instruments (and the ...... X X
visual and motion systems, if installed and training,
testing, or checking credits are being sought) must be
coupled closely to provide integrated sensory cues.
The instruments (and the visual and motion systems, if
installed, and training, testing, or checking credits are
being sought) must respond to abrupt input at the pi-
lot’s position within the allotted time, but not before
the time, when the helicopter or set of helicopters
would respond under the same conditions. (If a visual
system is installed and training, testing, or checking
credits are sought, the visual scene changes from
steady state disturbance must occur within the appro-
priate system dynamic response limt but not before
the instrument response (and not before the motion
system onset if a motion system is installed)).
A demonstration is required and must simultaneously
record: The analog out put from the pilot’s control col-
umn, wheel, and pedals; and the output signal to the
pilot’s attitude indicator. These recordings must be
compared to helicopter response data in the following
configurations: Takeoff, cruise, and approach or land-
ing. The results must be recorded in the QTG. Addi-
tionally, if a visual system is installed and training,
testing, or checking credit are sought, the output sig-
nal to the visual system disply (including visual sys-
tem analog delays must be recorded); and if a motion
system is installed and training, testing, or checking
credits are sought, the output from an accelerometer
attached to the motion system platform located at an
acceptable location near the pilots’ seates is also re-
quired.
5.a ........ All relevant instrument indications involved in the sim- X X

ulation of the helicopter (or set of helicopters) must
automatically respond to control movement or exter-
nal disturbances to the simulated helicopter or set of
helicopters; e.g., turbulence or winds.
5.b ........ Navigation equipment must be installed and operate X X

within the tolerances applicable for the helicopter or
set of helicopters.
Level 5 only needs that navigation equipment necesary
to fly an instrument approach. Level 6 must also in-
clude communication equipment (inter-phone and air/
ground) like that in the helicopter, or set of heli-
copters, and, if appropriate to the operation being
conducted, an oxygen mask microphone system.
5.c ......... Installed systems must simulate the applicable heli- X X X

copter (or set of helicopters) system operation both
on the ground and in flight. At least one helicopter
system must be represented. Systems must be oper-
ative to the extent that applicable normal, abnormal,
and emergency operating procedures included in the
sponor’s training programs can be accomplished.
Level 6 must simulate all applicable helicopter flight,
navigation, and systems operation. Level 5 must have
functional flight and navigational controls, displays,
and instrumentation.
5.d ........ The lighting environment for panels and instruments X X X

must be sufficient for the operation being conducted.

<<Information>>
FTD Level Notes
4 5 6
5.e ........ The FTD must provide control forces and control travel X
that correspond to the replicated helicopter or set of
helicopters. Control forces must react in the same
manner as in the helicopter or set of helicopters
under the same flight conditions.
5.f ......... The FTD must provide control forces and control travel X
of sufficient precision to manually fly an instrument
approach. The control forces must react in the same
manner as in the helicopter or set of helicopters
under the same flight conditions.
6.a ........ In addition to the flight crewmember stations, suitable X X X These seats need not be a replica of an aircraft seat
seating arrangements for an instructor/check airman and may be as simple as an office chair placed in an
and FAA Inspector must be available. These seats appropriate position.
must provide adequate view of crewmember’s
panel(s).
6.b ........ The FTD must have instructor controls that permit acti- X X X
vation of norma, abnormal, and emergency condi-
tions, as may be appropriate. Once activated, proper
system operation must result from system manage-
ment by the crew and not require input from the in-
structor controls.
7. Motion System
7.a ........ The FTD may have a motion system; if desired, al- X X X
though it is not required.
If installed, the motion system operation may not be dis-
tracting. The motion system standards set out in QPS
FAA–S–120–40C for at least Level A simulators is ac-
ceptable.
8. Visual System
8.a ........ The FTD may have a visual system; if desired, although X X X
it is not required. If a visual system is installed, it
must meet the following criteria:
(1) Sinle channel, uncollimated display is acceptable.
(2) Minimum field of view: 18° vertical/24° horizontal for
the pilot flying.
(3) Maximum paralax error: 10° per pilot.
(4) Scene content may not be distracting.
(5) Minimum distance from the pilot’s eye position to the
surface of a direct view display may not be less than
the distance to any front panel instrument.
(6) Minimum resolution of 5 arc-min. for both computed
and displayed pixel size.
(7) Maximum latency or through-put must not exceed
300 milliseconds.
A statement of capability is required.
A demonstration of latency or through-put is required.
Visual system standards set out in QPS FAA–S–120–
40C, for at least Level A simulators is acceptable.
However, if additional authorizations (training, testing,
or checking credits) are sought that require the use of
a visual systems, the Level A simulator visual system
standards apply.
9. Sound System
9.a ........ The FTD must simulate significant cockpit sounds re- X
sulting from pilot actions that correspond to those
heard in the helicopter.
Attachment 2 to Appendix D to Part 60— noted otherwise, tests must represent used in subsequent continuing qualification
Flight Training Device (FTD) Objective Tests helicopter performance and handling evaluations for any given test if the sponsor
lllllllllllllllllllll qualities at operating weights and centers of has submitted a proposed MQTG revision to
gravity (CG) typical of normal operation. If a the NSPM and has received NSPM approval.
Begin QPS Requirements test is supported by aircraft data at one j. Tests of handling qualities must include
extreme weight or CG, another test supported validation of augmentation devices. FTDs for
1. Test Requirements
by aircraft data at mid-conditions or as close highly augmented helicopters will be
a. The ground and flight tests required for as possible to the other extreme is necessary. validated both in the unaugmented
qualification are listed in Table D2A Certain tests that are relevant only at one configuration (or failure state with the
Objective Evaluation. Computer generated extreme CG or weight condition need not be maximum permitted degradation in handling
FTD test results must be provided for each repeated at the other extreme. The results of qualities) and the augmented configuration.
test except where an alternate test is the tests for Level 6 are expected to be Where various levels of handling qualities
specifically authorized by the NSPM. If a indicative of the device’s performance and result from failure states, validation of the
flight condition or operating condition is handling qualities throughout all of the effect of the failure is necessary. For those
required for the test but does not apply to the following: performance and static handling qualities
helicopter being simulated or to the (1) The helicopter weight and CG envelope; tests where the primary concern is control
qualification level sought, it may be (2) The operational envelope; and
disregarded (e.g., engine out climb capability position in the unaugmented configuration,
(3) Varying atmospheric ambient and unaugmented data are not required if the
for a single-engine helicopter). Each test environmental conditions—including the
result is compared against the validation data design of the system precludes any affect on
extremes authorized for the respective control position. In those instances where the
described in § 60.13, and in appendix B. The helicopter or set of helicopters.
results must be produced on an appropriate unaugmented helicopter response is
f. When comparing the parameters listed to
recording device acceptable to the NSPM and divergent and non-repeatable, it may not be
those of the helicopter, sufficient data must
must include FTD number, date, time, feasible to meet the specified tolerances.
also be provided to verify the correct flight
conditions, tolerances, and appropriate Alternative requirements for testing will be
condition and helicopter configuration
dependent variables portrayed in comparison mutually agreed upon by the sponsor and the
changes. For example, to show that control
to the validation data. Time histories are force is within the parameters for a static NSPM on a case-by-case basis.
required unless otherwise indicated in Table stability test, data to show the correct k. Some tests will not be required for
D2A. All results must be labeled using the airspeed, power, thrust or torque, helicopter helicopters using helicopter hardware in the
tolerances and units given. configuration, altitude, and other appropriate FTD cockpit (e.g., ‘‘helicopter modular
b. Table D2A in this attachment sets out datum identification parameters must also be controller’’). These exceptions are noted in
the test results required, including the given. If comparing short period dynamics, Section 2 ‘‘Handling Qualities’’ in Table D2A
parameters, tolerances, and flight conditions normal acceleration may be used to establish of this attachment. However, in these cases,
for FTD validation. Tolerances are provided a match to the helicopter, but airspeed, the sponsor must provide a statement that the
for the listed tests because mathematical altitude, control input, helicopter helicopter hardware meets the appropriate
modeling and acquisition and development configuration, and other appropriate data manufacturer’s specifications and the
of reference data are often inexact. All must also be given. If comparing landing gear sponsor must have supporting information to
tolerances listed in the following tables are change dynamics, pitch, airspeed, and that fact available for NSPM review.
applied to FTD performance. When two altitude may be used to establish a match to l. For objective test purposes, ‘‘Near
tolerance values are given for a parameter, the helicopter, but landing gear position must maximum’’ gross weight is a weight chosen
the less restrictive may be used unless also be provided. All airspeed values must be by the sponsor or data provider that is not
otherwise indicated. properly annotated (e.g., indicated versus less than the basic operating weight (BOW)
c. Certain tests included in this attachment calibrated). In addition, the same variables of the helicopter being simulated plus 80%
must be supported with a Statement of must be used for comparison (e.g., compare of the difference between the maximum
Compliance and Capability (SOC). In Table inches to inches rather than inches to certificated gross weight (either takeoff
D2A, requirements for SOCs are indicated in centimeters). weight or landing weight, as appropriate for
the ‘‘Test Details’’ column. g. The QTG provided by the sponsor must the test) and the BOW. ‘‘Light’’ gross weight
d. When operational or engineering clearly describe how the FTD will be set up is a weight chosen by the sponsor or data
judgment is used in making assessments for and operated for each test. Each FTD provider that is not more than 120% of the
flight test data applications for FTD validity, subsystem may be tested independently, but BOW of the helicopter being simulated or as
such judgment must not be limited to a single overall integrated testing of the FTD must be limited by the minimum practical operating
parameter. For example, data that exhibit accomplished to assure that the total FTD weight of the test helicopter. ‘‘Medium’’ gross
rapid variations of the measured parameters system meets the prescribed standards. A weight is a weight chosen by the sponsor or
may require interpolations or a ‘‘best fit’’ data manual test procedure with explicit and data provider that is approximately ±10% of
section. All relevant parameters related to a detailed steps for completing each test must the average of the numerical values of the
given maneuver or flight condition must be also be provided. BOW and the maximum certificated gross
provided to allow overall interpretation. h. In those cases where the objective test weight. (Note: BOW is the empty weight of
When it is difficult or impossible to match results authorize a ‘‘snapshot test’’ or a the aircraft plus the weight of the following:
FTD to helicopter data throughout a time ‘‘series of snapshot test’’ results in lieu of a Normal oil quantity; lavatory servicing fluid;
history, differences must be justified by time-history result, the sponsor or other data potable water; required crewmembers and
providing a comparison of other related provider must ensure that a steady state their baggage; and emergency equipment.
variables for the condition being assessed. condition exists at the instant of time (References: Advisory Circular 120–27,
e. It is not acceptable to program the FTD captured by the ‘‘snapshot.’’ ‘‘Aircraft Weight and Balance;’’ and FAA–H–
so that the mathematical modeling is correct i. For previously qualified FTDs, the tests 8083–1, ‘‘Aircraft Weight and Balance
only at the validation test points. Unless and tolerances of this attachment may be Handbook.’’).
TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS

<<< QPS Requirements >>> FTD << Information >>
Level
Test Tolerances Flight conditions Test details
Notes
5 6
No. Title
1. Performance
1.a Engine Assessment
1.a.1 ...... Start Operations ..........

1.a.1.a ... Engine start and accel- Light Off Time—±10% or ±1 Ground with the Record each en- X
eration (transient). sec.Torque—±5%Rotor Rotor Brake gine start from
Speed—±3% Fuel Flow— Used and Not the initiation of
±10% Gas Generator Used. the start se-
Speed—±5% Power quence to steady
TurbineSpeed—±5% Gas state idle and
TurbineTemp.—±30°C. from steady state
idle to operating
RPM.
1.a.1.b ... Steady State Idle and Torque—±3% Rotor Speed— Ground .................. Record both steady X X
Operating RPM con- ±1.5% Fuel Flow—±5% state idle and
ditions. Gas Generator Speed— operating RPM
±2% Power Turbine conditions. May
Speed—±2% Turbine Gas be a series of
Temp.—±20°C. snapshot tests.
1.a.2 ...... Power Turbine Speed ±10% of total change of Ground .................. Record engine re- X
Trim. power turbine speed. sponse to trim
system actuation
in both directions.
1.a.3 ...... Engine and Rotor Torque—±5% Rotor Speed— 1) Climb ................ Record results X
Speed Governing. ±1.5%. 2) Descent ............ using a step
input to the col-
lective. May be
conducted con-
currently with
climb and de-
scent perform-
ance tests.
1.b. In Flight
Performance and Torque—±3% Pitch Atti- Cruise (Augmenta- Record results for X X
Trimmed Flight Con- tude—±1.5° Sideslip tion On and Off). two gross weight
trol Positions. Angle—±2° Longitudinal CG combinations
Control Position—±5% Lat- with varying trim
eral Control Position—±5% speeds through-
Directional Control Posi- out the airspeed
tion—±5% Collective Con- envelope. May
trol Position—±5%. be a series of
snapshot tests.
1.c. Climb
Performance and Verticle Velocity—±100 fpm All engines oper- Record results for X X
Trimmed Flight Con- (61m/sec) or ±10% Pitch ating. One en- two gross weight
trol Positions. Attitude—±1.5° Sideslip gine inoperative. and CG com-
Angle—±2° Longitudinal Augmentation binations. The
Control Position—±5% Lat- System(s) On data presented
eral Control Position—±5% and Off. must be for nor-
Directional Control Posi- mal climb power
tion—±5% Collective Con- conditions. May
trol Position—±5%. be a series of
snapshot tests.
1.d Descent
1.d.1 ...... Descent Performance Torque—±3% Pitch Atti- At or near 1,000 Record results for X X
and Trimmed Flight tude—±1.5° Sideslip fpm rate of de- two gross weight
Control Positions. Angle—±2° Longitudinal scent (RoD) at and CG com-

Control Position—±5%. normal approach binations. May
speed. be a series of
snapshot tests.
TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued

Level
Notes
5 6
No. Title
Lateral Control Position— Augmentati on ..........................

±5% Directional Control System(s) On
Position—±5% Collective and Off.
Control Position—±5%.
1.d.2 ...... Autorotation Perform- Torque—±3% Pitch Atti- Steady descents. Record results for X X
ance and Trimmed tude—±1.5° Sideslip Augmentation two gross weight
Flight Control Posi- Angle—±2° Longitudinal System(s) On conditions. Data
tions. Control Position—±5% Lat- and Off. must be re-
eral Control Position—±5% corded for nor-
Directional Control Posi- mal operating
tion—±5% Collective Con- RPM. (Rotor
trol Position—±5%. speed tolerance
applies only if
collective control
position is full
down.) Data
must be re-
corded for
speeds from ap-
proximately 50
kts. through at
least maximum
glide distance
airspeed. May be
a series of snap-
shot tests.
1.e. Autorotation
Entry ............................ Rotor Speed—±3% Pitch At- 1) Cruise; or 2) Record results of a X

titude±2° Roll Attitude— Climb. rapid throttle re-
±3° Yaw Attitude—±5° Air- duction to idle. If
speed—±5 kts. Vertical accomplished in
Velocity—±200 fpm (1.00 cruise, results
m/sec) or 10%. must be for the
maximum range
airspeed. If ac-
complished in
climb, results
must be for the
maximum rate of
climb airspeed at
or near max-
imum continuous
power..
............................................... .......................... ..........................
2.a. ........ Start [here] Contro 1 Contact the NSPM for clari- ............................... ...............................
System Mechanical fication of any issue re-
Characteristics. garding helicopters with re-
versible controls.
2.a.1. ..... Cyclic ........................... Breakout—±0.25lbs. (0.112 Ground; Static con- Record results for X X
daN) or 25%. Force—±1.0 ditions. Trim On an uninterrupted
Off Augmenta- the stops. (This
tion On and off. test does not
apply if aircraft
hardware mod-
ular controllers
are used.).
2.a.2. ..... Collective and Pedals Breakout—±0.5 lb. (0.224 Ground; Static con- Record results for X X
daN) or 25%. Force —±1.0 ditions. Trim On an uninterrupted

Off Augmenta- the stops.
tion and On and
Off.

Level
Notes
5 6
No. Title
................................. .......................................... .......................... ..........................

