**\[4910-13\]**

**DEPARTMENT OF TRANSPORTATION**

**Federal Aviation Administration**

**14 CFR part 60**

**Docket No.** **FAA-2002-12461; Amendment No. 60-3**

**RIN 2120-AJ12**

**Flight Simulation Training Device Initial and Continuing Qualification
and Use**

**AGENCY:** Federal Aviation Administration (FAA), DOT.

**ACTION:** Final rule.

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

**SUMMARY:** This action amends the Qualification Performance Standards
(QPS) for flight simulation training devices (FSTD) to provide greater
harmonization with international standards for simulation. In addition,
the rule adds a new level of simulation for helicopter flight training
devices (FTD) and establishes FSTD Directive 1, which requires all
existing FSTD airport models that are beyond the number of airport
models required for qualification to meet specified requirements. The
intended effect of this rule is to ensure that the flight training and
testing environment is accurate and realistic. Except for the
requirements of FSTD Directive 1, these technical requirements do not
apply to simulators qualified before May 30, 2008. This rule results in
minimal to no cost increases for manufacturers and sponsors.

**DATES:** These amendments become effective May 30, 2008.

**FOR FURTHER INFORMATION CONTACT:** For technical questions concerning
this final rule, contact Edward Cook, Air Transportation Division
(AFS--200), Flight Standards Service, Federal Aviation Administration,
100 Hartsfield Centre Parkway, Suite 400, Atlanta, GA 30354; telephone:
404--832--4700; email: Edward.D.Cook@faa.gov. For legal questions
concerning this final rule, contact Anne Bechdolt, Office of Chief
Counsel (AGC-200), Federal Aviation Administration, 800 Independence
Avenue, SW, Washington, DC, 20591; telephone 202-267-7230; email:
Anne.Bechdolt@faa.gov.

**SUPPLEMENTARY INFORMATION**:

# **Authority for This Rulemaking** 

This rulemaking is promulgated under the authority described in 49
U.S.C. 44701. Under that section, the FAA is charged with regulating air
commerce in a way that best promotes safety of civil aircraft.

**Table of Contents**

I. Background.

> A. Summary of the NPRM.
>
> B. Summary of the final rule.
>
> C. Summary of Comments.

II\. Discussion of the Final Rule and Comments.

> A. Administrative.
>
> B. Simulator Qualification and Evaluation.
>
> C. FSTD Testing: Objective and Subjective.
>
> 1\. General.
>
> 2\. Visual Systems.
>
> 3\. Motion or Vibration Requirements.
>
> 4\. Sound Requirements.
>
> D. Helicopters.
>
> E. Quality Management System (QMS).
>
> F. Miscellaneous.

III\. Regulatory Evaluation, Regulatory Flexibility Determination,
International Trade Impact Assessment, and Unfunded Mandates Assessment.

IV\. The Amendment.

**I. Background****.**

On October 30, 2006, the FAA published Title 14, Code of Federal
Regulations, Part 60, with an effective date of October 30, 2007 (71 FR
63392). The intent of the rule was to promote standardization and
accountability for FSTD maintenance, qualification, and evaluation. The
regulation codified the standards contained in advisory circulars (ACs)
and implemented the Qualification Performance Standards (QPS) appendices
format. The QPS appendices allow regulatory requirements and
corresponding information to be presented in one location. The QPS
appendices format promotes ease of use and greater insight about the
FAA's intent behind the regulation and the required and approved methods
of compliance. On October 22, 2007 (72 FR 59598), the FAA delayed the
effective date of part 60 to coincide with the effective date of this
final rule, which revises the appendices of part 60 that were originally
published on October 30, 2006.

**A. Summary of the Notice of Proposed Rulemaking (NPRM).**

On October 22, 2007, the FAA published an NPRM (72 FR 59600) to revise
the QPS appendices. The primary purpose of the NPRM was to ensure that
the flight training and testing environment is accurate and realistic
and to provide greater harmonization with the international standards
documents for simulation issued by the Joint Aviation Authority (JAA)
(JAR-STD 1A, Aeroplanes, and JAR-STD 1H, Helicopters), and the
International Civil Aviation Organization (ICAO) (Doc 9625-AN/938, as
amended, Manual of Criteria for the Qualification of Flight Simulators).
The proposed requirements were expected to reduce expenses and workload
for simulator sponsors by eliminating conflicts between the U.S.
standards and the standards of other civil aviation authorities. The
proposed amendments incorporated technological advances in simulation
and standardized the initial and continuing qualification requirements
for FSTDs to harmonize with the international standards documents. The
comment period for the NPRM closed December 21, 2007.

**B. Summary of the final rule.**

This final rule:

-   Provides a listing of the tasks for which a simulator may be
    qualified.

-   Requires, during aircraft certification testing, the collection of
    objective test data for specific FSTD functions, including: idle and
    emergency descents and pitch trim rates for use in airplane
    simulators; engine inoperative rejected takeoffs for use in
    helicopter simulators; and takeoffs, hover, vertical climbs, and
    normal landings for use in helicopter FTDs.

-   Provides in the QPS appendices additional information for sponsors
    on the testing requirements for FSTDs, including the use of
    alternative data sources when complete flight test data are not
    available or less technically complex levels of simulation are being
    developed.

-   Clarifies and standardizes existing requirements for motion, visual,
    and sound systems, including subjective buffeting motions, visual
    scene content, and sound replication.

-   Requires, by FSTD Directive 1, all existing FSTD airport models used
    for training, testing, or checking under this chapter that are
    beyond the number of airport models required for qualification to
    meet the requirements described in Table A3C (Appendix A,
    Attachment 3) or Table C3C (Appendix C, Attachment 3), as
    appropriate.

Except for FSTD Directive 1, manufacturers and sponsors are not required
to incorporate any of the changes listed above for existing FSTDs. The
appendices and attachments to part 60 affected by this final rule only
apply to FSTDs that come into service after part 60 is effective (May
30, 2008). This final rule results in minimal to no cost increases for
manufacturers and sponsors.

**C. Summary of Comments.**

The FAA received 18 comments on the proposed rule. Commenters include
airlines (Northwest, American, United, and FedEx), industry
organizations (Air Transport Association (ATA) and Helicopter
Association International (HAI)), training organizations (Alteon),
manufacturers (Boeing, Thales, CAE, and Rockwell Collins), and
individuals.

All of the commenters generally supported the proposal, but the majority
of commenters had specific suggestions to revise the proposed rule. Most
of these suggested revisions were technical edits. None of the comments
resulted in any substantive changes to the proposed requirements, and we
have incorporated the suggestions where appropriate. We have also made
minor editorial revisions where appropriate.

The FAA received comments on the following general topics:

-   Administrative.

-   Simulator Qualification and Evaluation.

-   FSTD Testing: Objective and Subjective.

-   General.

-   Visual Systems.

-   Motion or Vibration Requirements.

-   Sound Requirements.

-   Helicopters.

-   Quality Management System (QMS).

-   Miscellaneous.

**II. Discussion of the Final Rule and Comments.**

**A. Administrative.**

The ATA recommended that the FAA make the effective date of the final
rule at least 90 days following the publication date.

Part 60 has been available to the public for review for over 1 year. The
revisions to the appendices of Part 60 reflect international standards
that have been in existence for more than 4 years. Further, when the FAA
delayed the effective date to Part 60, we also delayed the compliance
dates of certain sections of the rule to provide adequate time for
transition. Because of the notice provided and delayed compliance dates
of certain sections, the FAA has determined that delaying the effective
date by 90 days is not necessary.

Several of the comments were beyond the scope of the proposal. For
example, CAE and others suggested including objective tests for Heads-Up
Displays (HUD) and Enhanced Visual Systems (EVS). Further, several
commenters suggested adopting standards currently being developed by the
International Working Group (IWG) of the Royal Aeronautical Society
(RAeS).

The FAA has not addressed in detail the comments that are beyond the
scope of the NPRM. In addition, the FAA has determined it would be
premature for the FAA to incorporate into this final rule the standards
currently under review by the IWG. Once the RAeS has adopted the IWG's
recommendations, the FAA will review them for incorporation in the QPS
appendices.

Several commenters noted differences between the proposed standards and
the current international standards and suggested adopting the
international standards. As stated, one of the purposes of this rule is
to harmonize with the current international standards documents for
simulation issued by the JAA and ICAO. These recommendations are within
the scope of the proposal and have been incorporated into this final
rule as appropriate.

Some commenters to the proposed rule noted typographical and formatting
errors in the proposal. The Office of the Federal Register issued a
correction document addressing some of the these errors on March 5, 2008
(73 FR 11995). The FAA has addressed the remaining errors in this
document.

**B. Simulator Qualification and Evaluation.**

CAE and others noted that the listing of tasks for which an FSTD may be
qualified do not correspond to the tasks set forth in the FAA Air
Carrier Operations Inspector's Handbook and are not the same as those
tasks in the tables that outline the Functions and Subjective tests for
which each FSTD may be evaluated. Commenters also suggested that the
objective and subjective tests used to evaluate the FSTD be aligned with
the tasks for which the FSTD may be qualified.

The FAA recognizes that the FSTD qualification tasks do not mirror the
tasks set forth in the FAA Air Carrier Operations Inspector's Handbook,
the "Functions and Subjective tests" tables in Attachment 3 of
Appendices A-D, and the "Tasks vs. Simulator Level" tables in Attachment
1 of Appendices A-D. However, there are differences between the tasks
used to evaluate the handling, performance, and other characteristics of
the FSTD and those tasks for which an FSTD may be qualified for pilot
training, testing, or checking activities. Thus, the list of tasks set
forth in the "Functions and Subjective tests" tables and "Tasks vs.
Simulator Level" tables are not necessarily the same, nor should they be
the same.

CAE, ATA, Rockwell Collins, and others asked whether the Level B
simulator authorizations in Table A1B should be listed as an "X" instead
of an "R" for most of the landing tasks.

As the legend in Table A1B indicates, the "R" denotes authorization for
Recurrent activities while the "X" denotes authorization for Initial,
Transition, Upgrade, and Recurrent activities. The landing tasks for
Level B simulators are restricted to Recurrent activities and the "R" in
the table at those points is the correct reference. However, the FAA
acknowledges that the authorizations for Taxiing and for Normal and
Crosswind Takeoffs for the Level B simulator were inadvertently left
blank, and the FAA has placed an "R" in those positions in this table,
indicating an authorization for Recurrent activities in this level of
simulation.

American, the ATA, and others stated that the differences between
"update" and "upgrade," as used in Appendix A, Paragraph 13, Previously
Qualified FFS, subparagraph "h," were not clear. They recommended
clarifying the differences and moving the subparagraph from the
information section to the QPS Requirements section.

The information in subparagraph "h" allows for Full Flight Simulators
(FFS) to be updated without requiring an evaluation under the new
standards. Because this language is permissive in nature, we have moved
it to the QPS Requirements section as requested. To clarify the meaning
of these terms, we have added a definition of "update" that reflects
current practice to Appendix F.

CAE and others suggested revising the note in Table A1B, entry 3.f,
Recovery from Unusual Attitudes, by replacing the statement "supported
by applicable simulation validation data" with "supported by the
simulation models."

The suggested revised language would allow an individual to go beyond
the flight-test-validated flight-envelope in a flight simulator. This is
not an acceptable practice because of the lack of information about
aircraft performance and handling beyond those limits. Therefore, the
FAA has not adopted the recommendation.

The ATA, Northwest, and others suggested clarifying that the 24-hour
"look back" period for the functional preflight check (Table E1, entry
E1.20) is from the beginning of the scheduled training period.
Additionally, commenters questioned whether the FSTD use-period, if
started within 24 hours of a functional preflight check, could continue
beyond that 24-hour "look-back" period and whether the functional
preflight check is required for Level 4 "touch screen" FTDs. Further,
commenters questioned whether Level 4 FTDs remain under the
responsibility of the Training Program Approval Authority (TPAA).

The proposed requirement for conducting a functional preflight check
within 24 hours prior to using the FSTD is to ensure that technical
personnel with the requisite preflight training have determined the
readiness level of the FSTD. An FSTD use-period does not begin unless a
functional preflight check has been completed in the previous 24 hours.
If a training session begins near the end of the 24 hours after the
functional preflight check was completed, the training session may
continue beyond that 24 hours. However, any subsequent training session
may not begin until another functional preflight check is conducted.

The National Simulator Program Manager (NSPM) is the FAA manager
responsible for the evaluation and qualification of all FSTDs qualified
under part 60, including Level 4 FTDs. The NSPM will continue to
exercise this responsibility through inspectors and engineers assigned
to the National Simulator Program (NSP) staff and others to whom the
NSPM may delegate that responsibility and authority. This responsibility
and authority is not intended to undermine or compromise the duties and
responsibilities of the assigned TPAA with regard to the approved use of
the FSTD.

CAE and others questioned when it would be necessary to complete an
additional initial qualification evaluation after a modification to the
FSTD. They also asked what principles would be used in determining
whether an evaluation for additional authorization(s) is necessary and
if an evaluation is necessary, when it must take place.

Whether a modification necessitates an additional initial qualification
evaluation, necessitates part of an initial qualification evaluation, or
does not necessitate an additional evaluation, depends on 1) the extent
of the modification; 2) whether the modification impacts, or is impacted
by, other systems or equipment in the FSTD; and 3) whether, as a result
of the modification, the FSTD operation is consistent with the airplane
system it is simulating. After review of these factors, the FAA will
determine on a case-by-case basis whether an evaluation for additional
authorizations is required and when it will take place.

The ATA, Northwest, and others suggested that the windshear provisions
in Table A1A for each Level C and Level D FFS not be required for
evaluation and qualification purposes because not all aircraft are
required to have windshear equipment and not all pilots are required to
train on recovery from inadvertent windshear encounters. Further, the
commenters also suggested clarifying the aircraft conditions under which
the windshear demonstrations must be conducted.

Only operations conducted in accordance with 14 CFR part 121 that use
aircraft listed in § 121.358 require windshear training for crewmembers.
Accordingly, the FAA has modified Table A1A to address only these
operations. We have also clarified the aircraft conditions under which
the windshear demonstrations must be conducted.

**C. FSTD Testing: Objective and Subjective.**

**1. General.**

The ATA, Rockwell Collins, and others recommended requiring Level A and
Level B simulators to meet the standards in Table A2A, entry 1.b.7,
Dynamic Engine Failure After Takeoff.

The standards for testing of dynamic engine failures after takeoff were
first established by ICAO and were limited to advanced simulators, now
referred to as Level C and Level D. One purpose of this final rule is to
harmonize FAA standards with current international standards. Because
current international standards do not set forth standards for testing
dynamic engine failure after takeoff for level A and B simulators, the
FAA has not adopted the recommendation.

The ATA, Northwest, Boeing, CAE, and others suggested the FAA review all
the references in Appendix A, Attachment 2, Table A2A, Table of
Objective Tests, that include references to Computer Controlled Aircraft
(CCA) to ensure that the control state testing requirements (i.e.,
normal control state or non-normal control state) are correctly
addressed.

The FAA recognizes that there were errors made in the proposal regarding
CCA testing requirements. The FAA has reviewed the CCA testing
requirements to address the correct control state and made appropriate
revisions.

CAE, Rockwell Collins, ATA, and others submitted several comments on
Appendix A, Attachment 1, Table A1A, General Simulator Requirements. CAE
suggested that 1) the manual and automatic testing, described in entry
2.f, and simulator control feel dynamics, as described in entry 3.e,
apply to Level A and Level B simulators in addition to Level C and
Level D simulators; 2) the NSPM should further clarify the number of
malfunctions that are required or provide a list of the necessary
malfunctions that should be present; and 3) the instructor controls, as
described in entry 4.c, either list all the expected environmental
conditions over which the instructor should have control or remove the
reference to "wind speed and direction." The ATA and others requested
that the statements about additional field-of-view capability for
Level A and Level B simulators in entry 6.b of Table A1A be moved to the
Information/Notes column.

Automatic testing and control feel dynamics was first required in 1980
with the publication of the FAA's Advanced Simulation Plan and was
limited to advanced simulators, now referred to as Level C and Level D.
The FAA is not expanding the requirements for automatic testing and
control feel dynamics testing to Level A and Level B simulators because
that would result in differing technical requirements for these
simulator levels while authorizing the same training, testing, and
checking tasks. The additional field-of-view reference in entry 6.b was
designed to allow the option of including a larger field-of-view than
the provision requires, with the understanding that the minimum fields
of view would have to be retained. This reference is more informative
than regulatory and the FAA has moved the statements to the
Information/Notes column.

The ATA and others suggested defining the term "least augmented state"
as used in Appendix A, Attachment 2, paragraph 2.j, and requested
confirmation that the "least augmented state" is one that the pilot may
select using normal switches found in the airplane flight deck.

The FAA has determined that a general definition of the term "least
augmented state" is not appropriate because these states are dependent
on the aircraft type involved. Additionally, the least augmented state
is not necessarily achieved by the use of switches found in the flight
deck. Therefore, the FAA will evaluate FSTDs in accordance with the
least augmented state data supplied by the aircraft manufacturer or
other data supplier.

The ATA, Rockwell Collins, and others suggested that the primary
controls of the simulated aircraft should be tested objectively to
verify correct forces and responses whether simulated aircraft parts or
actual aircraft parts are used. Further, they recommended that the FAA
require a Statement of Compliance and Capability (SOC) that describes
how and where the control forces are generated in the aircraft, and
lists all hardware required to generate these control forces.

The FAA does not require testing of flight controls in these
circumstances because these aircraft controls must be maintained as if
they were installed in an aircraft to provide crewmembers the same
control feedback as felt in the actual aircraft. The sponsor is required
to provide a statement that the aircraft hardware meets the appropriate
manufacturer's specifications for the controls and the sponsor must have
information supporting that statement available for NSPM review.
Accordingly, the FAA has not adopted the recommendation.

Boeing suggested, with regard to Table A2A, entry 1.c.2, that the test
for "One Engine Inoperative" should be named "One Engine Inoperative,
Second Segment Climb."

The test is required for airplanes certificated under both parts 23 and
25. The term "Second Segment Climb" applies only to airplanes
certificated under part 25. Therefore, the FAA has not adopted the
suggested change.

The ATA, Rockwell Collins, CAE, and others recommended that the tests in
entries 1.e.1 and 1.e.2, Stopping Time and Distance, of Table A2A, not
apply to Level A and Level B simulators because these simulator levels
are not authorized to perform this landing task.

The FAA did not adopt this change because both Level A and Level B
simulators are authorized to perform Rejected Takeoff Maneuvers. In
addition, Level B simulators are authorized to perform landings in
recurrent training and checking. Therefore, these tests are necessary to
determine the stopping capabilities of the FSTD.

The ATA, Boeing, CAE, and others expressed concern over how to read the
test requirements for Engine Acceleration and Engine Deceleration (Table
A2A, entries 1.f.1 and 1.f.2). The commenters recommended various ways
of publishing the established tolerances. CAE also recommended defining
the terms "T~i~" and "T~t~."

The published tolerances for these tests are consistent with
international standards documents. As proposed, T~i~ and T~t~ were
defined in the Tables as well as in the Abbreviations list in Appendix
F. For clarification, we have moved these terms to the definitions
section of Appendix F and added cross references in the tables to
Appendix F.

The ATA, Northwest, and others noted that the Short Period Dynamics test
in Table A2A, entry 2.c.10 erroneously did not to apply to Level A
simulators. They also noted that entry 2.d.7,, Dutch Roll (yaw damper
off), erroneously applied to all levels of simulators when it should
apply only to Levels B, C, and D.

The FAA acknowledges that applicability to Level A simulators for the
Short Period test was inadvertently omitted and the Dutch Roll test was
inadvertently included, although the correct standards appear in FAA
standards documents and international standards documents. The FAA has
corrected these errors in this final rule.

CAE suggested the FAA clarify Table A2A, entry 2.d.8, Steady State
Sideslip, by stating that this test "may be a series of snapshot test
results using at least two rudder positions, one of which should be near
maximum allowable rudder."

The FAA agrees and has clarified the requirement where appropriate.

CAE and others suggested that the definition of the term "snapshot" be
modified from "a presentation of one or more variables at a given
instant of time" to "a presentation of one or more variables at a given
instant of time or from a time-average of a steady flight condition."

The FAA has determined that the suggested modification would create
confusion because of the subjective nature of the phrase "steady flight
condition" and has not adopted the suggestion.

The ATA and others suggested a change to Table A2A, entry 2.e.6, All
Engines Operating, Autopilot, Go-Around, to require a manual test and,
if applicable, an autopilot test.

The FAA currently requires a manual test when performing a one engine
inoperative go-around. The all engines operating, autopilot, go-around
test applies only when the airplane is authorized to use the autopilot
function during a go-around. Because both tests are currently required,
the FAA has not adopted the suggested changes.

The ATA, Rockwell Collins, and others suggested that the tests described
in entries 2.e.8 and 2.e.9 of Table A2A, should be conducted differently
(i.e., with the nosewheel steering disconnected or castering), unless
the FAA's intent was to evaluate overall aircraft response, in which
case no change is necessary.

The intent of these tests is to evaluate the aircraft response.
Therefore, no change is necessary.

CAE and Boeing recommended substituting the term "mass properties" with
the term "fuel slosh" in Appendices A and C, paragraph 8.h(2)(c) because
mass properties are rarely, if ever, run in an integrated manner as
described.

The FAA does not agree that mass properties are not run in an integrated
manner. The FAA has chosen the term mass properties because it is
consistent with international standards. Therefore, the FAA has not
adopted the suggested change.

CAE and Boeing recommended deleting paragraph 9.b(3) in Appendices A and
C because a data provider should not have to demonstrate that data
gathered from an engineering simulation (in lieu of a flight test
source) has necessary qualities to qualify an FSTD.

The FAA did not intend that an engineering simulation be qualified, or
be capable of being qualified, as an FSTD. The data obtained from the
engineering simulation would be appropriate as a replacement for flight
test data when the data obtained from the engineering simulation is
programmed into an FSTD. Therefore, we have clarified the information in
paragraph 9.b(3) to state that in these cases, the data provider should
submit validation data from an audited engineering simulator/simulation
to supplement specific segments of the flight test data.

CAE and Boeing requested that paragraph 11.a(1) not apply to Table A2A,
entries 1.f.1 and 1.f.2, objective tests for engine acceleration and
deceleration. Rather, they suggested applying 100% of flight test
tolerances to these objective tests. CAE also suggested when flight test
data for an alternate engine fit is unavailable, the objective testing
of engine acceleration and engine deceleration (Table A2A, tests 1.f.1
and 1.f.2) should be exempt from the 20% tolerance for the application
of engineering simulator/simulation because the actual tolerance would
be less than the simulation iteration rate.

Applying 100% of flight test tolerances to the objective tests results
in these entries is not an acceptable routine procedure. Full flight
test tolerances are appropriate when comparing FSTD results to airplane
data, and 20% of those airplane tolerances are appropriate when
comparing FSTD results to flight engineering simulation data because it
is easier to match "computer to computer" data than to match "computer
to airplane" data. Any circumstance that does not fit within these
parameters would likely be acceptable under the "best fit" data
selection set forth in Appendix A, Attachment 2, paragraph 2.d.
Therefore, the FAA has not adopted these changes.

The ATA and others stated that the Rudder Response test in Table B2A,
entry 2.b.6.b is confusing because it would not test the rudder power in
the yaw axis. They suggested modifying the tolerance column to read
"±2º/sec or ±10% yaw rate, OR Roll rate ±2º/sec, bank angle ±3º."

This test was originally required as a rudder test using roll rate and
bank angle for the parameters. However, the FAA agrees that this test
may be accomplished using either yaw rate or roll rate and bank angle.
Therefore, the FAA has added a note in the Information/Notes column that
this test may be accomplished as a yaw response test.

The ATA, Northwest, CAE, and others suggested eliminating the ±2 degree
tolerance on bank angle above stick shaker or initial buffet speeds in
Table A2A, entry 2.c.8, Stall Characteristics, to be consistent with
international standards.

The FAA acknowledges that the ±2 degree tolerance on bank angle above
stick shaker or initial buffet speeds is not included in the
international standards. However, requiring zero tolerance in these
instances would be very stringent without appreciable difference in FSTD
performance or handling characteristics. Accordingly, the FAA has not
eliminated the tolerance.

Boeing, United, and others recommended clarifying paragraph 11.b(5)
Validation Test Tolerances, and adding a new paragraph 11.b(6) allowing
errors greater than 20% if the simulator sponsor provides an adequate
explanation.

The FAA generally agrees with the suggestion and has modified paragraph
11.b(5) to reflect this information. The FAA has determined that adding
a new paragraph 11.b(6) is not necessary.

One commenter, citing paragraph 17.a, "Alternative Data Sources,
Procedures, and Instrumentation: Level A and Level B Simulators Only,"
questioned whether the alternative data collection sources, procedures,
and instrumentation listed in Table A2E were the only sources for data
collection that the FAA would allow.

Appendix A, paragraph 11, Initial (and Upgrade) Qualification
Requirements, requires objective data to be acquired through traditional
aircraft flight testing. It also allows for the use of "another
approved" source. The FAA has included Table A2E to provide alternative
sources, procedures, or instrumentation acceptable to the FAA that may
be used to acquire the necessary objective data for Level A or Level B
simulators. At this time, the alternative data collection sources,
procedures, and instrumentation listed in Table A2E are the only
alternatives acceptable without prior approval by the NSPM.

The ATA, Rockwell Collins, and others questioned the necessity of having
sounds of precipitation and rain removal devices for Level C simulators
but not requiring the corresponding visual effect.

The FAA recognizes the error in the proposed language and has made the
necessary changes. Level C simulators are required to be subjectively
tested for the sound, motion and visual effects of light, medium and
heavy precipitation near a thunderstorm and the effect of rain removal
devices.

The ATA and others requested that aircraft certified with auto-ice
detection coupled with auto-anti-ice or auto-de-ice capabilities be
exempt from the effects of airframe and engine icing tests listed in
Table A3F, Special Effects.

Because it is possible for flight crews to experience the effects of
airframe or engine icing if the auto-ice detection systems are
inoperative, the flight crews must be trained to recognize and respond
to icing situations. Therefore, the FAA has not adopted the
recommendation.

**2. Visual Systems.**

The ATA, Northwest, Rockwell Collins, United, and several others
recognized that the definition of an FSTD Directive is "a document
issued by the FAA to an FSTD sponsor requiring a modification to the
FSTD due to a safety-of-flight issue and amending the qualification
basis for the FSTD." These commenters asserted that the FAA has not
provided any safety analysis to support the issuance of FSTD
Directive 1. Further, these commenters asked how the FAA determines what
constitutes a safety issue that would warrant the issuance of an FSTD
Directive. Some commenters asserted that updating airport modeling is a
complicated problem because of the difficulty in removing airport models
from the instructor operating station (IOS) in some FSTDs, particularly
in those FSTDs not owned or controlled by the sponsor. In addition, some
commenters noted the cost of updating an existing airport model and
suggested that the FAA continue to allow custom airport models meeting
individual training requirements to be used without modification.
Further, the commenters requested the FAA extend the timeframe for
updating airport models to match any modification to the actual airport.

As proposed, FSTD Directive 1 requires each certificate holder to ensure
that each airport model used for training, testing or checking, except
those airport models used to qualify the simulator at the designated
level, meets the requirements of a Class II or Class III airport model.
The FAA acknowledges that FSTD Directives may be issued only for
safety-of-flight purposes. These determinations will be made on a
case-by-case basis. The FAA has determined that updating airport
modeling is a safety-of-flight concern because pilots have landed
airplanes on wrong runways, landed on taxiways, landed at the wrong
airport, unknowingly taxied across active runways, and taken off from
the wrong runway. Many FSTD users have expressed concern regarding the
accuracy of these models with respect to real world airports. Training,
testing, or checking in an FSTD with incomplete or inaccurate airport
models representing real world airports can contribute to incomplete
planning or poor decision making by pilots if they subsequently operate
into or out of that real world airport. While these potentially
disastrous occurrences happen infrequently, inaccurate airport modeling
is a safety-of-flight issue that warrants the issuance of this FSTD
Directive.

The proposed FSTD Directive is designed to address qualified FSTDs that
contain airport models that were not evaluated. The FSTD Directive
ensures that each model used in an FSTD for training, testing, or
checking activities meets the acceptable minimum standards. Although the
FAA is responsible for ensuring that these standards are met, the FSTD
sponsor is responsible for maintaining the FSTD, and each certificate
holder using the FSTD is responsible for ensuring that all of the FSTD
components are in compliance with these standards and report any
deficiencies.

Upon review of the comments, however, we have clarified the language of
the FSTD Directive. The FSTD Directive still requires each certificate
holder to ensure that, by May 30, 2009, except for the airport model(s)
used to qualify the FSTD at the designated level, each airport model
used by the certificate holder's instructors or evaluators for training,
testing, or checking under 14 CFR Chapter I in an FFS, meets the
definition of a Class II, or Class III airport model as defined in part
60, Appendix F. We originally proposed to require removal of all airport
models that did not meet the standards of a Class II or Class III model.
In light of comments regarding the expense of such removal and issues
regarding the sponsorship and leasing of FSTDs, FSTD Directive 1 now
requires only the airport models used for training, testing or checking
to meet the appropriate requirements; it does not require removal of
other airport models. Additionally, we have revised the definition of a
generic airport model in Appendix F to clearly describe a Class III
airport model that combines correct navigation aids for a real world
airport with an airport model that does not depict that real world
airport. Use of such an airport model may require some limitations on
that use. The clarified language in the FSTD Directive and the revised
definitions may mitigate the actual cost of updating airport models. In
addition, the FAA recognizes that it takes time to design, construct,
and implement changes to computer programming. The FAA has decided to
modify the time requirements in paragraph 1(f) of Attachment 3, Appendix
A, and clarify the process for requesting an extension for the update in
paragraph 1(g) of Attachment 3, Appendix A.

Further, the ATA and others suggested adding a statement in the
Information/Notes column of Table B1A regarding visual systems that FSTD
Directive 1 does not apply to Level A standards for an FTD visual
system.

If a visual system installed in any level of FTD is not being used to
acquire additional training credits, FSTD Directive 1 does not apply.
However, if the visual system is being used to acquire training credits,
the visual system must meet the requirements of at least a Level A FFS
visual system. In these circumstances, FSTD Directive 1 could affect the
airport models used in that system. Therefore, the FAA has not added the
suggested statement.

The ATA, Rockwell Collins, and others noted that the terms visual
scenes, visual models, and airport models, appear to be used
interchangeably in the NPRM.

The FAA has adopted the term "airport model" instead of the terms
"visual scene" or "visual model" throughout this final rule. We also
have deleted the definition of "visual model" from Appendix F and
changed the definition of "visual database" to "a display that may
include one or more airport models" for consistency. Since there are
three classes of airport models, we clarified the differences between
Class I, Class II, and Class III in the definition of airport model.

ATA, Rockwell Collins, and others questioned the need for 16 moving
models as well as the training tasks that would be able to be met by
having these moving models. The commenters also requested clarification
regarding what constitutes gate clutter.

The primary goal of the NPRM was to harmonize with international
standards. The intent of the 16 moving objects requirement, which is an
international standard, is to enhance the "realism" of the displayed
visual scene. The FAA has added a definition of gate clutter in Appendix
F, as described in entry 2.f in Table A3B.

The ATA, Rockwell Collins, and others stated that the Class II airport
model requirements are excessive, especially for areas other than the
"in-use" runway itself and noted that there are no model content
requirements for "generic airport models."

The Class II airport model requirements mirror the long-standing
guidance in AC 120-40B, Airplane Simulator Qualification, Appendix 3,
and are consistent with international standards. The FAA has determined
that providing specific model content requirements for "generic airport
models" would restrict unnecessarily the capability and flexibility that
currently exists. Accordingly, the FAA has not made any changes to the
Class II airport model requirements or created any specific requirements
for "generic airport models."

The ATA, Rockwell Collins, CAE, and others questioned whether "ambient
lighting" in Daylight Visual Scenes is required.

Ambient lighting is not required in daylight visual scenes because of
its distorting effects on the visual scene and inside the flight deck.
The FAA has removed the requirement for ambient flight deck lighting
where appropriate.

The ATA and others requested that the FAA clarify the Surface Movement
Guidance and Control System (SMGCS) as referenced in Table A3B, entry
2.j.

Entry 2.j requires that a low visibility taxi route must be demonstrated
for qualification of a Level D simulator. A low visibility taxi route
could be satisfied, according to the Table A3B, by a depiction of one of
the following means: an SMGCS taxi route, a follow-me truck, or low
visibility daylight taxi lights. For further information on SMGCS, see
AC 120-57A (December 19, 1996).

The ATA, Rockwell Collins, and others questioned the language in the
preamble of the NPRM describing the visual system proposal as requiring
a "field of view and system capacity requirements ... increased by 20
percent over the present requirement." The commenters asserted that the
proposed surfaces and light point requirements are "considerably in
excess of a 20% increase."

The 20% increase, as described in the NPRM preamble, should have applied
only to the field-of-view requirements. However, the actual requirements
stated in the proposed rule language for field-of-view and system
capacity for generating surface and light points are consistent with
current international standards. Further, the metrics simulator
manufacturers are currently using to construct their equipment
correspond to the proposed system capacity for generating surface and
light points. Therefore, no changes to the rule language are necessary.

The ATA, Rockwell Collins, and others objected to the larger
field-of-view requirements for FSTDs previously built but not evaluated
by the FAA for qualification, and for FSTDs previously evaluated and
qualified, but returning to service after a 2-year inactive interval.
The concern is that these FSTDs would be required to meet the new
field-of-view requirements.

The first time an FSTD is evaluated by the FAA for qualification, the
FSTD is evaluated in accordance with the set of standards current at
that time. An FSTD placed into an inactive status for 2 or more years
will not necessarily be evaluated under any new criteria in effect at
the time of re-entry into service. The NSPM, however, considers a full
range of factors before deciding whether to require an FSTD coming out
of an inactive period to be evaluated in accordance with its original
qualification basis or in accordance with the set of standards current
at that time.

CAE and others recommended modifying in Table A1A, entry 6.p, to require
the visual system be free from apparent and distracting quantization,
instead of only apparent quantization.

Eliminating the slightest traces of quantization cannot be technically
accomplished. However, because distracting quantization can be minimized
to such a level that it does not affect the performance of the visual
system, the FAA has made this change.

CAE, ATA, Rockwell Collins, and others questioned why realistic color
and directionality of all airport lighting is not a requirement for
Level A, Level B, and Level C simulators in addition to Level D
simulators.

As proposed, the airport lighting requirements for Level A and B
simulators are consistent with international standards. Therefore, the
FAA has not made the requested change.

The ATA, Northwest, and others suggested including a test in Table A2A,
entry 4.b.3, for Level C simulators to evaluate visual systems with 150°
horizontal and 30° vertical field-of-view or a monitor-based system.

The primary goal of the NPRM was to harmonize with international
standards. The current international standard, as reflected in the NPRM,
for Level C simulators is 180º horizontal by 40º vertical field-of-view.
Therefore, the FAA has not adopted the change.

The ATA, Rockwell Collins, and others stated that the test in Table A2A,
entry 4.f, Surface Resolution, does not reflect current practice for
runway markings. Commenters recommended that this test mirror the
current practice and international standards that runway stripes and
spaces be 5.75 feet wide.

The FAA has modified this language where appropriate to reflect current
practice and international standards.

The ATA, Rockwell Collins, CAE, and others questioned why the tolerances
allowed in entry 4.i, Visual Ground Segment (VGS), of Table A2A are
different from the current international standards. They also suggested
that the Qualification Test Guide (QTG) contain calculations to compare
the altitude used against the altitude specified when performing this
test and questioned whether the test must be performed manually. They
also requested deleting or correcting the conversion of feet to meters.

The international standards prescribe the application of the VGS
tolerance to the far end of the VGS with no tolerance provided at the
near end of the VGS. To ensure harmonization, the FAA has made the
appropriate changes to the application of this VGS tolerance. The
requirements for the QTG contain provisions regarding the calculation of
altitude references. The FAA has stated that the altitude calculations
are computed with the aircraft at 100 ft (30 m) above the runway
touchdown zone and centered on the Instrument Landing System (ILS)
electronic glide slope. The typical reference for modern turbojet
aircraft operations for height above touchdown is the height of the main
landing gear above that touchdown zone reference plane, with the
aircraft at a specified weight and landing configuration. To clarify
these calculations, the FAA has modified the Flight Conditions column
for entry 4.i of Table A2A to reflect this information. The distances
expressed in metric units are not direct conversions to U.S. customary
units, nor were they intended to be. Rather, these are the appropriate
standards depending on which system is being used. Therefore, the FAA
has not removed the metric references.

The ATA and others requested clarification regarding the term "in-use
runway" in Tables A3B and A3C. The commenters stated that using the
general term "in-use runway" would require modeling all taxiways rather
than the primary one used which may overload the visual system and
negatively impact training.

Each "in-use" runway is a single, one-direction runway, used for
takeoffs and landings, that has the required surface lighting and
markings. New visual systems are capable of generating substantially
more detail than required by this final rule. However, because of the
concern raised regarding associated taxiways, the FAA has modified the
language in Appendices A, C, and D regarding airport model content to
require the use of only the primary taxi route from parking to the end
of the runway instead of requiring the modeling of all potential taxi
routes.

One commenter requested the FAA provide a definition of the term
"dynamic response programming," to clarify the requirements in Table
A1A, entry 6.h. CAE and others questioned the use of the terms
"correlate with integrated airplane systems, where fitted," and "dynamic
response programming," as they are used in Tables A3B and A1A.
Commenters also noted that Table A3B, entry 6.d erroneously applied the
requirements for "correlate with integrated airplane systems" to all
level of simulators rather than just Levels C and D.

The term "dynamic response" is used in its typical engineering context.
As used in Tables A1A (entry 6.h) and C1A (entry 6.i) "dynamic response
programming" requires the visual system display to respond with the
continuous movement of the simulated aircraft. We have clarified the
language in Tables A3b (entry 6.d), C3b (entry 6.d) and D3B (entry 5.d)
by removing the phrase "where fitted." The requirement that the visual
scene correlate with the integrated aircraft systems is to ensure that
all installed integrated aircraft systems correctly respond to what
appears in the visual scene. This visual correspondence requirement
applies to only Level C and D simulators and the FAA has corrected this
error in Tables A3B and C3B.

The ATA, Rockwell Collins, and others suggested there should be no
difference between entries 6.e and 8.g in Table A3B.

These two entries are designed to test separate conditions. Entry 6.e
tests the external lights to ensure correlation with the airplane and
associated equipment while entry 8.g tests the environmental effects of
the external lights in the visual system. Because of the separate,
distinct purposes of these entries, they should not be the same, and the
FAA has not adopted the recommendation.

The ATA, Rockwell Collins, and others objected to the inclusion of
several visual, sound, or motion systems features (e.g., the effect of
rain removal devices; sound of light, medium, and heavy precipitation;
and nosewheel scuffing) in the airport model presentations because they
are not airport model functions.

These features are a function of the visual, sound, or motion systems.
These features must be available and operate correctly in conjunction
with the airport models presented during training, testing, or checking
activities. These features are meaningful only when they are presented
as part of the airport model. Therefore, the FAA has not removed these
features from the airport model requirements.

The ATA, Northwest, Rockwell Collins, and others expressed concern that
the discussion of entry 10 in Table A3B regarding the combination of two
airport models to achieve two "in-use" runways at one airport, may
impede control of the radio aids and terrain elevation and create
distracting effects in the visual scene display.

The discussion in entry 10 of Table A3B is an authorization, not a
requirement. If an FSTD has limitations such that this combination would
impede control or create distracting effects, this particular
authorization is not applicable. The FAA has added clarifying language
in entry 10 to address this concern.

The ATA, Rockwell Collins, and others stated the requirement that
"slopes in runways, taxiways, and ramp areas must not cause distracting
or unrealistic effects" in entry 4.b in Table A3C implies that Level A
and Level B simulators are required to have sloping terrain modeling,
making the Class II airport models more stringent than Class I airport
models.

Level A and B simulators are not required to have sloping terrain
modeling. This provision, however, sets forth the requirements for such
modeling if a sponsor elects to incorporate sloping terrain modeling in
the FSTD. The FAA has clarified this requirement by adding the qualifier
"if depicted in the visual scene," in the appropriate tables in
Appendices A, C, and D.

CAE and others requested the FAA establish a list of individuals or
corporations who work as visual modelers and can provide detailed
information about airports without creating national security concerns.

Anyone with a legitimate need for the acquisition of detailed airport
information for accurate modeling of any U.S. airport for simulation
modeling purposes should contact the NSPM for assistance.

**3. Motion or Vibration Requirements.**

Rockwell Collins, CAE, the ATA, and others stated that Motion Cueing
Performance Signature tests can provide an objective means of
determining loss in motion system performance. The commenters were
concerned that if these tests were conducted only during the Initial
Qualification Evaluation, sponsors would not have objective information
available to determine the continuing status of the motion system.

The proposal required the results of these tests to be included in the
MQTG. Because sponsors are required to run the complete quarterly MQTG
inspections, these tests are not intended to be one-time-only tests. The
sponsor and NSPM regularly review these tests. The FAA agrees that the
statement "this test is not required as part of continuing qualification
evaluations" is misleading and has deleted this statement where
appropriate.

The ATA, Rockwell Collins, and others questioned whether Level B
simulators must be subjectively tested for nosewheel scuffing motion
effects when this level of simulator was not authorized for the taxi
task.

Level B simulators are authorized for Rejected Takeoff Maneuvers. At
higher speeds, the movement of the nosewheel steering mechanism can be
more sensitive and may cause the nosewheel to be turned beyond smooth
tracking angles, resulting in nosewheel scuffing during Rejected Takeoff
Maneuvers. Therefore, the FAA has determined that subjective testing for
nosewheel scuffing motion effects is necessary and did not make any
change.

**4. Sound Requirements.**

The ATA, Rockwell Collins, and others suggested that in Table A2A, entry
5, Sound Requirements, the tests listed should have a defined frequency
spectrum within which the tests should be conducted similar to that set
forth in international standards.

Because the text in the proposal describes these processes and similar
statements appear in international standards, the FAA has added language
similar to the international standards to the sound test requirements of
entry 5, Table A2A.

The ATA, Rockwell Collins, and others suggested requiring all levels of
FTDs to be able to represent all the flight deck aural warning sounds
and sounds from pilot actions instead of limiting this standard to level
6 FTDs, as it currently appears in entry 7.a of Table B1A.

A Level 6 FTD is the only level of FTD that is required to have all
aircraft systems installed and operational. This requirement has been in
effect for over 16 years and is consistent with current international
standards. The suggested requirement is also outside the scope of this
rulemaking. Accordingly, the FAA has not adopted the change.

CAE and others suggested entry 7.c, Accurate Simulation of Sounds, in
Table A1A, address abnormal operations in addition to the sound of
normal operations and the sound of a crash.

The current international standards contain a requirement for sounds
addressing abnormal operations, which include the sound of a crash, and
normal operations. To harmonize with international standards the FAA has
made the change.

**D. Helicopters.**

CAE and others noted that an SOC is not necessary for entries 1.a, 1.b,
and 2.a in Table C1A. Thales also suggested that the language in entry
2.a be modified to reflect helicopter operations.

The FAA has removed the SOC requirement in entries 1.a and 1.b because
it is not necessary. The SOC for entry 2.a is necessary because it
describes a flight dynamics model that must account for combinations of
drag and thrust normally encountered in flight. However, the FAA has
modified the language in entry 2.a to better reflect helicopter
operations.

Thales and others stated that the motion onset requirements in Table
C1A, entry 2.e, are new requirements for helicopter simulation.

The FAA included the requirements in this entry in the October 30, 2006,
final rule (71 FR 63426), and again in the NPRM for this rule. These
requirements codify existing practice (e.g., AC 120-63, Helicopter
Simulator Qualification).

CAE and others suggested that the Information/Notes column in Table C1A,
entry 2.f, include "roll" as well as "pitch," "side loading," and
"directional control characteristics," when simulating brake and tire
failure dynamics.

The FAA has clarified the Information/Notes column by adding the phrase
"in the appropriate axes," which includes roll, pitch, yaw, heave, sway
(side loading), and surge.

Thales, CAE, and others suggested that the requirements in Table C1A,
entry 2.g.1, regarding ground effect should apply to Level B simulators
as it appears in table C1A, entry 2.c.1.

The FAA has separated these two requirements because helicopter
simulator Levels B, C, and D may be required to perform running takeoffs
and running landings, as described in entry 2.c.1. However, only Level C
and D simulators are required to perform takeoffs or landings to or from
a hover, as noted in entry 2.g, thus requiring separate table entries.
Accordingly, the FAA has not adopted the recommendation.

CAE and others requested clarification regarding the kinds of aircraft
system variables and environmental conditions as listed in Table C1A,
entry 4, that must be used in simulation. Commenters suggested removing
the reference to "wind speed," including other environmental controls,
and including "water spray" when hovering over water.

There is no specific list of system variables that must be available in
a helicopter simulator. The requirement is that the instructor or
evaluator be able to control all the system variables and insert all
abnormal or emergency conditions into the simulated helicopter systems
as described in the sponsor's FAA-approved training program, or as
described in the relevant FSTD operating manual. The FAA has reviewed
the entries for environmental controls and has included additional
examples of environmental conditions that may be available in the FSTD.
We also have included "water vapor" as an example of what may be
expected to be re-circulated when hovering above the surface, as
suggested by the commenters.

CAE, Thales, and others suggested including vortex ring and high-speed
rotor vibrations for motion effects programming requirements in Table
C1A, entry 5.e. Commenters also suggested requiring Level B and C
simulators to demonstrate air turbulence models.

As proposed, entry 5.e included requirements for buffet due to settling
with power and rotor vibrations. As the commenters noted, these terms
are better expressed as buffet due to vortex ring, and high-speed rotor
vibrations. The FAA has clarified the requirements as requested. The FAA
also has clarified the statement in the Information/Notes column
regarding the use of air turbulence models. Further changes regarding
air turbulence modeling are beyond the scope of the NPRM.

Thales and others recommended adjusting surface resolution from the
currently proposed three (3) arc-minutes to two (2) arc-minutes in Table
C1A, entry 6.i.(4). Additionally, Thales recommended the FAA add
"helipad" or "heliport" lighting effects specific to helicopter
operations for subjective testing.

As noted by the commenter, the two (2) arc-minutes requirement is the
current international standard. Therefore, the FAA has made the
recommended change. However, there are specific requirements for both
airport and helicopter landing area models for training, testing, and
checking purposes in attachment 3, and the FAA has not included the
"helipad" or "heliport" lighting effects in Table C1A.

CAE, Thales, and others suggested that the tolerance of ±3 knots, in
Table C2A, entry 1.c, Takeoff, and entry 1.j, Landing, be applied to
either airspeed or ground speed, because data collected at airspeeds
below 30 -- 40 knots are often unreliable. Thales suggested that for
entries 1.c.2 and 1.c.3, the specific type of takeoff (Category A,
Performance, Confined area, etc,) be recorded so proper comparisons can
be made.

The FAA recognizes the difficulties in applying tolerances to airspeeds
when the airspeed value itself may not be accurate and has added a
general authorization for Takeoff tests and Landing tests. Also, the FAA
has added a note in the Information/Notes column to address the
differing types of takeoff profiles used for each of these tests.

CAE and others stated that in helicopter simulation, flight test data
containing all the required parameters for a complete power-off landing
is not always available. CAE recommended modifying the language in
Tables C2A and D2A, entry 1.j.4, Autorotational Landing, to state that
in those cases where data are not available, and other qualified flight
test personnel are not available to acquire this data, the sponsor must
coordinate with the NSPM to determine if it is appropriate to accept
alternative testing means.

The FAA agrees that, in certain circumstances, the sponsor must
coordinate with the NSPM to determine if it is appropriate to accept an
alternative testing means. The FAA has made the appropriate changes.

CAE and others stated that Table C2A, entry 1.h.2, Autorotation
Performance, requires data be recorded for speeds from 50 knots, ±5
knots, through at least maximum glide distance airspeed. However, the
maximum allowable autorotation airspeed is often slower than the maximum
glide distance airspeed, which would prevent accurate data for
autorotation entry.

The FAA has modified the test details to include maximum allowable
autorotation airspeed.

CAE and others suggested reducing the tolerance for control displacement
to ±0.10 inches in Table C2A, entry 2.a.6, Control System Freeplay. The
commenters also suggested harmonizing the tolerance requirements for
FTDs in Table D2A, entry 2.a.6.

The FAA agrees and has made the appropriate changes, which reflect
current international standards.

CAE and others suggested that the proposed ±10% tolerances on pitch and
airspeed for non-periodic responses, in Table C2A, entry 2.c.3.a,
Dynamic Stability, Long Term Response, be relaxed because the proposal
is too restrictive. They noted non-periodic Augmentation-On responses
generally exhibit less than 5 degrees peak pitch attitude change from
trim. Further, commenters recommended adding a statement to the
Information/Notes column to clarify the relationship between
non-periodic responses and flight-test data. The rationale for these
recommendations is to avoid requirements that are unduly restrictive
with divergent results, while ensuring that the non-periodic responses
are accurately reproduced.

The FAA agrees with the commenters' suggestions and rationale and has
made the appropriate changes in Table C2A for FFSs and in Table D2A for
FTDs.

CAE and others suggested relaxing the proposed tolerances in Table C2A,
entry 2.d.3.a, Dynamic Lateral and Directional Stability,
Lateral-Directional Oscillations test. The commenters stated that the
non-periodic responses may be divergent, weakly convergent, or deadbeat.
The commenters stated that the proposed tolerances may be too
restrictive for deadbeat responses. Additionally, the commenters stated
that oscillatory responses that satisfy the period and damping ratio
tolerances would not necessarily meet the proposed time history
tolerances because of the non-periodic nature of the response. The
rationale for these recommendations is to avoid requirements that are
unduly restrictive with divergent results while ensuring that the
non-periodic responses are reproduced with sufficient accuracy.

The FAA agrees with the commenters' suggestions and rationale and has
made the appropriate changes in Table C2A for FFSs and in Table D2A for
FTDs.

Thales, CAE, and others were concerned that there are no tolerances
specified for the tests listed in Table C2A, entry 3.a, Frequency
Response, 3.b, Leg Balance, and 3.c, Turn Around Check.

Because of the way the tests are used, the FAA has determined it is
appropriate that these specific tests do not have a specified tolerance
other than the performance as established by the FSTD manufacturer in
coordination with the sponsor. These tests are conducted during the
initial evaluation and made part of the MQTG. While the sponsor is not
required to run these tests again during continuing qualification
evaluations, the test results are available if a question arises about
the performance of the motion system hardware or the integrity of the
motion set-up at any time subsequent to the initial qualification
evaluation. The test results recorded during the initial qualification
evaluation provide a benchmark against which subsequent comparisons can
be made.

CAE and others questioned whether a motion signature (Table C2A, entry
3.e, Motion Cueing Performance Signature) is required for a test that
only requires a snapshot test result or a series of snapshot test
results, and if a sponsor may submit a result of their choice if
multiple results are available for a specific test.

The specific motion cueing performance signature tests have specifically
associated tests that are indicated in the Information/Notes column.
When these tests are conducted, the sponsor records the motion system as
an additional parameter, providing a cross-sectional benchmark for the
motion system performance. When the test authorizes the result to be
provided as "a series of snapshot tests," the sponsor may choose to
record the motion cueing performance signature tests as a time history
or as a series of snapshot tests.

Thales, HAI, and others requested that sponsors be allowed to use
alternative data sources for Helicopter FTDs, as authorized for Airplane
FTDs.

At this time, alternative data source information has not been developed
for Helicopter FTDs. The FAA developed the alternative data source
information for airplanes in coordination with industry prior to this
rulemaking. Anyone interested in researching and developing alternatives
for helicopter FTDs for future rulemakings should contact the NSPM.

The HAI and others suggested expanding the vertical field-of-view
requirements for level 7 helicopter FTDs to at least 70º in paragraph 24
of Appendix D, Helicopter Flight Training Devices. CAE further noted
that the field-of-view requirements for Level 7 FTDs appear to be more
stringent than the requirements for a Level B simulator.

Peripheral vision is a critical cue in helicopter operations. Therefore,
the FAA determined that the field-of-view standards for Level C
helicopter simulators, which have been in effect since 1994, provide the
adequate peripheral cues for the new level 7 helicopter FTD. Because
peripheral vision is the critical cue, the FAA has not expanded the
vertical field-of-view requirement.

CAE and others suggested revising the requirements for handling
qualities for the level 7 helicopter FTD listed in Table D1A, given the
list of tasks that may be authorized for the FTD.

Although the tasks listed in the referenced table may seem extensive for
a device that is not an FFS, the FAA does not intend that a student
would be completely trained or trained to proficiency in any of the
tasks authorized for that FTD. In each case, the task requires
additional training, either in an aircraft or in a higher level FSTD,
and a proficiency test in an aircraft or in a higher level FSTD upon
completion of such training. Therefore, the FAA has not revised the
handling qualities for the level 7 helicopter FTD.

CAE and others suggested modifying Table D1A, entries 1.a and 1.b, to
clarify the location of bulkheads and the location and operation of
circuit breakers.

The FAA has included clarifying language in entry 1.a of Table D1A.

CAE and others suggested removing the statement "An SOC is required"
from Table D1A, entries 1.a, 1.b, 2.a, 6.a.1, 6.a.2, 6.a.3, 6.a.4,
6.a.5, 6.a.6, and 6.b.

The FAA agrees with the commenters with respect to entries 1.a and 1.b
and has removed the SOC statement because a visual observation is
sufficient. However, for the remainder of the entries, the SOC
statements are still necessary because a visual observation will not
reveal the data necessary to demonstrate and explain compliance with the
specific requirements.

CAE and others suggested including a requirement for an SOC to explain
how the computer will address the delay timing requirements for relative
responses in Table D1A, entry 2.c.

The entry preceding 2.c sets forth the requirement to have a computer
(analog or digital) with the capabilities necessary to meet the
qualification level sought. At this point, an SOC is required. The SOC
will supply the information about the delay timing tests. Therefore, an
additional SOC requirement in entry 2.c is not necessary.

CAE, HAI, and others suggested requiring in Table D1A, entry 5, Motion
system, that all FTD levels have a motion system instead of allowing an
open authorization with the limitation that, if installed, it may not be
distracting.