2.a.3. ..... Brake Pedal Force vs. ±5 lbs. (2.224 daN) or 10% .. Ground; Static con- .......................... X X
Position.. ditions..
2.a.4. ..... Trim System Rate (all Rate—±10% ......................... Ground; Static con- The tolerance ap- X X
applicable systems). ditions. Trim On plies to the re-
Friction Off. corded value of
the trim rate.
2.a.5. ..... Control Dynamics (all ±10% of time for first zero Hover/Cruise Trim Results must be X Control Dynamics
axes). crossing and ±10 (N+1)% On Friction Off. recorded for a for irreversible
of period thereafter. ±10% normal control control systems
of amplitude of first over- displacement in may be evalu-
shoot. ±20% of amplitude both directions in ated in a ground/
of 2nd and subsequent each axis (ap- static condtion.
overshoots greater than proximately 255 Refer to para-
5% of initial displacement to 50% of full graph 3 of this
±1 overshoot. throw). attachment for
additional infor-
mation. ‘‘N’’ is
the sequential
period of a full
cycle of oscilla-
tion.
2.a.6 ...... Freeplay ...................... ±0.10 in ................................. Ground; Static con- Record and com- X X
ditions. pare results for
all controls.
2.b. Longitudinal Handling Qualities.
2.b.1 ...... Control Response ....... Pitch Rate—±10% or ±2/sec. Cruise Augmenta- Results must be X X
Pitch Attitude Change— tion On and Off. recorded for two
±10% or ±1.5°. cruise airspeeds
to include min-
imum power re-
quired speed
Record data for
a step control
input. The Off-
axis response
must show cor-
rect trend for un-
augmented
cases.
2.b.2 ...... Static Stability ............. Longitudinal Control Position: Cruise or Climb. Record results for X X
±10% of change from trim Autorotation. a minimum of
or ±0.25 in. (6.3 mm) or Augmentation two speeds on
Longitudinal Control Force: On and Off. each side of the
±0.5 lb. (0.223 daN) or trim speed. May
±10%. be a series of
snapshot tests.
2.b.3 ...... Dynamic Stability .........
2.b.3.a. .. Long Term Response ±10% of calculated period. Cruise Augmenta- Record results for X X
±10% of time to 1⁄2 or dou- tion On and Off. three full cycles
ble amplitude, or ±0.02 of (6 overshoots
damping ratio. after input com-
pleted) or that
sufficient to de-
termine time to
1⁄2 double or am-
plitude, which-
ever is less. For

non-periodic re-
sponses, the
time history must
be matched.

Level
Notes
5 6
No. Title
2.b.3.b ... Short Term Response ±1.5° Pitch or ±2/sec. Pitch Cruise or Climb. Record results for X
Rate. ±0.1 g Normal Ac- Augmentation at least two air-
celeration. On and Off. speeds.
2.b.4 ...... Maneuvering Stability .. Longitudinal Control Posi- Cruise or Climb. Record results for X
tion—±10% of change Augmentation at least two air-
from trim or ±0.25 in. On and Off. speeds. Record
(6.3mm) or Longitudinal results for Ap-
Control Forces—±0.5 lb. proximately 30°–
(0.223 daN) or ±10%. 45° bank angle.
The force may
be shown as a
cross plot for ir-
reversible sys-
tems. May be a
series of snap-
shot tests.
2.b.5 ...... Landing Gear Oper- ±1 sec ................................... Takeoff (Retrac- .......................... X X
ating Times. tion) Approach
(Extension).
2.c. Lateral and Directional Handling Qualities.
2.c.1 ...... Control Response .......

2.c.1.a ... Lateral ......................... Roll Rate—±10% or ±3°/sec. Cruise Augmenta- Record results for X X
Roll Attitude Change— tion On and Off. at least two air-
the speed at or
near the min-
imum power re-
quired airspeed.
Record results
for a step control
input. The Off-
axis response
must show cor-
rect trend for un-
augmented
cases.
2.c.1.b ... (b) Directional .............. Yaw Rate—±10% or ±2°/sec. Cruise Augmenta- Record data for at X X
Yaw Attitude Change— tion On and Off. least two Air-
the speed at or
near the min-
imum power re-
quired airspeed
Record results
for a step control
input. The Off-
axis response
must show cor-
rect trend for un-
augmented
cases.

Level
Notes
5 6
No. Title
2.c.2. ..... Directional Static Sta- Lateral Control Position— 1) Cruise; .............. Record results for X X This is a steady
bility. ±10% of change from trim or 2) Climb (may at least two side- heading sideslip
or ±0.25 in. (6.3mm) or use Descent in- slip angles on ei- test.
Lateral Control Force— stead of Climb if ther side of the
±0.5 lb. (0.223 daN) or desired). trim point..
10%. Roll Attitude—±1.5.. Augmentation On The force may be
Directional Control Position— and Off.. shown as a
±10% of change from trim cross plot for ir-
or ±0.25 in. (6.3mm) or Di- reversible sys-
rectional Control Force— tems..
±1 lb. (0.448 daN) or 10%.. May be a series of
Longitudinal Control Posi- snapshot test..
tion—±10% of change
from trim or ±0.25 in.
(6.3mm).
Vertical Velocity—±100 fpm
(0.50m/sec) or 10%.
2.c.3. ..... Dynamic Lateral and ............................................... .......................... ..........................
Directional Stability.
2.c.3.a. .. Lateral-Directional Os- ±0.5 sec. or ±10% of period. Cruise or Climb. Record results for X X
cillations. ±10% of time to 1⁄2 or dou- Augmentation at least two air-
ble amplitude or ±0.02 of On/Off. speeds..
damping ratio. ±20% or ±1 The test must be
sec of time difference be- initiated with a
tween peaks of bank and cyclic or a pedal
sideslip. doublet input.
Record results
for six full cycles
(12 overshoots
after input com-
pleted) or that
sufficient to de-
termine time to
1⁄2 or double am-
plitude, which-
ever is less. For
non-periodic re-
sponse, the time
history must be
matched.
2.c.3.b. .. Spiral Stability ............. Correct Trend, ±2 bank or Cruise or Climb. Record the results X X
±10% in 20 sec. Augmentation of a release from
On and Off. pedal only or cy-
clic only turns.
Results must be
recorded from
turns in both di-
rections.
2.c.3.c. .. Adverse/Proverse Yaw Correct Trend, ±2 transient Cruise or Climb. Record the time X X
sideslip angle. Augmentation history of initial
On and Off. entry into cyclic
only turns, using
only a moderate
rate for cyclic
input. Results
must be re-
corded for turns
in both directions.
3. Control Dynamics helicopter is the ‘‘feel’’ provided through the the pilot with the proper feel; that of the
cockpit controls. Considerable effort is respective helicopter.
Begin Information
expended on helicopter feel system design in b. Recordings such as free response to an
a. The characteristics of a helicopter flight order to deliver a system with which pilots impulse or step function are classically used
control system have a major effect on the will be comfortable and consider the to estimate the dynamic properties of
handling qualities. A significant helicopter desirable to fly. In order for an electromechanical systems. In any case, it is
consideration in pilot acceptability of a FTD to be representative, it too must present only possible to estimate the dynamic
properties as a result of only being able to and a number of other classical of the initial displacement amplitude, Ad,
estimate true inputs and responses. measurements which can be found in texts from the steady state value of the oscillation.
Therefore, it is imperative that the best on control systems. In order to establish a Oscillations within the residual band are
possible data be collected since close consistent means of validating test results for considered insignificant. When comparing
matching of the FTD control loading system FTD control loading, criteria are needed that simulator data to helicopter data, the process
to the helicopter systems is essential. Control will clearly define the interpretation of the would begin by overlaying or aligning the
feel dynamic tests are described in the Table measurements and the tolerances to be simulator and helicopter steady state values
of Objective Tests in this appendix. Where applied. Criteria are needed for both the
and then comparing amplitudes of oscillation
accomplished, the free response is measured underdamped system and the overdamped
peaks, the time of the first zero crossing, and
after a step or pulse input is used to excite system, including the critically damped case.
the system. In the case of an underdamped system with individual periods of oscillation. To be
c. For initial and upgrade evaluations, it is very light damping, the system may be satisfactory, the simulator must show the
required that control dynamic characteristics quantified in terms of frequency and same number of significant overshoots to
be measured at and recorded directly from damping. In critically damped or within one when compared against the
the cockpit controls. This procedure is overdamped systems, the frequency and helicopter data. The procedure for evaluating
usually accomplished by measuring the free damping is not readily measured from a the response is illustrated in Figure 1 of this
response of the controls using a step or pulse response time history. Therefore, some other attachment.
input to excite the system. The procedure measurement must be used. (2) Critically Damped and Overdamped
must be accomplished in hover, climb, f. Tests to verify that control feel dynamics Response. Due to the nature of critically
cruise, and autorotation. For helicopters with represent the helicopter must show that the damped responses (no overshoots), the time
irreversible control systems, measurements dynamic damping cycles (free response of the to reach 90 percent of the steady state
may be obtained on the ground. Proper pitot- control) match that of the helicopter within (neutral point) value must be the same as the
static inputs (if appropriate) must be specified tolerances. The method of helicopter within ±10 percent. The simulator
provided to represent airspeeds typical of evaluating the response and the tolerance to response must be critically damped also.
those encountered in flight. be applied are described below for the Figure 2 of this attachment illustrates the
d. It may be shown that for some underdamped and critically damped cases.
procedure.
helicopters, climb, cruise, and autorotation g. Tolerances.
(3)(a) The following summarizes the
have like effects. Thus, some tests for one (1) Underdamped Response.
may suffice for some tests for another. If tolerances, T, for an illustration of the
(a) Two measurements are required for the
either or both considerations apply, period, the time to first zero crossing (in case referenced measurements. (See Figures 1 and
engineering validation or helicopter a rate limit is present) and the subsequent 2, above)
manufacturer rationale must be submitted as frequency of oscillation. It is necessary to T(P0) ±10% of P0
justification for ground tests or for measure cycles on an individual basis in case T(P1) ±20% of P1
eliminating a configuration. For FTDs there are nonuniform periods in the T(A) ±10% of A1, ±20% of Subsequent Peaks
requiring static and dynamic tests at the response. Each period will be independently T(Ad) ±10% of Ad = Residual Band
controls, special test fixtures will not be compared to the respective period of the Overshoots ±1
required during initial and upgrade helicopter control system and, consequently, (b) In the event the number of cycles
evaluations if the sponsor’s QTG shows both will enjoy the full tolerance specified for that completed outside of the residual band, and
test fixture results and the results of an period. thereby significant, exceeds the number
alternative approach, such as computer plots (b) The damping tolerance will be applied
depicted in figure 1, the following tolerances
which were produced concurrently and show to overshoots on an individual basis. Care
(T) will apply:
satisfactory agreement. Repeat of the must be taken when applying the tolerance
alternative method during the initial to small overshoots since the significance of T(Pn) ±10%(n+1)% of Pn, where ‘‘n’’ is the
evaluation would then satisfy this test such overshoots becomes questionable. Only next in sequence.
requirement. those overshoots larger than 5 percent of the
End Information
e. Control Dynamics Evaluations. The total initial displacement will be considered
dynamic properties of control systems are significant. The residual band, labeled T(Ad) ✖ lllllllllllllllllll
often stated in terms of frequency, damping, on Figure 1 of this attachment is ±5 percent BILLING CODE 491073–P
BILLING CODE 491073–C competently simulates each required Normal, abnormal, and emergency operations
Attachment 3 to Appendix D to Part 60— maneuver, procedure, or task; and verifying associated with a flight phase will be
correct operation of the FTD controls, assessed during the evaluation of maneuvers
instruments, and systems. The items in the or events within that flight phase.
Evaluation
list of operations tasks are for FTD evaluation c. Systems to be evaluated are listed
1. Discussion purposes only. They must not be used to separately under ‘‘Any Flight Phase’’ to
limit or exceed the authorizations for use of
lllllllllllllllllllll ensure appropriate attention to systems
a given level of FTD as found in the Practical
checks. Operational navigation systems
Begin Information Test Standards or as may be approved by the
TPAA. All items in the following paragraphs (including inertial navigation systems, global
a. The subjective tests and the examination are subject to an examination of function. positioning systems, or other long-range
of functions provide a basis for evaluating the b. The List of Operations Tasks addressing systems) and the associated electronic
capability of the FTD to perform over a pilot functions and maneuvers is divided by display systems will be evaluated if installed.
typical utilization period; determining that flight phases. All simulated helicopter The NSP pilot will include in his report to
the FTD satisfactorily meets the appropriate systems functions will be assessed for normal the TPAA, the effect of the system operation
ER30OC06.041</GPH>
training/testing/checking objectives and and, where appropriate, alternate operations. and any system limitation.
d. At the request of the TPAA, the NSP a portion of a Line Oriented Flight Training evaluation would not necessarily affect the
Pilot may assess the FTD for a special aspect (LOFT) scenario or special emphasis items in qualification of the FTD.
of a sponsor’s training program during the the sponsor’s training program. Unless
functions and subjective portion of an directly related to a requirement for the End Information
evaluation. Such an assessment may include qualification level, the results of such an lllllllllllllllllllll
TABLE D3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD

Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List and/or for a
Level 6 FTD. Items not installed or not functional on the FTD and, therefore, not appearing on the SOQ Configuration List, are not required
to be listed as exceptions on the SOQ.
1. Preflight Procedures
1.a ................. Preflight Inspection (Cockpit Only) switches, indicators, systems, and equipment.
1.b ................. APU/Engine start and run-up.
1.b.1 .............. Normal start procedures.
1.b.2 .............. Alternate start procedures.
1.b.3 .............. Abnormal starts and shutdowns.
1.b.4 .............. Rotor engagement.
1.b.5 .............. System checks.
2. Takeoff and Departure Phase
2.a ................. instrument

2.b ................. Takeoff with engine failure after critical decision point (CDP).
3. Climb
3.a ................. Normal.

3.b ................. One engine inoperative.
4. Inflight Maneuvers
4. ................... Performance.
4.b ................. Flying qualities.
4.c ................. Turns.
4.c.1 .............. Timed.
4.c.2 .............. Normal.
4.c.3 .............. Steep.
4.d ................. Accelerations and decelerations.
4.e ................. Abnormal/emergency procedures.
4.e.1 .............. Engine fire.
4.e.2 .............. Engine failure.
4.e.3 .............. In-flight engine shutdown (and restart, if applicable).
4.e.4 .............. Fuel governing system failures (e.g., FADEC malfunction).
4.e.5 .............. Directional control malfunction (restricted to the extent that the maneuver may not terminate in a landing).
4.e.6 .............. Hydraulic failure.
4.e.7 .............. Stability augmentation system failure.
5. Instrument Procedures
5.a ................. Holding.

5.b ................. Precision Instrument Approach.
5.b.1 .............. All engines operating.
5.b.2 .............. One or more engines inoperative.
5.b.3 .............. Approach procedures:
5.b.4 .............. PAR.
5.b.5 .............. ILS.
5.b.6 .............. Manual (raw data).
5.b.7 .............. Flight director only.
5.b.8 .............. Autopilot* and flight director (if appropriate) coupled.
5.c ................. Non-precision Instrument Approach.
5.c ................. Normal—All engines operating.
5.c ................. One or more engines inoperative.
5.c ................. Approach procedures:
5.c.1 .............. NDB.
5.c.2 .............. VOR, RNAV, TACAN, GPS.
5.c.3 .............. ASR.

5.c.4 .............. Helicopter only.
5.d ................. Missed Approach.
5.d.1 .............. All engines operating.
5.d.2 .............. One or more engines inoperative.
TABLE D3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued

5.d.3 .............. Stability augmentation system failure.
6. Normal and Abnormal Procedures (any phase of flight)
6.a ................. Helicopter and powerplant systems operation (as applicable).

6.a.1 .............. Anti-icing/deicing systems.
6.a.2 .............. Auxiliary power-plant.
6.a.3 .............. Communications.
6.a.4 .............. Electrical system.
6.a.5 .............. Environmental system.
6.a.6 .............. Fire detection and suppression.
6.a.7 .............. Flight control system.
6.a.8 .............. Fuel system.
6.a.9 .............. Engine oil system.
6.a.10 ............ Hydraulic system.
6.a.11 ............ Landing gear.
6.a.12 ............ Oxygen.
6.a.13 ............ Pneumatic.
6.a.14 ............ Powerplant.
6.a.15 ............ Flight control computers.
6.a.16 ............ Stability augmentation and control augmentation system(s).
6.b ................. Flight management and guidance system (as applicable).
6.b.1 .............. Airborne radar.
6.b.2 .............. Automatic landing aids.
6.b.3 .............. Autopilot*.
6.b.4 .............. Collision avoidance system.
6.b.5 .............. Flight data displays.
6.b.6 .............. Flight management computers.
6.b.7 .............. Navigation systems.
7. Postflight Procedures
7.a ................. Parking and Securing.