The current training equipment for helicopter FTDs is not designed to
include motion systems. The FAA recognizes, however, that some sponsors
may wish to include these systems as part of their training equipment.
If a sponsor elects to install a motion system, the system must not be
distracting. Further, if the system will be used for additional
training, testing, or checking credits, it must meet certain other
requirements outlined in Appendix C. Accordingly, the FAA has not
required helicopter FTDs to have motion systems. However, as proposed,
all level 7 FTDs are required, at the very least, to have a vibration
system.

HAI and others questioned why "mast bumping" was not authorized for
Level 6 FTDs, as it is for Level 7 FTDs.

As noted in entry 5.b of Table D1A, only Level 7 FTDs are required to
have a vibration system**.** Because the primary cue that would alert
the pilot to the onset of mast bumping would be an increase in the
vibration felt from the rotor system, this task is only authorized for
Level 7 FTDs.

CAE stated that in Table D2A, entry 2.b.3.d, Vertical Control Response,
the augmentation condition under the flight condition column is not
specified, which is different from the previous three tests for control
response in that table.

The FAA agrees with the commenter and has amended the referenced flight
condition column to indicate that the augmentation condition for the
test is both on and off, as it is for the preceding three control
response tests in Table D2A.

CAE and others questioned whether the requirements of FSTD Directive 1
should be extended to helicopter FTDs.

The provisions of FSTD Directive 1 are applicable to those FSTD airport
models currently in existence. Currently, there are no helicopter FTDs
that have required visual systems. Therefore, there is no need to extend
the requirements set out in FSTD Directive 1 to helicopter FTDs. The
requirements for airport models are included in attachment 3 of Appendix
D and are applicable to newly qualified Level 7 helicopter FTDs.

HAI and others questioned the necessity and cost of requiring Table D3B,
entry 5.f, Effect of Rain Removal Devices.

The visual system requirement for the Level 7 helicopter FTD was
designed to mirror the Level C helicopter FFS visual system requirement,
which includes rain removal devices. This requirement is necessary to
ensure that the FTD adequately reflects the actual helicopter being
simulated. If the actual helicopter does not have rain removal devices,
the FTD is not required to demonstrate the effect of rain removal
devices. The FAA notes that these devices are not always a "windshield
wiper," but may be high-pressure air or an application of rain-repelling
fluid.

**E. Quality Management System (QMS).**

Federal Express, ATA, and others questioned which Quality Management
System (QMS) would apply when an FSTD (including FSTDs owned by foreign
entities), is installed in a Training Center with a different QMS, or if
the FSTD is maintained by a contractor with a different QMS.

The system and processes outlined in the QMS should enable the sponsor
to monitor compliance with all applicable regulations and ensure correct
maintenance and performance of the FSTD in accordance with part 60.
Thus, the sponsor's QMS must include provisions to ensure that the FSTD
will only be used when it is in compliance with the sponsor's own QMS
and the regulatory requirements of part 60.

The ATA, Rockwell Collins, and others requested that the voluntary
elements for the QMS, as published on October 30, 2006 (71 FR 63426), be
included in Appendix E of the final rule. One commenter suggested that
the concept of a "basic" and a "voluntary" QMS be removed and a single
QMS be required.

As noted in the NPRM (72 FR 59604), the FAA removed the voluntary QMS
from Appendix E. As proposed, Appendix E sets forth the basic
requirements for a QMS. Although commenters requested that we include in
part 60 the voluntary program, the voluntary program does not expand,
further explain, or correspond to specific regulatory requirements.
Therefore, the FAA has not included the voluntary program in the final
rule.

The ATA, Northwest, and others questioned the inspection
responsibilities of the NSPM in evaluating the QMS as opposed to FAA
entities conducting ATOS audits.

The NSPM is responsible for evaluating the FSTD, including the QMS
associated with the FSTD. The ATOS inspections determine whether the
incorporation of the FSTD into an FAA-approved flight training program
provides the necessary tool(s) to complete the required training program
activities. The FAA has determined that the ATOS inspections will not
include review of the actual FSTD or the QMS associated with that FSTD.

Federal Express and others questioned whether only the Management
Representative (MR) should receive Quality System training and brief
other personnel on procedures and suggested that the wording be changed
to allow others, besides the MR, to brief other personnel. They were
also concerned that the MR, in most cases, is the Director of
Operations. They also questioned what would be considered "appropriate"
quality system training.

The FAA does not require that the MR be the Director of Operations or
hold any other specific position for a certificate holder. The MR, as
determined by the sponsor, may delegate his or her responsibilities so
long as the delegation does not compromise the QMS. If the MR delegates
his or her responsibilities, the MR must ensure that the person to whom
the MR delegates his or her responsibilities is capable of adequately
briefing other personnel on QMS procedures. Further, anyone can receive
QMS training. The FAA, however, is requiring only that the MR receive
QMS training. The FAA agrees that the word "appropriate" is not
necessary in this context and has removed it.

Federal Express and others questioned the proposed requirement to notify
the NSPM within 10 working days of the sponsor becoming aware of an
addition to, or revision of, flight-related data or airplane
systems-related data used to program or operate a qualified FSTD. The
commenters are concerned because systems data may not be provided to the
sponsor in a timely manner. They requested the notification time be
changed to 10 working days of performing a modification, an addition, or
a revision of FSTD software that affects the flight or system operations
of a qualified FSTD.

The requirement that the sponsor must submit notification within 10
calendar days is only a statement that the sponsor is aware that an
addition to, amendment of, or a revision of data that may relate to FFS
performance or handling characteristics is available. This notification
does not require any information regarding how the change is to be
accomplished, nor does it commit the sponsor to implementing the
particular change. Rather, information regarding the sponsor's proposed
course of action must be submitted within 45 calendar days of the
sponsor becoming aware of the data. Therefore, the FAA did not change
the notification time requirement as requested by the commenters.

The ATA and others suggested the FAA set forth the minimum requirements
for a discrepancy prioritization system or include a note in Appendix E
(QMS Systems) that a prioritization system is a required element in an
acceptable QMS.

There is no requirement for the development or the implementation of a
discrepancy prioritization system for the correction of FSTD
discrepancies. Such a system is completely voluntary. If the sponsor
elects to develop such a system, the NSPM must approve the system. As
stated in Note 1 to entry E1.31.b of Appendix E, if a sponsor has an
approved prioritization system, the QMS must describe how discrepancies
are prioritized, what actions are taken, and how the sponsor will notify
the NSPM if a missing, malfunctioning, or inoperative component (MMI)
has not been repaired or replaced within the specified timeframe.
Because this prioritization system is voluntary, the FAA has not adopted
the changes.

**F. Miscellaneous.**

United, the ATA, and others suggested that the FAA clarify and confirm
that elements of the QPS appendices that go beyond current requirements
not apply to FSTDs qualified before May 30, 2008. Also, the commenters
recommended continuing to allow currently qualified FSTDs to be updated
under the guidance effective when the simulator was initially qualified.

Except for FSTD Directive 1, the rule as proposed does not require
currently qualified FSTDs to meet the requirements of the QPS Appendices
A-D, attachments 1, 2, and 3, as long as the FSTD continues to meet the
test requirements of its original qualification (see paragraph 13,
subparagraph b of Appendices A-D). In response to comments, the FAA has
clarified that FSTD updates will continue to be allowed under the
standards in the current Master Qualification Test Guide (MQTG) for that
FSTD.

CAE and others noted that the statement "a subjective test is required"
in Table C1A is inconsistent with international standards.

The references to "a subjective test is required" and "an objective test
is required" in Tables A1A, B1A, C1A, and D1A were redundant of the
requirements in Attachments 2 and 3 in Appendices A-D. Therefore, we
have removed these references. The objective and subjective test
requirements in Attachments 2 and 3 in Appendices A-D are consistent
with international standards.

The ATA, Northwest, Boeing, CAE, and others recommended adding
references to the Airplane Flight Manual (AFM) in the regulatory
requirements sections of the QPS appendices.

The FAA is not referencing the AFM as requested because the AFM provides
specific standards based on aircraft type. Where the AFM provides
helpful data, it may be used as guidance and as an additional data
source, if appropriate.

CAE and others expressed concern that correcting known data calibration
errors may not be permitted because of the language contained in
Appendix A, Attachment 2, paragraph 9, (FSTD) Objective Data
Requirements, subparagraph b(5).

The FAA acknowledges that the correction of recognized data calibration
errors is often accomplished in data collection and reduction exercises.
Therefore, the FAA has added language where appropriate in Appendices
A-D to permit the correction of known data calibration errors provided
that an explanation of the methods used to correct the errors appears in
the QTG.

CAE requested the FAA explain how percentages are calculated when
tolerances are expressed as a percentage in attachment 2, paragraph 2.b,
of Appendices A-D.

The FAA has included an explanation of how these percentages are
calculated in Appendices A-D, attachment 2, paragraph 2.b.

The ATA, Northwest, and others expressed concern over the submission of
an FSTD modification notification to the NSPM as described in Appendix
A, Paragraph 17, subparagraph a. The commenters were concerned that the
results of the modification might not be known until after the notice of
the modification is submitted to the NSPM.

The notification is not intended to be a detailed summary of each
specific result. The notification must simply include a plan of action
and a general description of the expected results.

The ATA, Rockwell Collins, and others requested clarification of the use
of the term MMI component. Some sought clarification as to whether an
MMI component was a hardware component, a software component, or a
component that directly affected the training mission of the FSTD. In
addition, some commenters requested an inclusive list of components such
as: flight deck hardware, a system line replaceable unit (LRU) of
hardware or software, or a major FSTD system. Further, commenters asked
who is responsible for determining whether an MMI component is necessary
for a particular maneuver, procedure, or task.

The FAA has determined it is unnecessary to further clarify the meaning
of missing, malfunctioning, or inoperative component. These words have
their typical dictionary meanings. In this rule, an FSTD component could
be a piece of hardware, a piece of software that performs as a piece of
hardware (e.g., software functioning as an autopilot), or a piece of
software that is used in the operation of the simulated aircraft or of
the FSTD itself. Each FSTD component is present to serve a purpose --
whether that purpose is to allow the simulation to work or to simulate a
component of the aircraft being simulated. Since an FSTD is used to
train, test, or check flight crewmembers, if one or more component of
the FSTD becomes missing, is not working, or is not working correctly,
there would be some impact on the function of the FSTD. Developing an
inclusive list of components that are necessary for a particular
maneuver, procedure, or task is impractical because of the unique
characteristics of each FSTD and unnecessary because of the obvious
nature and effect of an MMI component on the overall operation of the
FSTD. We have added language to the information in paragraph 18,
Operation with Missing, Malfunctioning, or Inoperative Components
(§ 60.25) in Appendices A-D to clarify that it is the responsibility of
the instructor, check airman, or representative of the administrator
conducting training, testing, or checking, to exercise reasonable and
prudent judgment to determine whether an MMI component is necessary for
a particular maneuver, procedure, or task.

Boeing and others commented on the repetition of the definitions of the
weight ranges (near maximum, medium, and light). In addition to
appearing in Appendix F, the definitions also appear in Attachment 2 of
Appendices A-D. The commenters are concerned that the repetition may
cause confusion in the application of these ranges. Further, CAE stated
that the terms may not apply to light-class helicopters.

The FAA has removed the definitions of these terms from the QPS
Requirement in Appendices A-D because they are defined in Appendix F. In
some cases, these gross weight ranges are not within the appropriate
ranges for light-class helicopters. Therefore, in Appendices C and D, we
have added a statement that these terms may not be appropriate for
light-class helicopters. Prior coordination with the NSPM is required to
determine the acceptable gross weight ranges for light-class
helicopters.

The ATA, Northwest, and others questioned how the FAA could use
Personally Identifiable Information (PII) for investigation, compliance,
or enforcement purposes and then bring enforcement action against a
person, not certificated by the FAA, who may have worked on an FSTD.

The FAA must ensure that FSTDs used by flight crewmembers for training,
testing, and checking purposes are maintained and used properly and in
accordance with all regulatory requirements. If the FAA finds grounds
for investigation or enforcement action, the FAA may request,
administratively subpoena, or seek a court order for the sponsor's
records, which may contain PII. The FAA may use those records, and any
PII contained therein, in the course of inspection, investigation, and
enforcement. Furthermore, if, for example, the FAA discovered during the
course of such an investigation that an individual made false or
misleading statements, the FAA could use its statutory and regulatory
authority to issue a cease and desist order to prohibit the individual
from conducting any future maintenance on any FSTD, regardless of
whether he or she holds an FAA certificate.

**Paperwork Reduction Act**

Information collection requirements associated with this final rule have
been approved previously by the Office of Management and Budget (OMB)
under the provisions of the Paperwork Reduction Act of 1995 (44 U.S.C.
3507(d)) and have been assigned OMB Control Number 2120--0680.

**International Compatibility**

In keeping with U.S. obligations under the Convention on International
Civil Aviation, it is FAA policy to comply with ICAO Standards and
Recommended Practices to the maximum extent practicable. The FAA has
reviewed the corresponding ICAO Standards and Recommended Practices and
has identified no differences with these regulations.

### **III. Regulatory Evaluation, Regulatory Flexibility Determination, International Trade Impact Assessment, and Unfunded Mandates Assessment.**

Changes to Federal regulations must undergo several economic analyses.
First, Executive Order 12866 directs that each Federal agency shall
propose or adopt a regulation only upon a reasoned determination that
the benefits of the intended regulation justify its costs. Second, the
Regulatory Flexibility Act of 1980 (Public Law 96-354) requires agencies
to analyze the economic impact of regulatory changes on small entities.
Third, the Trade Agreements Act (Public Law 96-39) prohibits agencies
from setting standards that create unnecessary obstacles to the foreign
commerce of the United States. In developing U.S. standards, the Trade
Act requires agencies to consider international standards and, where
appropriate, that they be the basis of U.S. standards. Fourth, the
Unfunded Mandates Reform Act of 1995 (Public Law 104-4) requires
agencies to prepare a written assessment of the costs, benefits, and
other effects of proposed or final rules that include a Federal mandate
likely to result in the expenditure by State, local, or tribal
governments, in the aggregate, or by the private sector, of \$100
million or more annually (adjusted for inflation with base year of
1995). This portion of the preamble summarizes the FAA's analysis of the
economic impacts of this rule.

Department of Transportation Order DOT 2100.5 prescribes policies and
procedures for simplification, analysis, and review of regulations. If
the expected cost impact is so minimal that a proposed or final rule
does not warrant a full evaluation, this order permits that a statement
to that effect and the basis for it to be included in the preamble. Such
a determination has been made for this final rule. The reasoning for
this determination follows:

This final rule codifies existing practice by requiring all existing
FSTD visual scenes beyond the number required for qualification to meet
specified requirements. The final rule also reorganizes certain sections
of the QPS appendices and provides additional information on validation
tests, established parameters for tolerances, acceptable data formats,
and the use of alternative data sources. The changes ensure that the
training and testing environment is accurate and realistic, codify
existing practice, and provide greater harmonization with the
international standards document for simulation. Except for the
amendment to codify existing practice regarding certain visual scene
requirements, these technical requirements do not apply to simulators
qualified before May 30, 2008. The impact of this final rule results in
minimal to no cost increases for manufacturers and sponsors.

The FAA has, therefore, determined that this rule is not a "significant
regulatory action" as defined in section 3(f) of Executive Order 12866,
and is not "significant" as defined in DOT\'s Regulatory Policies and
Procedures.

**Regulatory Flexibility Determination**

The Regulatory Flexibility Act of 1980 (Public Law 96-354) (RFA)
establishes "as a principle of regulatory issuance that agencies shall
endeavor, consistent with the objectives of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the businesses, organizations, and governmental jurisdictions subject
to regulation. To achieve this principle, agencies are required to
solicit and consider flexible regulatory proposals and to explain the
rationale for their actions to assure that such proposals are given
serious consideration." The RFA covers a wide-range of small entities,
including small businesses, not-for-profit organizations, and small
governmental jurisdictions.

Agencies must perform a review to determine whether a rule will have a
significant economic impact on a substantial number of small entities.
If the agency determines that it will, the agency must prepare a
regulatory flexibility analysis as described in the RFA.

However, if an agency determines that a rule is not expected to have a
significant economic impact on a substantial number of small entities,
section 605(b) of the RFA provides that the head of the agency may so
certify and a regulatory flexibility analysis is not required. The
certification must include a statement providing the factual basis for
this determination, and the reasoning should be clear.

This final rule codifies existing practice by requiring all existing
FSTD visual scenes beyond the number required for qualification to meet
specified requirements. The final rule also reorganizes certain sections
of the QPS appendices and provides additional information on validation
tests, established parameters for tolerances, acceptable data formats,
and the use of alternative data sources. The changes ensure that the
training and testing environment is accurate and more realistic, codify
existing practice, and provide greater harmonization with the
international standards document for simulation. Except for the
amendment to codify existing practice regarding certain visual scene
requirements, these technical requirements do not apply to simulators
qualified before May 30, 2008. The impact of this rule results in
minimal or no cost for manufacturers and sponsors. Therefore, as the
individual delegated with authority to sign this final rule on behalf of
the Acting Administrator of the FAA, I certify that this rule does not
have a significant economic impact on a substantial number of small
entities.

**International Trade Impact Assessment**

The Trade Agreements Act of 1979 (Public Law 96-39) prohibits Federal
agencies from establishing any standards or engaging in related
activities that create unnecessary obstacles to the foreign commerce of
the United States. Legitimate domestic objectives, such as safety, are
not considered unnecessary obstacles. The statute also requires
consideration of international standards and, where appropriate, that
they be the basis for U.S. standards. The FAA has assessed the effect of
this rule and has determined that it imposes the same costs on domestic
and international entities and thus has a neutral trade impact.

**Unfunded Mandates Assessment**

Title II of the Unfunded Mandates Reform Act of 1995 (Public Law 104-4)
requires each Federal agency to prepare a written statement assessing
the effects of any Federal mandate in a proposed or final agency rule
that may result in an expenditure of \$100 million or more (adjusted
annually for inflation with the base year 1995) in any one year by
State, local, and tribal governments, in the aggregate, or by the
private sector; such a mandate is deemed to be a "significant regulatory
action." The FAA currently uses an inflation-adjusted value of \$136.1
million in lieu of \$100 million. This rule does not contain such a
mandate.

**Executive Order 13132, Federalism**

The FAA has analyzed this final rule under the principles and criteria
of Executive Order 13132, Federalism. We determined that this action
will not have a substantial direct effect on the States, or the
relationship between the national Government and the States, or on the
distribution of power and responsibilities among the various levels of
government, and, therefore, does not have federalism implications.

**Environmental Analysis**

FAA Order 1050.1E identifies FAA actions that are categorically excluded
from preparation of an environmental assessment or environmental impact
statement under the National Environmental Policy Act in the absence of
extraordinary circumstances. The FAA has determined this proposed rule
action qualifies for the categorical exclusion identified in paragraph
312f and involves no extraordinary circumstances.

**Regulations That Significantly Affect Energy Supply, Distribution, or
Use**

The FAA has analyzed this proposed rule under Executive Order 13211,
Actions Concerning Regulations that Significantly Affect Energy Supply,
Distribution, or Use (May 18, 2001). We have determined that it is not a
''significant energy action'' under the executive order because it is
not a ''significant regulatory action'' under Executive Order 12866, and
it is not likely to have a significant adverse effect on the supply,
distribution, or use of energy.

**Availability of Rulemaking Documents**

> You can get an electronic copy of rulemaking documents using the
> Internet by---

1.  Searching the Federal eRulemaking Portal
    (http://www.regulations.gov);

2.  Visiting the FAA's Regulations and Policies Web page at
    http://www.faa.gov/regulations_policies/; or

3.  Accessing the Government Printing Office's Web page at
    http://www.gpoaccess.gov/fr/index.html.

You can also get a copy by sending a request to the Federal Aviation
Administration, Office of Rulemaking, ARM-1, 800 Independence Avenue SW,
Washington, DC  20591, or by calling (202) 267-9680. Make sure to
identify the amendment number or docket number of this rulemaking.

Anyone is able to search the electronic form of all comments received
into any of our dockets by the name of the individual submitting the
comment (or signing the comment, if submitted on behalf of an
association, business, labor union, etc.). You may review DOT's complete
Privacy Act statement in the Federal Register published on April 11,
2000 (Volume 65, Number 70; Pages 19477-78) or you may visit or you may
visit [http://DocketsInfo.dot.gov](http://dms.dot.gov/).

Small Business Regulatory Enforcement Fairness Act

The Small Business Regulatory Enforcement Fairness Act (SBREFA) of 1996
requires FAA to comply with small entity requests for information or
advice about compliance with statutes and regulations within its
jurisdiction. If you are a small entity and you have a question
regarding this document, you may contact your local FAA official, or the
person listed under the FOR FURTHER INFORMATION CONTACT heading at the
beginning of the preamble. You can find out more about SBREFA on the
Internet at
http://www.faa.gov/regulations_policies/rulemaking/sbre_act/.

**List of Subjects in 14 CFR Part 60**

Airmen, Aviation safety, Reporting and recordkeeping requirements.

**I****V. The Amendment.**

In consideration of the foregoing, the Federal Aviation Administration
amends Chapter I of Title 14, Code of Federal Regulations as follows:

**PART 60---FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING
QUALIFICATION AND USE**

1\. The authority citation for part 60 continues to read as follows:

**Authority:** 49 U.S.C. 106(g), 40113, and 44701.

2\. Part 60 is amended by revising appendices A-F to read as follows:

**Appendix A to Part 60---Qualification Performance Standards for**

**Airplane Full Flight Simulators**

**Begin Information**

This appendix establishes the standards for Airplane FFS evaluation and
qualification. The NSPM is responsible for the development, application,
and implementation of the standards contained within this appendix. The
procedures and criteria specified in this appendix will be used by the
NSPM, or a person assigned by the NSPM, when conducting airplane FFS
evaluations.

**Table of Contents**

1\. Introduction.

2\. Applicability (§§ 60.1 and 60.2).

3\. Definitions (§ 60.3).

4\. Qualification Performance Standards (§ 60.4).

5\. Quality Management System (§ 60.5).

6\. Sponsor Qualification Requirements (§ 60.7).

7\. Additional Responsibilities of the Sponsor (§ 60.9).

8\. FFS Use (§ 60.11).

9\. FFS Objective Data Requirements (§ 60.13).

10\. Special Equipment and Personnel Requirements for Qualification of
the FFS (§ 60.14).

11\. Initial (and Upgrade) Qualification Requirements (§ 60.15).

12\. Additional Qualifications for a Currently Qualified FFS (§ 60.16).

13\. Previously Qualified FFSs (§ 60.17).

14\. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (§ 60.19).

15\. Logging FFS Discrepancies (§ 60.20).

16\. Interim Qualification of FFSs for New Airplane Types or Models
(§ 60.21).

17\. Modifications to FFSs (§ 60.23).

18\. Operations with Missing, Malfunctioning, or Inoperative Components
(§ 60.25).

19\. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (§ 60.27).

20\. Other Losses of Qualification and Procedures for Restoration of
Qualification (§ 60.29).

21\. Record Keeping and Reporting (§ 60.31).

22\. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (§ 60.33).

23\. Specific FFS Compliance Requirements (§ 60.35).

24\. **\[Reserved\]**

25\. FFS Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (§ 60.37).

Attachment 1 to Appendix A to Part 60\--General Simulator Requirements.

Attachment 2 to Appendix A to Part 60---FFS Objective Tests.

Attachment 3 to Appendix A to Part 60\--Simulator Subjective Evaluation.

Attachment 4 to Appendix A to Part 60\--Sample Documents.

Attachment 5 to Appendix A to Part 60\--Simulator Qualification
Requirements for Windshear Training Program Use.

Attachment 6 to Appendix A to Part 60---FSTD Directives Applicable to
Airplane Flight Simulators

**End Information**

**1. Introduction.**

**Begin Information**

a\. This appendix contains background information as well as regulatory
and informative material as described later in this section. To assist
the reader in determining what areas are required and what areas are
permissive, the text in this appendix is divided into two sections: "QPS
Requirements" and "Information." The QPS Requirements sections contain
details regarding compliance with the part 60 rule language. These
details are regulatory, but are found only in this appendix. The
Information sections contain material that is advisory in nature, and
designed to give the user general information about the regulation.

b\. Questions regarding the contents of this publication should be sent
to the U.S. Department of Transportation, Federal Aviation
Administration, Flight Standards Service, National Simulator Program
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,
Georgia, 30354. Telephone contact numbers for the NSP are: phone,
404-832-4700; fax, 404-761-8906. The general email address for the NSP
office is: <9-aso-avr-sim-team@faa.gov>. The NSP Internet Web Site
address is:
<http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/>.
On this Web Site you will find an NSP personnel list with telephone and
email contact information for each NSP staff member, a list of qualified
flight simulation devices, advisory circulars (ACs), a description of
the qualification process, NSP policy, and an NSP \"In-Works\" section.
Also linked from this site are additional information sources, handbook
bulletins, frequently asked questions, a listing and text of the Federal
Aviation Regulations, Flight Standards Inspector\'s handbooks, and other
FAA links.

c\. The NSPM encourages the use of electronic media for all
communication, including any record, report, request, test, or statement
required by this appendix. The electronic media used must have adequate
security provisions and be acceptable to the NSPM. The NSPM recommends
inquiries on system compatibility, and minimum system requirements are
also included on the NSP Website.

d\. Related Reading References.

\(1\) 14 CFR part 60.

\(2\) 14 CFR part 61.

\(3\) 14 CFR part 63.

\(4\) 14 CFR part 119.

\(5\) 14 CFR part 121.

\(6\) 14 CFR part 125.

\(7\) 14 CFR part 135.

\(8\) 14 CFR part 141.

\(9\) 14 CFR part 142.

\(10\) AC 120-28, as amended, Criteria for Approval of Category III
Landing Weather Minima.

\(11\) AC 120-29, as amended, Criteria for Approving Category I and
Category II Landing Minima for part 121 operators.

\(12\) AC 120-35, as amended, Line Operational Simulations:
Line-Oriented Flight Training, Special Purpose Operational Training,
Line Operational Evaluation.

\(13\) AC 120-40, as amended, Airplane Simulator Qualification.

\(14\) AC 120-41, as amended, Criteria for Operational Approval of
Airborne Wind Shear Alerting and Flight Guidance Systems.

\(15\) AC 120-57, as amended, Surface Movement Guidance and Control
System (SMGCS).

\(16\) AC 150/5300-13, as amended, Airport Design.

\(17\) AC 150/5340-1, as amended, Standards for Airport Markings.

\(18\) AC 150/5340-4, as amended, Installation Details for Runway
Centerline Touchdown Zone Lighting Systems.

\(19\) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.

\(20\) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting
System.

\(21\) AC 150/5345-28, as amended, Precision Approach Path Indicator
(PAPI) Systems

\(22\) International Air Transport Association document, "Flight
Simulator Design and Performance Data Requirements,\" as amended.

\(23\) AC 25-7, as amended, Flight Test Guide for Certification of
Transport Category Airplanes.

\(24\) AC 23-8, as amended, Flight Test Guide for Certification of Part
23 Airplanes.

\(25\) International Civil Aviation Organization (ICAO) Manual of
Criteria for the Qualification of Flight Simulators, as amended.

\(26\) Airplane Flight Simulator Evaluation Handbook, Volume I, as
amended and Volume II, as amended, The Royal Aeronautical Society,
London, UK.

\(27\) FAA Publication FAA-S-8081 series (Practical Test Standards for
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and
Instrument Ratings).

\(28\) The FAA Aeronautical Information Manual (AIM). An electronic
version of the AIM is on the internet at <http://www.faa.gov/atpubs>.

\(29\) Aeronautical Radio, Inc. (ARINC) document number 436, titled
*Guidelines For Electronic Qualification Test Guide* (as amended).

\(30\) Aeronautical Radio, Inc. (ARINC) document 610, *Guidance for
Design and Integration of Aircraft Avionics Equipment in Simulators* (as
amended).

**End Information**

**2. Applicability (§§ 60.1 and 60.2)**

**Begin Information**

No additional regulatory or informational material applies to § 60.1,
Applicability, or to § 60.2, Applicability of sponsor rules to person
who are not sponsors and who are engaged in certain unauthorized
activities.

**End Information**

**3. Definitions (§ 60.3)**

**Begin Information**

See Appendix F of this part for a list of definitions and abbreviations
from part 1 and part 60, including the appropriate appendices of part
60.

**End Information**

**4. Qualification Performance Standards (§ 60.4)**

**Begin Information**

No additional regulatory or informational material applies to § 60.4,
Qualification Performance Standards.

**End Information**

**5. Quality Management System (§ 60.5).**

**Begin Information**

See Appendix E of this part for additional regulatory and informational
material regarding Quality Management Systems.

**End Information**

**6. Sponsor Qualification Requirements (§ 60.7).**

**Begin Information**

a\. The intent of the language in § 60.7(b) is to have a specific FFS,
identified by the sponsor, used at least once in an FAA-approved flight
training program for the airplane simulated during the 12-month period
described. The identification of the specific FFS may change from one
12-month period to the next 12-month period as long as the sponsor
sponsors and uses at least one FFS at least once during the prescribed
period. No minimum number of hours or minimum FFS periods are required.

b\. The following examples describe acceptable operational practices:

\(1\) Example One.

\(a\) A sponsor is sponsoring a single, specific FFS for its own use, in
its own facility or elsewhere -- this single FFS forms the basis for the
sponsorship. The sponsor uses that FFS at least once in each 12-month
period in the sponsor's FAA-approved flight training program for the
airplane simulated. This 12-month period is established according to the
following schedule:

\(i\) If the FFS was qualified prior to May 30, 2008, the 12-month
period begins on the date of the first continuing qualification
evaluation conducted in accordance with § 60.19 after May 30, 2008, and
continues for each subsequent 12-month period;

\(ii\) A device qualified on or after May 30, 2008, will be required to
undergo an initial or upgrade evaluation in accordance with § 60.15.
Once the initial or upgrade evaluation is complete, the first continuing
qualification evaluation will be conducted within 6 months. The 12 month
continuing qualification evaluation cycle begins on that date and
continues for each subsequent 12-month period.

\(b\) There is no minimum number of hours of FFS use required.

\(c\) The identification of the specific FFS may change from one
12-month period to the next 12-month period as long as the sponsor
sponsors and uses at least one FFS at least once during the prescribed
period.

\(2\) Example Two.

\(a\) A sponsor sponsors an additional number of FFSs, in its facility
or elsewhere. Each additionally sponsored FFS must be --

\(i\) Used by the sponsor in the sponsor's FAA-approved flight training
program for the airplane simulated (as described in § 60.7(d)(1));

OR

\(ii\) Used by another FAA certificate holder in that other certificate
holder's FAA-approved flight training program for the airplane simulated
(as described in § 60.7(d)(1)). This 12-month period is established in
the same manner as in example one;

OR

\(iii\) Provided a statement each year from a qualified pilot, (after
having flown the airplane, not the subject FFS or another FFS, during
the preceding 12-month period) stating that the subject FFSs performance
and handling qualities represent the airplane (as described in
§ 60.7(d)(2)). This statement is provided at least once in each 12-month
period established in the same manner as in example one.

\(b\) No minimum number of hours of FFS use is required.

\(3\) Example Three.

\(a\) A sponsor in New York (in this example, a Part 142 certificate
holder) establishes "satellite" training centers in Chicago and Moscow.

\(b\) The satellite function means that the Chicago and Moscow centers
must operate under the New York center's certificate (in accordance with
all of the New York center's practices, procedures, and policies; e.g.,
instructor and/or technician training/checking requirements, record
keeping, QMS program).

\(c\) All of the FFSs in the Chicago and Moscow centers could be
dry-leased (i.e., the certificate holder does not have and use
FAA-approved flight training programs for the FFSs in the Chicago and
Moscow centers) because --

\(i\) Each FFS in the Chicago center and each FFS in the Moscow center
is used at least once each 12-month period by another FAA certificate
holder in that other certificate holder's FAA-approved flight training
program for the airplane (as described in § 60.7(d)(1));

OR

\(ii\) A statement is obtained from a qualified pilot (having flown the
airplane, not the subject FFS or another FFS during the preceding
12-month period) stating that the performance and handling qualities of
each FFS in the Chicago and Moscow centers represents the airplane (as
described in § 60.7(d)(2)).

**End Information**

**7. Additional Responsibilities of the Sponsor (§ 60.9).**

**Begin Information**

The phrase "as soon as practicable" in § 60.9(a) means without
unnecessarily disrupting or delaying beyond a reasonable time the
training, evaluation, or experience being conducted in the FFS.

**End Information**

**8. FFS Use (§ 60.11).**

**Begin Information**

No additional regulatory or informational material applies to § 60.11,
Simulator Use.

**End Information**

**9. FFS Objective Data Requirements (§ 60.13).**

**Begin QPS Requirements**

a\. Flight test data used to validate FFS performance and handling
qualities must have been gathered in accordance with a flight test
program containing the following:

\(1\) A flight test plan consisting of:

\(a\) The maneuvers and procedures required for aircraft certification
and simulation programming and validation.

\(b\) For each maneuver or procedure \--

\(i\) The procedures and control input the flight test pilot and/or
engineer used.

\(ii\) The atmospheric and environmental conditions.

\(iii\) The initial flight conditions.

\(iv\) The airplane configuration, including weight and center of
gravity.

\(v\) The data to be gathered.

\(vi\) All other information necessary to recreate the flight test
conditions in the FFS.

\(2\) Appropriately qualified flight test personnel.

\(3\) An understanding of the accuracy of the data to be gathered using
appropriate alternative data sources, procedures, and instrumentation
that is traceable to a recognized standard as described in Attachment 2,
Table A2E of this appendix.

\(4\) Appropriate and sufficient data acquisition equipment or
system(s), including appropriate data reduction and analysis methods and
techniques, as would be acceptable to the FAA's Aircraft Certification
Service.

b\. The data, regardless of source, must be presented as follows:

\(1\) In a format that supports the FFS validation process.

\(2\) In a manner that is clearly readable and annotated correctly and
completely.

\(3\) With resolution sufficient to determine compliance with the
tolerances set forth in Attachment 2, Table A2A of this appendix.

\(4\) With any necessary instructions or other details provided, such as
yaw damper or throttle position.

\(5\) Without alteration, adjustments, or bias. Data may be corrected to
address known data calibration errors provided that an explanation of
the methods used to correct the errors appears in the QTG. The corrected
data may be re-scaled, digitized, or otherwise manipulated to fit the
desired presentation.

c\. After completion of any additional flight test, a flight test report
must be submitted in support of the validation data. The report must
contain sufficient data and rationale to support qualification of the
FFS at the level requested.

d\. As required by § 60.13(f), the sponsor must notify the NSPM when it
becomes aware that an addition to, an amendment to, or a revision of
data that may relate to FFS performance or handling characteristics is
available. The data referred to in this paragraph is data used to
validate the performance, handling qualities, or other characteristics
of the aircraft, including data related to any relevant changes
occurring after the type certificate was issued. The sponsor must --

\(1\) Within 10 calendar days, notify the NSPM of the existence of this
data; and

\(2\) Within 45 calendar days, notify the NSPM of --

\(a\) The schedule to incorporate this data into the FFS; or

\(b\) The reason for not incorporating this data into the FFS.

e\. In those cases where the objective test results authorize a
"snapshot test" or a "series of snapshot tests" results in lieu of a
time-history result, the sponsor or other data provider must ensure that
a steady state condition exists at the instant of time captured by the
"snapshot." The steady state condition must exist from 4 seconds prior
to, through 1 second following, the instant of time captured by the
snapshot.

**End QPS Requirements**

**Begin Information**

f\. The FFS sponsor is encouraged to 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 in order to
facilitate the notification required by § 60.13(f).

g\. It is the intent of the NSPM that for new aircraft entering service,
at a point well in advance of preparation of the Qualification Test
Guide (QTG), the sponsor should submit to the NSPM for approval, a
descriptive document (see Table A2C, Sample Validation Data Roadmap for
Airplanes) containing the plan for acquiring the validation data,
including data sources. This document should clearly identify sources of
data for all required tests, a description of the validity of these data
for a specific engine type and thrust rating configuration, and the
revision levels of all avionics affecting the performance or flying
qualities of the aircraft. Additionally, this document should provide
other information, such as the rationale or explanation for cases where
data or data parameters are missing, instances where engineering
simulation data are used or where flight test methods require further
explanations. It should also provide a brief narrative describing the
cause and effect of any deviation from data requirements. The aircraft
manufacturer may provide this document.

h\. There is no requirement for any flight test data supplier to submit
a flight test plan or program prior to gathering flight test data.
However, the NSPM notes that inexperienced data gatherers often provide
data that is irrelevant, improperly marked, or lacking adequate
justification for selection. Other problems include inadequate
information regarding initial conditions or test maneuvers. The NSPM has
been forced to refuse these data submissions as validation data for an
FFS evaluation. It is for this reason that the NSPM recommends that any
data supplier not previously experienced in this area review the data
necessary for programming and for validating the performance of the FFS,
and discuss the flight test plan anticipated for acquiring such data
with the NSPM well in advance of commencing the flight tests.

i\. The NSPM will consider, on a case-by-case basis, whether to approve
supplemental validation data derived from flight data recording systems,
such as a Quick Access Recorder or Flight Data Recorder.

**End Information**

**10. Special Equipment and Personnel Requirements for Qualification of
the FFSs (§ 60.14).**

**Begin Information**

a\. In the event that the NSPM determines that special equipment or
specifically qualified persons will be required to conduct an
evaluation, the NSPM will make every attempt to notify the sponsor at
least one (1) week, but in no case less than 72 hours, in advance of the
evaluation. Examples of special equipment include spot photometers,
flight control measurement devices, and sound analyzers. Examples of
specially qualified personnel include individuals specifically qualified
to install or use any special equipment when its use is required.

b\. Examples of a special evaluation include an evaluation conducted
after an FFS is moved, at the request of the TPAA, or as a result of
comments received from users of the FFS that raise questions about the
continued qualification or use of the FFS.

**End Information**

**11. Initial (and Upgrade) Qualification Requirements (§ 60.15).**

**Begin QPS Requirements**

a\. In order to be qualified at a particular qualification level, the
FFS must:

\(1\) Meet the general requirements listed in Attachment 1 of this
appendix;

\(2\) Meet the objective testing requirements listed in Attachment 2 of
this appendix; and

\(3\) Satisfactorily accomplish the subjective tests listed in
Attachment 3 of this appendix.

b\. The request described in § 60.15(a) must include all of the
following:

\(1\) A statement that the FFS meets all of the applicable provisions of
this part and all applicable provisions of the QPS.

\(2\) A confirmation that the sponsor will forward to the NSPM the
statement described in § 60.15(b) in such time as to be received no
later than 5 business days prior to the scheduled evaluation and may be
forwarded to the NSPM via traditional or electronic means.

\(3\) A QTG, acceptable to the NSPM, that includes all of the following:

\(a\) Objective data obtained from traditional aircraft testing or
another approved source.

\(b\) Correlating objective test results obtained from the performance
of the FFS as prescribed in the appropriate QPS.

\(c\) The result of FFS subjective tests prescribed in the appropriate
QPS.

\(d\) A description of the equipment necessary to perform the evaluation
for initial qualification and the continuing qualification evaluations.

c\. The QTG described in paragraph (a)(3) of this section, must provide
the documented proof of compliance with the simulator objective tests in
Attachment 2, Table A2A of this appendix.

d\. The QTG is prepared and submitted by the sponsor, or the sponsor's
agent on behalf of the sponsor, to the NSPM for review and approval, and
must include, for each objective test:

\(1\) Parameters, tolerances, and flight conditions;

\(2\) Pertinent and complete instructions for the conduct of automatic
and manual tests;

\(3\) A means of comparing the FFS test results to the objective data;

\(4\) Any other information as necessary, to assist in the evaluation of
the test results;

\(5\) Other information appropriate to the qualification level of the
FFS.

e\. The QTG described in paragraphs (a)(3) and (b) of this section, must
include the following:

\(1\) A QTG cover page with sponsor and FAA approval signature blocks
(see Attachment 4, Figure A4C, of this appendix for a sample QTG cover
page).

\(2\) A continuing qualification evaluation requirements page. This page
will be used by the NSPM to establish and record the frequency with
which continuing qualification evaluations must be conducted and any
subsequent changes that may be determined by the NSPM in accordance with
§ 60.19. See Attachment 4, Figure A4G, of this appendix for a sample
Continuing Qualification Evaluation Requirements page.

\(3\) An FFS information page that provides the information listed in
this paragraph (see Attachment 4, Figure A4B, of this appendix for a
sample FFS information page). For convertible FFSs, the sponsor must
submit a separate page for each configuration of the FFS.

\(a\) The sponsor's FFS identification number or code.

\(b\) The airplane model and series being simulated.

\(c\) The aerodynamic data revision number or reference.

\(d\) The source of the basic aerodynamic model and the aerodynamic
coefficient data used to modify the basic model.

\(e\) The engine model(s) and its data revision number or reference.

\(f\) The flight control data revision number or reference.

\(g\) The flight management system identification and revision level.

\(h\) The FFS model and manufacturer.

\(i\) The date of FFS manufacture.

\(j\) The FFS computer identification.

\(k\) The visual system model and manufacturer, including display type.

\(l\) The motion system type and manufacturer, including degrees of
freedom.

\(4\) A Table of Contents.

\(5\) A log of revisions and a list of effective pages.

\(6\) A list of all relevant data references.

\(7\) A glossary of terms and symbols used (including sign conventions
and units).

\(8\) Statements of Compliance and Capability (SOCs) with certain
requirements.

\(9\) Recording procedures or equipment required to accomplish the
objective tests.

\(10\) The following information for each objective test designated in
Attachment 2, Table A2A, of this appendix as applicable to the
qualification level sought:

\(a\) Name of the test.

\(b\) Objective of the test.

\(c\) Initial conditions.

\(d\) Manual test procedures.

\(e\) Automatic test procedures (if applicable).

\(f\) Method for evaluating FFS objective test results.

\(g\) List of all relevant parameters driven or constrained during the
automatically conducted test(s).

\(h\) List of all relevant parameters driven or constrained during the
manually conducted test(s).

\(i\) Tolerances for relevant parameters.

\(j\) Source of Validation Data (document and page number).

\(k\) Copy of the Validation Data (if located in a separate binder, a
cross reference for the identification and page number for pertinent
data location must be provided).

\(l\) Simulator Objective Test Results as obtained by the sponsor. Each
test result must reflect the date completed and must be clearly labeled
as a product of the device being tested.

f\. A convertible FFS is addressed as a separate FFS for each model and
series airplane to which it will be converted and for the FAA
qualification level sought. If a sponsor seeks qualification for two or
more models of an airplane type using a convertible FFS, the sponsor
must submit a QTG for each airplane model, or a QTG for the first
airplane model and a supplement to that QTG for each additional airplane
model. The NSPM will conduct evaluations for each airplane model.

g\. Form and manner of presentation of objective test results in the
QTG:

\(1\) The sponsor\'s FFS test results must be recorded in a manner
acceptable to the NSPM, that allows easy comparison of the FFS test
results to the validation data (e.g., use of a multi-channel recorder,
line printer, cross plotting, overlays, transparencies).

\(2\) FFS results must be labeled using terminology common to airplane
parameters as opposed to computer software identifications.

\(3\) Validation data documents included in a QTG may be
photographically reduced only if such reduction will not alter the
graphic scaling or cause difficulties in scale interpretation or
resolution.

\(4\) Scaling on graphical presentations must provide the resolution
necessary to evaluate the parameters shown in Attachment 2, Table A2A of
this appendix.

\(5\) Tests involving time histories, data sheets (or transparencies
thereof) and FFS test results must be clearly marked with appropriate
reference points to ensure an accurate comparison between the FFS and
the airplane with respect to time. Time histories recorded via a line
printer are to be clearly identified for cross plotting on the airplane
data. Over-plots must not obscure the reference data.

h\. The sponsor may elect to complete the QTG objective and subjective
tests at the manufacturer's facility or at the sponsor's training
facility. If the tests are conducted at the manufacturer's facility, the
sponsor must repeat at least one-third of the tests at the sponsor's
training facility in order to substantiate FFS performance. The QTG must
be clearly annotated to indicate when and where each test was
accomplished. Tests conducted at the manufacturer's facility and at the
sponsor's training facility must be conducted after the FFS is assembled
with systems and sub-systems functional and operating in an interactive
manner. The test results must be submitted to the NSPM.

i\. The sponsor must maintain a copy of the MQTG at the FFS location.

j\. All FFSs for which the initial qualification is conducted after May
30, 2014, must have an electronic MQTG (eMQTG) including all objective
data obtained from airplane testing, or another approved source
(reformatted or digitized), together with correlating objective test
results obtained from the performance of the FFS (reformatted or
digitized) as prescribed in this appendix. The eMQTG must also contain
the general FFS performance or demonstration results (reformatted or
digitized) prescribed in this appendix, and a description of the
equipment necessary to perform the initial qualification evaluation and
the continuing qualification evaluations. The eMQTG must include the
original validation data used to validate FFS performance and handling
qualities in either the original digitized format from the data supplier
or an electronic scan of the original time-history plots that were
provided by the data supplier. A copy of the eMQTG must be provided to
the NSPM.

k\. All other FFSs not covered in subparagraph "j" must have an
electronic copy of the MQTG by May 30, 2014. An electronic copy of the
MQTG must be provided to the NSPM. This may be provided by an electronic
scan presented in a Portable Document File (PDF), or similar format
acceptable to the NSPM.

l\. During the initial (or upgrade) qualification evaluation conducted
by the NSPM, the sponsor must also provide a person who is a user of the
device (e.g., a qualified pilot or instructor pilot with flight time
experience in that aircraft) and knowledgeable about the operation of
the aircraft and the operation of the FFS.

**End QPS Requirements**

**Begin Information**

m\. Only those FFSs that are sponsored by a certificate holder as
defined in Appendix F of this part will be evaluated by the NSPM.
However, other FFS evaluations may be conducted on a case-by-case basis
as the Administrator deems appropriate, but only in accordance with
applicable agreements.

n\. The NSPM will conduct an evaluation for each configuration, and each
FFS must be evaluated as completely as possible. To ensure a thorough
and uniform evaluation, each FFS is subjected to the general simulator
requirements in Attachment 1 of this appendix, the objective tests
listed in Attachment 2 of this appendix, and the subjective tests listed
in Attachment 3 of this appendix. The evaluations described herein will
include, but not necessarily be limited to the following:

\(1\) Airplane responses, including longitudinal and lateral-directional
control responses (see Attachment 2 of this appendix);

\(2\) Performance in authorized portions of the simulated airplane's
operating envelope, to include tasks evaluated by the NSPM in the areas
of surface operations, takeoff, climb, cruise, descent, approach, and
landing as well as abnormal and emergency operations (see Attachment 2
of this appendix);

\(3\) Control checks (see Attachment 1 and Attachment 2 of this
appendix);

\(4\) Flight deck configuration (see Attachment 1 of this appendix);

\(5\) Pilot, flight engineer, and instructor station functions checks
(see Attachment 1 and Attachment 3 of this appendix);

\(6\) Airplane systems and sub-systems (as appropriate) as compared to
the airplane simulated (see Attachment 1 and Attachment 3 of this
appendix);

\(7\) FFS systems and sub-systems, including force cueing (motion),
visual, and aural (sound) systems, as appropriate (see Attachment 1 and
Attachment 2 of this appendix); and

\(8\) Certain additional requirements, depending upon the qualification
level sought, including equipment or circumstances that may become
hazardous to the occupants. The sponsor may be subject to Occupational
Safety and Health Administration requirements.

o\. The NSPM administers the objective and subjective tests, which
includes an examination of functions. The tests include a qualitative
assessment of the FFS by an NSP pilot. The NSP evaluation team leader
may assign other qualified personnel to assist in accomplishing the
functions examination and/or the objective and subjective tests
performed during an evaluation when required.

\(1\) Objective tests provide a basis for measuring and evaluating FFS
performance and determining compliance with the requirements of this
part.

\(2\) Subjective tests provide a basis for:

\(a\) Evaluating the capability of the FFS to perform over a typical
utilization period;

\(b\) Determining that the FFS satisfactorily simulates each required
task;

\(c\) Verifying correct operation of the FFS controls, instruments, and
systems; and

\(d\) Demonstrating compliance with the requirements of this part.

p\. The tolerances for the test parameters listed in Attachment 2 of
this appendix reflect the range of tolerances acceptable to the NSPM for
FFS validation and are not to be confused with design tolerances
specified for FFS manufacture. In making decisions regarding tests and
test results, the NSPM relies on the use of operational and engineering
judgment in the application of data (including consideration of the way
in which the flight test was flown and way the data was gathered and
applied) data presentations, and the applicable tolerances for each
test.

q\. In addition to the scheduled continuing qualification evaluation,
each FFS is subject to evaluations conducted by the NSPM at any time
without prior notification to the sponsor. Such evaluations would be
accomplished in a normal manner (i.e., requiring exclusive use of the
FFS for the conduct of objective and subjective tests and an examination
of functions) if the FFS is not being used for flight crewmember
training, testing, or checking. However, if the FFS were being used, the
evaluation would be conducted in a non-exclusive manner. This
non-exclusive evaluation will be conducted by the FFS evaluator
accompanying the check airman, instructor, Aircrew Program Designee
(APD), or FAA inspector aboard the FFS along with the student(s) and
observing the operation of the FFS during the training, testing, or
checking activities.

r\. Problems with objective test results are handled as follows:

\(1\) If a problem with an objective test result is detected by the NSP
evaluation team during an evaluation, the test may be repeated or the
QTG may be amended.

\(2\) If it is determined that the results of an objective test do not
support the level requested but do support a lower level, the NSPM may
qualify the FFS at that lower level. For example, if a Level D
evaluation is requested and the FFS fails to meet sound test tolerances,
it could be qualified at Level C.

s\. After an FFS is successfully evaluated, the NSPM issues a Statement
of Qualification (SOQ) to the sponsor. The NSPM recommends the FFS to
the TPAA, who will approve the FFS for use in a flight training program.
The SOQ will be issued at the satisfactory conclusion of the initial or
continuing qualification evaluation and will list the tasks for which
the FFS is qualified, referencing the tasks described in Table A1B in
Attachment 1 of this appendix. However, it is the sponsor's
responsibility to obtain TPAA approval prior to using the FFS in an
FAA-approved flight training program.

t\. Under normal circumstances, the NSPM establishes a date for the
initial or upgrade evaluation within ten (10) working days after
determining that a complete QTG is acceptable. Unusual circumstances may
warrant establishing an evaluation date before this determination is
made. A sponsor may schedule an evaluation date as early as 6 months in
advance. However, there may be a delay of 45 days or more in
rescheduling and completing the evaluation if the sponsor is unable to
meet the scheduled date. See Attachment 4 of this appendix, Figure A4A,
Sample Request for Initial, Upgrade, or Reinstatement Evaluation.

u\. The numbering system used for objective test results in the QTG
should closely follow the numbering system set out in Attachment 2 of
this appendix, FFS Objective Tests, Table A2A.

v\. Contact the NSPM or visit the NSPM website for additional
information regarding the preferred qualifications of pilots used to
meet the requirements of § 60.15(d).

w\. Examples of the exclusions for which the FFS might not have been
subjectively tested by the sponsor or the NSPM and for which
qualification might not be sought or granted, as described in
§ 60.15(g)(6), include windshear training and circling approaches.

**End Information**

**12. Additional Qualifications for a Currently Qualified FFS (§
60.16).**

**Begin Information**

No additional regulatory or informational material applies to § 60.16,
Additional Qualifications for a Currently Qualified FFS.

**End Information**

**13. Previously Qualified FFSs (§ 60.17).**

**Begin QPS Requirements**

a\. In instances where a sponsor plans to remove an FFS from active
status for a period of less than two years, the following procedures
apply:

\(1\) The NSPM must be notified in writing and the notification must
include an estimate of the period that the FFS will be inactive;

\(2\) Continuing Qualification evaluations will not be scheduled during
the inactive period;

\(3\) The NSPM will remove the FFS from the list of qualified FSTDs on a
mutually established date not later than the date on which the first
missed continuing qualification evaluation would have been scheduled;

\(4\) Before the FFS is restored to qualified status, it must be
evaluated by the NSPM. The evaluation content and the time required to
accomplish the evaluation is based on the number of continuing
qualification evaluations and sponsor-conducted quarterly inspections
missed during the period of inactivity.

\(5\) The sponsor must notify the NSPM of any changes to the original
scheduled time out of service;

b\. Simulators qualified prior to May 30, 2008, are not required to meet
the general simulation requirements, the objective test requirements or
the subjective test requirements of attachments 1, 2, and 3 of this
appendix as long as the simulator continues to meet the test
requirements contained in the MQTG developed under the original
qualification basis.

c\. After May 30, 2009, each visual scene or airport model beyond the
minimum required for the FFS qualification level that is installed in
and available for use in a qualified FFS must meet the requirements
described in attachment 3 of this appendix.

d\. Simulators qualified prior to May 30, 2008, may be updated. If an
evaluation is deemed appropriate or necessary by the NSPM after such an
update, the evaluation will not require an evaluation to standards
beyond those against which the simulator was originally qualified.

**End QPS Requirements**

**Begin Information**

e\. Other certificate holders or persons desiring to use an FFS may
contract with FFS sponsors to use FFSs previously qualified at a
particular level for an airplane type and approved for use within an
FAA-approved flight training program. Such FFSs are not required to
undergo an additional qualification process, except as described in
§ 60.16.

f\. Each FFS user must obtain approval from the appropriate TPAA to use
any FFS in an FAA-approved flight training program.

g\. The intent of the requirement listed in § 60.17(b), for each FFS to
have a SOQ within 6 years, is to have the availability of that statement
(including the configuration list and the limitations to authorizations)
to provide a complete picture of the FFS inventory regulated by the FAA.
The issuance of the statement will not require any additional evaluation
or require any adjustment to the evaluation basis for the FFS.

h\. Downgrading of an FFS is a permanent change in qualification level
and will necessitate the issuance of a revised SOQ to reflect the
revised qualification level, as appropriate. If a temporary restriction
is placed on an FFS because of a missing, malfunctioning, or inoperative
component or on-going repairs, the restriction is not a permanent change
in qualification level. Instead, the restriction is temporary and is
removed when the reason for the restriction has been resolved.

i\. The NSPM will determine the evaluation criteria for an FFS that has
been removed from active status. The criteria will be based on the
number of continuing qualification evaluations and quarterly inspections
missed during the period of inactivity. For example, if the FFS were out
of service for a 1 year period, it would be necessary to complete the
entire QTG, since all of the quarterly evaluations would have been
missed. The NSPM will also consider how the FFS was stored, whether
parts were removed from the FFS and whether the FFS was disassembled.

j\. The FFS will normally be requalified using the FAA-approved MQTG and
the criteria that was in effect prior to its removal from qualification.
However, inactive periods of 2 years or more will require
requalification under the standards in effect and current at the time of
requalification.