7.b ................. Engine and systems operation.
7.c ................. Parking brake operation.
7.d ................. Rotor brake operation.
7.e ................. Abnormal/emergency procedures.
8. Instructor Operating Station (IOS), as appropriate
8.a ................. Power Switch(es).

8.b.1 .............. Helicopter conditions.
8.b.2 .............. Gross weight, center of gravity, fuel loading and allocation, etc.
8.b.3 .............. Helicopter system status.
8.b.4 .............. Ground crew functions (e.g., ext. power).
8.c ................. Airports and landing areas.
8.c.1 .............. Number and selection.
8.c.2 .............. Runway or landing area selection.
8.c.3 .............. Preset positions (e.g., ramp, over FAF).
8.c.4 .............. Lighting controls.
8.d ................. Environmental controls.
8.d.1 .............. Temperature.
8.d.2 .............. Climate conditions (e.g., ice, rain).
8.d.3 .............. Wind speed and direction.
8.e ................. Helicopter system malfunctions.
8.e.1 .............. Insertion/deletion.
8.e.2 .............. Problem clear.
8.f .................. Locks, Freezes, and Repositioning.
8.f.1 ............... Problem (all) freeze/release.
8.f.2 ............... Position (geographic) freeze/release.
8.f.3 ............... Repositioning (locations, freezes, and releases).
8.f.4 ............... Ground speed control.
8.g ................. Sound Controls. On/off / adjustment.
8.h ................. Control Loading System (as applicable On/off/emergency stop.)
8.i .................. Observer Stations.
8.i.1 ............... Position.

8.i.2 ............... Adjustments.
* ‘‘Autopilot’’ means attitude retention mode of operation.
TABLE D3B—TABLE OF FUNCTIONS TABLE D3B—TABLE OF FUNCTIONS TABLE D3C.—TABLE OF FUNCTIONS

AND SUBJECTIVE TESTS AND SUBJECTIVE TESTS—Continued AND SUBJECTIVE TESTS—Continued
Level 5 FTD Level 5 FTD Level 4 FTD
<<< QPS Requirements >>> <<< QPS Requirements >>> <<< QPS Requirements >>>
Item No. Operations tasks Item No. Operations tasks Item Operations tasks
number
Tasks in this table are subject to evaluation if 6.d. Rotor brake operation.
appropriate for the helicopter simulated as 2. Normal and Abnormal Procedures (any
indicated in the SOQ Configuration List 6.e. Abnormal/emergency procedures. phase of flight).
and/or for a Level 5 FTD. Items not in-
stalled or not functional on the FTD and, 7. Instructor Operating Station (IOS), as ap- 2.a. Normal system operation (Installed
therefore, not appearing on the SOQ Con- propriate systems).
figuration List, are not required to be listed
as exceptions on the SOQ. 7.a. Power Switch(es). 2.b. Abnormal/Emergency system oper-
ation (installed systems).
7.b. Preset positions (ground; air)
1. Preflight Procedures
3. Postflight Procedures.
7.c. Helicopter system malfunctions.
1.a. Preflight Inspection (Cockpit Only)
switches, indicators, systems, and equip- 3.a. Parking and Securing.
7.c.1. ... Insertion / deletion.
ment. 7.c.2. ... Problem clear. 3.b. Engine and systems operation.
1.b. APU/Engine start and run-up. 7.d. Control Loading System (as applicable
3.c. Parking brake operation.
On / off / emergency stop.
1.b.1. ... Normal start procedures.
1.b.2. ... Alternate start procedures. 4. Instructor Operating Station (IOS), as
7.e. ...... Observer Stations.
1.b.3. ... Abnormal starts and shutdowns. appropriate.
7.e1. .... Position.
2. Climb 7.e.2. ... Adjustments. 4.a. Power Switch(es).
2.a. Normal. 4.b. Preset positions (ground; air)

TABLE D3C.—TABLE OF FUNCTIONS
4.c. Helicopter system malfunctions.
3. Inflight Maneuvers AND SUBJECTIVE TESTS
Level 4 FTD 4.c.1. ... Insertion / deletion.
3.a. Performance.
4.c.2. ... Problem clear.
3.b. Turns, Normal.
Item Attachment 4 to Appendix D to Part 60—
4. Instrument Procedures Operations tasks Sample Documents
number
Table of Contents
4.a. Coupled instrument approach maneu- Tasks in this table are subject to evaluation if
vers (as applicable for the systems inappropriate for the helicopter simulated as Figure D4A—Sample Letter, Request for
stalled). indicated in the SOQ Configuration List Initial, Upgrade, or Reinstatement
and/or for a Level 4 FTD. Items not in- Evaluation
5. Normal and Abnormal Procedures (any stalled or not functional on the FTD and, Figure D4B—Attachment: FSTD Information
phase of flight) therefore, not appearing on the SOQ Con- Form
figuration List, are not required to be listed Figure D4C—Sample Qualification Test
5.a. Normal system operation (Installed sys- as exceptions on the SOQ. Guide Cover Page
tems). Figure D4D—Sample Statement of
1. Preflight Procedures. Qualification—Certificate
5.b. Abnormal/Emergency system operation Figure D4E—Sample Statement of
(installed systems). 1.a. Preflight Inspection (Cockpit Only) Qualification—Configuration List
switches, indicators, systems, and equip- Figure D4F—Sample Statement of
6. Postflight Procedures ment.
Qualification—List of Qualified Tasks
6.a. Parking and Securing. 1.b. APU/Engine start and run-up. Figure D4G—Sample Continuing
Qualification Evaluation Requirements
6.b. Engine and systems operation. 1.b.1. ... Normal start procedures. Page
1.b.2. ... Alternate start procedures. Figure D4H—Sample MQTG Index of
6.c. Parking brake operation. 1.b.3. ... Abnormal starts and shutdowns. Effective FSTD Directives
BILLING CODE 491073–P
ER30OC06.042</GPH>
ER30OC06.043</GPH>
ER30OC06.044</GPH>
ER30OC06.045</GPH>
ER30OC06.046</GPH>
ER30OC06.047</GPH>
ER30OC06.048</GPH>
ER30OC06.049</GPH>
ER30OC06.050</GPH>
ER30OC06.051</GPH>
ER30OC06.053</GPH>
BILLING CODE 491073–C Begin QPS Requirements

Appendix E to Part 60—Qualification
Performance Standards for Quality a. Not later than October 30, 2008 each
Management Systems for Flight current sponsor of an FSTD must submit to
Simulation Training Devices the NSPM a proposed Quality Management
System (QMS) program as described in this
ER30OC06.052</GPH>
QPS appendix. The NSPM will review the Part 141 certificate holder, or the equivalent certificate holder, the sponsor remains
program in order of receipt and notify the for a Part 142 or Flight Engineer School responsible for the QMS program for that
sponsor within 90 days of beginning the sponsor must designate a management FSTD; however—
review regarding the acceptability of the representative who has the responsibility and (1) If that FSTD is maintained under a
program including any required adjustments. authority to establish and modify the qualification by a non-FAA regulatory
Within 6 months of the notification of sponsor’s policies, practices, and procedures
authority and that authority and the NSPM
acceptability, the sponsor must implement regarding the QMS program for the recurring
qualification and the day-to-day use of each have agreed to accept each other’s simulator
the program, conduct internal audit(s), make
FSTD. evaluations (e.g., under a Bilateral Aviation
any required program adjustments as a result
of any internal audit, and have the NSPM d. The minimum content required for an Safety Agreement (BASA) and associated
initial audit scheduled. acceptable QMS is found in Table E1. The Simulator Implementation Procedures (SIP),
b. For first-time FSTD sponsors, not later policies, processes, and/or procedures such as the JAA of Europe), no additional
than 120 days prior to the date scheduled for described in this table must be maintained in requirements are necessary for QMS
the initial FSTD evaluation, the sponsor must a Quality Manual and will serve as the basis programs.
submit to the NSPM the proposed QMS for the following: (2) If that FSTD is maintained under
program as described in this QPS appendix. (1) The sponsor-conducted initial and on- qualification of a regulatory authority where
The NSPM will review the program and going periodic assessments; there is no BASA/SIP or that authority and
notify the sponsor within 90 days of (2) The NSPM-conducted initial and on- the NSPM have not agreed to accept each
beginning the review regarding the going periodic assessments; and
other’s qualification programs, the NSPM
acceptability of the program including any (3) The continuing surveillance and
request additional information regarding
required adjustments. Within 6 months of the analysis by the NSPM of the sponsor’s
performance and effectiveness in providing a those aspects of the sponsor’s QMS program
notification of acceptability, the sponsor for maintaining the qualification standards
must implement the program, conduct satisfactory FSTD for use on a regular basis.
for the FSTD.
internal audit(s), make any required program End QPS Requirements
adjustments as a result of any internal audit, End Information
and have the NSPM initial audit scheduled. Begin Information
c. The Director of Operations for a Part 119 e. When a person sponsors an FSTD
certificate holder, the Chief Instructor for a maintained by a person other than a U.S. Begin QPS Requirements
TABLE E1.—MINIMUM REQUIREMENTS FOR SATISFACTORY FSTD QUALITY MANAGEMENT SYSTEM

Information
Number QPS requirement (Reference)
E1.1. ............ A QMS manual that sets out the policies, processes, and/or procedures outlined in this table. .. § 60.5(a).
E1.2. ............ A policy, process, and/or procedure specifying how the sponsor will identify deficiencies in the § 60.5(b).
QMS.
E1.3. ............ A policy, process, and/or procedure specifying how the sponsor will document how the QMS § 60.5(b).
program will be changed to address deficiencies when found.
E1.4. ............ A policy, process, and/or procedure specifying how the sponsor will address proposed program § 60.5(c).
changes (for programs that do not meet the minimum requirements as notified by the NSPM)
to the NSPM and receive approval prior to their implementation.
E1.5. ............ A policy, process, and/or procedure specifying how the sponsor will document that at least one § 60.7(b)(5).
FSTD is used within the sponsor’s FAA-approved flight training program for the aircraft or set
of aircraft at least once within the 12-month period following the initial/upgrade evaluation
conducted by the NSP and at least once within each subsequent 12-month period thereafter.
E1.6. ............ A policy, process, and/or procedure specifying how the sponsor will document that at least one § 60.7(b)(6).
FSTD is used within the sponsor’s FAA-approved flight training program for the aircraft or set
of aircraft at least once within the 12-month period following the first continuing qualification
evaluation conducted by the NSP and at least once within each subsequent 12-month period
thereafter.
E1.7. ............ A policy, process, and/or procedure specifying how the sponsor will obtain an annual written § 60.5(b)(7) and § 60.7(d)(2).
statement from a qualified pilot (after having flown the subject aircraft or set of aircraft during
the preceding 12-month period) that the performance and handling qualities of the subject
FSTD represents the subject aircraft or set of aircraft (within the normal operating envelope).
Required only if the subject FSTD is not used in the sponsor’s FAA-approved flight training
program for the aircraft or set of aircraft at least once within the preceding 12-month period.
E1.8. ............ A policy, process, and/or procedure specifying how independent feedback(from persons re- § 60.9(b)(1).
cently completing training, evaluation, or obtaining flight experience; instructors and check
airmen using the FSTD for training, evaluation or flight experience sessions; and FSTD tech-
nicians and maintenance personnel) will be received and addressed by the sponsor regard-
ing the FSTD and its operation.
E1.9. ............ A policy, process, and/or procedure specifying how and where the FSTDStatement of Quali- § 60.9(b)(2).
fication will be posted, or accessed by an appropriate terminal or display, in or adjacent to
the FSTD.
E1.10. .......... A policy, process, and/or procedure specifying how the sponsor’s management representative § 60.9(c) and appendix E, para-
(MR) is selected and identified by name to the NSPM. graph(d).
E1.11. .......... A policy, process, and/or procedure specifying the MR authority and responsibility for the fol-
lowing:
E1.11.a. ....... Monitoring the on-going qualification of assigned FSTDs to ensure all matters regarding FSTD
qualification are being carried out as provided for in 14 CFR part 60.
E1.11.b. ....... Ensuring that the QMS is properly established, implemented, and maintained by overseeing § 60.9(c)(2), (3), and (4).
the QMS policies, practices, and/or procedures and by and modifying when and where nec-
essary.
E1.11.c. ....... Regularly briefing sponsor’s management on the status of the on-going FSTD qualification pro-
gram and the effectiveness and efficiency of the QMS.
TABLE E1.—MINIMUM REQUIREMENTS FOR SATISFACTORY FSTD QUALITY MANAGEMENT SYSTEM—Continued

Information
E1.11.d. ....... Serving as the primary contact point for all matters between the sponsor and the NSPM re-
garding the qualification of assigned FSTDs.
E1.11.e. ....... Delegating the MR assigned duties to an individual at each of the sponsor’s locations, when/if/
where appropriate.
E1.12. .......... A policy, process, and/or procedure specifying how the sponsor will:.
E1.12.a. ....... Ensure that the data made available to the NSPM (the validation data package) includes the § 60.13; QPS appendices A, B,
aircraft manufacturer’s flight test data (or other data approved by the NSPM) and all relevant C, and D.
data developed after the type certificate was issued (e.g., data developed in response to an
airworthiness directive) if such data results from a change in performance, handling qualities,
functions, or other characteristics of the aircraft that must be considered for flight crew-
member training, evaluation, or for meeting experience requirements of this chapter;
E1.12.b. ....... Notify the NSPM within 10 working days of becoming aware that an addition to or a revision of
the flight related data or airplane systems related data is available if this data is used to pro-
gram and/or operate a qualified FSTD; and
E1.12.c. ....... Maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of
the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in
business), and if appropriate, with the person having supplied the aircraft data package for
the FFS for the purposes of receiving notification of data package changes.
E1.13. .......... A policy, process, and/or procedure specifying how the sponsor will make available all special § 60.14.
equipment and qualified personnel needed to accomplish or assist in the accomplishment of
tests during initial, continuing qualification, or special evaluations.
E1.14. .......... A policy, process, and/or procedure specifying how the sponsor will submit to the NSPM a re-
quest to evaluate the FSTD for initial qualification at a specific level and simultaneously re-
quest the TPAA forward a concurring letter to the NSPM; including how the MR will use
qualified personnel to confirm the following:
E1.14.a. ....... That the performance and handling qualities of the FSTD represents those of the aircraft or set § 60.15(a)–(d); § 60.15(b);
of aircraft within the normal operating envelope; § 60.15(b)(i); § 60.15(b)(ii);
§ 60.15(b)(iii).
E1.14.b. ....... The FSTD systems and sub-systems(including the simulated aircraft systems) functionally rep-
resent those in the aircraft or set of aircraft; and
E1.14.c. ....... The cockpit represents the configuration of the specific type or aircraft make, model, and series
aircraft being simulated, as appropriate.
E1.15. .......... A policy, process, and/or procedure specifying how, for an initial evaluation, all of the subjec- § 60.15(e).
tive tests and all of the objective tests are accomplished at the sponsor’s training facility, ex-
cept as provided for in the applicable QPS.
E1.16. .......... A policy, process, and/or procedure specifying how, after the NSPM completes the evaluation § 60.15(h).
for initial qualification, the sponsor will update the QTG with the results of the FAA-witnessed
tests and demonstrations together with the results of all the objective tests and demonstra-
tions described in the applicable QPS.
E1.17. .......... A policy, process, and/or procedure specifying how the sponsor will make the MQTG available § 60.15(i).
to the NSPM upon request.
E1.18. .......... A policy, process, and/or procedure specifying how the sponsor will and apply to the NSPM for § 60.16(a); § 60.16(a)(1)(i);
additional qualification(s) to the Statement of Qualification. § 60.16(a)(1)(ii).
E1.19. .......... A policy, process, and/or procedure specifying how the sponsor accomplishes all applicable § 60.19(a)(1) QPS appendices
QPS Attachment 2 objective tests each year in a minimum of four evenly spaced inspections A, B, C, or D.
as specified in the applicable QPS.
E1.20. .......... A policy, process, and/or procedure specifying how the sponsor completes and records a func- § 60.19(a)(2) QPS appendices
tional preflight check of the FSTD within the preceding 24 hours of FSTD use, including a A, B, C, or D.
description of the functional preflight.
E1.21. .......... A policy, process, and/or procedure specifying how the sponsor schedules with the NSPM con- § 60.19(b)(2).
tinuing qualification evaluations not later than 60 days before the evaluation is due.
E1.22. .......... A policy, process, and/or procedure specifying how the sponsor ensures that the FSTD has re- § 60.19(b)(5)–(6).
ceived a continuing qualification evaluation at the interval as described in the respective
MQTG, allowing for the 1-month grace period before or after the calendar month required.
E1.23. .......... A policy, process, and/or procedure describing that when a discrepancy is discovered the fol-
lowing is recorded in the FSTD discrepancy log:
E1.23.a. ....... A description of each discrepancy is entered and remains in the log until the discrepancy is § 60.19(c); § 60.19(c)(2)(i);
corrected; and § 60.19(c)(2)(ii).
E1.23.b. ....... A description of the corrective action taken for each discrepancy, the identity of the individual § 60.19(c)(2)(iii).
taking the action, and the date that action is taken.
E1.24. .......... A policy, process, and/or procedure specifying how the discrepancy log is kept in a form and
manner acceptable to the Administrator and is kept in or adjacent to the FSTD. (An elec-
tronic log that may be accessed by an appropriate terminal or display in or adjacent to the
FSTD is satisfactory.)
E1.25. .......... A policy, process, and/or procedure that requires each instructor, check airman, or representa- § 60.20.
tive of the Administrator conducting training, evaluation, or flight experience, and each per-
son conducting the preflight inspection, who discovers a discrepancy, including any missing,
malfunctioning, or inoperative components in the FSTD, to write or cause to be written a de-
scription of that discrepancy into the discrepancy log at the end of the FSTD preflight or
FSTD use session.
TABLE E1.—MINIMUM REQUIREMENTS FOR SATISFACTORY FSTD QUALITY MANAGEMENT SYSTEM—Continued

Information
E1.26. .......... A policy, process, and/or procedure specifying how the sponsor will (if operating an FSTD § 60.21(c).
based on an interim qualification), within twelve months of the release of the final aircraft
data package by the aircraft manufacturer (but no later than two years after the issuance of
the interim qualification status the sponsor) apply for initial qualification based on the final
aircraft data package approved by the aircraft manufacturer.
E1.27. .......... A policy, process, and/or procedure specifying how the sponsor determines whether an FSTD § 60.23(a)(1)–(2).
change qualifies as a modification as described in 14 CFR part 60.
E1.28. .......... A policy, process, and/or procedure specifying how the sponsor will ensure the FSTD is modi- § 60.23(b).
fied in accordance with any FSTD Directive regardless of the original qualification basis.
E1.29. .......... A policy, process, and/or procedure specifying how, if an FSTD change is determined to be a
modification as defined in 14 CFR part 60, the sponsor will notify the NSPM and TPAA of
their intent to use the modified FSTD and to ensure that the modified FSTD will not be used
prior to:
E1.29.a. ....... Twenty-one days since the sponsor notified the NSPM and the TPAA of the proposed modi- § 60.23(c)(1)(i),(ii), and (iv).
fication and the sponsor has not received any response from either the NSPM or the TPAA;
or
E1.29.b. ....... Twenty-one days since the sponsor notified the NSPM and the TPAA of the proposed modi-
fication and one has approved the proposed modification and the other has not responded;
or
E1.29.c. ....... The FSTD successfully completing any evaluation the NSPM may require in accordance with
the standards for an evaluation for initial qualification or any part thereof before the modified
FSTD is placed in service.
E1.30 ........... A policy, process, and/or procedure specifying how, after an FSTD modification is approved by
the NSPM, the sponsor will:
E1.30.a. ....... Post an addendum to the Statement of Qualification until such time as a permanent, updated § 60.23(d)–(e).
statement is received from the NSPM and posted;
E1.30.b. ....... Update the MQTG with current objective test results and appropriate objective data for each af-
fected objective test or other MQTG section that is affected by the modification; and
E1.30.c. ....... File in the MQTG the direction to make the modification and the record of the modification
completion.
E1.31. .......... A policy, process, and/or procedure specifying how the sponsor will track the length of time a
component has been missing, malfunctioning, or inoperative (MMI), including:
E1.31.a. ....... How the sponsor will post a list of MMI components in or adjacent to the FSTD; and § 60.25(b)–(c), and QPS ap-
pendices A, B, C, or D.
E1.31.b. ....... How the sponsor will notify the NSPM if the MMI has not been repaired or replaced within 30
days.*
E1.32. .......... A policy, process, and/or procedure specifying how the sponsor will notify the NSPM and how § 60.27(a)(3).
the sponsor will seek requalification of the FSTD if the FSTD is moved and reinstalled in a
different location.
E1.33. .......... A policy, process, and/or procedure specifying how the sponsor will maintain control of the fol-
lowing: (The sponsor must specify how these records are maintained in plain language form
or in coded form; but if the coded form is used, the sponsor must specify how the preserva-
tion and retrieval of information will be conducted.)
E1.33.a. ....... The MQTG and each amendment thereto; § 60.31.
E1.33.b. ....... A record of all FSTD modifications required by this part since the issuance of the original
Statement of Qualification;
E1.33.c. ....... Results of the qualification evaluations (initial and each upgrade) since the issuance of the
original Statement of Qualification;
E1.33.d. ....... Results of the objective tests conducted in accordance with this part for a period of 2 years;
E1.33.e. ....... Results of the previous three continuing qualification evaluations, or the continuing qualification
evaluations from the previous 2 years, whichever covers a longer period;
E1.33.f. ........ Comments obtained in accordance with Section 60.9(b);
E1.33.g. ....... A record of all discrepancies entered in the discrepancy log over the previous 2 years, includ-
ing the following:
E1.33.g.1. .... A list of the components or equipment that were or are missing, malfunctioning, or inoperative;
E1.33.g.2. .... The action taken to correct the discrepancy;
E1.33.g.3. .... The date the corrective action was taken; and
E1.33.g.4. .... The identity of the person determining that the discrepancy has been corrected.
*Note 1.—If the sponsor has an approved discrepancy prioritization system, this item is satisfied by describing how discrepancies are
prioritized, what actions are taken, and how the sponsor will notify the NSPM if the MMI has not been repaired or replaced within the specified
timeframe.
End QPS Requirements sponsor’s request for initial evaluation of the evaluation of the required elements of a QMS
lllllllllllllllllllll required elements of a QMS program. program.
g. Table E3 contains a sample Assessment h. Table E4 contains a sample Assessment

Begin Information Tool that the NSPM will use when Tool that the NSPM will use when
f. Table E2 contains a sample Assessment conducting the on-site practical evaluation of conducting the desk assessment of a
Tool that the NSPM will use when a sponsor’s request for initial and continuing sponsor’s request for initial evaluation of the
conducting the desk assessment of a voluntary elements of a QMS program.
i. Table E5 contains a sample Assessment the other QMS program requirements and the (i) Brief the sponsor’s management
Tool that will be used by the NSPM when other MR requirements are respectively met regarding the status of on-going qualification
conducting the on-site practical evaluation of for each such certificate holder. processes; and
a sponsor’s request for initial and continuing (4) Standard Measurements for Flight (ii) Serve as the primary contact point for
evaluation of the voluntary elements of a Simulator Quality: A quality system tied to all matters between the sponsor and the
QMS program. measurement of FSTD performance will NSPM regarding the qualification of the
j. Additional Information. improve and maintain training quality. One assigned FSTDs.
(1) In addition to specifically designated acceptable means of measuring FSTD (iii) Oversee the day-to-day quality control.
QMS evaluations, the NSPM will evaluate performance is ARINC report 433 (as (3) The system and processes outlined in
the sponsor’s QMS program as part of amended), entitled ‘‘Standard Measurements
regularly scheduled FSTD continuing the QMS should enable the sponsor to
for Flight Simulator Quality. ARINC report monitor compliance with all applicable
qualification evaluations and no-notice FSTD 433 is a widely accepted industry standard.
evaluations, focusing in part on the regulations and ensure correct maintenance
(6) The NSPM will use the results of the and performance of the FSTD.
effectiveness and viability of the QMS assessment(s) of the voluntary portions of the
program and its contribution to the overall (4) A QMS program, together with a
QMS program (as described in Tables E4 and statement acknowledging completion of a
capability of the FSTD to meet the
E5) to determine whether or not a sponsor or periodic review by the MR, should include
requirements of this part.
(2) The sponsor, through the MR, may a FSTD may have the interval between the following:
delegate duties associated with maintaining NSPM-conducted evaluations extended and (i) A maintenance facility that provides
the qualification of the FSTD (e.g., corrective what the extension might be.
suitable FSTD hardware and software tests
and preventive maintenance, scheduling for k. While the FAA does not mandate any
and maintenance capability.
and the conducting of tests and/or specific QMS program format, the following
(ii) A recording system in the form of a
inspections, functional preflight checks) but subparagraphs outline those factors that
technical log in which defects, deferred
retains the responsibility and authority for would be typically found in an acceptable
defects, and development projects are listed,
the day-to-day qualification of the FSTD. One QMS program.
(1) Establishment of a Quality Policy. This assigned and reviewed within a specified
person may serve in this capacity for more time period.
than one FSTD, but one FSTD would not is a formal written Quality Policy Statement
that is a commitment by the sponsor (iii) Routine maintenance of the FSTD and
have more than one person serving in this
outlining what the Quality System will performance of the QTG tests with adequate
capacity.
(3) The QMS requirements should not be achieve. staffing to cover FSTD operating periods.
interpreted to preclude a given QMS program (2) The selected MR should be someone (iv) A planned internal assessment
from being applicable to more than one who has overall authority and responsibility schedule and a periodic review should be
certificate holder (e.g., part 119 and part 142 for monitoring the on-going qualification of used to verify that corrective action was
or two part 119 certificate holders) and assigned FSTDs to ensure that all matters complete and effective. The assessor should
should not be interpreted to preclude an regarding FSTD qualification are being have adequate knowledge of FSTDs and
individual from being a Management carried out as required by this part and should be acceptable to the NSPM.
Representative (MR) for more than one ensuring that the QMS program is properly (5) The MR should receive appropriate
certificate holder (e.g., part 119 and part 142 established, implemented, and maintained. Quality System training and brief other
or two part 119 certificate holders) as long as The MR should regularly: personnel on the procedures.
TABLE E2.—INFORMATION SIMULATION QUALITY MANAGEMENT SYSTEM (SQMS) ASSESSMENT TOOL—INITIAL (DESK)
Basic (Part 60 required) elements Rating
see element as-
Element No. sessment table Comments
Does the sponsor have . . .
N P Y
E.2.1 .................................................. A QMS program approved by the NSPM including a Quality Manage-
ment System Manual that sets out the policies, processes, and/or pro-
cedures required by 14 CFR part 60 and part 60, appendix E.
E.2.2 .................................................. A policy, process, and/or procedure specifying how the sponsor will
identify deficiencies in the QMS.
E.2.3 .................................................. A policy, process, and/or procedure specifying how the sponsor will doc-
ument how the QMS program will be changed to address deficiencies
when found.
E.2.4 .................................................. A policy, process, and/or procedure specifying how the sponsor will pro-
pose program changes to the NSPM and receive approval prior to
their implementation.
ument that at least one FSTD is used within the sponsor’s FAA-ap-
proved flight training program for the aircraft or set of aircraft at least
once within the 12-month period following the initial/upgrade evalua-
tion conducted by the NSP and at least once within each subsequent
12-month period thereafter.
ument that at least one FSTD is used within the sponsor’s FAA-ap-
proved flight training program for the aircraft or set of aircraft at least
once within the 12-month period following the first continuing qualifica-
tion evaluation conducted by the NSP and at least once within each
subsequent 12-month period thereafter.
TABLE E2.—INFORMATION SIMULATION QUALITY MANAGEMENT SYSTEM (SQMS) ASSESSMENT TOOL—INITIAL (DESK)—
Continued
see element as-
N P Y
E.2.7 .................................................. A policy, process, and/or procedure specifying how the sponsor will ob-
tain an annual written statement from a qualified pilot (after having
flown the subject aircraft or set of aircraft during the preceding 12-
month period) that the performance and handling qualities of the sub-
ject FSTD represents the subject aircraft or set of aircraft (within the
normal operating envelope). Required only if the subject FSTD is not
used in the sponsor’s FAA-approved flight training program for the air-
craft or set of aircraft at least once within the preceding 12-month pe-
riod.
E.2.8 .................................................. A policy, process, and/or procedure specifying how independent feed-
back (from persons recently completing training, evaluation, or obtain-
ing flight experience; instructors and check airmen using the FSTD for
training, evaluation or flight experience sessions; and FSTD techni-
cians and maintenance personnel) will be received and addressed by
the sponsor regarding the FSTD and its operation.
E.2.9 .................................................. A policy, process, and/or procedure specifying how and where the
FSTD Statement of Qualification will be posted, or accessed by an
appropriate terminal or display, in or adjacent to the FSTD.
E.2.10 ................................................ A policy, process, and/or procedure specifying how the sponsor’s man-
agement representative (MR) is selected and identified by name to
the NSPM.
E.2.11 ................................................ A policy, process, and/or procedure specifying the MR’s authority and
responsibility for the following:
E.2.11.a ............................................. Monitoring the on-going qualification of assigned FSTDs to ensure all
matters regarding FSTD qualification are being carried out as pro-
vided for in 14 CFR part 60.
E.2.11.b ............................................. Ensuring that the QMS is properly established, implemented, and main-
tained by overseeing the QMS policies, practices, and/or procedures
and by and modifying when and where necessary.
E.2.11.c ............................................. Regularly briefing sponsor’s management on the status of the on-going
FSTD qualification program and the effectiveness and efficiency of the
QMS. (designate maximum interval).
E.2.11.d ............................................. Serving as the primary contact point for all matters between the sponsor
and the NSPM regarding the qualification of assigned FSTDs.
E.2.11.e ............................................. Delegating the MR assigned duties to an individual at each of the spon-
sor’s locations, when/if/where appropriate.
E.2.12 ................................................ A policy, process, and/or procedure specifying how the sponsor will:
E.2.12.a ............................................. Ensure that the data made available to the NSPM (the validation data
package) includes the aircraft manufacturer’s flight test data (or other
data approved by the NSPM) and all relevant data developed after
the type certificate was issued (e.g., data developed in response to an
airworthiness directive) if such data results from a change in perform-
ance, handling qualities, functions, or other characteristics of the air-
craft that must be considered for flight crew member training, evalua-
tion, or for meeting experience requirements of this chapter.
E.2.12.b ............................................. Immediately notify the NSPM when an addition to or a revision of the
flight related data or airplane systems related data is available if this
data is used to program and/or operate a qualified FFS, including
technical information about this data to the NSPM relative to the
data’s significance for training, evaluation, or flight experience activi-
ties in the FFS.
E.2.12.c ............................................. Maintain a liaison with the manufacturer of the aircraft being simulated
(or with the holder of the aircraft type certificate for the aircraft being
simulated if the manufacturer is no longer in business), and/or, if ap-
propriate, with the person having supplied the aircraft data package
for the FFS for the purposes of receiving notification of data package
changes..
E.2.13. ............................................... A policy, process, and/or procedure specifying how the sponsor will
make available all special equipment and qualified personnel needed
to accomplish or assist in the accomplishment of tests during initial,
continuing qualification, or special evaluations.
E.2.14 ................................................ A policy, process, and/or procedure specifying how the sponsor will sub-
mit to the NSPM a request to evaluate the FSTD for initial qualifica-
tion at a specific level and simultaneously request the TPAA forward a
concurring letter to the NSPM; including how the MR will use qualified
personnel to confirm the following:
Continued
see element as-
N P Y
E.2.14.a ............................................. That the performance and handling qualities of the FSTD represents
those of the aircraft or set of aircraft within the normal operating enve-
lope.
E.2.14.b ............................................. The FSTD systems and sub-systems (including the simulated aircraft
systems) functionally represent those in the aircraft or set of aircraft.
E.2.14.c ............................................. The cockpit represents the configuration of the specific type; or aircraft
make, model, and series aircraft being simulated, as appropriate.
E.2.15 ................................................ A policy, process, and/or procedure specifying how, for an initial evalua-
tion, all of the subjective tests and all of the objective tests are ac-
complished at the sponsor’s training facility, except as provided for in
the applicable QPS.
E.2.16 ................................................ A policy, process, and/or procedure specifying how, after the NSPM
completes the evaluation for initial qualification, the sponsor will up-
date the QTG with the results of the FAA-witnessed tests and dem-
onstrations together with the results of all the objective tests and dem-
onstrations described in the applicable QPS.
E.2.17 ................................................ A policy, process, and/or procedure specifying how the sponsor will
make the MQTG available to the NSPM upon request.
apply to the NSPM to add (an) additional qualification(s) to the State-
ment of Qualification.
E.2.19 ................................................ A policy, process, and/or procedure specifying how the sponsor accom-
plishes all applicable QPS Attachment 2 objective tests each year in a
minimum of four evenly spaced inspections as specified in the appli-
cable QPS.
E.2.20 ................................................ A policy, process, and/or procedure specifying how the sponsor com-
pletes a functional preflight check of the FSTD within the preceding
24 hours of FSTD use.
E.2.21 ................................................ A policy, process, and/or procedure specifying how the sponsor sched-
ules with the NSPM continuing qualification evaluations not later than
60 days before the evaluation is due.
E.2.22 ................................................ A policy, process, and/or procedure specifying how the sponsor ensures
that the FSTD has received a continuing qualification evaluation at the
interval as described in the respective MQTG, allowing for the 1-
month grace period before or after the calendar month required.
E.2.23 ................................................ A policy, process, and/or procedure describing that when a discrepancy
is discovered the following is recorded in the FSTD discrepancy log:
E.2.23.a ............................................. A description of each discrepancy is entered and remains in the log until
the discrepancy is corrected.
E.2.23.b ............................................. A description of the corrective action taken for each discrepancy, the
identity of the individual taking the action, and the date that action is
taken.
E.2.24 ................................................ A policy, process, and/or procedure specifying how the discrepancy log
is kept in a form and manner acceptable to the Administrator and is
kept in or adjacent to the FSTD. (An electronic log that may be
accessed by an appropriate terminal or display in or adjacent to the
FSTD is satisfactory.)
E.2.25 ................................................ A policy, process, and/or procedure that requires each instructor, check
airman, or representative of the Administrator conducting training,
evaluation, or flight experience for flight crew members, and each per-
son conducting the preflight inspection, who discovers a discrepancy,
including any missing, malfunctioning, or inoperative components in
the FSTD, to write or cause to be written a description of that discrep-
ancy into the discrepancy log at the end of the FSTD preflight or
FSTD use session.
E.2.26 ................................................ A policy, process, and/or procedure specifying how the sponsor will (if
operating an FSTD based on an interim qualification), within twelve
months of the release of the final aircraft data package by the aircraft
manufacturer (but no later than two years after the issuance of the in-
terim qualification status the sponsor) apply for initial qualification
based on the final aircraft data package approved by the aircraft man-
ufacturer.
E.2.27 ................................................ A policy, process, and/or procedure specifying how the sponsor deter-
mines whether an FSTD change qualifies as a modification as de-
scribed in 14 CFR part 60.
Continued
see element as-
N P Y
E.2.28 ................................................ A policy, process, and/or procedure specifying how the sponsor will en-
sure the FSTD is modified in accordance with any FSTD Directive re-
gardless of the original qualification basis.
E.2.29 ................................................ A policy, process, and/or procedure specifying how, if an FSTD change
is determined to be a modification as defined in 14 CFR part 60, the
sponsor will notify the NSPM and TPAA of their intent to use the
modified FSTD and to ensure that the modified FSTD will not be used
prior to:
E.2.29.a ............................................. Twenty-one days since the sponsor notified the NSPM and the TPAA of
the proposed modification and the sponsor has not received any re-
sponse from either the NSPM or the TPAA.
E.2.29.b ............................................. Twenty-one days since the sponsor notified the NSPM and the TPAA of
the proposed modification and one has approved the proposed modi-
fication and the other has not responded.
E.2.29.c ............................................. The FSTD successfully completing any evaluation the NSPM may re-
quire in accordance with the standards for an evaluation for initial
qualification or any part thereof before the modified FSTD is placed in
service.
E.2.30 ................................................ A policy, process, and/or procedure specifying how, after a FSTD modi-
fication is approved by the NSPM, the sponsor will:
E.2.30.a ............................................. Post an addendum to the Statement of Qualification until such time as a
permanent, updated statement is received from the NSPM and posted.
E.2.30.b ............................................. Update the MQTG with current objective test results and appropriate ob-
jective data for each affected objective test or other MQTG section
that is affected by the modification.
E.2.30.c ............................................. File in the MQTG the direction to make the modification and the record
of the modification completion.
track the length of time a component has been missing, malfunc-
tioning, or inoperative (MMI), including:
E.2.31.a ............................................. How the sponsor will post a list of MMI components in or adjacent to the
FSTD.
E.2.31.b ............................................. How the sponsor will notify the NSPM if the MMI has not been repaired
or replaced within 30 days; or if the sponsor has a discrepancy
prioritization system, describe how discrepancies are prioritized and
how the sponsor will notify the NSPM if the MMI has not been re-
paired or replaced within the specified timeframe.
E.2.32 ................................................ A policy, process, and/or procedure specifying how the sponsor will no-
tify the NSPM and how the sponsor will seek re-qualification of the
FSTD if the FSTD is moved and reinstalled in a different location.
maintain control of the following documents: [The sponsor must speci-
fy how these records are maintained in plain language form or in
coded form; but if the coded form is used, the sponsor must specify
how the preservation and retrieval of information will be conducted.]
E.2.33.a ............................................. The MQTG and each amendment thereto.
E.2.33.b ............................................. A record of all FSTD modifications required by this part since the
issuance of the original Statement of Qualification.
E.2.33.c ............................................. Results of the qualification evaluations (initial and each upgrade) since
the issuance of the original Statement of Qualification..
E.2.33.d. ............................................ Results of the objective tests conducted in accordance with this part for
a period of 2 years.
E.2.33.e ............................................. Results of the previous three continuing qualification evaluations, or the
continuing qualification evaluations from the previous 2 years, which-
ever covers a longer period.
E.2.33.f .............................................. Comments obtained in accordance with this part for a period of at least
90 days.
E.2.33.g ............................................. A record of all discrepancies entered in the discrepancy log over the
previous 2 years, including the following:
E.2.33.g.1 .......................................... A list of the components or equipment that were or are missing, mal-
functioning, or inoperative.
E.2.33.g.2 .......................................... The action taken to correct the discrepancy.
E.2.33.g.3 .......................................... The date the corrective action was taken.
E.2.33.g.4 .......................................... The identity of the person determining that the discrepancy has been
corrected.
TABLE E.3.—INFORMATION (SQMS) ASSESSMENT TOOL—ON-SITE