**End Information**

**14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (§ 60.19).**

**Begin QPS Requirements**

a\. The sponsor must conduct a minimum of four evenly spaced inspections
throughout the year. The objective test sequence and content of each
inspection must be developed by the sponsor and must be acceptable to
the NSPM.

b\. The description of the functional preflight check must be contained
in the sponsor's QMS.

c\. Record \"functional preflight\" in the FFS discrepancy log book or
other acceptable location, including any item found to be missing,
malfunctioning, or inoperative.

d\. During the continuing qualification evaluation conducted by the
NSPM, the sponsor must also provide a person knowledgeable about the
operation of the aircraft and the operation of the FFS.

e\. The NSPM will conduct continuing qualification evaluations every 12
months unless:

\(1\) The NSPM becomes aware of discrepancies or performance problems
with the device that warrants more frequent evaluations; or

\(2\) The sponsor implements a QMS that justifies less frequent
evaluations. However, in no case shall the frequency of a continuing
qualification evaluation exceed 36 months.

**End QPS Requirements**

**Begin Information**

f\. The sponsor's test sequence and the content of each quarterly
inspection required in § 60.19(a)(1) should include a balance and a mix
from the objective test requirement areas listed as follows:

\(1\) Performance.

\(2\) Handling qualities.

\(3\) Motion system (where appropriate).

\(4\) Visual system (where appropriate).

\(5\) Sound system (where appropriate).

\(6\) Other FFS systems.

g\. If the NSP evaluator plans to accomplish specific tests during a
normal continuing qualification evaluation that requires the use of
special equipment or technicians, the sponsor will be notified as far in
advance of the evaluation as practical; but not less than 72 hours.
Examples of such tests include latencies, control dynamics, sounds and
vibrations, motion, and/or some visual system tests.

h\. The continuing qualification evaluations, described in § 60.19(b),
will normally require 4 hours of FFS time. However, flexibility is
necessary to address abnormal situations or situations involving
aircraft with additional levels of complexity (e.g., computer controlled
aircraft). The sponsor should anticipate that some tests may require
additional time. The continuing qualification evaluations will consist
of the following:

\(1\) Review of the results of the quarterly inspections conducted by
the sponsor since the last scheduled continuing qualification
evaluation.

\(2\) A selection of approximately 8 to 15 objective tests from the MQTG
that provide an adequate opportunity to evaluate the performance of the
FFS. The tests chosen will be performed either automatically or manually
and should be able to be conducted within approximately one-third (1/3)
of the allotted FFS time.

\(3\) A subjective evaluation of the FFS to perform a representative
sampling of the tasks set out in attachment 3 of this appendix. This
portion of the evaluation should take approximately two-thirds (2/3) of
the allotted FFS time.

\(4\) An examination of the functions of the FFS may include the motion
system, visual system, sound system, instructor operating station, and
the normal functions and simulated malfunctions of the airplane systems.
This examination is normally accomplished simultaneously with the
subjective evaluation requirements.

**End Information**

**15. Logging FFSs Discrepancies (§ 60.20).**

**Begin Information**

No additional regulatory or informational material applies to § 60.20.
Logging FFS Discrepancies.

**End Information**

**16. Interim Qualification of FFSs for New Airplane Types or Models
(§ 60.21).**

**Begin Information**

No additional regulatory or informational material applies to § 60.21,
Interim Qualification of FFSs for New Airplane Types or Models.

**End Information**

**17. Modifications to FFSs (§ 60.23).**

**Begin QPS Requirements**

a\. The notification described in § 60.23(c)(2) must include a complete
description of the planned modification, with a description of the
operational and engineering effect the proposed modification will have
on the operation of the FFS and the results that are expected with the
modification incorporated.

b\. Prior to using the modified FFS:

\(1\) All the applicable objective tests completed with the modification
incorporated, including any necessary updates to the MQTG (e.g.,
accomplishment of FSTD Directives) must be acceptable to the NSPM; and

\(2\) The sponsor must provide the NSPM with a statement signed by the
MR that the factors listed in § 60.15(b) are addressed by the
appropriate personnel as described in that section.

**End QPS Requirements**

**Begin Information**

FSTD Directives are considered modifications of an FFS. See Attachment 4
of this appendix for a sample index of effective FSTD Directives. See
Attachment 6 of this appendix for a list of all effective FSTD
Directives applicable to Airplane FFSs.

**End Information**

**18. Operation with Missing, Malfunctioning, or Inoperative Components
(§ 60.25).**

**Begin Information**

a\. The sponsor's responsibility with respect to § 60.25(a) is satisfied
when the sponsor fairly and accurately advises the user of the current
status of an FFS, including any missing, malfunctioning, or inoperative
(MMI) component(s).

b\. It is the responsibility of the instructor, check airman, or
representative of the administrator conducting training, testing, or
checking to exercise reasonable and prudent judgment to determine if any
MMI component is necessary for the satisfactory completion of a specific
maneuver, procedure, or task.

c\. If the 29^th^ or 30^th^ day of the 30-day period described in
§ 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend
the deadline until the next business day.

d\. In accordance with the authorization described in § 60.25(b), the
sponsor may develop a discrepancy prioritizing system to accomplish
repairs based on the level of impact on the capability of the FFS.
Repairs having a larger impact on FFS capability to provide the required
training, evaluation, or flight experience will have a higher priority
for repair or replacement.

**End Information**

**19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (§ 60.27).**

**Begin Information**

If the sponsor provides a plan for how the FFS will be maintained during
its out-of-service period (e.g., periodic exercise of mechanical,
hydraulic, and electrical systems; routine replacement of hydraulic
fluid; control of the environmental factors in which the FFS is to be
maintained) there is a greater likelihood that the NSPM will be able to
determine the amount of testing required for requalification.

**End Information**

**20. Other Losses of Qualification and Procedures for Restoration of
Qualification (§ 60.29).**

**Begin Information**

If the sponsor provides a plan for how the FFS will be maintained during
its out-of-service period (e.g., periodic exercise of mechanical,
hydraulic, and electrical systems; routine replacement of hydraulic
fluid; control of the environmental factors in which the FFS is to be
maintained) there is a greater likelihood that the NSPM will be able to
determine the amount of testing required for requalification.

**End Information**

**21. Recordkeeping and Reporting (§ 60.31).**

**Begin QPS Requirements**

a\. FFS modifications can include hardware or software changes. For FFS
modifications involving software programming changes, the record
required by § 60.31(a)(2) must consist of the name of the aircraft
system software, aerodynamic model, or engine model change, the date of
the change, a summary of the change, and the reason for the change.

b\. If a coded form for record keeping is used, it must provide for the
preservation and retrieval of information with appropriate security or
controls to prevent the inappropriate alteration of such records after
the fact.

**End QPS Requirements**

**22. Applications, Logbooks, Reports, and Records: Fraud,
Falsification, or Incorrect Statements (§ 60.33).**

**Begin Information**

No additional regulatory or informational material applies to § 60.33,
Applications, Logbooks, Reports, and Records: Fraud, Falsification, or
Incorrect Statements.

**23. Specific FFS Compliance Requirements (§ 60.35).**

No additional regulatory or informational material applies to § 60.35,
Specific FFS Compliance Requirements.

**24. \[Reserved\]**

**25. FFS Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (§ 60.37).**

No additional regulatory or informational material applies to § 60.37,
FFS Qualification on the Basis of a Bilateral Aviation Safety Agreement
(BASA).

**End Information**

**Attachment 1 to Appendix A to Part 60\--**

**GENERAL SIMULATOR REQUIREMENTS**

**Begin QPS Requirements**

**1. Requirements.**

a\. Certain requirements included in this appendix must be supported
with an SOC as defined in Appendix F, which may include objective and
subjective tests. The requirements for SOCs are indicated in the
"General Simulator Requirements" column in Table A1A of this appendix.

b\. Table A1A describes the requirements for the indicated level of FFS.
Many devices include operational systems or functions that exceed the
requirements outlined in this section. However, all systems will be
tested and evaluated in accordance with this appendix to ensure proper
operation.

**End QPS Requirements**

**Begin Information**

**2. Discussion.**

a\. This attachment describes the general simulator requirements for
qualifying an airplane FFS. The sponsor should also consult the
objective tests in Attachment 2 of this appendix and the examination of
functions and subjective tests listed in Attachment 3 of this appendix
to determine the complete requirements for a specific level simulator.

b\. The material contained in this attachment is divided into the
following categories:

\(1\) General flight deck configuration.

\(2\) Simulator programming.

\(3\) Equipment operation.

\(4\) Equipment and facilities for instructor/evaluator functions.

\(5\) Motion system.

\(6\) Visual system.

\(7\) Sound system.

c\. Table A1A provides the standards for the General Simulator
Requirements.

d\. Table A1B provides the tasks that the sponsor will examine to
determine whether the FFS satisfactorily meets the requirements for
flight crew training, testing, and experience, and provides the tasks
for which the simulator may be qualified.

e\. Table A1C provides the functions that an instructor/check airman
must be able to control in the simulator.

f\. It is not required that all of the tasks that appear on the List of
Qualified Tasks (part of the SOQ) be accomplished during the initial or
continuing qualification evaluation.