Rating
See Element
Element Assessment Com-
Basic (Part 60 Required) Elements
number Table ments
N P Y
There is evidence that the element is: (1) Being utilized/applied as is appropriate/necessary;
(2) Being utilized/applied as stated/specified/defined in the QMS;
(3) Achieving/producing effective results.
E.3.1. ......... The Quality Management System Manual sets our current QMS policies, processes and/or proce-
dures.
E.3.2. ......... The policy, process, and/or procedure specifying how the sponsor will identify deficiencies in the
QMS.
E.3.3. ......... The policy, process, and/or procedure specifying how the sponsor will document how the QMS
program will be changed to address deficiencies when found.
E.3.4. ......... The policy, process, and/or procedure specifying how the sponsor will propose program changes to
the NSPM and receive approval prior to their implementation.
E.3.5. ......... The policy, process, and/or procedure specifying how the sponsor will document that at least one
FSTD is used within the sponsor’s FAA-approved flight training program for the aircraft or set of
aircraft at least once within the 12-month period following the initial/upgrade evaluation con-
ducted by the NSP and at least once within each subsequent 12-month period thereafter.
E.3.6. ......... The policy, process, and/or procedure specifying how the sponsor will document that at least one
FSTD is used within the sponsor’s FAA-approved flight training program for the aircraft or set of
aircraft at least once within the 12-month period following the first continuing qualification evalua-
tion conducted by the NSP and at least once within each subsequent 12-month period thereafter.
E.3.7. ......... The policy, process, and/or procedure specifying how the sponsor will obtain an annual written
statement from a qualified pilot (after having flown the subject aircraft or set of aircraft during the
preceding 12-month period) that the performance and handling qualities of the subject FSTD
represents the subject aircraft or set of aircraft (within the normal operating envelope). Required
only if the subject FSTD is not used in the sponsor’s FAA-approved flight training program for
the aircraft or set of aircraft at least once within the preceding 12-month period.
E.3.8. ......... A policy, process, and/or procedure specifying how independent feedback (from persons recently
completing training, evaluation, or obtaining flight experience; instructors and check airmen using
the FSTD for training, evaluation or flight experience sessions; and FSTD technicians and main-
tenance personnel) will be received and addressed by the sponsor regarding the FSTD and its
operation.
E.3.9. ......... The policy, process, and/or procedure specifying how and where the FSTD Statement of Qualifica-
tion will be posted, or accessed by an appropriate terminal or display, in or adjacent to the FSTD.
E.3.10. ....... The policy, process, and/or procedure specifying how the sponsor’s management representative
(MR) is selected and identified by name to the NSPM.
E.3.11. ....... The policy, process, and/or procedure specifying the MR’s authority and responsibility for the fol-
lowing:
E.3.11.a. .... Monitoring the on-going qualification of assigned FSTDs to ensure all matters regarding FSTD
qualification are being carried out as provided for in 14 CFR part 60.
E.3.11.b. .... Ensuring that the QMS is properly established, implemented, and maintained by overseeing the
QMS policies, practices, and/or procedures and by and modifying when and where necessary.
E.3.11.c. ..... Regularly briefing sponsor’s management on the status of the on-going FSTD qualification program
and the effectiveness and efficiency of the QMS. (designate maximum interval).
E.3.11.d. .... Serving as the primary contact point for all matters between the sponsor and the NSPM regarding
the qualification of assigned FSTDs.
E.3.11.e. .... Delegating the MR assigned duties to an individual at each of the sponsor’s locations, when/if/
where appropriate.
E.3.12. ....... A policy, process, and/or procedure specifying how the sponsor will:
E.3.12.a. .... Ensure that the data made available to the NSPM (the validation data package) includes the air-
craft manufacturer’s flight test data (or other data approved by the NSPM) and all relevant data
developed after the type certificate was issued (e.g., data developed in response to an airworthi-
ness directive) if such data results from a change in performance, handling qualities, functions,
or other characteristics of the aircraft that must be considered for flight crew member training,
evaluation, or for meeting experience requirements of this chapter.
E.3.12.b. .... Immediately notify the NSPM when an addition to or a revision of the flight related data or airplane
systems related data is available if this data is used to program and/or operate a qualified FFS,
including technical information about this data to the NSPM relative to the data’s significance for
training, evaluation, or flight experience activities in the FFS.
E.3.12.c. ..... Maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the
aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in busi-
ness), and/or, if appropriate, with the person having supplied the aircraft data package for the
FFS for the purposes of receiving notification of data package changes.
E.3.13. ....... A policy, process, and/or procedure specifying how the sponsor will make available all special
equipment and qualified personnel needed to accomplish or assist in the accomplishment of
tests during initial, continuing qualification, or special evaluations.
TABLE E.3.—INFORMATION (SQMS) ASSESSMENT TOOL—ON-SITE—Continued

Rating
See Element
number Table ments
N P Y
E.3.14. ....... A policy, process, and/or procedure specifying how the sponsor will submit to the NSPM a request
to evaluate the FSTD for initial qualification at a specific level and simultaneously request the
TPAA forward a concurring letter to the NSPM; including how the MR will use qualified per-
sonnel to confirm the following:
E.3.14.a. .... That the performance and handling qualities of the FSTD represent those of the aircraft or set of
aircraft within the normal operating envelope.
E.3.14.b. .... The FSTD systems and sub-systems (including the simulated aircraft systems) functionally rep-
resent those in the aircraft or set of aircraft.
E.3.14.c. ..... The cockpit represents the configuration of the specific type; or aircraft make, model, and series
aircraft being simulated, as appropriate.
E.3.15. ....... A policy, process, and/or procedure specifying how, for an initial evaluation, all of the subjective
tests and all of the objective tests are accomplished at the sponsor’s training facility, except as
provided for in the applicable QPS.
E.3.16. ....... A policy, process, and/or procedure specifying how, after the NSPM completes the evaluation for
initial qualification, the sponsor will update the QTG with the results of the FAA-witnessed tests
and demonstrations together with the results of all the objective tests and demonstrations de-
scribed in the applicable QPS.
E.3.17. ....... A policy, process, and/or procedure specifying how the sponsor will make the MQTG available to
the NSPM upon request.
E.3.18. ....... A policy, process, and/or procedure specifying how the sponsor will apply to the NSPM to add (an)
additional qualification(s) to the Statement of Qualification.
E.3.19. ....... A policy, process, and/or procedure specifying how the sponsor accomplishes all applicable QPS
Attachment 2 objective tests each year in a minimum of four evenly spaced inspections as speci-
fied in the applicable QPS.
E.3.20. ....... A policy, process, and/or procedure specifying how the sponsor completes a functional preflight
check of the FSTD within the preceding 24 hours of FSTD use.
E.3.21. ....... A policy, process, and/or procedure specifying how the sponsor schedules with the NSPM con-
tinuing qualification evaluations not later than 60 days before the evaluation is due.
E.3.22. ....... A policy, process, and/or procedure specifying how the sponsor ensures that the FSTD has re-
ceived a continuing qualification evaluation at the interval as described in the respective MQTG,
allowing for the 1-month grace period before or after the calendar month required.
E.3.23. ....... A policy, process, and/or procedure describing that when a discrepancy is discovered the following
is recorded in the FSTD discrepancy log:
E.3.23.a. .... A description of each discrepancy is entered and remains in the log until the discrepancy is cor-
rected.
E.3.23.b. .... A description of the corrective action taken for each discrepancy, the identity of the individual tak-
ing the action, and the date that action is taken.
E.3.24 ........ A policy, process, and/or procedure specifying how the discrepancy log is kept in a form and man-
ner acceptable to the Administrator and is kept in or adjacent to the FSTD. (An electronic log
that may be accessed by an appropriate terminal or display in or adjacent to the FSTD is satis-
factory.).
E.3.25. ....... A policy, process, and/or procedure that requires each instructor, check airman, or representative
of the Administrator conducting training, evaluation, or flight experience for flight crew members,
and each person conducting the preflight inspection, who discovers a discrepancy, including any
missing, malfunctioning, or inoperative components in the FSTD, to write or cause to be written
a description of that discrepancy into the discrepancy log at the end of the FSTD preflight or
FSTD use session.
E.3.26. ....... A policy, process, and/or procedure specifying how the sponsor will (if operating an FSTD based
on an interim qualification), within twelve months of the release of the final aircraft data package
by the aircraft manufacturer (but no later than two years after the issuance of the interim quali-
fication status the sponsor) apply for initial qualification based on the final aircraft data package
approved by the aircraft manufacturer.
E.3.27. ....... A policy, process, and/or procedure specifying how the sponsor determines whether an FSTD
change qualifies as a modification as described in 14 CFR part 60..
E.3.28. ....... A policy, process, and/or procedure specifying how the sponsor will ensure the FSTD is modified in
accordance with any FSTD Directive regardless of the original qualification basis.
E.3.29. ....... A policy, process, and/or procedure specifying how, if an FSTD change is determined to be a
modification as defined in 14 CFR part 60, the sponsor will notify the NSPM and TPAA of their
intent to use the modified FSTD and to ensure that the modified FSTD will not be used prior to:
E.3.29.a. .... Twenty-one days since the sponsor notified the NSPM and the TPAA of the proposed modification
and the sponsor has not received any response from either the NSPM or the TPAA.
E.3.29.b. .... Twenty-one days since the sponsor notified the NSPM and the TPAA of the proposed modification,
and one has approved the proposed modification and the other has not responded.
E.3.29.c. ..... The FSTD successfully completing any evaluation the NSPM may require in accordance with the
standards for an evaluation for initial qualification or any part thereof before the modified FSTD
is placed in service.
TABLE E.3.—INFORMATION (SQMS) ASSESSMENT TOOL—ON-SITE—Continued