**End Information**

+-----+---------------------------------------+---+---+---+---+----------------+
| *   |                                       |   |   |   |   |                |
| *1. |                                       |   |   |   |   |                |
| G   |                                       |   |   |   |   |                |
| ene |                                       |   |   |   |   |                |
| ral |                                       |   |   |   |   |                |
| Fli |                                       |   |   |   |   |                |
| ght |                                       |   |   |   |   |                |
| d   |                                       |   |   |   |   |                |
| eck |                                       |   |   |   |   |                |
| C   |                                       |   |   |   |   |                |
| onf |                                       |   |   |   |   |                |
| igu |                                       |   |   |   |   |                |
| rat |                                       |   |   |   |   |                |
| ion |                                       |   |   |   |   |                |
| .** |                                       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have a flight deck | * | * | * | * | For simulator  |
| 1.a | that is a replica of the airplane     | * | * | * | * | purposes, the  |
| .** | simulated with controls, equipment,   | X | X | X | X | flight deck    |
|     | observable flight deck indicators,    | * | * | * | * | consists of    |
|     | circuit breakers, and bulkheads       | * | * | * | * | all that space |
|     | properly located, functionally        |   |   |   |   | forward of a   |
|     | accurate and replicating the          |   |   |   |   | cross section  |
|     | airplane. The direction of movement   |   |   |   |   | of the flight  |
|     | of controls and switches must be      |   |   |   |   | deck at the    |
|     | identical to the airplane. Pilot      |   |   |   |   | most extreme   |
|     | seats must allow the occupant to      |   |   |   |   | aft setting of |
|     | achieve the design "eye position"     |   |   |   |   | the pilots\'   |
|     | established for the airplane being    |   |   |   |   | seats,         |
|     | simulated. Equipment for the          |   |   |   |   | including      |
|     | operation of the flight deck windows  |   |   |   |   | additional     |
|     | must be included, but the actual      |   |   |   |   | required       |
|     | windows need not be operable.         |   |   |   |   | crewmember     |
|     | Additional equipment such as fire     |   |   |   |   | duty stations  |
|     | axes, extinguishers, and spare light  |   |   |   |   | and those      |
|     | bulbs must be available in the FFS    |   |   |   |   | required       |
|     | but may be relocated to a suitable    |   |   |   |   | bulkheads aft  |
|     | location as near as practical to the  |   |   |   |   | of the pilot   |
|     | original position. Fire axes, landing |   |   |   |   | seats. For     |
|     | gear pins, and any similar purpose    |   |   |   |   | clarification, |
|     | instruments need only be represented  |   |   |   |   | bulkheads      |
|     | in silhouette.                        |   |   |   |   | containing     |
|     |                                       |   |   |   |   | only items     |
|     |                                       |   |   |   |   | such as        |
|     |                                       |   |   |   |   | landing gear   |
|     |                                       |   |   |   |   | pin storage    |
|     |                                       |   |   |   |   | compartments,  |
|     |                                       |   |   |   |   | fire axes and  |
|     |                                       |   |   |   |   | extinguishers, |
|     |                                       |   |   |   |   | spare light    |
|     |                                       |   |   |   |   | bulbs, and     |
|     |                                       |   |   |   |   | aircraft       |
|     |                                       |   |   |   |   | document       |
|     |                                       |   |   |   |   | pouches are    |
|     |                                       |   |   |   |   | not considered |
|     |                                       |   |   |   |   | essential and  |
|     |                                       |   |   |   |   | may be         |
|     |                                       |   |   |   |   | omitted.       |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | Those circuit breakers that affect    | * | * | * | * |                |
| 1.b | procedures or result in observable    | * | * | * | * |                |
| .** | flight deck indications must be       | X | X | X | X |                |
|     | properly located and functionally     | * | * | * | * |                |
|     | accurate.                             | * | * | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   |                                       |   |   |   |   |                |
| *2. |                                       |   |   |   |   |                |
| Pr  |                                       |   |   |   |   |                |
| ogr |                                       |   |   |   |   |                |
| amm |                                       |   |   |   |   |                |
| ing |                                       |   |   |   |   |                |
| .** |                                       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | A flight dynamics model that accounts | * | * | * | * |                |
| 2.a | for various combinations of drag and  | * | * | * | * |                |
| .** | thrust normally encountered in flight | X | X | X | X |                |
|     | must correspond to actual flight      | * | * | * | * |                |
|     | conditions, including the effect of   | * | * | * | * |                |
|     | change in airplane attitude, thrust,  |   |   |   |   |                |
|     | drag, altitude, temperature, gross    |   |   |   |   |                |
|     | weight, moments of inertia, center of |   |   |   |   |                |
|     | gravity location, and configuration.  |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | An SOC is required.                   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have the computer  | * | * | * | * |                |
| 2.b | capacity, accuracy, resolution, and   | * | * | * | * |                |
| .** | dynamic response needed to meet the   | X | X | X | X |                |
|     | qualification level sought.           | * | * | * | * |                |
|     |                                       | * | * | * | * |                |
|     | An SOC is required.                   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | Surface operations must be            | * |   |   |   |                |
| 2.c | represented to the extent that allows | * |   |   |   |                |
| .** | turns within the confines of the      | X |   |   |   |                |
|     | runway and adequate controls on the   | * |   |   |   |                |
|     | landing and roll-out from a crosswind | * |   |   |   |                |
|     | approach to a landing.                |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | Ground handling and aerodynamic       |   |   |   |   |                |
| 2.d | programming must include the          |   |   |   |   |                |
| .** | following:                            |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   | Ground effect.                        |   | * | * | * | Ground effect  |
| *2. |                                       |   | * | * | * | includes       |
| d.1 |                                       |   | X | X | X | modeling that  |
| .** |                                       |   | * | * | * | accounts for   |
|     |                                       |   | * | * | * | roundout,      |
|     |                                       |   |   |   |   | flare,         |
|     |                                       |   |   |   |   | touchdown,     |
|     |                                       |   |   |   |   | lift, drag,    |
|     |                                       |   |   |   |   | pitching       |
|     |                                       |   |   |   |   | moment, trim,  |
|     |                                       |   |   |   |   | and power      |
|     |                                       |   |   |   |   | while in       |
|     |                                       |   |   |   |   | ground effect. |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   | Ground reaction.                      |   | * | * | * | Ground         |
| *2. |                                       |   | * | * | * | reaction       |
| d.2 |                                       |   | X | X | X | includes       |
| .** |                                       |   | * | * | * | modeling that  |
|     |                                       |   | * | * | * | accounts for   |
|     |                                       |   |   |   |   | strut          |
|     |                                       |   |   |   |   | deflections,   |
|     |                                       |   |   |   |   | tire friction, |
|     |                                       |   |   |   |   | and side       |
|     |                                       |   |   |   |   | forces. This   |
|     |                                       |   |   |   |   | is the         |
|     |                                       |   |   |   |   | reaction of    |
|     |                                       |   |   |   |   | the airplane   |
|     |                                       |   |   |   |   | upon contact   |
|     |                                       |   |   |   |   | with the       |
|     |                                       |   |   |   |   | runway during  |
|     |                                       |   |   |   |   | landing, and   |
|     |                                       |   |   |   |   | may differ     |
|     |                                       |   |   |   |   | with changes   |
|     |                                       |   |   |   |   | in factors     |
|     |                                       |   |   |   |   | such as gross  |
|     |                                       |   |   |   |   | weight,        |
|     |                                       |   |   |   |   | airspeed, or   |
|     |                                       |   |   |   |   | rate of        |
|     |                                       |   |   |   |   | descent on     |
|     |                                       |   |   |   |   | touchdown.     |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   | Ground handling characteristics,      |   | * | * | * |                |
| *2. | including aerodynamic and ground      |   | * | * | * |                |
| d.3 | reaction modeling including steering  |   | X | X | X |                |
| .** | inputs, operations with crosswind,    |   | * | * | * |                |
|     | braking, thrust reversing,            |   | * | * | * |                |
|     | deceleration, and turning radius.     |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | If the aircraft being simulated is    |   |   | * | * | If desired,    |
| 2.e | one of the aircraft listed in         |   |   | * | * | Level A and B  |
| .** | § 121.358, Low-altitude windshear     |   |   | X | X | simulators may |
|     | system equipment requirements, the    |   |   | * | * | qualify for    |
|     | simulator must employ windshear       |   |   | * | * | windshear      |
|     | models that provide training for      |   |   |   |   | training by    |
|     | recognition of windshear phenomena    |   |   |   |   | meeting these  |
|     | and the execution of recovery         |   |   |   |   | standards; see |
|     | procedures. Models must be available  |   |   |   |   | Attachment 5   |
|     | to the instructor/evaluator for the   |   |   |   |   | of this        |
|     | following critical phases of flight:  |   |   |   |   | appendix.      |
|     |                                       |   |   |   |   | Windshear      |
|     | \(1\) Prior to takeoff rotation.      |   |   |   |   | models may     |
|     |                                       |   |   |   |   | consist of     |
|     | \(2\) At liftoff.                     |   |   |   |   | independent    |
|     |                                       |   |   |   |   | variable winds |
|     | \(3\) During initial climb.           |   |   |   |   | in multiple    |
|     |                                       |   |   |   |   | simultaneous   |
|     | \(4\) On final approach, below 500 ft |   |   |   |   | components.    |
|     | AGL.                                  |   |   |   |   | The FAA        |
|     |                                       |   |   |   |   | Windshear      |
|     | The QTG must reference the FAA        |   |   |   |   | Training Aid   |
|     | Windshear Training Aid or present     |   |   |   |   | presents one   |
|     | alternate airplane related data,      |   |   |   |   | acceptable     |
|     | including the implementation          |   |   |   |   | means of       |
|     | method(s) used. If the alternate      |   |   |   |   | compliance     |
|     | method is selected, wind models from  |   |   |   |   | with simulator |
|     | the Royal Aerospace Establishment     |   |   |   |   | wind model     |
|     | (RAE), the Joint Airport Weather      |   |   |   |   | requirements.  |
|     | 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   |   |   |   |   |                |
|     | requirements may be used to satisfy   |   |   |   |   |                |
|     | the training requirements of part 121 |   |   |   |   |                |
|     | pertaining to a certificate holder's  |   |   |   |   |                |
|     | approved low-altitude windshear       |   |   |   |   |                |
|     | flight training program as described  |   |   |   |   |                |
|     | in § 121.409.                         |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide for manual |   |   | * | * | Automatic      |
| 2.f | and automatic testing of simulator    |   |   | * | * | "flagging" of  |
| .** | hardware and software programming to  |   |   | X | X | ou             |
|     | determine compliance with simulator   |   |   | * | * | t-of-tolerance |
|     | objective tests as prescribed in      |   |   | * | * | situations is  |
|     | Attachment 2 of this appendix.        |   |   |   |   | encouraged.    |
|     |                                       |   |   |   |   |                |
|     | An SOC is required.                   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | Relative responses of the motion      |   |   |   |   | The intent is  |
| 2.g | system, visual system, and flight     |   |   |   |   | to verify that |
| .** | deck instruments, measured by latency |   |   |   |   | the simulator  |
|     | tests or transport delay tests.       |   |   |   |   | provides       |
|     | Motion onset should occur before the  |   |   |   |   | instrument,    |
|     | start of the visual scene change (the |   |   |   |   | motion, and    |
|     | start of the scan of the first video  |   |   |   |   | visual cues    |
|     | field containing different            |   |   |   |   | that are,      |
|     | information) but must occur before    |   |   |   |   | within the     |
|     | the end of the scan of that video     |   |   |   |   | stated time    |
|     | field. Instrument response may not    |   |   |   |   | delays, like   |
|     | occur prior to motion onset. Test     |   |   |   |   | the airplane   |
|     | results must be within the following  |   |   |   |   | responses. For |
|     | limits:                               |   |   |   |   | airplane       |
|     |                                       |   |   |   |   | response,      |
|     |                                       |   |   |   |   | acceleration   |
|     |                                       |   |   |   |   | in the         |
|     |                                       |   |   |   |   | appropriate,   |
|     |                                       |   |   |   |   | corresponding  |
|     |                                       |   |   |   |   | rotational     |
|     |                                       |   |   |   |   | axis is        |
|     |                                       |   |   |   |   | preferred.     |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   | 300 milliseconds of the airplane      | * | * |   |   |                |
| *2. | response.                             | * | * |   |   |                |
| g.1 |                                       | X | X |   |   |                |
| .** |                                       | * | * |   |   |                |
|     |                                       | * | * |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   | 150 milliseconds of the airplane      |   |   | * | * |                |
| *2. | response.                             |   |   | * | * |                |
| g.2 |                                       |   |   | X | X |                |
| .** |                                       |   |   | * | * |                |
|     |                                       |   |   | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must accurately         |   |   | * | * |                |
| 2.h | reproduce the following runway        |   |   | * | * |                |
| .** | conditions:                           |   |   | X | X |                |
|     |                                       |   |   | * | * |                |
|     | \(1\) Dry.                            |   |   | * | * |                |
|     |                                       |   |   |   |   |                |
|     | \(2\) Wet.                            |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | \(3\) Icy.                            |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | \(4\) Patchy Wet.                     |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | \(5\) Patchy Icy.                     |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | \(6\) Wet on Rubber Residue in        |   |   |   |   |                |
|     | Touchdown Zone.                       |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | An SOC is required.                   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must simulate:          |   |   | * | * | Simulator      |
| 2.i |                                       |   |   | * | * | pitch, side    |
| .** | \(1\) brake and tire failure          |   |   | X | X | loading, and   |
|     | dynamics, including antiskid failure. |   |   | * | * | directional    |
|     |                                       |   |   | * | * | control        |
|     | \(2\) decreased brake efficiency due  |   |   |   |   | c              |
|     | to high brake temperatures, if        |   |   |   |   | haracteristics |
|     | applicable.                           |   |   |   |   | should be      |
|     |                                       |   |   |   |   | representative |
|     | An SOC is required                    |   |   |   |   | of the         |
|     |                                       |   |   |   |   | airplane.      |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must replicate the      |   |   | * | * |                |
| 2.j | effects of airframe and engine icing. |   |   | * | * |                |
| .** |                                       |   |   | X | X |                |
|     |                                       |   |   | * | * |                |
|     |                                       |   |   | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The aerodynamic modeling in the       |   |   |   | * | See Attachment |
| 2.k | simulator must include:               |   |   |   | * | 2 of this      |
| .** |                                       |   |   |   | X | appendix,      |
|     | \(1\) Low-altitude level-flight       |   |   |   | * | paragraph 5,   |
|     | ground effect;                        |   |   |   | * | for further    |
|     |                                       |   |   |   |   | information on |
|     | \(2\) Mach effect at high altitude;   |   |   |   |   | ground effect. |
|     |                                       |   |   |   |   |                |
|     | \(3\) 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.       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have aerodynamic   |   | * | * | * |                |
| 2.l | and ground reaction modeling for the  |   | * | * | * |                |
| .** | effects of reverse thrust on          |   | X | X | X |                |
|     | directional control, if applicable.   |   | * | * | * |                |
|     |                                       |   | * | * | * |                |
|     | An SOC is required.                   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   |                                       |   |   |   |   |                |
| *3. |                                       |   |   |   |   |                |
| Equ |                                       |   |   |   |   |                |
| ipm |                                       |   |   |   |   |                |
| ent |                                       |   |   |   |   |                |
| Ope |                                       |   |   |   |   |                |
| rat |                                       |   |   |   |   |                |
| ion |                                       |   |   |   |   |                |
| .** |                                       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | All relevant instrument indications   | * | * | * | * |                |
| 3.a | involved in the simulation of the     | * | * | * | * |                |
| .** | airplane must automatically respond   | X | X | X | X |                |
|     | to control movement or external       | * | * | * | * |                |
|     | disturbances to the simulated         | * | * | * | * |                |
|     | airplane; e.g., turbulence or         |   |   |   |   |                |
|     | windshear. Numerical values must be   |   |   |   |   |                |
|     | presented in the appropriate units.   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | Communications, navigation, caution,  | * | * | * | * | See Attachment |
| 3.b | and warning equipment must be         | * | * | * | * | 3 of this      |
| .** | installed and operate within the      | X | X | X | X | appendix for   |
|     | tolerances applicable for the         | * | * | * | * | further        |
|     | airplane.                             | * | * | * | * | information    |
|     |                                       |   |   |   |   | regarding      |
|     |                                       |   |   |   |   | long-range     |
|     |                                       |   |   |   |   | navigation     |
|     |                                       |   |   |   |   | equipment.     |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | Simulated airplane systems must       | * | * | * | * |                |
| 3.c | operate as the airplane systems       | * | * | * | * |                |
| .** | operate under normal, abnormal, and   | X | X | X | X |                |
|     | emergency operating conditions on the | * | * | * | * |                |
|     | ground and in flight.                 | * | * | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide pilot      | * | * | * | * |                |
| 3.d | controls with control forces and      | * | * | * | * |                |
| .** | control travel that correspond to the | X | X | X | X |                |
|     | simulated airplane. The simulator     | * | * | * | * |                |
|     | must also react in the same manner as | * | * | * | * |                |
|     | in the airplane under the same flight |   |   |   |   |                |
|     | conditions.                           |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | Simulator control feel dynamics must  |   |   | # | * |                |
| 3.e | replicate the airplane. This must be  |   |   |   | * |                |
| .** | determined by comparing a recording   |   |   | X | X |                |
|     | of the control feel dynamics of the   |   |   |   | * |                |
|     | simulator to airplane measurements.   |   |   |   | * |                |
|     | For initial and upgrade qualification |   |   |   |   |                |
|     | evaluations, the control dynamic      |   |   |   |   |                |
|     | characteristics must be measured and  |   |   |   |   |                |
|     | recorded directly from the flight     |   |   |   |   |                |
|     | deck controls, and must be            |   |   |   |   |                |
|     | accomplished in takeoff, cruise, and  |   |   |   |   |                |
|     | landing flight conditions and         |   |   |   |   |                |
|     | configurations.                       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   |                                       |   |   |   |   |                |
| *4. |                                       |   |   |   |   |                |
| I   |                                       |   |   |   |   |                |
| nst |                                       |   |   |   |   |                |
| ruc |                                       |   |   |   |   |                |
| tor |                                       |   |   |   |   |                |
| or  |                                       |   |   |   |   |                |
| Eva |                                       |   |   |   |   |                |
| lua |                                       |   |   |   |   |                |
| tor |                                       |   |   |   |   |                |
| F   |                                       |   |   |   |   |                |
| aci |                                       |   |   |   |   |                |
| lit |                                       |   |   |   |   |                |
| ies |                                       |   |   |   |   |                |
| .** |                                       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | In addition to the flight crewmember  | * | * | * | * | The NSPM will  |
| 4.a | stations, the simulator must have at  | * | * | * | * | consider       |
| .** | least two suitable seats for the      | X | X | X | X | alternatives   |
|     | instructor/check airman and FAA       | * | * | * | * | to this        |
|     | inspector. These seats must provide   | * | * | * | * | standard for   |
|     | adequate vision to the pilot\'s panel |   |   |   |   | additional     |
|     | and forward windows. All seats other  |   |   |   |   | seats based on |
|     | than flight crew seats need not       |   |   |   |   | unique flight  |
|     | represent those found in the          |   |   |   |   | deck           |
|     | airplane, but must be adequately      |   |   |   |   | c              |
|     | secured to the floor and equipped     |   |   |   |   | onfigurations. |
|     | with similar positive restraint       |   |   |   |   |                |
|     | devices.                              |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have controls that | * | * | * | * |                |
| 4.b | enable the instructor/evaluator to    | * | * | * | * |                |
| .** | control all required system variables | X | X | X | X |                |
|     | and insert all abnormal or emergency  | * | * | * | * |                |
|     | conditions into the simulated         | * | * | * | * |                |
|     | airplane systems as described in the  |   |   |   |   |                |
|     | sponsor's FAA-approved training       |   |   |   |   |                |
|     | program; or as described in the       |   |   |   |   |                |
|     | relevant operating manual as          |   |   |   |   |                |
|     | appropriate.                          |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have instructor    | * | * | * | * |                |
| 4.c | controls for all environmental        | * | * | * | * |                |
| .** | effects expected to be available at   | X | X | X | X |                |
|     | the IOS; e.g., clouds, visibility,    | * | * | * | * |                |
|     | icing, precipitation, temperature,    | * | * | * | * |                |
|     | storm cells, and wind speed and       |   |   |   |   |                |
|     | direction.                            |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide the        |   |   | * | * | For example,   |
| 4.d | instructor or evaluator the ability   |   |   | * | * | another        |
| .** | to present ground and air hazards.    |   |   | X | X | airplane       |
|     |                                       |   |   | * | * | crossing the   |
|     |                                       |   |   | * | * | active runway  |
|     |                                       |   |   |   |   | or converging  |
|     |                                       |   |   |   |   | airborne       |
|     |                                       |   |   |   |   | traffic.       |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   |                                       |   |   |   |   |                |
| *5. |                                       |   |   |   |   |                |
| Mot |                                       |   |   |   |   |                |
| ion |                                       |   |   |   |   |                |
| Sys |                                       |   |   |   |   |                |
| tem |                                       |   |   |   |   |                |
| .** |                                       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have motion        | * | * | * | * | For example,   |
| 5.a | (force) cues perceptible to the pilot | * | * | * | * | touchdown cues |
| .** | that are representative of the motion | X | X | X | X | should be a    |
|     | in an airplane.                       | * | * | * | * | function of    |
|     |                                       | * | * | * | * | the rate of    |
|     |                                       |   |   |   |   | descent (RoD)  |
|     |                                       |   |   |   |   | of the         |
|     |                                       |   |   |   |   | simulated      |
|     |                                       |   |   |   |   | airplane.      |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have a motion      | * | * |   |   |                |
| 5.b | (force cueing) system with a minimum  | * | * |   |   |                |
| .** | of three degrees of freedom (at least | X | X |   |   |                |
|     | pitch, roll, and heave).              | * | * |   |   |                |
|     |                                       | * | * |   |   |                |
|     | An SOC is required.                   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have a motion      |   |   | * | * |                |
| 5.c | (force cueing) system that produces   |   |   | * | * |                |
| .** | cues at least equivalent to those of  |   |   | X | X |                |
|     | a six-degrees-of-freedom, synergistic |   |   | * | * |                |
|     | platform motion system (i.e., pitch,  |   |   | * | * |                |
|     | roll, yaw, heave, sway, and surge).   |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | An SOC is required.                   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide for the    | * | * | * | * |                |
| 5.d | recording of the motion system        | * | * | * | * |                |
| .** | response time.                        | X | X | X | X |                |
|     |                                       | * | * | * | * |                |
|     | An SOC is required.                   | * | * | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide motion     |   | * | * | * |                |
| 5.e | effects programming to include:       |   | * | * | * |                |
| .** |                                       |   | X | X | X |                |
|     | \(1\) 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.      |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide            |   |   |   | * | The simulator  |
| 5.f | characteristic motion vibrations that |   |   |   | * | should be      |
| .** | result from operation of the airplane |   |   |   | X | programmed and |
|     | if the vibration marks an event or    |   |   |   | * | instrumented   |
|     | airplane state that can be sensed in  |   |   |   | * | in such a      |
|     | the flight deck.                      |   |   |   |   | manner that    |
|     |                                       |   |   |   |   | the            |
|     |                                       |   |   |   |   | characteristic |
|     |                                       |   |   |   |   | buffet modes   |
|     |                                       |   |   |   |   | can be         |
|     |                                       |   |   |   |   | measured and   |
|     |                                       |   |   |   |   | compared to    |
|     |                                       |   |   |   |   | airplane data. |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   |                                       |   |   |   |   |                |
| *6. |                                       |   |   |   |   |                |
| Vis |                                       |   |   |   |   |                |
| ual |                                       |   |   |   |   |                |
| Sys |                                       |   |   |   |   |                |
| tem |                                       |   |   |   |   |                |
| .** |                                       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have a visual      | * | * | * | * |                |
| 6.a | system providing an out-of-the-flight | * | * | * | * |                |
| .** | deck view.                            | X | X | X | X |                |
|     |                                       | * | * | * | * |                |
|     |                                       | * | * | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide a          | * | * |   |   | Additional     |
| 6.b | continuous collimated field-of-view   | * | * |   |   | field-of-view  |
| .** | of at least 45 horizontally and 30    | X | X |   |   | capability may |
|     | vertically per pilot seat or the      | * | * |   |   | be added at    |
|     | number of degrees necessary to meet   | * | * |   |   | the sponsor's  |
|     | the visual ground segment             |   |   |   |   | discretion     |
|     | requirement, whichever is greater.    |   |   |   |   | provided the   |
|     | Both pilot seat visual systems must   |   |   |   |   | minimum fields |
|     | be operable simultaneously. The       |   |   |   |   | of view are    |
|     | minimum horizontal field-of-view      |   |   |   |   | retained.      |
|     | coverage must be plus and minus       |   |   |   |   |                |
|     | one-half (½) of the minimum           |   |   |   |   |                |
|     | continuous field-of-view requirement, |   |   |   |   |                |
|     | centered on the zero degree azimuth   |   |   |   |   |                |
|     | line relative to the aircraft         |   |   |   |   |                |
|     | fuselage.                             |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | An SOC is required and must explain   |   |   |   |   |                |
|     | the system geometry measurements      |   |   |   |   |                |
|     | including system linearity and        |   |   |   |   |                |
|     | field-of-view..                       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | (Reserved)                            |   |   | # |   |                |
| 6.c |                                       |   |   |   |   |                |
| .** |                                       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide a          |   |   | * | * | The horizontal |
| 6.d | continuous collimated visual          |   |   | * | * | field-of-view  |
| .** | field-of-view of at least176°         |   |   | X | X | is             |
|     | horizontally and 36° vertically or    |   |   | * | * | traditionally  |
|     | the number of degrees necessary to    |   |   | * | * | described as a |
|     | meet the visual ground segment        |   |   |   |   | 180º           |
|     | requirement, whichever is greater.    |   |   |   |   | field-of-view. |
|     | The minimum horizontal field-of-view  |   |   |   |   | However, the   |
|     | coverage must be plus and minus       |   |   |   |   | field-of-view  |
|     | one-half (½) of the minimum           |   |   |   |   | is technically |
|     | continuous field-of-view requirement, |   |   |   |   | no less than   |
|     | centered on the zero degree azimuth   |   |   |   |   | 176º.          |
|     | line relative to the aircraft         |   |   |   |   | Additional     |
|     | fuselage.                             |   |   |   |   | field-of-view  |
|     |                                       |   |   |   |   | capability may |
|     | An SOC is required and must explain   |   |   |   |   | be added at    |
|     | the system geometry measurements      |   |   |   |   | the sponsor's  |
|     | including system linearity and        |   |   |   |   | discretion     |
|     | field-of-view.                        |   |   |   |   | provided the   |
|     |                                       |   |   |   |   | minimum fields |
|     |                                       |   |   |   |   | of view are    |
|     |                                       |   |   |   |   | retained.      |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The visual system must be free from   | * | * | * | * | Non-realistic  |
| 6.e | optical discontinuities and artifacts | * | * | * | * | cues might     |
| .** | that create non-realistic cues.       | X | X | X | X | include image  |
|     |                                       | * | * | * | * | "swimming" and |
|     |                                       | * | * | * | * | image          |
|     |                                       |   |   |   |   | "roll-off,"    |
|     |                                       |   |   |   |   | that may lead  |
|     |                                       |   |   |   |   | a pilot to     |
|     |                                       |   |   |   |   | make incorrect |
|     |                                       |   |   |   |   | assessments of |
|     |                                       |   |   |   |   | speed,         |
|     |                                       |   |   |   |   | acceleration,  |
|     |                                       |   |   |   |   | or situational |
|     |                                       |   |   |   |   | awareness.     |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have operational   | * | * | * | * |                |
| 6.f | landing lights for night scenes.      | * | * | * | * |                |
| .** | Where used, dusk (or twilight) scenes | X | X | X | X |                |
|     | require operational landing lights.   | * | * | * | * |                |
|     |                                       | * | * | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must have instructor    | * | * | * | * |                |
| 6.g | controls for the following:           | * | * | * | * |                |
| .** |                                       | X | X | X | X |                |
|     | \(1\) Visibility in statute miles     | * | * | * | * |                |
|     | (km) and runway visual range (RVR) in | * | * | * | * |                |
|     | ft.(m).                               |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | \(2\) Airport selection.              |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | \(3\) Airport lighting.               |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide visual     | * | * | * | * |                |
| 6.h | system compatibility with dynamic     | * | * | * | * |                |
| .** | response programming.                 | X | X | X | X |                |
|     |                                       | * | * | * | * |                |
|     |                                       | * | * | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must show that the      | * | * | * | * | This will show |
| 6.i | segment of the ground visible from    | * | * | * | * | the modeling   |
| .** | the simulator flight deck is the same | X | X | X | X | accuracy of    |
|     | as from the airplane flight deck      | * | * | * | * | RVR,           |
|     | (within established tolerances) when  | * | * | * | * | glideslope,    |
|     | at the correct airspeed, in the       |   |   |   |   | and localizer  |
|     | landing configuration, at the         |   |   |   |   | for a given    |
|     | appropriate height above the          |   |   |   |   | weight,        |
|     | touchdown zone, and with appropriate  |   |   |   |   | configuration, |
|     | visibility.                           |   |   |   |   | and speed      |
|     |                                       |   |   |   |   | within the     |
|     |                                       |   |   |   |   | airplane\'s    |
|     |                                       |   |   |   |   | operational    |
|     |                                       |   |   |   |   | envelope for a |
|     |                                       |   |   |   |   | normal         |
|     |                                       |   |   |   |   | approach and   |
|     |                                       |   |   |   |   | landing.       |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide visual     |   | * | * | * |                |
| 6.j | cues necessary to assess sink rates   |   | * | * | * |                |
| .** | (provide depth perception) during     |   | X | X | X |                |
|     | takeoffs and landings, to include:    |   | * | * | * |                |
|     |                                       |   | * | * | * |                |
|     | \(1\) Surface on runways, taxiways,   |   |   |   |   |                |
|     | and ramps.                            |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | \(2\) Terrain features.               |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide for        | * | * | * | * | Visual         |
| 6.k | accurate portrayal of the visual      | * | * | * | * | attitude vs.   |
| .** | environment relating to the simulator | X | X | X | X | simulator      |
|     | attitude.                             | * | * | * | * | attitude is a  |
|     |                                       | * | * | * | * | comparison of  |
|     |                                       |   |   |   |   | pitch and roll |
|     |                                       |   |   |   |   | of the horizon |
|     |                                       |   |   |   |   | as displayed   |
|     |                                       |   |   |   |   | in the visual  |
|     |                                       |   |   |   |   | scene compared |
|     |                                       |   |   |   |   | to the display |
|     |                                       |   |   |   |   | on the         |
|     |                                       |   |   |   |   | attitude       |
|     |                                       |   |   |   |   | indicator.     |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide for quick  |   |   | * | * |                |
| 6.l | confirmation of visual system color,  |   |   | * | * |                |
| .** | RVR, focus, and intensity.            |   |   | X | X |                |
|     |                                       |   |   | * | * |                |
|     | An SOC is required.                   |   |   | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must be capable of      |   |   | * | * |                |
| 6.m | producing at least 10 levels of       |   |   | * | * |                |
| .** | occulting.                            |   |   | X | X |                |
|     |                                       |   |   | * | * |                |
|     |                                       |   |   | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | Night Visual Scenes. When used in     | * | * | * | * |                |
| 6.n | training, testing, or checking        | * | * | * | * |                |
| .** | activities, the simulator must        | X | X | X | X |                |
|     | provide night 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 horizon and typical terrain |   |   |   |   |                |
|     | characteristics such as fields, roads |   |   |   |   |                |
|     | and bodies of water and surfaces      |   |   |   |   |                |
|     | illuminated by airplane landing       |   |   |   |   |                |
|     | lights.                               |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | Dusk (or Twilight) Visual Scenes.     |   |   | * | * |                |
| 6.o | When used in training, testing, or    |   |   | * | * |                |
| .** | checking activities, the simulator    |   |   | X | X |                |
|     | 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. Dusk (or |   |   |   |   |                |
|     | twilight) scenes, as a minimum, must  |   |   |   |   |                |
|     | provide full color presentations of   |   |   |   |   |                |
|     | reduced ambient intensity, sufficient |   |   |   |   |                |
|     | surfaces with appropriate textural    |   |   |   |   |                |
|     | cues that include self-illuminated    |   |   |   |   |                |
|     | 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 airplane  |   |   |   |   |                |
|     | landing lights. If provided,          |   |   |   |   |                |
|     | directional horizon lighting must     |   |   |   |   |                |
|     | have correct orientation and be       |   |   |   |   |                |
|     | consistent with surface shading       |   |   |   |   |                |
|     | effects. Total night or dusk          |   |   |   |   |                |
|     | (twilight) scene content must be      |   |   |   |   |                |
|     | comparable in detail to that produced |   |   |   |   |                |
|     | by 10,000 visible textured surfaces   |   |   |   |   |                |
|     | and 15,000 visible lights with        |   |   |   |   |                |
|     | sufficient system capacity to display |   |   |   |   |                |
|     | 16 simultaneously moving objects.     |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | An SOC is required.                   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | Daylight Visual Scenes. The simulator |   |   | * | * |                |
| 6.p | must provide daylight visual scenes   |   |   | * | * |                |
| .** | with sufficient scene content to      |   |   | X | X |                |
|     | recognize the airport, the terrain,   |   |   | * | * |                |
|     | and major landmarks around the        |   |   | * | * |                |
|     | airport. The scene content must allow |   |   |   |   |                |
|     | a pilot to successfully accomplish a  |   |   |   |   |                |
|     | visual landing. Any ambient lighting  |   |   |   |   |                |
|     | must not "washout" the displayed      |   |   |   |   |                |
|     | visual scene. Total daylight scene    |   |   |   |   |                |
|     | content must be comparable in detail  |   |   |   |   |                |
|     | to that produced by 10,000 visible    |   |   |   |   |                |
|     | textured surfaces and 6,000 visible   |   |   |   |   |                |
|     | lights with sufficient system         |   |   |   |   |                |
|     | capacity to display 16 simultaneously |   |   |   |   |                |
|     | moving objects. The visual display    |   |   |   |   |                |
|     | must be free of apparent and          |   |   |   |   |                |
|     | distracting quantization and other    |   |   |   |   |                |
|     | distracting visual effects while the  |   |   |   |   |                |
|     | simulator is in motion.               |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | An SOC is required.                   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide            |   |   | * | * | For example:   |
| 6.q | operational visual scenes that        |   |   | * | * | short runways, |
| .** | portray physical relationships known  |   |   | X | X | landing        |
|     | to cause landing illusions to pilots. |   |   | * | * | approaches     |
|     |                                       |   |   | * | * | over water,    |
|     |                                       |   |   |   |   | uphill or      |
|     |                                       |   |   |   |   | downhill       |
|     |                                       |   |   |   |   | runways,       |
|     |                                       |   |   |   |   | rising terrain |
|     |                                       |   |   |   |   | on the         |
|     |                                       |   |   |   |   | approach path, |
|     |                                       |   |   |   |   | unique         |
|     |                                       |   |   |   |   | topographic    |
|     |                                       |   |   |   |   | features.      |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide special    |   |   | * | * |                |
| 6.r | weather representations of light,     |   |   | * | * |                |
| .** | medium, and heavy precipitation near  |   |   | X | X |                |
|     | 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 airport.      |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must present visual     |   |   | * | * |                |
| 6.s | scenes of wet and snow-covered        |   |   | * | * |                |
| .** | runways, including runway lighting    |   |   | X | X |                |
|     | reflections for wet conditions,       |   |   | * | * |                |
|     | partially obscured lights for snow    |   |   | * | * |                |
|     | conditions, or suitable alternative   |   |   |   |   |                |
|     | effects**.**                          |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must present realistic  |   |   | * | * |                |
| 6.t | color and directionality of all       |   |   | * | * |                |
| .** | airport lighting.                     |   |   | X | X |                |
|     |                                       |   |   | * | * |                |
|     |                                       |   |   | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| *   |                                       |   |   |   |   |                |
| *7. |                                       |   |   |   |   |                |
| So  |                                       |   |   |   |   |                |
| und |                                       |   |   |   |   |                |
| Sys |                                       |   |   |   |   |                |
| tem |                                       |   |   |   |   |                |
| .** |                                       |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide flight     | * | * | * | * |                |
| 7.a | deck sounds that result from pilot    | * | * | * | * |                |
| .** | actions that correspond to those that | X | X | X | X |                |
|     | occur in the airplane.                | * | * | * | * |                |
|     |                                       | * | * | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The volume control must have an       | * | * | * | * |                |
| 7.b | indication of sound level setting     | * | * | * | * |                |
| .** | which meets all qualification         | X | X | X | X |                |
|     | requirements.                         | * | * | * | * |                |
|     |                                       | * | * | * | * |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must accurately         |   |   | * | * |                |
| 7.c | simulate the sound of precipitation,  |   |   | * | * |                |
| .** | windshield wipers, and other          |   |   | X | X |                |
|     | significant airplane 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 and thrust reversal sounds;    |   |   |   |   |                |
|     | and the sounds of flap, gear, and     |   |   |   |   |                |
|     | spoiler extension and retraction.     |   |   |   |   |                |
|     |                                       |   |   |   |   |                |
|     | An SOC is required.                   |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+
| **  | The simulator must provide realistic  |   |   |   | * |                |
| 7.d | amplitude and frequency of flight     |   |   |   | * |                |
| .** | deck noises and sounds. Simulator     |   |   |   | X |                |
|     | performance must be recorded,         |   |   |   | * |                |
|     | compared to amplitude and frequency   |   |   |   | * |                |
|     | of the same sounds recorded in the    |   |   |   |   |                |
|     | airplane, and be made a part of the   |   |   |   |   |                |
|     | QTG. .                                |   |   |   |   |                |
+-----+---------------------------------------+---+---+---+---+----------------+

  --------------- ------------------------------------- ------- ------- ------- ------- -----------------
  **1. Preflight                                                                        
  Procedures.**                                                                         

  **1.a.**        Preflight Inspection (flight deck     **X**   **X**   **X**   **X**   
                  only)                                                                 

  **1.b.**        Engine Start                          **X**   **X**   **X**   **X**   

  **1.c.**        Taxiing                                       **R**   **X**   **X**   

  **1.d.**        Pre-takeoff Checks                    **X**   **X**   **X**   **X**   

  **2. Takeoff                                                                          
  and Departure                                                                         
  Phase.**                                                                              

  **2.a.**        Normal and Crosswind Takeoff                  **R**   **X**   **X**   

  **2.b.**        Instrument Takeoff                    **X**   **X**   **X**   **X**   

  **2.c.**        Engine Failure During Takeoff         **A**   **X**   **X**   **X**   

  **2.d.**        Rejected Takeoff                      **X**   **X**   **X**   **X**   

  **2.e.**        Departure Procedure                   **X**   **X**   **X**   **X**   

  **3. Inflight                                                                         
  Maneuvers.**                                                                          

  **3.a.**        Steep Turns                           **X**   **X**   **X**   **X**   

  **3.b.**        Approaches to Stalls                  **X**   **X**   **X**   **X**   

  **3.c.**        Engine Failure---Multiengine Airplane **X**   **X**   **X**   **X**   

  **3.d.**        Engine Failure---Single-Engine        **X**   **X**   **X**   **X**   
                  Airplane                                                              

  **3.e.**        Specific Flight Characteristics       **A**   **A**   **A**   **A**   
                  incorporated into the user's FAA                                      
                  approved flight training program.                                     

  **3.f.**        Recovery From Unusual Attitudes       **X**   **X**   **X**   **X**   Within the normal
                                                                                        flight envelope
                                                                                        supported by
                                                                                        applicable
                                                                                        simulation
                                                                                        validation data.

  **4. Instrument                                                                       
  Procedures.**                                                                         

  **4.a.**        Standard Terminal Arrival / Flight    **X**   **X**   **X**   **X**   
                  Management System Arrivals Procedures                                 

  **4.b.**        Holding                               **X**   **X**   **X**   **X**   

  **4.c.**        Precision Instrument                                                  

  **4.c.1.**      All engines operating.                **X**   **X**   **X**   **X**   e.g., Autopilot,
                                                                                        Manual (Flt. Dir.
                                                                                        Assisted), Manual
                                                                                        (Raw Data)

  **4.c.2.**      One engine inoperative.               **X**   **X**   **X**   **X**   e.g., Manual
                                                                                        (Flt. Dir.
                                                                                        Assisted), Manual
                                                                                        (Raw Data)

  **4.d.**        Non-precision Instrument Approach     **X**   **X**   **X**   **X**   e.g., NDB, VOR,
                                                                                        VOR/DME, VOR/TAC,
                                                                                        RNAV, LOC,
                                                                                        LOC/BC, ADF, and
                                                                                        SDF.

  **4.e.**        Circling Approach                     **X**   **X**   **X**   **X**   Specific
                                                                                        authorization
                                                                                        required.

  **4.f.**        Missed Approach                                                       

  **4.f.1.**      Normal.                               **X**   **X**   **X**   **X**   

  **4.f.2.**      One engine Inoperative.               **X**   **X**   **X**   **X**   

  **5. Landings                                                                         
  and Approaches                                                                        
  to Landings.**                                                                        

  **5.a.**        Normal and Crosswind Approaches and           **R**   **X**   **X**   
                  Landings                                                              

  **5.b.**        Landing From a Precision /                    **R**   **X**   **X**   
                  Non-Precision Approach                                                

  **5.c.**        Approach and Landing with (Simulated)         **R**   **X**   **X**   
                  Engine Failure -- Multiengine                                         
                  Airplane                                                              

  **5.d.**        Landing From Circling Approach                **R**   **X**   **X**   

  **5.e.**        Rejected Landing                      **X**   **X**   **X**   **X**   

  **5.f.**        Landing From a No Flap or a                   **R**   **X**   **X**   
                  Nonstandard Flap Configuration                                        
                  Approach                                                              

  **6. Normal and                                                                       
  Abnormal                                                                              
  Procedures.**                                                                         

  **6.a.**        Engine (including shutdown and        **X**   **X**   **X**   **X**   
                  restart)                                                              

  **6.b.**        Fuel System                           **X**   **X**   **X**   **X**   

  **6.c.**        Electrical System                     **X**   **X**   **X**   **X**   

  **6.d.**        Hydraulic System                      **X**   **X**   **X**   **X**   

  **6.e.**        Environmental and Pressurization      **X**   **X**   **X**   **X**   
                  Systems                                                               

  **6.f.**        Fire Detection and Extinguisher       **X**   **X**   **X**   **X**   
                  Systems                                                               

  **6.g.**        Navigation and Avionics Systems       **X**   **X**   **X**   **X**   

  **6.h.**        Automatic Flight Control System,      **X**   **X**   **X**   **X**   
                  Electronic Flight Instrument System,                                  
                  and Related Subsystems                                                

  **6.i.**        Flight Control Systems                **X**   **X**   **X**   **X**   

  **6.j.**        Anti-ice and Deice Systems            **X**   **X**   **X**   **X**   

  **6.k.**        Aircraft and Personal Emergency       **X**   **X**   **X**   **X**   
                  Equipment                                                             

  **7. Emergency                                                                        
  Procedures.**                                                                         

  **7.a.**        Emergency Descent (Max. Rate)         **X**   **X**   **X**   **X**   

  **7.b.**        Inflight Fire and Smoke Removal       **X**   **X**   **X**   **X**   

  **7.c.**        Rapid Decompression                   **X**   **X**   **X**   **X**   

  **7.d.**        **Emergency Evacuation**              **X**   **X**   **X**   **X**   

  **8. Postflight                                                                       
  Procedures.**                                                                         

  **8.a.**        After-Landing Procedures              **X**   **X**   **X**   **X**   

  **8.b.**        Parking and Securing                  **X**   **X**   **X**   **X**   

                                                                                        
  --------------- ------------------------------------- ------- ------- ------- ------- -----------------

  ---------------- ------------------------------------- ------- ------- ------- ------- -----------------
  **1. Instructor                                                                        
  Operating                                                                              
  Station (IOS),                                                                         
  as                                                                                     
  appropriate.**                                                                         

  **1.a.**         Power switch(es).                     **X**   **X**   **X**   **X**   

  **1.b.**         Airplane conditions.                  **X**   **X**   **X**   **X**   e.g., GW, CG,
                                                                                         Fuel loading and
                                                                                         Systems.

  **1.c.**         Airports / Runways.                   **X**   **X**   **X**   **X**   e.g., Selection,
                                                                                         Surface, Presets,
                                                                                         Lighting
                                                                                         controls.

  **1.d.**         Environmental controls.               **X**   **X**   **X**   **X**   e.g., Clouds,
                                                                                         Visibility, RVR,
                                                                                         Temp, Wind, Ice,
                                                                                         Snow, Rain, and
                                                                                         Windshear.