Rating
See Element
number Table ments
N P Y
E.3.30. ....... A policy, process, and/or procedure specifying how, after a FSTD modification is approved by the
NSPM, the sponsor will:
E.3.30.a. .... Post an addendum to the Statement of Qualification until such time as a permanent, updated state-
ment is received from the NSPM and posted.
E.3.30.b. .... Update the MQTG with current objective test results and appropriate objective data for each af-
fected objective test or other MQTG section that is affected by the modification.
E.3.30.c. ..... File in the MQTG the direction to make the modification and the record of the modification comple-
tion.
E.3.31. ....... A policy, process, and/or procedure specifying how the sponsor will track the length of time a com-
ponent has been missing, malfunctioning, or inoperative (MMI), including:
E.3.31.a. .... How the sponsor will post a list of MMI components in or adjacent to the FSTD.
E.3.31.b. .... How the sponsor will notify the NSPM if the MMI has not been repaired or replaced within 30 days;
or if the sponsor has a discrepancy prioritization system, describe how discrepancies are
prioritized and how the sponsor will notify the NSPM if the MMI has not been repaired or re-
placed within the specified timeframe.
E.3.32. ....... A policy, process, and/or procedure specifying how the sponsor will notify the NSPM and how the
sponsor will seek re-qualification of the FSTD if the FSTD is moved and reinstalled in a different
location.
E.3.33. ....... A policy, process, and/or procedure specifying how the sponsor will maintain control of the fol-
lowing documents: The sponsor must specify how these records are maintained in plain lan-
guage form or in coded form; but if the coded form is used, the sponsor must specify how the
preservation and retrieval of information will be conducted.].
E.3.33.a. .... The MQTG and each amendment thereto.
E.3.33.b. .... A record of all FSTD modifications required by this part since the issuance of the original State-
ment of Qualification.
E.3.33.c. ..... Results of the qualification evaluations (initial and each upgrade) since the issuance of the original
Statement of Qualification.
E.3.33.d. .... Results of the objective tests conducted in accordance with this part for a period of 2 years.
E.3.33.e. .... Results of the previous three continuing qualification evaluations, or the continuing qualification
evaluations from the previous 2 years, whichever covers a longer period.
E.3.33.f. ..... Comments obtained in accordance with this part for a period of at least 90 days.
E.3.33.g. .... A record of all discrepancies entered in the discrepancy log over the previous 2 years, including
the following:
E.3.33.g.1. A list of the components or equipment that were or are missing, malfunctioning, or inoperative.
E.3.33.g.2. The action taken to correct the discrepancy.
E.3.33.g.3. The date the corrective action was taken.
E.3.33.g.4. The identity of the person determining that the discrepancy has been corrected.
TABLE E.4.—INFORMATION SQMS ASSESSMENT TOOL—INITIAL (DESK)

EXPANDED (voluntary) elements Rating
see element as-
Element Com-
sessment table
number ments
N P Y
QUALITY MANAGEMENT SYSTEM MANUAL:
V.4.1. ..... Quality Management System Manual documentation includes:

V.4.1.a. .. The scope of the SQMS, including:
V.4.1.a.1. Responsibilities Matrix, or the equivalent, designating responsibility, by position, name or title, for ap-
proval and control of SQMS functions/elements.
V.4.1.a.2. Documented SQMS policies, processes and procedures listed in V.4.10, or reference to them.
V.4.1.a.3. A description of the sequence and interaction of the documented SQMS processes.
V.4.2. ..... Quality Management System Manual established as a controlled document that includes provision for
identification of current revision status and the date of last revision imprinted on each page con-
cerned.
QUALITY POLICY AND QUALITY OBJECTIVES:
V.4.3. ..... A quality policy that:

V.4.3.a. .. Is appropriate to the purpose of the organization.

V.4.3.b. .. Includes the concept of continual SQMS improvement.
V.4.3.c. .. Provides a framework for establishing and reviewing quality objectives.
V.4.4. ..... Quality objectives that:
V.4.4.a. .. Have been established for relevant SQMS functions at relevant levels within the organization.
TABLE E.4.—INFORMATION SQMS ASSESSMENT TOOL—INITIAL (DESK)—Continued

see element as-
Element Com-
sessment table
number ments
N P Y
V.4.4.b. .. Include the ultimate objective of providing the continuous presentation of a qualified FSTD, or FSTDs,
for credible flight training, evaluation and/or meeting experience requirements.
V.4.4.c. .. Are measurable and consistent with the Quality Policy.
MANAGEMENT COMMITMENT:
V.4.5. ..... A policy, process, and/or procedure that specifies how management will:
V.4.5.a. .. Ensure that the quality policy is communicated and understood at appropriate levels of the organiza-
tion.
V.4.5.b. .. Ensure that employees are aware of the relevance and importance of their activities and how they
contribute to the achievement of the quality objectives.
V.4.5.c. .. Ensure that the resources (human and financial) necessary to achieve the quality objectives are iden-
tified, planned and available.
V.4.5.d. .. Document management resource planning output.
V.4.5.e. .. Conduct and record periodic management reviews (stated minimum interval required) to:
(1) Evaluate planned resource allocation and ...........................................................................................
(2) Take action to ensure continuing suitability and effectiveness of the:.
V.4.5.e.1. Quality policy.
V.4.5.e.2. Quality objectives.
V.4.5.f. ... Verify implementation of proper corrective action/managed change on assessment deficiencies.
V.4.5.g. .. Record the results of corrective action/managed change on assessment deficiencies and report the
results to the NSPM.
DOCUMENT/RECORD CONTROL
V.4.6. ..... A Master List of internal and external documents that are actively utilized in the SQMS to ensure ef-
fective operation and control of the processes (identified, as applicable, by publisher/originator, title/
description, volume no./form no., revision no./version, effective date)..
Note: By implementing a policy, process or procedure that categorizes inactive/unused documents as
‘‘archived,’’ these documents: (1) May be left off of the Master List, (2) Must be controlled and (3)
Must be added to the Master List if/when they are subsequently activated [re: V.4.7.h.]..
V.4.7. ..... A policy, process, and/or procedure that specifies how the sponsor will provide for:
V.4.7.a. .. Approval of documents for adequacy prior to use.
V.4.7.b. .. Periodic review, updating, re-approval of documents (where necessary).
V.4.7.c. .. Identification of current document revision status including the date of last revision on each page con-
cerned.
V.4.7.d. .. Ensuring that current relevant versions of applicable documents are available at point-of-use.
V.4.7.e. .. Suitable identification of obsolete documents if they are retained for any purpose.
V.4.7.f. ... Preventing the unintended use of obsolete documents.
V.4.7.g. .. Ensuring that external-origin documents are identified & their distribution/accessibility controlled.
V.4.7.h. .. Protection and storage/archiving of records/documents.
V.4.8. ..... A policy, process, and/or procedure specifying how the sponsor will retain the following for a period of
two years (The sponsor must specify whether these records are maintained in plain language form
or in coded form. If the coded form is used, the sponsor must specify how the preservation retrieval
of information will be conducted.):
V.4.8.a. .. A record of training time lost due to FSTD discrepancies.
V.4.8.b. .. A record of the two most recent NSPM assessments.
V.4.8.c. .. A record of the two most recent Sponsor assessments.
V.4.8.d. .. SQMS Corrective Action records and/or Managed Change documentation (Including change per-
taining to assessment findings)
ASSIGNMENT of PERSONNEL/TRAINING
V.4.9. ..... A policy, process or procedure specifying how the sponsor will, for those performing inspection, test-
ing, engineering and normal, preventative and corrective maintenance on FSTDs:
V.4.9.a. .. Identify the necessary skill requirements.
V.4.9.b. .. Assign personnel that satisfy the identified skill requirements based upon experience, skills, education
or training
V.4.9.c. .. Maintain appropriate ongoing records of skill, experience, education and/or training qualifications for
assigned personnel.
V.4.9.d. .. Evaluate the adequacy/appropriateness of the skill requirements and the effectiveness of sponsor-
provided training, referencing, in part, the criteria for workmanship specified in V.4.11.d.
POLICY, PROCESS and/or PROCEDURE CONTROL
V.4.10. ... Documented policies, processes and/or procedures for essential QMS functions that directly affect
quality, including the relevant/essential sequence and interaction of these processes (Supported by
diagrams/flow charts/maps at sponsor’s discretion) to include:
TABLE E.4.—INFORMATION SQMS ASSESSMENT TOOL—INITIAL (DESK)—Continued

see element as-
Element Com-
sessment table
number ments
N P Y
V.4.10.a. Scheduling and tracking inspection, testing, engineering and normal and preventative maintenance on
FSTDs to verify that the specified qualification requirements for the FSTD are met.
V.4.10.b. A policy, process, and/or procedure specifying how the sponsor will determine FSTD training, evalua-
tion, and/or flight experience restrictions, including: (1) Implementation, status notification and co-
ordination with the sponsor’s training organization, other users and TPAA and (2) Removal of the
restrictions.
V.4.11. ... A policy, process, and/or procedure specifying how the sponsor will implement controlled conditions
to provide:
V.4.11.a. A suitable work environment.
V.4.11.b. Approval of equipment.
V.4.11.c. Availability of suitable equipment and suitable equipment maintenance.
V.4.11.d. Compliance with documented procedures and/or reference standards/codes set out in the Quality
Management System Manual.
V.4.11.e. Criteria for workmanship (e.g., written standards, representative samples or illustrations).
V.4.12. ... A policy, process, and/or procedure specifying how the sponsor will ensure use of current, valid
measuring and monitoring devices, including:
V.4.12.a. Recording the basis for their periodic, or prior to use, calibration.
V.4.12.b. Protecting them from damage and safeguarding them from adjustments that would invalidate their
calibration.
V.4.13. ... A policy, process, and/or procedure that specifies how the sponsor will record NSPM assessments.
INTERNAL ASSESSMENT
V.4.14. ... A policy, process, and/or procedure that specifies how the sponsor will conduct internal assessments
to determine that the SQMS: (1) Has been effectively implemented and maintained, (2) Conforms
to regulatory standards and (3) Conforms to SQMS requirements in accordance with documented
procedures, as follows:
V.4.14.a. Responsibilities and requirements for conducting assessments.]
V.4.14.b. Assessment frequency (at least annually).
V.4.14.c. Assessment scope.
V.4.14.d. How assessments are conducted and recorded.
V.4.14.e. Personnel other than those who control/perform the activity, process, procedure or practice being as-
sessed conduct the assessment (Authorization to deviate from this standard may be approved by
the NSPM for those sponsors that have limited personnel resources).
V.4.14.f. When, how and by whom the results of such assessments and the associated corrective action/man-
aged change are reported to Responsible Management and the NSPM.
CORRECTIVE ACTION/MANAGED CHANGE (For Other Than FSTD Operational Discrepancies)
V.4.15. ... A policy, process, and/or procedure that specifies how a perceived need for change will:
V.4.15.a. Be validated (determined), and if valid, be activated as a Change Initiative.
If processed as a Corrective Action:
V.4.15.b. Determine the cause.
V.4.15.c. Determine and implement corrective action.
V.4.15.d. Record the action taken.
V.4.15.e. Evaluate the effectiveness of the action taken.
V.4.15.f. Record the results of this evaluation.
V.4.15.g. Evaluate the need for further action to prevent recurrence.
If processed as a Managed Change:
V.4.15.h. Analyze and determine action on the Change Initiative.
V.4.15.i. Establish the Scope of Change.
V.4.15.j. Develop a Change Plan.
V.4.15.k. Review the Change Plan.
V.4.15.l. Implement the Approved Change Plan.
V.4.15.m. Evaluate the implemented change.
V.4.15.n. Review the evaluation.
TABLE E.5.—INFORMATION—SQMS ASSESSMENT TOOL—ON-SITE

Rating— Com-
See Element ments
Assessment (Des-
Element number EXPANDED (Voluntary) Elements
Table ignate
N/A
N P Y Elements)
There is evidence that the element is:

(4) (1) Being utilized/applied as is appropriate/necessary;
TABLE E.5.—INFORMATION—SQMS ASSESSMENT TOOL—ON-SITE—Continued

Rating— Com-
See Element ments
Assessment (Des-
Element number EXPANDED (Voluntary) Elements Table ignate
N/A
N P Y Elements)
(4) (2) Being utilized/applied as stated/specified/defined in the QMS;

(4) (3) Achieving/producing effective results.
QUALITY MANAGEMENT SYSTEM MANUAL:
V.5.1. ............................................. Quality Management System Manual containscurrent:

V.5.1.a. .......................................... Responsibilities Matrix, or the equivalent, designating responsibility by posi-
tion, name or title for approval and/or control of essential QMS functions/
elements.
V.5.1.b. .......................................... Documented SQMS processes and procedures listed in V.5.10, or reference
to them.
V.5.1.c. ........................................... Descriptions of the sequence and interaction of the documented SQMS
processes.
V.5.2. ............................................. The Quality Management System Manual is being properly controlled and in-
cludes identification of current revision status and the date of last revision
imprinted on each page concerned.
QUALITY POLICY AND QUALITY OBJECTIVES:
V.5.3. ............................................. Currently stated quality policy:

V.5.3.a. .......................................... Is appropriate for the organization.
V.5.3.b. .......................................... Includes the concept of continual SQMS improvement.
V.5.4. ............................................. Current written quality objectives:
V.5.4.a. .......................................... Exist for relevant QMS functions at relevant levels within the organization.
V.5.4.b. .......................................... Include the ‘‘ultimate objective’’ of providing continuous presentation of a
qualified FSTD, or FSTDs, for credible flight training, evaluation and/or
meeting experience requirements.
V.5.4.c. ........................................... Are measurable and consistent with the Quality Policy.
MANAGEMENT COMMITMENT:
V.5.5. ............................................. Management is using their stated SQMS method(s) to:

V.5.5.a. .......................................... Communicate and ensure that the quality policy is understood at appropriate
levels of the organization.
V.5.5.b. .......................................... Ensure that employees are aware of the relevance and importance of their
activities and how they contribute to the achievement of the quality objec-
tives.
V.5.5.c. ........................................... Allocate resources (human and financial), using documented resource plan-
ning output, and implement action necessary to achieve planned oper-
ational results/quality objectives.
V.5.5.d. .......................................... Document resource planning output.
V.5.5.e. .......................................... Conduct periodic recorded management reviews (in compliance with stated
minimum interval) to evaluate and take action (corrective action/managed
change) to ensure continuing suitability and effectiveness of the:
v.5.5.e.1. ........................................ Quality policy.
v.5.5.e.2. ........................................ Quality objectives.
V.5.5.f. ........................................... Verify implementation of proper corrective action/managed change on as-
sessment deficiencies.
V.5.5.g. .......................................... Record the results of corrective action/managed change on assessment defi-
ciencies and report the results to the NSPM.
DOCUMENT/RECORD CONTROL
V.5.6. ............................................. Internal and external documents:

V.5.6.a. .......................................... That are actively utilized in the SQMS to ensure effective operation and con-
trol of the processes are:
v.5.6.a.1. ........................................ On the Master List of Documents, including documents originally categorized
as ‘‘archived’’ that have been activated.
V.5.6.a.2. ....................................... Adequately identified by publisher/originator, title/description, volume no./
form no., revision no./version, or effective date..
V.5.6.b. .......................................... That are inactive/unused are being controlled according to the approved
‘‘archiving’’ policy [re: V.5.7.h.].
V.5.7. ............................................. Stated SQMS method(s) for:
V.5.7.a. .......................................... Approval of documents for adequacy prior to issue.
V.5.7.b. .......................................... Periodically (where necessary) reviewing documents and records and updat-
ing/re-approving them.
V.5.7.c. ........................................... Maintaining current revision(s) and entering revision status and the date of
last revision on each page concerned.
V.5.7.d. .......................................... Maintaining current relevant versions of applicable documents at point-of-use.