  **1.e.**         Airplane system malfunctions          **X**   **X**   **X**   **X**   
                   (Insertion / deletion)                                                

  **1.f.**         Locks, Freezes, and Repositioning.    **X**   **X**   **X**   **X**   

  **2. Sound                                                                             
  Controls.**                                                                            

  **2.a.**         On / off / adjustment                 **X**   **X**   **X**   **X**   

  **3. Motion /                                                                          
  Control Loading                                                                        
  System.**                                                                              

  **3.a.**         On / off / emergency stop.            **X**   **X**   **X**   **X**   

  **4. Observer                                                                          
  Seats /                                                                                
  Stations.**                                                                            

  **4.a.**         Position / Adjustment / Positive      **X**   **X**   **X**   **X**   
                   restraint system.                                                     

                                                                                         
  ---------------- ------------------------------------- ------- ------- ------- ------- -----------------

Attachment 2 to Appendix A to Part 60\--

**FFS OBJECTIVE TESTS**

Table of Contents

+------------+---------------------------------------------------------+
| **P        | #### Title                                              |
| aragraph** |                                                         |
|            |                                                         |
| **Number** |                                                         |
+------------+---------------------------------------------------------+
|            | #                                                       |
+------------+---------------------------------------------------------+
|            | #                                                       |
+------------+---------------------------------------------------------+
| **1.**     | # **Introduction**                                      |
+------------+---------------------------------------------------------+
| **2.**     | # **Test Requirements**                                 |
+------------+---------------------------------------------------------+
|            | Table A2A, Objective Tests                              |
+------------+---------------------------------------------------------+
| **3.**     | ####### General                                         |
+------------+---------------------------------------------------------+
| **4.**     | Control Dynamics                                        |
+------------+---------------------------------------------------------+
| **5.**     | Ground Effect                                           |
+------------+---------------------------------------------------------+
| **6.**     | Motion System                                           |
+------------+---------------------------------------------------------+
| **7.**     | Sound System                                            |
+------------+---------------------------------------------------------+
| **8.**     | Additional Information About Flight Simulator           |
|            | Qualification for New or Derivative Airplanes           |
+------------+---------------------------------------------------------+
| **9.**     | Engineering Simulator -- Validation Data                |
+------------+---------------------------------------------------------+
| **10.**    | \[Reserved\]                                            |
+------------+---------------------------------------------------------+
| **11.**    | Validation Test Tolerances                              |
+------------+---------------------------------------------------------+
| **12.**    | Validation Data Roadmap                                 |
+------------+---------------------------------------------------------+
| **13.**    | Acceptance Guidelines for Alternative Engines Data      |
+------------+---------------------------------------------------------+
| **14.**    | Acceptance Guidelines for Alternative Avionics          |
|            | (Flight-Related Computers and Controllers)              |
+------------+---------------------------------------------------------+
| **15.**    | Transport Delay Testing                                 |
+------------+---------------------------------------------------------+
| **16.**    | Continuing Qualification Evaluations -- Validation Test |
|            | Data Presentation                                       |
+------------+---------------------------------------------------------+
| **17.**    | Alternative Data Sources, Procedures, and               |
|            | Instrumentation: Level A and Level B Simulators Only    |
+------------+---------------------------------------------------------+

**Begin Information**

**1. Introduction.**

a\. For the purposes of this attachment, the flight conditions specified
in the Flight Conditions Column of Table A2A of this appendix, are
defined as follows:

\(1\) Ground -- on ground, independent of airplane configuration;

\(2\) Take-off -- gear down with flaps/slats in any certified takeoff
position;

\(3\) First segment climb -- gear down with flaps/slats in any certified
takeoff position (normally not above 50 ft AGL);

\(4\) Second segment climb -- gear up with flaps/slats in any certified
takeoff position (normally between 50 ft and 400 ft AGL);

\(5\) Clean -- flaps/slats retracted and gear up;

\(6\) Cruise -- clean configuration at cruise altitude and airspeed;

\(7\) Approach -- gear up or down with flaps/slats at any normal
approach position as recommended by the airplane manufacturer; and

\(8\) Landing -- gear down with flaps/slats in any certified landing
position.

b\. The format for numbering the objective tests in Appendix A,
Attachment 2, Table A2A, and the objective tests in Appendix B,
Attachment 2, Table B2A, is identical. However, each test required for
FFSs is not necessarily required for FTDs. Also, each test required for
FTDs is not necessarily required for FFSs. Therefore, when a test number
(or series of numbers) is not required, the term "Reserved" is used in
the table at that location. Following this numbering format provides a
degree of commonality between the two tables and substantially reduces
the potential for confusion when referring to objective test numbers for
either FFSs or FTDs.

c\. The reader is encouraged to review the Airplane Flight Simulator
Evaluation Handbook, Volumes I and II, published by the Royal
Aeronautical Society, London, UK, and AC 25-7, as amended, Flight Test
Guide for Certification of Transport Category Airplanes, and AC 23-8, as
amended, Flight Test Guide for Certification of Part 23 Airplanes, for
references and examples regarding flight testing requirements and
techniques.

d\. If relevant winds are present in the objective data, the wind vector
should be clearly noted as part of the data presentation, expressed in
conventional terminology, and related to the runway being used for the
test.

**End Information**

**Begin QPS Requirements**

2\. Test requirements.

a\. The ground and flight tests required for qualification are listed in
Table of A2A, FFS Objective Tests. Computer generated simulator test
results must be provided for each test except where an alternative test
is specifically authorized by the NSPM. If a flight condition or
operating condition is required for the test but does not apply to the
airplane being simulated or to the qualification level sought, it may be
disregarded (e.g., an engine out missed approach for a single-engine
airplane or a maneuver using reverse thrust for an airplane without
reverse thrust capability). Each test result is compared against the
validation data described in § 60.13 and in this appendix. Although use
of a driver program designed to automatically accomplish the tests is
encouraged for all simulators and required for Level C and Level D
simulators, it must be possible to conduct each test manually while
recording all appropriate parameters. The results must be produced on an
appropriate recording device acceptable to the NSPM and must include
simulator number, date, time, conditions, tolerances, and appropriate
dependent variables portrayed in comparison to the validation data. Time
histories are required unless otherwise indicated in Table A2A. All
results must be labeled using the tolerances and units given.

b\. Table A2A in this attachment sets out the test results required,
including the parameters, tolerances, and flight conditions for
simulator validation. Tolerances are provided for the listed tests
because mathematical modeling and acquisition and development of
reference data are often inexact. All tolerances listed in the following
tables are applied to simulator performance. When two tolerance values
are given for a parameter, the less restrictive may be used unless
otherwise indicated. In those cases where a tolerance is expressed only
as a percentage, the tolerance percentage applies to the maximum value
of that parameter within its normal operating range as measured from the
neutral or zero position unless otherwise indicated.

c\. Certain tests included in this attachment must be supported with an
SOC. In Table A2A, requirements for SOCs are indicated in the "Test
Details" column.

d\. When operational or engineering judgment is used in making
assessments for flight test data applications for simulator validity,
such judgment must not be limited to a single parameter. For example,
data that exhibit rapid variations of the measured parameters may
require interpolations or a "best fit" data selection. All relevant
parameters related to a given maneuver or flight condition must be
provided to allow overall interpretation. When it is difficult or
impossible to match simulator to airplane data throughout a time
history, differences must be justified by providing a comparison of
other related variables for the condition being assessed.

e\. It is not acceptable to program the FFS so that the mathematical
modeling is correct only at the validation test points. Unless otherwise
noted, simulator tests must represent airplane performance and handling
qualities at operating weights and centers of gravity (CG) typical of
normal operation. If a test is supported by airplane data at one extreme
weight or CG, another test supported by airplane data at mid-conditions
or as close as possible to the other extreme must be included. Certain
tests that are relevant only at one extreme CG or weight condition need
not be repeated at the other extreme. Tests of handling qualities must
include validation of augmentation devices.

f\. When comparing the parameters listed to those of the airplane,
sufficient data must also be provided to verify the correct flight
condition and airplane configuration changes. For example, to show that
control force is within the parameters for a static stability test, data
to show the correct airspeed, power, thrust or torque, airplane
configuration, altitude, and other appropriate datum identification
parameters must also be given. If comparing short period dynamics,
normal acceleration may be used to establish a match to the airplane,
but airspeed, altitude, control input, airplane configuration, and other
appropriate data must also be given. If comparing landing gear change
dynamics, pitch, airspeed, and altitude may be used to establish a match
to the airplane, but landing gear position must also be provided. All
airspeed values must be properly annotated (e.g., indicated versus
calibrated). In addition, the same variables must be used for comparison
(e.g., compare inches to inches rather than inches to centimeters).

g\. The QTG provided by the sponsor must clearly describe how the
simulator will be set up and operated for each test. Each simulator
subsystem may be tested independently, but overall integrated testing of
the simulator must be accomplished to assure that the total simulator
system meets the prescribed standards. A manual test procedure with
explicit and detailed steps for completing each test must also be
provided.

> h\. For previously qualified simulators, the tests and tolerances of
> this attachment may be used in subsequent continuing qualification
> evaluations for any given test if the sponsor has submitted a proposed
> MQTG revision to the NSPM and has received NSPM approval.

i\. Simulators are evaluated and qualified with an engine model
simulating the airplane data supplier's flight test engine. For
qualification of alternative engine models (either variations of the
flight test engines or other manufacturer's engines) additional tests
with the alternative engine models may be required. This attachment
contains guidelines for alternative engines.

j\. For testing Computer Controlled Aircraft (CCA) simulators, or other
highly augmented airplane simulators, flight test data is required for
the Normal (N) and/or Non-normal (NN) control states, as indicated in
this attachment. Where test results are independent of control state,
Normal or Non-normal control data may be used. All tests in Table A2A
require test results in the Normal control state unless specifically
noted otherwise in the Test Details section following the CCA
designation. The NSPM will determine what tests are appropriate for
airplane simulation data. When making this determination, the NSPM may
require other levels of control state degradation for specific airplane
tests. Where Non-normal control states are required, test data must be
provided for one or more Non-normal control states, and must include the
least augmented state. Where applicable, flight test data must record
Normal and Non-normal states for:

\(1\) Pilot controller deflections or electronically generated inputs,
including location of input; and

\(2\) Flight control surface positions unless test results are not
affected by, or are independent of, surface positions.

k\. Tests of handling qualities must include validation of augmentation
devices. FFSs for highly augmented airplanes will be validated both in
the unaugmented configuration (or failure state with the maximum
permitted degradation in handling qualities) and the augmented
configuration. Where various levels of handling qualities result from
failure states, validation of the effect of the failure is necessary.
Requirements for testing will be mutually agreed to between the sponsor
and the NSPM on a case-by-case basis.

l\. Some tests will not be required for airplanes using airplane
hardware in the simulator flight deck (e.g., "side stick controller").
These exceptions are noted in Section 2 "Handling Qualities" in Table
A2A of this attachment. However, in these cases, the sponsor must
provide a statement that the airplane hardware meets the appropriate
manufacturer's specifications and the sponsor must have supporting
information to that fact available for NSPM review.

m\. For objective test purposes, see Appendix F of this part for the
definitions of "Near maximum," "Light," and "Medium" gross weight.

**End QPS Requirements**

**Begin Information**

n\. In those cases where the objective test results authorize a
"snapshot test" or a "series of snapshot tests" results in lieu of a
time-history result, the sponsor or other data provider must ensure that
a steady state condition exists at the instant of time captured by the
"snapshot." The steady state condition should exist from 4 seconds prior
to, through 1 second following, the instant of time captured by the snap
shot.

o\. For references on basic operating weight, see AC 120-27, "Aircraft
Weight and Balance;" and FAA- H-8083-1, "Aircraft Weight and Balance
Handbook."

**End Information**

<table>
<colgroup>
<col style="width: 6%" />
<col style="width: 1%" />
<col style="width: 11%" />
<col style="width: 13%" />
<col style="width: 1%" />
<col style="width: 12%" />
<col style="width: 26%" />
<col style="width: 2%" />
<col style="width: 2%" />
<col style="width: 2%" />
<col style="width: 2%" />
<col style="width: 16%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="3"><strong>1. Performance.</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.a.</strong></td>
<td colspan="2"><strong>Taxi.</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.a.1.</strong></td>
<td colspan="2">Minimum Radius Turn.</td>
<td>±3 ft (0.9m) or 20% of airplane turn radius</td>
<td colspan="2">Ground</td>
<td>Record both Main and Nose gear turning radius. This test is to be
accomplished without the use of brakes and only minimum thrust, except
for airplanes requiring asymmetric thrust or braking to turn.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.a.2</strong></td>
<td colspan="2">Rate of Turn vs. Nosewheel Steering Angle (NWA).</td>
<td><p>±10% or</p>
<p>±2º/sec. turn rate</p></td>
<td colspan="2">Ground</td>
<td>Record a minimum of two speeds, greater than minimum turning radius
speed, with a spread of at least 5 knots groundspeed, in normal taxi
speed conditions.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.b.</strong></td>
<td colspan="2"><strong>Takeoff.</strong></td>
<td></td>
<td colspan="2"></td>
<td>All commonly used takeoff flap settings are to be demonstrated at
least once in the tests for minimum unstick (1.b.3.), normal takeoff
(1.b.4.), critical engine failure on takeoff (1.b.5.), or crosswind
takeoff (1.b.6.).</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.b.1.</strong></td>
<td colspan="2">Ground Acceleration Time and Distance.</td>
<td><p>±5% time and distance or</p>
<p>±5% time and</p>
<p>±200 ft (61 m) of distance</p></td>
<td colspan="2">Takeoff</td>
<td><p>Record acceleration time and distance for a minimum of 80% of the
time from brake release to V<sub>R</sub>.</p>
<p>Preliminary aircraft certification data may be used.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>May be combined with normal takeoff (1.b.4.) or rejected takeoff
(1.b.7.). Plotted data should be shown using appropriate scales for each
portion of the maneuver.</td>
</tr>
<tr class="odd">
<td><strong>1.b.2.</strong></td>
<td colspan="2">Minimum Control Speed - ground (V<sub>mcg</sub>) using
aerodynamic controls only (per applicable airworthiness standard) or
alternative low speed engine inoperative test to demonstrate ground
control characteristics.</td>
<td><p>±25% of maximum airplane lateral deviation or</p>
<p>±5 ft (1.5 m).</p>
<p>Additionally, for those simulators of airplanes with reversible
flight control systems:</p>
<p>Rudder pedal force; ±10% or ± 5 lb (2.2 daN).</p></td>
<td colspan="2">Takeoff</td>
<td>Engine failure speed must be within ±1 knot of airplane engine
failure speed. Engine thrust decay must be that resulting from the
mathematical model for the engine variant applicable to the FFS under
test. If the modeled engine is not the same as the airplane
manufacturer's flight test engine, a further test may be run with the
same initial conditions using the thrust from the flight test data as
the driving parameter.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>If a V<sub>mcg</sub> test is not available an acceptable alternative
is a flight test snap engine deceleration to idle at a speed between
V<sub>1</sub> and V<sub>1</sub> –10 knots, followed by control of
heading using aerodynamic control only. Recovery should be achieved with
the main gear on the ground. To ensure only aerodynamic control is used,
nosewheel steering should be disabled (i.e., castored) or the nosewheel
held slightly off the ground.</td>
</tr>
<tr class="even">
<td><strong>1.b.3.</strong></td>
<td colspan="2">Minimum Unstick Speed (V<sub>mu</sub>) or equivalent
test to demonstrate early rotation takeoff characteristics.</td>
<td><p>±3 kts airspeed</p>
<p>±1.5º pitch angle</p></td>
<td colspan="2">Takeoff</td>
<td>Record main landing gear strut compression or equivalent air/ground
signal. Record from 10 kt before start of rotation until at least 5
seconds after the occurrence of main gear lift-off.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>V<sub>mu</sub> is defined as the minimum speed at which the last
main landing gear leaves the ground. Main landing gear strut compression
or equivalent air/ground signal should be recorded. If a V<sub>mu</sub>
test is not available, alternative acceptable flight tests are a
constant high-attitude take-off run through main gear lift-off or an
early rotation take-off.</td>
</tr>
<tr class="odd">
<td><strong>1.b.4.</strong></td>
<td colspan="2">Normal Takeoff.</td>
<td><p>±3 kts airspeed</p>
<p>±1.5° pitch angle</p>
<p>±1.5° angle of attack</p>
<p>±20 ft (6 m) height.</p>
<p>Additionally, for those simulators of airplanes with reversible
flight control systems: Stick/Column Force;</p>
<p>± 10% or ± 5 lb (2.2 daN).</p></td>
<td colspan="2">Takeoff</td>
<td>Record takeoff profile from brake release to at least 200 ft (61 m)
above ground level (AGL). If the airplane has more than one certificated
takeoff configurations, a different configuration 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 defined in Appendix F of this part.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>This test may be used for ground acceleration time and distance
(1.b.1.). Plotted data should be shown using appropriate scales for each
portion of the maneuver.</td>
</tr>
<tr class="even">
<td><strong>1.b.5.</strong></td>
<td colspan="2">Critical Engine Failure on Takeoff.</td>
<td><p>±3 kts airspeed</p>
<p>±1.5° pitch angle,</p>
<p>±1.5° angle of attack,</p>
<p>±20 ft (6 m) height,</p>
<p><strong>±</strong>3° heading angle<strong>,</strong></p>
<p>±2° bank angle,</p>
<p>±2° sideslip angle. Additionally, for those simulators of airplanes
with reversible flight control systems:</p>
<p>Stick/ Column Force; ±10% or ±5 lb (2.2 daN)); Wheel Force; ±10% or
±3 lb (1.3 daN); and Rudder Pedal Force; ±10% or ±5 lb (2.2
daN).</p></td>
<td colspan="2">Takeoff</td>
<td>Record takeoff profile at near maximum takeoff weight from prior to
engine failure to at least 200 ft (61 m) AGL. Engine failure speed must
be within ±3 kts of airplane data.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.b.6.</strong></td>
<td colspan="2">Crosswind Takeoff.</td>
<td><p>±3 kts airspeed,</p>
<p>±1.5° pitch angle,</p>
<p>±1.5° angle of attack,</p>
<p>±20 ft (6 m) height,</p>
<p>±2° bank angle, ±2°sideslip angle;</p>
<p>±3° heading angle.</p>
<p>Correct trend at groundspeeds below 40 kts. for rudder/pedal and
heading.</p>
<p>Additionally, for those simulators of airplanes with reversible
flight control systems: ±10% or ±5 lb (2.2 daN) stick/column force,</p>
<p>±10% or</p>
<p>±3 lb (1.3daN) wheel force,</p>
<p>±10% or ±5 lb (2.2 daN) rudder pedal force.</p></td>
<td colspan="2">Takeoff</td>
<td>Record takeoff profile from brake release to at least 200 ft (61 m)
AGL. Requires test data, including information on wind profile for a
crosswind (expressed as direct head-wind and direct cross-wind
components) of at least 60% of the maximum wind measured at 33 ft (10 m)
above the runway.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>In those situations where a maximum crosswind or a maximum
demonstrated crosswind is not known, contact the NSPM.</td>
</tr>
<tr class="even">
<td><strong>1.b.7.</strong></td>
<td colspan="2">Rejected Takeoff.</td>
<td><p>±5% time or</p>
<p>±1.5 sec</p>
<p>±7.5% distance or</p>
<p>±250 ft (±76 m)</p></td>
<td colspan="2">Takeoff</td>
<td>Record time and distance from brake release to full stop. Speed for
initiation of the reject must be at least 80% of V<sub>1</sub> speed.
The airplane must be at or near the maximum takeoff gross weight. Use
maximum braking effort, auto or manual.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Autobrakes will be used where applicable.</td>
</tr>
<tr class="odd">
<td><strong>1.b.8.</strong></td>
<td colspan="2">Dynamic Engine Failure After Takeoff.</td>
<td>±20% or ±2°/sec body angular rates</td>
<td colspan="2">Takeoff</td>
<td><p>Engine failure speed must be within ±3 Kts of airplane data.
Record Hands Off from 5 secs. before to at least 5 secs. after engine
failure or 30º Bank, whichever occurs first. Engine failure may be a
snap deceleration to idle.</p>
<p><strong>CCA</strong>: Test in Normal and Non-normal control
state.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>For safety considerations, airplane flight test may be performed out
of ground effect at a safe altitude, but with correct airplane
configuration and airspeed.</td>
</tr>
<tr class="even">
<td><strong>1.c.</strong></td>
<td colspan="2"><strong>Climb.</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.c.1.</strong></td>
<td colspan="2">Normal Climb, all engines operating.</td>
<td>±3 kts airspeed, ±5% or ±100 FPM (0.5 m/Sec.) climb rate</td>
<td colspan="2">Clean.</td>
<td>Flight test data is preferred, however, airplane performance manual
data is an acceptable alternative. Record at nominal climb speed and
mid-initial climb altitude. Flight simulator performance must be
recorded over an interval of at least 1,000 ft. (300m).</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.c.2.</strong></td>
<td colspan="2">One engine Inoperative.</td>
<td><p>±3 kts airspeed,</p>
<p>±5% or ±100 FPM</p>
<p>(0.5 m/Sec.) climb rate, but not less than the climb gradient
requirements of 14 CFR part 23 or part 25, as appropriate.</p></td>
<td colspan="2">For part 23 airplanes, in accordance with part 23. For
part 25 airplanes, Second Segment Climb</td>
<td>Flight test data is preferred, however, airplane performance manual
data is an acceptable alternative. Test at weight, altitude, or
temperature limiting conditions. Record at nominal climb speed. Flight
simulator performance must be recorded over an interval of at least
1,000 ft. (300m).</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.c.3.</strong></td>
<td colspan="2">One Engine Inoperative En route Climb.</td>
<td>±10% time, ±10% distance, ±10% fuel used</td>
<td colspan="2">Clean</td>
<td>Record results for at least a 5000 ft (1550 m) climb segment. Flight
test data or airplane performance manual data may be used.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.c.4.</strong></td>
<td colspan="2">One Engine Inoperative Approach Climb (if operations in
icing conditions are authorized).</td>
<td><p>±3 kts airspeed,</p>
<p>±5% or ±100 FPM (0.5 m/Sec.) climb rate, but not less than the climb
gradient requirements of 14 CFR parts 23 or 25 climb gradient, as
appropriate.</p></td>
<td colspan="2">Approach</td>
<td>Record results at near maximum gross landing weight as defined in
Appendix F of this part. Flight test data or airplane performance manual
data may be used. Flight simulator performance must be recorded over an
interval of at least 1,000 ft. (300m).</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>The airplane should be configured with all anti-ice and de-ice
systems operating normally, with the gear up and go-around flaps set.
All icing accountability considerations should be applied in accordance
with the aircraft certification or authorization for an approach in
icing conditions.</td>
</tr>
<tr class="odd">
<td><strong>1.d.</strong></td>
<td colspan="2"><strong>Cruise / Descent.</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.d.1.</strong></td>
<td colspan="2">Level flight acceleration</td>
<td>±5% Time</td>
<td colspan="2">Cruise</td>
<td>Record results for a minimum of 50 kts speed increase using maximum
continuous thrust rating or equivalent.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.d.2.</strong></td>
<td colspan="2">Level flight deceleration.</td>
<td>±5% Time</td>
<td colspan="2">Cruise</td>
<td>Record results for a minimum of 50 kts. speed decrease using idle
power.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.d.3.</strong></td>
<td colspan="2">Cruise performance.</td>
<td><p>±0.05 EPR or</p>
<p>±5% of N<sub>1,</sub> or ±5% of Torque,</p>
<p>±5% of fuel flow</p></td>
<td colspan="2">Cruise</td>
<td>May be a single snapshot showing instantaneous fuel flow or a
minimum of 2 consecutive snapshots with a spread of at least 3 minutes
in steady flight.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.d.4.</strong></td>
<td colspan="2">Idle descent.</td>
<td><p>±3 kt airspeed,</p>
<p>±5% or ±200 ft/min (1.0m/sec) descent rate.</p></td>
<td colspan="2">Clean.</td>
<td>Record a stabilized, idle power descent at normal descent speed at
mid-altitude. Flight simulator performance must be recorded over an
interval of at least 1,000 ft. (300 m).</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.d.5.</strong></td>
<td colspan="2">Emergency descent.</td>
<td><p>±5 kt airspeed,</p>
<p>±5% or ±300 ft/min (1.5m/s) descent rate.</p></td>
<td colspan="2">N/A</td>
<td>Performance must be recorded over an interval of at least 3,000 ft
(900 m).</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>The stabilized descent should be conducted with speed brakes
extended, if applicable, at mid-altitude and near V<sub>mo</sub> speed
or in accordance with emergency descent procedures.</td>
</tr>
<tr class="odd">
<td><strong>1.e.</strong></td>
<td colspan="2"><strong>Stopping.</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.e.1.</strong></td>
<td colspan="2">Stopping time and distance, using manual application of
wheel brakes and no reverse thrust on a dry runway.</td>
<td>±5% of time. For distance up to 4000 ft (1220 m): ±200 ft (61 m) or
±10%, whichever is smaller. For distance greater than 4000 ft (1220 m):
±5% of distance.</td>
<td colspan="2">Landing</td>
<td>Record time and distance for at least 80% of the total time from
touch down to full stop. Data is required for weights at medium and near
maximum landing weights. Data for brake system pressure and position of
ground spoilers (including method of deployment, if used) must be
provided. Engineering data may be used for the medium gross weight
condition.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.e.2.</strong></td>
<td colspan="2">Stopping time and distance, using reverse thrust and no
wheel brakes on a dry runway.</td>
<td>±5% time and the smaller of ±10% or ±200 ft (61 m) of distance</td>
<td colspan="2">Landing</td>
<td>Record time and distance for at least 80% of the total time from
initiation of reverse thrust to the minimum operating speed with full
reverse thrust. Data is required for medium and near maximum landing
gross weights. Data on the position of ground spoilers, (including
method of deployment, if used) must be provided. Engineering data may be
used for the medium gross weight condition.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.e.3.</strong></td>
<td colspan="2">Stopping distance, using wheel brakes and no reverse
thrust on a wet runway.</td>
<td>±10% of distance or ±200 ft (61 m)</td>
<td colspan="2">Landing</td>
<td>Either flight test data or manufacturer's performance manual data
must be used where available. Engineering data based on dry runway
flight test stopping distance modified by the effects of contaminated
runway braking coefficients are an acceptable alternative.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.e.4.</strong></td>
<td colspan="2">Stopping distance, using wheel brakes and no reverse
thrust on an icy runway.</td>
<td>±10% of distance or ±200 ft (61 m)</td>
<td colspan="2">Landing</td>
<td>Either flight test or manufacturer's performance manual data must be
used, where available. Engineering data based on dry runway flight test
stopping distance modified by the effects of contaminated runway braking
coefficients are an acceptable alternative.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.f.</strong></td>
<td colspan="2"><strong>Engines.</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.f.1.</strong></td>
<td colspan="2">Acceleration.</td>
<td><p>(±10% T<sub>t</sub>)</p>
<p>and</p>
<p>(±10% T<sub>i,</sub> or ±0.25 sec.)</p></td>
<td colspan="2">Approach or landing</td>
<td>Record engine power (N<sub>1</sub>, N<sub>2</sub>, EPR, Torque) from
flight idle to go-around power for a rapid (slam) throttle
movement.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>See Appendix F of this part for definitions of T<sub>i,</sub> and
T<sub>t</sub>.</td>
</tr>
<tr class="even">
<td><strong>1.f.2.</strong></td>
<td colspan="2">Deceleration.</td>
<td><p>(±10% T<sub>t</sub>)</p>
<p>and</p>
<p>(±10% T<sub>i,</sub> or ±0.25 sec.)</p></td>
<td colspan="2">Ground</td>
<td>Record engine power (N<sub>1</sub>, N<sub>2</sub>, EPR, Torque) from
Max T/O power to 90% decay of Max T/O power for a rapid (slam) throttle
movement.</td>
<td><h1 id="x-1">X</h1></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>See Appendix F of this part for definitions of T<sub>i,</sub> and
T<sub>t</sub>.</td>
</tr>
<tr class="odd">
<td colspan="4"><strong>2. Handling Qualities.</strong></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td colspan="5">For simulators requiring Static or Dynamic tests at the
controls (i.e., column, wheel, rudder pedal), special test fixtures will
not be required during initial or upgrade evaluations if the sponsor's
QTG/MQTG shows both test fixture results <strong><u>and</u></strong> the
results of an alternative approach, such as computer plots produced
concurrently, that provide satisfactory agreement. Repeat of the
alternative method during the initial or upgrade evaluation satisfies
this test requirement. For initial and upgrade evaluations, the control
dynamic characteristics must be measured at and recorded directly from
the flight deck controls, and must be accomplished in takeoff, 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 FFS.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>Contact the NSPM for clarification of any issue regarding airplanes
with reversible controls.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.a.</strong></td>
<td colspan="5"><strong>Static Control Tests.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.a.1.a.</strong></td>
<td>Pitch Controller Position vs. Force and Surface Position
Calibration.</td>
<td><p>±2 lb (0.9 daN) breakout,</p>
<p>±10% or ±5 lb (2.2 daN) force,</p>
<p>±2° elevator.</p></td>
<td colspan="2">Ground.</td>
<td>Record results for an uninterrupted control sweep to the stops.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Test results should be validated (where possible) with in-flight
data from tests such as longitudinal static stability or stalls. Static
and dynamic flight control tests should be accomplished at the same feel
or impact pressures.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.a.1.b.</strong></td>
<td><strong>(Reserved)</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.a.2.a.</strong></td>
<td>Roll Controller Position vs. Force and Surface Position
Calibration.</td>
<td><p>±2 lb (0.9 daN) breakout,</p>
<p>±10% or ±3 lb (1.3 daN) force,</p>
<p>±2° aileron,</p>
<p>±3° spoiler angle.</p></td>
<td colspan="2">Ground.</td>
<td>Record results for an uninterrupted control sweep to the stops.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Test results should be validated with in-flight data from tests such
as engine out trims, or steady state sideslips. Static and dynamic
flight control tests should be accomplished at the same feel or impact
pressures.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.a.2.b.</strong></td>
<td><strong>(Reserved)</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.a.3.a.</strong></td>
<td>Rudder Pedal Position vs. Force and Surface Position
Calibration.</td>
<td><p>±5 lb (2.2 daN) breakout,</p>
<p>±10% or ±5 lb (2.2 daN) force,</p>
<p>±2° rudder angle.</p></td>
<td colspan="2">Ground.</td>
<td>Record results for an uninterrupted control sweep to the stops.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Test results should be validated with in-flight data from tests such
as engine out trims, or steady state sideslips. Static and dynamic
flight control tests should be accomplished at the same feel or impact
pressures.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.a.3.b.</strong></td>
<td><strong>(Reserved)</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.a.4.</strong></td>
<td>Nosewheel Steering Controller Force and Position Calibration.</td>
<td><p>±2 lb (0.9 daN) breakout,</p>
<p>±10% or ±3 lb (1.3 daN) force,</p>
<p>±2° nosewheel angle.</p></td>
<td colspan="2">Ground.</td>
<td>Record results of an uninterrupted control sweep to the stops.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.a.5.</strong></td>
<td>Rudder Pedal Steering Calibration.</td>
<td>±2° nosewheel angle.</td>
<td colspan="2">Ground.</td>
<td>Record results of an uninterrupted control sweep to the stops.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.a.6.</strong></td>
<td>Pitch Trim Indicator vs. Surface Position Calibration.</td>
<td>±0.5° of computed trim surface angle.</td>
<td colspan="2">Ground.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>The purpose of the test is to compare FFS against design data or
equivalent.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.a.7.</strong></td>
<td>Pitch Trim Rate.</td>
<td>±10% trim rate (°/sec).</td>
<td colspan="2">Ground and approach.</td>
<td>The trim rate must be checked using the pilot primary trim (ground)
and using the autopilot or pilot primary trim in flight at go-around
flight conditions.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.a.8.</strong></td>
<td>Alignment of Flight Deck Throttle Lever vs. Selected Engine
Parameter.</td>
<td><p>±5° of throttle lever angle, or</p>
<p>±3% N1, or</p>
<p>±.03 EPR, or</p>
<p>±3% maximum rated manifold pressure, or</p>
<p>±3% torque.</p>
<p>For propeller-driven airplanes where the propeller control levers do
not have angular travel, a tolerance of ±0.8 inch (±2 cm.)
applies.</p></td>
<td colspan="2">Ground.</td>
<td>Requires simultaneous recording for all engines. The tolerances
apply against airplane data and between 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 snapshot test results</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.a.9.</strong></td>
<td>Brake Pedal Position vs. Force and Brake System Pressure
Calibration.</td>
<td><p>±5 lb (2.2 daN) or 10% force,</p>
<p>±150 psi (1.0 MPa) or</p>
<p>±10% brake system pressure.</p></td>
<td colspan="2">Ground.</td>
<td>Hydraulic system pressure must be related to pedal position through
a ground static test.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>FFS computer output results may be used to show compliance.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.b.</strong></td>
<td colspan="2"><strong>Dynamic Control Tests.</strong></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td colspan="5">Tests 2.b.1., 2.b.2., and 2.b.3. are not applicable if
dynamic response is generated solely by use of airplane hardware in the
FFS. Power setting is that required for level flight unless otherwise
specified.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.b.1.</strong></td>
<td>Pitch Control.</td>
<td><p>For underdamped systems:</p>
<p>±10% of time from 90% of initial displacement (0.9 A<sub>d</sub>) to
first zero crossing and</p>
<p>±10 (n+1)% of period thereafter.</p>
<p>±10% amplitude of first overshoot applied to all overshoots greater
than 5% of initial displacement (.05 A<sub>d</sub>).</p>
<p>±1 overshoot (first significant overshoot must be matched).</p>
<p>For overdamped systems:</p>
<p>±10% of time from 90% of initial displacement (0.9 A<sub>d</sub>) to
10% of initial displacement (0.1 A<sub>d</sub>).</p>
<p>For the alternate method see paragraph 4 of this attachment.</p>
<p>The slow sweep is the equivalent to the static test 2.a.1. For the
moderate and rapid sweeps:</p>
<p>±2 lb (0.9 daN) or ±10% dynamic increment above the static
force.</p></td>
<td colspan="2">Takeoff, Cruise, and Landing.</td>
<td>Data must show normal control displacement in both directions.
Tolerances apply against the absolute values of each period (considered
independently). Normal control displacement for this test is 25% to 50%
of full throw or 25% to 50% of the maximum allowable pitch controller
deflection for flight conditions limited by the maneuvering load
envelope.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>“n” is the sequential period of a full cycle of oscillation. Refer
to paragraph 4 of this attachment for more information. Static and
dynamic flight control tests should be accomplished at the same feel or
impact pressures.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.b.2.</strong></td>
<td>Roll Control.</td>
<td><p>For underdamped systems:</p>
<p>±10% of time from 90% of initial displacement (0.9 A<sub>d</sub>) to
first zero crossing, and</p>
<p>±10 (n+1)% of period thereafter.</p>
<p>±10% amplitude of first overshoot, applied to all overshoots greater
than 5% of initial displacement (.05 A<sub>d</sub>),</p>
<p>±1 overshoot (first significant overshoot must be matched).</p>
<p>For overdamped systems:</p>
<p>±10% of time from 90% of initial displacement (0.9 A<sub>d</sub>) to
10% of initial displacement (0.1A<sub>d</sub>).</p>
<p>For the alternate method see paragraph 4 of this attachment.</p>
<p>The slow sweep is the equivalent to the static test 2.a.2. For the
moderate and rapid sweeps:</p>
<p>±2 lb (0.9 daN) or ±10% dynamic increment above the static
force.</p></td>
<td colspan="2">Takeoff, Cruise, and Landing.</td>
<td>Data must show normal control displacement in both directions.
Tolerance applies against the absolute values of each period (considered
independently). Normal control displacement for this test is 25% to 50%
of the maximum allowable roll controller deflection for flight
conditions limited by the maneuvering load envelope.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>“n” is the sequential period of a full cycle of oscillation. Refer
to paragraph 4 of this attachment for more information. Static and
dynamic flight control tests should be accomplished at the same feel or
impact pressures.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.b.3.</strong></td>
<td>Yaw Control.</td>
<td><p>For underdamped systems:</p>
<p>±10% of time from 90% of initial displacement (0.9 A<sub>d</sub>) to
first zero crossing, and ±10 (n+1)% of period thereafter.</p>
<p>±10% amplitude of first overshoot applied to all overshoots greater
than 5% of initial displacement (.05 A<sub>d</sub>).</p>
<p>±1 overshoot (first significant overshoot must be matched).</p>
<p>For overdamped systems:</p>
<p>±10% of time from 90% of initial displacement (0.9 A<sub>d</sub>) to
10% of initial displacement (0.1A<sub>d</sub>).</p>
<p>For the alternate method (see paragraph 4 of this attachment).</p>
<p>The slow sweep is the equivalent to the static test 2.a.3. For the
moderate and rapid sweeps:</p>
<p>±2 lb (0.9 daN) or ±10% dynamic increment above the static
force.</p></td>
<td colspan="2">Takeoff, Cruise, and Landing.</td>
<td><p>Data must show normal control displacement in both directions.
Tolerance applies against the absolute values of each period (considered
independently).</p>
<p>Normal control displacement for this test is 25% to 50% of the
maximum allowable yaw controller deflection for flight conditions
limited by the maneuvering load envelope.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>“n” is the sequential period of a full cycle of oscillation. Refer
to paragraph 4 of this attachment for more information. Static and
dynamic flight control tests should be accomplished at the same feel or
impact pressures.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.b.4.</strong></td>
<td>Small Control Inputs – Pitch.</td>
<td>±0.15°/sec body pitch rate or ±20% of peak body pitch rate applied
throughout the time history.</td>
<td colspan="2">Approach or Landing.</td>
<td><p>Control inputs must be typical of minor corrections made while
established on an ILS approach course, using from 0.5°/sec to 2°/sec
pitch rate. The test must be in both directions, showing time history
data from 5 seconds before until at least 5 seconds after initiation of
control input.</p>
<p><strong>CCA</strong>: Test in normal and non-normal control
states.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.b.5.</strong></td>
<td>Small Control Inputs – Roll.</td>
<td>±0.15/sec body roll rate or ±20% of peak body roll rate applied
throughout the time history</td>
<td colspan="2">Approach or landing.</td>
<td><p>Control inputs must be typical of minor corrections made while
established on an ILS approach course, using from 0.5°/sec to 2°/sec
roll rate. The test may be run in only one direction; however, for
airplanes that exhibit non-symmetrical behavior, the test must include
both directions. Time history data must be recorded from 5 seconds
before until at least 5 seconds after initiation of control input.</p>
<p><strong>CCA</strong>: Test in normal and non-normal control
states.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.b.6.</strong></td>
<td>Small Control Inputs – Yaw.</td>
<td>±0.15/sec body yaw rate or ±20% of peak body yaw rate applied
throughout the time history</td>
<td colspan="2">Approach or landing.</td>
<td><p>Control inputs must be typical of minor corrections made while
established on an ILS approach course, using from 0.5°/sec to 2°/sec yaw
rate. The test may be run in only one direction; however, for airplanes
that exhibit non-symmetrical behavior, the test must include both
directions. Time history data must be recorded from 5 seconds before
until at least 5 seconds after initiation of control input.</p>
<p><strong>CCA</strong>: Test in normal and non-normal control
states.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.c.</strong></td>
<td colspan="5"><strong>Longitudinal Control Tests.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td colspan="5">Power setting is that required for level flight unless
otherwise specified.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.c.1.</strong></td>
<td>Power Change Dynamics.</td>
<td><p>±3 kt airspeed,</p>
<p>±100 ft (30 m) altitude,</p>
<p>±20% or ±1.5° pitch angle.</p></td>
<td colspan="2">Approach.</td>
<td><p>Power is changed from the thrust setting required for approach or
level flight to maximum continuous thrust or go-around power setting.
Record the uncontrolled free response from at least 5 seconds before the
power change is initiated to 15 seconds after the power change is
completed.</p>
<p><strong>CCA:</strong> Test in Normal and Non-normal control
states.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.c.2.</strong></td>
<td>Flap/Slat Change Dynamics.</td>
<td><p>±3 kt airspeed,</p>
<p>±100 ft (30 m) altitude,</p>
<p>±20% or ±1.5° pitch angle.</p></td>
<td colspan="2">Takeoff through initial flap retraction, and approach to
landing.</td>
<td><p>Record the uncontrolled free response from at least 5 seconds
before the configuration change is initiated to 15 seconds after the
configuration change is completed.</p>
<p><strong>CCA</strong>: Test in normal and non-normal control
states.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.c.3.</strong></td>
<td>Spoiler/Speedbrake Change Dynamics.</td>
<td><p>±3 kt airspeed,</p>
<p>±100 ft (30 m) altitude,</p>
<p>±20% or ±1.5° pitch angle.</p></td>
<td colspan="2">Cruise.</td>
<td><p>Record the uncontrolled free response from at least 5 seconds
before the configuration change is initiated to 15 seconds after the
configuration change is completed. Record results for both extension and
retraction.</p>
<p><strong>CCA</strong>: Test in normal and non-normal control
states.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.c.4.</strong></td>
<td>Gear Change Dynamics.</td>
<td><p>±3 kt airspeed,</p>
<p>±100 ft (30 m) altitude,</p>
<p>±20% or ±1.5° pitch angle.</p></td>
<td colspan="2">Takeoff (retraction), and Approach (extension).</td>
<td><p>Record the time history of uncontrolled free response for a time
increment from at least 5 seconds before the configuration change is
initiated to 15 seconds after the configuration change is completed.</p>
<p><strong>CCA</strong>: Test in normal and non-normal control
states.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.c.5.</strong></td>
<td>Longitudinal Trim.</td>
<td><p>±0.5° trim surface angle</p>
<p>±1°elevator</p>
<p>±1° pitch angle</p>
<p>±5% net thrust or equivalent.</p></td>
<td colspan="2">Cruise, Approach, and Landing.</td>
<td><p>Record steady-state condition with wings level and thrust set for
level flight. May be a series of snapshot tests.</p>
<p><strong>CCA</strong>: Test in normal or non-normal control
state.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.c.6.</strong></td>
<td>Longitudinal Maneuvering Stability (Stick Force/g).</td>
<td><p>±5 lb (±2.2 daN) or ±10% pitch controller force.</p>
<p>Alternative method:</p>
<p>±1° or ±10% change of elevator.</p></td>
<td colspan="2">Cruise, Approach, and Landing.</td>
<td><p>Continuous time history data or a series of snapshot tests may be
used. Record results up to 30° of bank for approach and landing
configurations. Record results for up to 45° of bank for the cruise
configuration. The force tolerance is not applicable if forces are
generated solely by the use of airplane hardware in the FFS.</p>
<p>The alternative method applies to airplanes that do not exhibit
"stick-force-per-g" characteristics.</p>
<p><strong>CCA:</strong> Test in Normal and Non-normal control
states.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.c.7.</strong></td>
<td>Longitudinal Static Stability.</td>
<td><p>±5 lb (±2.2 daN) or ±10% pitch controller force.</p>
<p>Alternative method:</p>
<p>±1° or ±10% change of elevator.</p></td>
<td colspan="2">Approach.</td>
<td><p>Record results for at least 2 speeds above and 2 speeds below
trim speed. May be a series of snapshot test results. The force
tolerance is not applicable if forces are generated solely by the use of
airplane hardware in the FFS.</p>
<p>The alternative method applies to airplanes that do not exhibit speed
stability characteristics.</p>
<p><strong>CCA:</strong> Test in Normal or Non-normal control
states.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.c.8.</strong></td>
<td>Stall Characteristics.</td>
<td><p>±3 kt airspeed for initial buffet, stall warning, and stall
speeds.</p>
<p>±2 bank for speeds greater than stick shaker or initial buffet.</p>
<p>Additionally, for those simulators with reversible flight control
systems:</p>
<p>±10% or ±5 lb (2.2 daN)) Stick/Column force (prior to “g break”
only).</p></td>
<td colspan="2">Second Segment Climb, and Approach or Landing.</td>
<td><p>The stall maneuver must be entered with thrust at or near idle
power and wings level (1g). Record the stall warning signal and initial
buffet, if applicable. Time history data must be recorded for full stall
and initiation of recovery. The stall warning signal must occur in the
proper relation to buffet/stall. FFSs of airplanes exhibiting a sudden
pitch attitude change or “g break” must demonstrate this
characteristic.</p>
<p><strong>CCA:</strong> Test in Normal and Non-normal control
states.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.c.9.</strong></td>
<td>Phugoid Dynamics.</td>
<td><p>±10% period,</p>
<p>±10% of time to ½ or double amplitude or</p>
<p>±.02 of damping ratio.</p></td>
<td colspan="2">Cruise.</td>
<td><p>The test must include whichever is less of the following: Three
full cycles (six overshoots after the input is completed), or the number
of cycles sufficient to determine time to ½ or double amplitude.</p>
<p><strong>CCA:</strong> Test in Non-normal control states.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.c.10</strong></td>
<td>Short Period Dynamics.</td>
<td><p>±1.5° pitch angle or</p>
<p>±2°/sec pitch rate,</p>
<p>±0.10g acceleration.</p></td>
<td colspan="2">Cruise.</td>
<td><strong>CCA:</strong> Test in Normal and Non-normal control
states.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.c.11.</strong></td>
<td><strong>(Reserved)</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.d.</strong></td>
<td colspan="5"><strong>Lateral Directional Tests.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td colspan="5">Power setting is that required for level flight unless
otherwise specified.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.d.1.</strong></td>
<td><p>Minimum Control Speed, Air (V<sub>mca</sub> or V<sub>mcl</sub>),
per Applicable Airworthiness Standard or</p>
<p>Low Speed Engine Inoperative Handling Characteristics in the
Air.</p></td>
<td>±3 kt airspeed.</td>
<td colspan="2">Takeoff or Landing (whichever is most critical in the
airplane).</td>
<td><p>Takeoff thrust must be used on the operating engine(s). A time
history or a series of snapshot tests may be used.</p>
<p><strong>CCA:</strong> Test in Normal or Non-normal control
state.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Low Speed Engine Inoperative Handling may be governed by a
performance or control limit that prevents demonstration of
V<sub>mca</sub> or V<sub>mcl</sub> in the conventional manner.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.d.2.</strong></td>
<td>Roll Response (Rate).</td>
<td><p>±10% or ±2°/sec roll rate.</p>
<p>Additionally, for those simulators of airplanes with reversible
flight control systems:</p>
<p>±10% or ±3lb (1.3 daN) wheel force.</p></td>
<td colspan="2">Cruise, and Approach or Landing.</td>
<td>Record results for normal roll controller deflection (about
one-third of maximum roll controller travel). May be combined with step
input of flight deck roll controller test (2.d.3.).</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.d.3.</strong></td>
<td>Roll Response to Flight deck Roll Controller Step Input.</td>
<td>±10% or ±2° bank angle.</td>
<td colspan="2">Approach or Landing.</td>
<td><p>Record from initiation of roll through 10 seconds after control
is returned to neutral and released. May be combined with roll response
(rate) test (2.d.2).</p>
<p><strong>CCA:</strong> Test in Normal and Non-normal control
states.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>With wings level, apply a step roll control input using
approximately one-third of the roll controller travel. When reaching
approximately 20° to 30° of bank, abruptly return the roll controller to
neutral and allow approximately 10 seconds of airplane free
response.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.d.4.</strong></td>
<td>Spiral Stability.</td>
<td><p>Correct trend and ±2° or ±10% bank angle in 20 seconds.</p>
<p>Alternate test requires correct trend and ±2° aileron.</p></td>
<td colspan="2">Cruise, and Approach or Landing.</td>
<td><p>Record results for both directions. Airplane data averaged from
multiple tests may be used.</p>
<p>As an alternate test, demonstrate the lateral control required to
maintain a steady turn with a bank angle of 28° to 32°.</p>
<p><strong>CCA:</strong> Test in Non-normal control state.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.d.5.</strong></td>
<td>Engine Inoperative Trim.</td>
<td><p>±1° rudder angle or ±1° tab angle or equivalent pedal,</p>
<p>±2° sideslip angle.</p></td>
<td colspan="2">Second Segment Climb, and Approach or Landing.</td>
<td>May be a series of snapshot tests.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><p>The test should be performed in a manner similar to that for
which a pilot is trained to trim an engine failure condition.</p>
<p>Second segment climb test should be at takeoff thrust. Approach or
landing test should be at thrust for level flight.</p></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.d.6.</strong></td>
<td>Rudder Response.</td>
<td>±2°/sec or ±10% yaw rate.</td>
<td colspan="2">Approach or Landing.</td>
<td><p>Record results for stability augmentation system ON and OFF. A
rudder step input of 20%-30% rudder pedal throw is used.</p>
<p><strong>CCA:</strong> Test in Normal and Non-normal control
states.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.d.7.</strong></td>
<td>Dutch Roll, (Yaw Damper OFF).</td>
<td><p>±0.5 sec or ±10% of period,</p>
<p>±10% of time to ½ or double amplitude or ±.02 of damping ratio.</p>
<p>±20% or ±1 sec of time difference between peaks of bank and
sideslip.</p></td>
<td colspan="2">Cruise, and Approach or Landing.</td>
<td><p>Record results for at least 6 complete cycles with stability
augmentation OFF.</p>
<p><strong>CCA:</strong> Test in Non-normal control state.</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.d.8.</strong></td>
<td>Steady State Sideslip.</td>
<td><p>For given rudder position</p>
<p>±2° bank angle,</p>
<p>±1° sideslip angle, ±10% or ±2° aileron,</p>
<p>±10% or ±5° spoiler or equivalent roll, controller position or
force.</p>
<p>Additionally, for those simulators of airplanes with reversible
flight control systems:</p>
<p>±10% or ±3 lb (1.3 daN) wheel force</p>
<p>±10% or ±5 lb (2.2 daN) rudder pedal force.</p></td>
<td colspan="2">Approach or Landing.</td>
<td>Use at least two rudder positions, one of which must be near maximum
allowable rudder. Propeller driven airplanes must test in each
direction<strong>.</strong> May be a series of snapshot test
results.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.e.</strong></td>
<td><strong>Landings.</strong></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.e.1.</strong></td>
<td>Normal Landing.</td>
<td><p>±3 kt airspeed,</p>
<p>±1.5° pitch angle,</p>
<p>±1.5° angle of attack, ±10% or ±10 ft (3 m) height.</p>
<p>Additionally, for those simulators of airplanes with reversible
flight control systems:</p>
<p>±10% or ±5 lbs (±2.2 daN) stick/column force.</p></td>
<td colspan="2">Landing.</td>
<td><p>Record results from a minimum of 200 ft (61 m) AGL to nosewheel
touchdown.</p>
<p><strong>CCA:</strong> Test in Normal and Non-normal control
states.</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Tests should be conducted with two normal landing flap settings (if
applicable). One should be at or near maximum certificated landing
weight. The other should be at light or medium landing weight.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.e.2.</strong></td>
<td>Minimum Flap Landing.</td>
<td><p>±3 kt airspeed,</p>
<p>±1.5° pitch angle,</p>
<p>±1.5° angle of attack, ±10% or ±10 ft (3 m) height.</p>
<p>Additionally, for those simulators of airplanes with reversible
flight control systems: ±10% or ±5 lbs (2.2 daN) stick/column
force.</p></td>
<td colspan="2">Minimum Certified Landing Flap Configuration.</td>
<td>Record results from a minimum of 200 ft (61 m) AGL to nosewheel
touchdown with airplane at near Maximum Landing Weight.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.e.3.</strong></td>
<td>Crosswind Landing.</td>
<td><p>±3 kt airspeed,</p>
<p>±1.5° pitch angle,</p>
<p>±1.5° angle of attack, ±10% or ±10 ft (3 m) height</p>
<p>±2° bank angle,</p>
<p>±2° sideslip angle</p>
<p>±3° heading angle</p>
<p>Additionally, for those simulators of airplanes with reversible
flight control systems: ±10% or ±3 lb (1.3 daN) wheel force ±10% or ±5
lb (2.2 daN) rudder pedal force.</p></td>
<td colspan="2">Landing.</td>
<td><p>Record results from a minimum of 200 ft (61 m) AGL, through
nosewheel touch down, to 50% decrease in main landing gear touchdown
speed.</p>
<p>Test data must include information on wind profile, for a crosswind
(expressed as direct head-wind and direct cross-wind components) of 60%
of the maximum wind measured at 33 ft (10 m) above the runway.</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>In those situations where a maximum crosswind or a maximum
demonstrated crosswind is not known, contact the NSPM.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.e.4.</strong></td>
<td>One Engine Inoperative Landing.</td>
<td><p>±3 kt airspeed,</p>
<p>±1.5° pitch angle,</p>
<p>±1.5° angle of attack, ±10% height or ±10 ft (3 m);</p>
<p>±2° bank angle,</p>
<p>±2° sideslip angle,</p>
<p>±3° heading.</p></td>
<td colspan="2">Landing.</td>
<td>Record results from a minimum of 200 ft (61 m) AGL, through
nosewheel touch down, to 50% decrease in main landing gear touchdown
speed or less.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.e.5.</strong></td>
<td>Autopilot landing (if applicable).</td>
<td><p>±5 ft (1.5 m) flare height,</p>
<p>±0.5 sec T<sub>f</sub>, or ±10%T<sub>f</sub>,</p>
<p>±140 ft/min (0.7 m/sec) rate of descent at touch-down.</p>
<p>±10 ft (3 m) lateral deviation during rollout.</p></td>
<td colspan="2">Landing.</td>
<td>If autopilot provides rollout guidance, record lateral deviation
from touchdown to a 50% decrease in main landing gear touchdown speed or
less. Time of autopilot flare mode engage and main gear touchdown must
be noted.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>See Appendix F of this part for definition of T<sub>f</sub>.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.e.6.</strong></td>
<td>All engines operating, autopilot, go around.</td>
<td><p>±3 kt airspeed,</p>
<p>±1.5° pitch angle,</p>
<p>±1.5° angle of attack.</p></td>
<td colspan="2"></td>
<td><p>Normal, all-engines-operating, Go Around with the autopilot
engaged (if applicable) at medium landing weight.</p>
<p><strong>CCA:</strong> Test in Normal or Non-normal control
states.</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.e.7.</strong></td>
<td>One engine inoperative go around.</