Rating— Com-
See Element ments
Assessment (Des-
N/A
N P Y Elements)
V.5.7.e. .......................................... Suitably identifying and designating obsolete documents if they are retained
for any purpose.
V.5.7.f. ........................................... Preventing unintended use of obsolete documents.
V.5.7.g. .......................................... Identifying and controlling distribution/accessibility of documents of external
origin.
V.5.7.h. .......................................... Adequately protecting and storing/archiving records/documents.
V.5.8. ............................................. Documents/records have been retained for two years, in plain language form
or in coded form, as follows:
V.5.8.a. .......................................... Training time lost due to FSTD discrepancies.
V.5.8.b. .......................................... Two most recent NSPM assessments.
V.5.8.c. ........................................... Two most recent Sponsor assessments.
V.5.8.d. .......................................... SQMS Corrective Action records and/or Managed Change documentation
(Including change pertaining to assessment findings).
V.5.8.e. .......................................... Documented Management Resource Planning output and review.
ASSIGNMENT of PERSONNEL/TRAINING
V.5.9. ............................................. Stated SQMS method(s) for:

V.5.9.a. .......................................... Assignment of personnel to perform inspection, testing, engineering and nor-
mal, preventative and corrective maintenance on FSTDs based upon ex-
perience, skills, education or training that satisfies the identified skill re-
quirements.
V.5.9.b. .......................................... Maintaining appropriate records of experience, skills, education or training to
indicate that the qualifications of the assigned personnel satisfy the stated
skill requirements.
V.5.9.c. ........................................... Evaluating the: (1) Adequacy/appropriateness of the identified skill require-
ments and (2) Effectiveness of sponsor-provided training, utilizing, in part,
the criteria for workmanship specified in V.5.11.d.
POLICY, PROCESS and/or PROCEDURE CONTROL
V.5.10. ........................................... Documented policies, processes and/or procedures for essential SQMS
functions, including the relevant/essential sequence and interaction of
these processes (Supported by diagrams/flow charts/maps at sponsor’s
discretion) to include:
V.5.10.a. ........................................ Scheduling and tracking inspection, testing, engineering and normal and pre-
ventative maintenance on FSTDs to verify that the specified qualification
requirements for the FSTD are met.
V.5.10.b. ........................................ Determination of FSTD training, evaluation, and/or flight experience restric-
tions, including their implementation, status notification and coordination
with the sponsor’s training organization, other users and TPAA and re-
moval of the restrictions.
V.5.11. ........................................... Implementation of controlled conditions that provide:
V.5.11.a. ........................................ A suitable work environment.
V.5.11.b. ........................................ Approval of equipment.
V.5.11.c. ......................................... Availability of suitable equipment and suitable equipment maintenance.
V.5.11.d. ........................................ Compliance with documented procedures and/or reference standards/codes
as set out in the Quality Management System Manual.
V.5.11.e. ........................................ Utilization of criteria for workmanship (e.g., written standards, representative
samples/illustrations).
V.5.12. ........................................... Implementation of controlled conditions that provide availability of current,
valid measuring/monitoring devices that are consistent with measurement
requirements, including:
V.5.12.a. ........................................ Recording the basis for the periodic, or prior to use, calibration of measure-
ment devices.
V.5.12.b. ........................................ Protection of measurement devices from damage and safeguarding them
from adjustments that would invalidate their calibration.
V.5.13. ........................................... The method used to record NSPM assessments, including all recommenda-
tions and corrective action/managed change taken.
INTERNAL ASSESSMENT
V.5.14. ........................................... Internal assessments have been conducted to determine that: (1) The
SQMS has been effectively implemented and maintained, (2) Conforms to

regulatory standards and (3) Conforms to SQMS requirements in accord-
ance with documented procedures, including:.
V.5.14.a. ........................................ Assignment of responsibilities and requirements for conducting assessments.
V.514.b. ......................................... Assessment frequency.

Rating— Com-
See Element ments
Assessment (Des-
N/A
N P Y Elements)
V.5.14.c. ......................................... Adequate assessment scope.

V.5.14.d. ........................................ Assessment methodology and recording.
V.5.14.e. ........................................ Personnel, other than those who control/perform the activity, process, proce-
dure or practice being assessed, conducted the assessment (Note any
NSPM approved authorization to deviate from this requirement for spon-
sors that have limited personnel resources).
V.5.14.f. ......................................... Reporting assessment results to Responsible Management and the NSPM.
CORRECTIVE ACTION/MANAGED CHANGE (For Other Than FSTD Operational Discrepancies)
V.5.15. ........................................... The policy, process, and/or procedure that specifies how a perceived need
for change will:
V.5.15.a. ........................................ Be validated (determined), and if valid, be activated as a Change Initiative.
If processed as a Corrective Action:
V.5.15.b. ........................................ Determine the cause.
V.5.15.c. ......................................... Determine and implement corrective action.
V.5.15.d. ........................................ Record the action taken.
V.5.15.e. ........................................ Evaluate the effectiveness of the action taken.
V.5.15.f. ......................................... Record the results of this evaluation.
V.5.15.g. ........................................ Evaluate the need for further action to prevent recurrence.
—.
If processed as a Managed Change:.
V.5.15.h. ........................................ Analyze and determine action on the Change Initiative.
V.5.15.i. .......................................... Establish the Scope of Change.
V.5.15.j. .......................................... Develop a Change Plan.
V.5.15.k. ......................................... Review the Change Plan.
V.5.15.l. .......................................... Implement the Approved Change Plan.
V.5.15.m. ....................................... Evaluate the implemented change.
V.5.15.n. ........................................ Review the evaluation.
ER30OC06.054</GPH>
ER30OC06.055</GPH>
BILLING CODE 4910–73–C same FSTD platform, cockpit shell, motion world’’ terrain, instrument approach
Appendix F to Part 60—Definitions and system, visual system, computers, and procedures, navigation aids, maps, and visual
necessary peripheral equipment can thus be modeling detail sufficient to enable
Abbreviations for Flight Simulation used in more than one simulation. completion of an Airline Transport Pilot
Training Devices Critical Engine Parameter—is the Certificate or Type Rating.
lllllllllllllllllllll parameter, which is the most accurate Flight experience—Flight experience
measure of propulsive force. means recency of flight experience for
Begin Information Deadband—is the amount of movement of landing credit purposes. (Part 60)
1. The definitions presented below in Italic the input for a system for which there is no Flight simulation training device (FSTD)
type face are repeated from the regulatory reaction in the output or state of the system means a full flight simulator (FFS) or a flight
definitions found in part 1 or part 60, as observed. training device (FTD). (Part 1)
indicated. In the event that a discrepancy Distance—is the length of space between Flight test data—(a subset of Objective
exists between a definition found here, and two points and is expressed in terms of data) Aircraft data collected by the aircraft
one found in part 1 or part 60, the part 1 or nautical miles unless specified otherwise. manufacturer (or other supplier of data that
part 60 definition prevails. Discrepancy—as used in this part, means are acceptable to the NSPM) during an
an aspect of the FSTD that is not correct with aircraft flight test program. (Part 60)
End Information respect to the aircraft being simulated. This Flight training device (FTD) means a
lllllllllllllllllllll includes missing, malfunctioning, and/or replica of aircraft instruments, equipment,
lllllllllllllllllllll inoperative components that are required to panels, and controls in an open flight deck
be present and operate correctly for training, area or an enclosed aircraft cockpit replica.
Begin QPS Requirements evaluation, and experience functions to be It includes the equipment and computer
2. Definitions. creditable. It also includes errors in the programs necessary to represent aircraft (or
documentation used to support the FSTD set of aircraft) operations in ground and flight
1st Segment—is that portion of the takeoff (e.g., errors in, or information missing from, conditions having the full range of
profile from liftoff to gear retraction. the MQTG, required statements from capabilities of the systems installed in the
2nd Segment—is that portion of the takeoff appropriately qualified personnel). device as described in part 60 of this chapter
profile from after gear retraction to initial Downgrade—is a permanent change in the and the qualification performance standard
flap/slat retraction.
qualification level of an FSTD to a lower (QPS) for a specific FTD qualification level.
3rd Segment—is that portion of the takeoff
level. (Part 1)
profile after flap/slat retraction is complete.
Driven—is a test method where the input Free Response—is the response of the
Aircraft data package—is a combination of
stimulus or variable is positioned by FSTD after completion of a control input or
the various types of data used to design,
automatic means, generally a computer disturbance.
program, manufacture, modify, and test the
input. Frozen—is a test condition where one or
FSTD.
Electronic Copy of the MQTG—an more variables are held constant with time.
Airspeed—is calibrated airspeed unless
electronic copy of the MQTG provided by an FSTD Approval—is the extent to which an
otherwise specified and is expressed in terms
electronic scan presented in a Portable FSTD may be used by a certificate holder as
of nautical miles per hour (knots).
Altitude—is pressure altitude (meters or Document File (PDF), or similar format, authorized by the FAA. It takes into account
feet) unless specified otherwise. acceptable to the NSPM. aircraft to FSTD differences and the training
Angle of attack—is the angle between the Electronic Master Qualification Test ability of the organization.
airplane longitudinal axis and the relative Guide—is an electronic version of the MQTG FSTD Directive—A document issued by the
wind vector projected onto the airplane plane (eMQTG), where all objective data obtained FAA to an FSTD sponsor, requiring a
of symmetry. from airplane testing, or another approved modification to the FSTD due to a recognized
Automatic Testing—is FSTD testing source, together with correlating objective safety-of-flight issue and amending the
wherein all stimuli are under computer test results obtained from the performance of qualification basis for the FSTD. (Part 60)
control. the FSTD and a description of the equipment FSTD Latency—is the additional time
Bank—is the airplane attitude with respect necessary to perform the evaluation for the beyond that of the response time of the
to or around the longitudinal axis, or roll initial and the continuing qualification aircraft due to the response of the FSTD.
angle (degrees). evaluations is stored, archived, or presented FSTD Performance—The overall
Breakout—is the force required at the in either reformatted or digitized electronic performance of the FSTD includes aircraft
pilot’s primary controls to achieve initial format. performance (e.g., thrust/drag relationships,
movement of the control position. Engine—as used in this part, means the climb, range) as well as flight and ground
Certificate holder—A person issued a appliance or structure that supplies handling. (Part 60)
certificate under parts 119, 141, or 142 of this propulsive force for movement of the aircraft: Full flight simulator (FFS) means a replica
chapter or a person holding an approved i.e., the turbine engine for turbine powered of a specific type; or make, model, and series
course of training for flight engineers in aircraft; the turbine engine and propeller aircraft cockpit. It includes the assemblage of
accordance with part 63 of this chapter. (Part assembly for turbo-propeller powered equipment and computer programs necessary
60) aircraft; and the reciprocating engine and to represent aircraft operations in ground and
Closed Loop Testing—is a test method for propeller assembly for reciprocating engine flight conditions, a visual system providing
which the input stimuli are generated by powered aircraft. For purposes of this part, an out-of-the-cockpit view, a system that
controllers, which drive the FSTD to follow engine failure is the failure of either the provides cues at least equivalent to those of
a pre-defined target response. engine, or propeller assembly, to provide a three-degree-of-freedom motion system,
Computer Controlled Airplane—is an thrust higher than idle power thrust due to and has the full range of capabilities of the
airplane where all pilot inputs to the control a failure of either the engine or the propeller systems installed in the device as described
surfaces are transferred and augmented by assembly. in part 60 of this chapter and the
computers. Evaluation—With respect to an individual, qualification performance standards (QPS)
Control Sweep—is movement of the the checking, testing, or review associated for a specific FFS qualification level. (Part 1)
appropriate pilot controller from neutral to with flight crewmember qualification, Generic Airport—is a Class III visual model
an extreme limit in one direction (Forward, training, and certification under parts 61, 63, that combines correct navigation aids for a
Aft, Right, or Left), a continuous movement 121, or 135 of this chapter. With respect to real world airport with a visual model which
back through neutral to the opposite extreme an FSTD, the qualification activities (e.g., the does not correctly depict that same airport.
position, and then a return to the neutral objective and subjective tests, the Grandfathering—as used in this part,
position. inspections, or the continuing qualification means the practice of assigning a

Convertible FSTD—is an FSTD in which evaluations) associated with the qualification basis for an FSTD, based on the
hardware and software can be changed so requirements of this part. (Part 60) period of time during which a published set
that the FSTD becomes a replica of a different Fictional Airport—is a visual model of an of standards governed the requirements for
model, usually of the same type aircraft. The airport that is a collection of non-‘‘real the initial and continuing qualification of
FSTDs. Each FSTD manufactured during this Manual Testing—is FSTD testing Simulators; Appendix D, for Helicopter
specified period of time is ‘‘grandfathered,’’ conducted without computer inputs except Flight Training Devices; Appendix E, for
or is ‘‘held to the standards’’ that are, or for initial setup and all modules of the Quality Management Systems for Flight
were, in effect during that time period. The simulation are active. Simulation Training Devices; and Appendix
grandfathered standards remain applicable to Master Qualification Test Guide (MQTG)— F, for Definitions and Abbreviations for
each FSTD manufactured during the stated The FAA-approved Qualification Test Guide Flight Simulation Training Devices. (Part 60)
time period, regardless of any subsequent with the addition of the FAA-witnessed test Qualification Test Guide (QTG)—The
modification to those standards and results, applicable to each individual FSTD. primary reference document used for
regardless of the sponsor, as long as the FSTD (Part 60) evaluating an aircraft FSTD. It contains test
remains continuously qualified or is Medium—is the normal operational weight results, statements of compliance and
maintained in a non-qualified status in for a given flight segment. capability, the configuration of the aircraft
accordance with the specific requirements National Simulator Program Manager simulated, and other information for the
and time periods set out in this part. Each (NSPM)—The FAA manager responsible for evaluator to assess the FSTD against the
FSTD manufactured prior to the beginning the overall administration and direction of applicable regulatory criteria. (Part 60)
date (or manufactured after the ending date) the National Simulator Program (NSP), or a Quality Management System (QMS)—the
of a designated grandfather time period person approved by that FAA manager. (Part aviation standard for flight simulation
would have as its qualification basis, the 60) quality-systems that can be used for external
standards in effect during the time period Nominal—is the normal operating quality-assurance purposes. It is a collection
prior to, or subsequent to, the designated configuration, atmospheric conditions, and of generic and independent requirements
period. flight parameters for the flight segment unrelated to any specific industry or
Gross Weight—For objective test purposes: specified. economic sector. It is not designed to enforce
Basic Operating Weight—(BOW) is the Non-Normal Control—is a term used in uniformity of quality systems, but to identify
empty weight of the aircraft plus the weight reference to Computer Controlled Airplanes the processes needed, determine the
of the following: normal oil quantity; lavatory and is the state where one or more of the sequence and interaction of these processes,
servicing fluid; potable water; required intended control, augmentation, or protection determine criteria and methods required to
crewmembers and their baggage; and functions are not fully working. NOTE: ensure the effective operation and control of
emergency equipment. Specific terms such as ALTERNATE, these processes, ensure the availability of
Near Maximum Gross Weight—is a weight DIRECT, SECONDARY, or BACKUP may be information necessary to support the
chosen by the sponsor or data provider that used to define an actual level of degradation. operation and monitoring of these processes,
is not less than the basic operating weight Normal Control—is a term used in measure, monitor and analyze these
(BOW) of the airplane being simulated plus reference to Computer Controlled Airplanes processes, and implement the actions
80% of the difference between the maximum and is the state where the intended control, necessary to achieve planned results. The
certificated gross weight (either takeoff augmentation, and protection functions are design and implementation of a specific
weight or landing weight, as appropriate for fully working. quality management system is influenced by
the test) and the BOW. Objective data—Quantitative data, the varying needs of the individual sponsor,
Light Gross Weight—is a weight chosen by acceptable to the NSPM, used to evaluate the their particular objectives, the flight
the sponsor or data provider that is not more FSTD. simulation products and services supplied,
than 120% of the BOW of the airplane being Objective test—A quantitative and the processes and specific practices
simulated or as limited by the minimum measurement and evaluation of FSTD employed.
practical operating weight of the test performance. (Part 60) Real-World Airport—as used in this part in
airplane. Pitch—is the airplane attitude with respect reference to airport visual models, means a
Medium Gross Weight—is a weight chosen to, or around, the lateral axis expressed in computer generated visual depiction of an
by the sponsor or data provider that is degrees. airport that exists in reality.
approximately ±10% of the average of the Power Lever Angle (PLA)—is the angle of Representative—When used as an adjective
numerical values of the BOW and the the pilot’s primary engine control lever(s) in in this part, means typical, demonstrative, or
maximum certificated gross weight. the cockpit. This may also be referred to as characteristic of, or with respect to, the
Ground Effect—is the change in THROTTLE or POWER LEVER. feature being described. For example:
aerodynamic characteristics due to Predicted data—Estimations or 1. ‘‘Representative sampling of tests’’
modification of the airflow past the aircraft extrapolations of either existing flight test means a sub-set of the complete set of all
caused by the proximity of the Earth’s surface data or data from other simulation models tests such that the sample includes one or
to the airplane. using engineering analyses, engineering more of the tests in each of the major
Hands Off—is a test maneuver conducted simulations, design data, and/or wind tunnel categories, the results of which would
without pilot control inputs. data. (Part 60) provide the evaluator a typical, or overall,
Hands On—is a test maneuver conducted Protection Functions—are systems understanding of the performance and/or
with pilot control inputs as required. functions designed to protect an airplane handling characteristics of the FSTD.
Heave—is FSTD movement with respect to from exceeding its flight maneuver 2. ‘‘Representative airport model’’ (or
or along the vertical axis. limitations. ‘‘ground/airborne traffic,’’ ‘‘lights,’’ ‘‘runway/
Height—is the height above ground level Pulse Input—is a step input to a control taxiway markings,’’ ‘‘terrain,’’ ‘‘weather
(or AGL) expressed in meters or feet. followed by an immediate return to the phenomena’’) means a computer generated
‘‘In Use’’ Runway—as used in this part, initial position. visual depiction of a real-world or fictional
means the runway that is ‘‘active,’’ (is Qualification level—The categorization of airport (or traffic, lights, markings, terrain,
currently ‘‘selected’’ and able to be used for an FSTD established by the NSPM, based on weather phenomena.) that is typical or
takeoffs and landings) and has the surface the FSTDs demonstrated technical and characteristic of an airport (or traffic, lights,
lighting and markings required by this part. operational capabilities as set out in this part. markings, terrain, weather phenomena)
Integrated Testing—is testing of the FSTD (Part 60) regularly used or seen by the sponsor, or the
such that all aircraft system models are active Qualification Performance Standard sponsor’s client using the FSTD, in normal
and contribute appropriately to the results (QPS)—The collection of procedures and operations.
where none of the models used are criteria published by the FAA to be used Reversible Control System—is a control
substituted with models or other algorithms when conducting objective tests and system in which movement of the control
intended for testing only. subjective tests, including general FSTD surface will backdrive the pilot’s control in
Irreversible Control System—is a control requirements, for establishing FSTD the cockpit.
system in which movement of the control qualification levels. The QPS are published Roll—is the airplane attitude with respect
surface will not backdrive the pilot’s control in the appendices to this part, as follows: to, or around, the longitudinal axis expressed
in the cockpit. Appendix A, for Airplane Simulators; in degrees.
Locked—is a test condition where one or Appendix B, for Airplane Flight Training Set of aircraft—Aircraft that share similar
more variables are held constant with time. Devices; Appendix C, for Helicopter handling and operating characteristics and
similar operating envelopes and have the Transport Delay or ‘‘Throughput’’—is the lb(s) pound(s), one (1) pound = 0.44
same number and type of engines or power total FSTD system processing time required decaNewton.
plants. (Part 60) for an input signal from a pilot primary flight LDP Landing decision point.
Sideslip Angle—is the angle between the control until motion system, visual system, M,m Meters, 1 Meter = 3.28083 feet.
relative wind vector and the airplane plane or instrument response. It is the overall time Min(s) Minute, minutes.
of symmetry. (note: this definition replaces delay incurred from signal input until output MLG Main Landing Gear.
the current definition of ‘‘sideslip.’’) response. It does not include the Mpa MegaPascals (1 psi = 6894.76 pascals).
Simulation Quality Management System characteristic delay of the airplane simulated. ms millisecond(s).
(SQMS)—consists of the required and Upgrade—The improvement or N NORMAL CONTROL Used in reference
voluntary elements of a quality management enhancement of an FSTD for the purpose of to Computer Controlled Airplanes.
system for FSTD continuing qualification. achieving a higher qualification level. (Part nm Nautical Mile(s) 1 Nautical Mile = 6,080
Snapshot—is a presentation of one or more 60) feet.
variables at a given instant of time. Validation Data—Objective data used to NN NON-NORMAL CONTROL Used in
Special Evaluation—is an evaluation of the determine if the FSTD performance is within reference to Computer Controlled
FSTD for purposes other than initial, the tolerances prescribed in the QPS. Airplanes.
upgrade, or continuing qualification. Validation Test—An objective test whereby N1 Low Pressure Rotor revolutions per
Circumstances that might indicate the need FSTD parameters are compared to the minute, expressed in percent of maximum.
for a special evaluation would include, but relevant validation data to ensure that the N2 High Pressure Rotor revolutions per
not necessarily be limited to, the following: FSTD performance is within the tolerances minute, expressed in percent of maximum.
after the FSTD is moved and reinstalled at prescribed in the QPS. N3 High Pressure Rotor revolutions per
another location; after an update to FSTD Visual Data Base—is a display that may minute, expressed in percent of maximum.
software or hardware that might affect include one or more visual models. NWA Nosewheel Angle (degrees).
performance or flying qualities; after a Visual Model—is a collection of one or OGE Out of ground effect.
substantial update to FSTD avionics packages more visual scenes of an airport or portion(s) PAPI Precision Approach Path Indicator
(e.g., autopilot, flight management systems); of an airport. System.
after substantial modifications to FSTD Visual System Response Time—is the Pf Impact or Feel Pressure, often expressed
configuration; after a complaint is received interval from a control input to the as ‘‘q.’’
from a credible source indicating that the PLA Power Lever Angle.
completion of the visual display scan of the
FSTD does not perform or handle like the PLF Power for Level Flight.
first video field containing the resulting
aircraft it simulates. psi pounds per square inch.
different information.
Sponsor—A certificate holder who seeks or QPS Qualification Performance Standard.
Yaw—is airplane attitude with respect to,
maintains FSTD qualification and is RAE Royal Aerospace Establishment.
or around, the vertical axis expressed in
responsible for the prescribed actions as set R/C Rate of Climb (meters/sec or feet/min).
degrees.
out in this part and the QPS for the R/D Rate of Descent (meters/sec or feet/
appropriate FSTD and qualification level. 3. Abbreviations. min).
(Part 60) AFM Approved Flight Manual. REIL Runway End Identifier Lights.
Statement of Compliance and Capability AlL Above Ground Level (meters or feet). RVR Runway Visual Range (meters or feet).
s second(s).
(SOC)—is a declaration that specific AOA Angle of Attack (degrees).
sec(s) second, seconds.
requirements have been met. It must declare APD Aircrew Program Designee.
sm Statute Mile(s) 1 Statute Mile = 5,280
that compliance with the requirement is CCA Computer Controlled Airplane.
feet.
achieved and explain how the requirement is cd/m2 candela/meter2, 3.4263 candela/m2 =
SOC Statement of Compliance and
met (e.g., gear modeling approach, coefficient 1 ft-Lambert.
Capability.
of friction sources). It must also describe the CFR Code of Federal Regulations.
Tf Total time of the flare maneuver
capability of the FSTD to meet the cm(s) centimeter, centimeters.
duration.
requirement (e.g., computer speed, visual daN decaNewtons, one (1) decaNewton =
Ti Total time from initial throttle movement
system refresh rate). In doing this, the 2.27 pounds.
until a 10% response of a critical engine
statement must provide references to needed deg(s) degree, degrees.
parameter.
sources of information for showing DOF Degrees-of-freedom. TIR Type Inspection Report.
compliance, rationale to explain how the eMQTG Electronic Master Qualification T/O Takeoff.
referenced material is used, mathematical Test Guide. Tt Total time from Ti to a 90% increase or
equations and parameter values used, and EPR Engine Pressure Ratio. decrease in the power level specified.
conclusions reached. FAA Federal Aviation Administration VASI Visual Approach Slope Indicator
Step Input—is an abrupt control input held (U.S.). System.
at a constant value. fpm feet per minute. VGS Visual Ground Segment.
Subjective test—A qualitative assessment ft foot/feet, 1 foot = 0.304801 meters. V1 Decision speed.
of the performance and operation of the ft-Lambert foot-Lambert, 1 ft-Lambert = V2 Takeoff safety speed.
FSTD. (Part 60) 3.4263 candela/m2. Vmc Minimum Control Speed.
Surge—is FSTD movement with respect to g Acceleration due to Gravity (meters or Vmca Minimum Control Speed in the air.
or along the longitudinal axis. feet/sec2); 1 g = 9.81 m/sec2 or 32.2 feet/ Vmcg Minimum Control Speed on the
Sway—is FSTD movement with respect to sec2. ground.
or along the lateral axis. G/S Glideslope. Vmcl Minimum Control Speed—Landing.
Time History—is a presentation of the IATA International Airline Transport Vmu The speed at which the last main
change of a variable with respect to time. Association. landing gear leaves the ground.
Training Program Approval Authority ICAO International Civil Aviation VR Rotate Speed.
(TPAA)—A person authorized by the Organization. Vs Stall Speed or minimum speed in the
Administrator to approve the aircraft flight IGE In ground effect. stall.
training program in which the FSTD will be ILS Instrument Landing System. WAT Weight, Altitude, Temperature.
used. (Part 60) IQTG International Qualification Test
Training Restriction—is a temporary Guide. End QPS Requirements
condition where, due to a Missing, km Kilometers 1 km = 0.62137 Statute
Malfunctioning, or Inoperative (MMI) Miles. PART 121—OPERATING
Component condition, the FSTD may kPa KiloPascal (Kilo Newton/Meters2). 1 REQUIREMENTS: DOMESTIC, FLAG,
continue to be used at the qualification level psi = 6.89476 kPa. AND SUPPLEMENTAL OPERATIONS
indicated on its SOQ but restricted from kts Knots calibrated airspeed unless
accomplishing the task for which the correct otherwise specified, 1 knot = 0.5148 m/sec ■ 7. The authority citation for part 121
function of the MMI component is required. or 1.689 ft/sec. continues to read as follows:
Authority: 49 U.S.C. 106(g), 1153, 40101, command in an airplane of the group in in command the certification check required
40102, 40103, 40113, 41721, 44105, 44106, which that pilot is instructing or checking. by § 61.153 of this chapter.
44111, 44701–44717, 44722, 44901, 44903, 4. A procedure to ensure that each 2. Upgrade to pilot-in-command training
44904, 44906, 44912, 44914, 44936, 44938, instructor and check airman actively and the certification check when the pilot—
46103, 46105. participates in either an approved regularly a. Has previously qualified as second in
scheduled line flying program as a flight command in the equipment to which the
■ 8. Revise Appendix H to part 121 to crewmember or an approved line observation pilot is upgrading;
program in the same airplane type for which b. Has at least 500 hours of actual flight
read as follows:
that person is instructing or checking. time while serving as second in command in
Appendix H to Part 121—Advanced 5. A procedure to ensure that each an airplane of the same group; and
Simulation instructor and check airman is given a c. Is currently serving as second in
minimum of 4 hours of training each year to command in an airplane in this same group.
This appendix provides guidelines and a become familiar with the operator’s advanced 3. Initial pilot-in-command training and
means for achieving flightcrew training in simulation training program, or changes to it, the certification check when the pilot—
advanced airplane simulators. The and to emphasize their respective roles in the
a. Is currently serving as second in
requirements in this appendix are in addition program. Training for simulator instructors
command in an airplane of the same group;
to the simulator approval requirements in and check airmen must include training
policies and procedures, instruction methods b. Has a minimum of 2,500 flight hours as
§ 121.407. Each simulator used under this
and techniques, operation of simulator second in command in an airplane of the
appendix must be approved as a Level B, C, same group; and
or D simulator, as appropriate. controls (including environmental and
trouble panels), limitations of the simulator, c. Has served as second in command on at
Advanced Simulation Training Program and minimum equipment required for each least two airplanes of the same group.
course of training. 4. For all second-in-command pilot
For an operator to conduct Level C or D
6. A special Line Oriented Flight Training applicants who meet the aeronautical
training under this appendix all required
(LOFT) program to facilitate the transition experience requirements of § 61.159 of this
simulator instruction and checks must be
from the simulator to line flying. This LOFT chapter in the airplane, the initial and
conducted under an advanced simulation
program must consist of at least a 4-hour upgrade training and checking required by
training program approved by the
course of training for each flightcrew. It also this part, and the certification check
Administrator for the operator. This program
must contain at least two representative flight requirements of § 61.153 of this chapter.
must also ensure that all instructors and
check airmen used in appendix H training segments of the operator’s route. One of the Level D
and checking are highly qualified to provide flight segments must contain strictly normal
operating procedures from push back at one Training and Checking Permitted
the training required in the training program.
airport to arrival at another. Another flight Except for the requirements listed in the
The advanced simulation training program
segment must contain training in appropriate next sentence, all pilot flight training and
must include the following:
abnormal and emergency flight operations. checking required by this part and the
1. The operator’s initial, transition,
upgrade, and recurrent simulator training Level B certification check requirements of
programs and its procedures for re- § 61.153(g) of this chapter. The line check
Training and Checking Permitted required by § 121.440, the static airplane
establishing recency of experience in the
simulator. 1. Recency of experience (§ 121.439). requirements of appendix E of this part, and
2. How the training program will integrate 2. Night takeoffs and landings (Part 121, the operating experience requirements of
Level B, C, and D simulators with other Appendix E). § 121.434 must still be performed in the
simulators and training devices to maximize 3. Landings in a proficiency check without airplane.
the total training, checking, and certification the landing on the line requirements
Issued in Washington, DC, on August 28,
functions. (§ 121.441).
2006.
3. Documentation that each instructor and Level C Marion C. Blakey,
check airman has served for at least 1 year
in that capacity in a certificate holder’s Training and Checking Permitted Administrator.
approved program or has served for at least 1. For all pilots, transition training between [FR Doc. 06–8677 Filed 10–27–06; 8:45 am]
1 year as a pilot in command or second in airplanes in the same group, and for a pilot BILLING CODE 4910–13–P

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Rule: Airmen Certification: Flight Stimulation Device Initial and Continuing Qualification and Use Requirements

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Monday,

October 30, 2006

14 CFR Parts 1, 11, 60, and 121

DEPARTMENT OF TRANSPORTATION Anyone is able to search the As the state-of-the-art in simulator

As worded, this paragraph implies that the

TABLE 14.—SUMMARY OF RFA DETERMINATION OF ECONOMIC IMPACT

by State, local, and tribal governments, performance standard (QPS) for a

60.1 Applicability. certification or qualification. appendices to this part as follows:

Special Purpose Operational Training, Line airplane simulated (as described in

Begin QPS Requirements Begin Information § 60.35, Specific FFS Compliance

TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS

No. General simulator requirements A B C D notes

1. General Cockpit Configuration

1.b ....... Those circuit breakers that affect procedures or result in X X X X

2.c ........ Surface operations must be represented to the extent X

A subjective test is required.

2.d ....... Ground handling and aerodynamic programming must

2.d.3 .... Ground handling characteristics, including aerodynamic X X X

and ground reaction modeling including steering in-

TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued

No. General simulator requirements A B C D notes

2.g.1 .... 300 milliseconds of the airplane response ...................... X X

2.g.2 .... 150 milliseconds of the airplane response ...................... X X

2.h ....... The simulator must accurately reproduce the following X X

2.j ......... The simulator must replicate the effects of airframe X X

TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued

No. General simulator requirements A B C D notes

3.a ....... All relevant instrument indications involved in the sim- X X X X

3.c ........ Simulator systems must operate as the airplane sys- X X X X

4. Instructor or Evaluator Facilities

TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued

No. General simulator requirements A B C D notes

5.e ....... The simulator must provide motion effects programming X X X

6.a ....... The simulator must have a visual system providing an X X X X

TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued

No. General simulator requirements A B C D notes

A subjective test is required.

6.e ....... The distances at which runway features are visible, as X X X X

6.f ........ The simulator must provide visual system compatibility X X X X

6.h ....... The simulator must provide visual cues necessary to X X X

6.j ......... The simulator must provide for quick confirmation of X X

6.k ........ The simulator must provide a minimum of three airport X X

(2) Lighting of appropriate color for all runways, in-

TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued

No. General simulator requirements A B C D notes

(4) Ramps and buildings that correspond to the

6.l ......... The simulator must be capable of producing at least 10 X X

6.m ...... Night Visual Scenes. When used in training, testing, or X X X X

6.q ....... The simulator must provide special weather representa- X

6.s ........ The simulator must present realistic color and X

TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued

No. General simulator requirements A B C D notes

7.b ....... The simulator must accurately simulate the sound of X X

TABLE A2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS

TABLE A2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued

1.b .......... Takeoff All commonly used

TABLE A2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued

(2.2 daN) rudder pedal force. Manual (AFM), as

TABLE A2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued

TABLE A2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued

1.d .......... Cruise/Descent

1.e .......... Stopping

TABLE A2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued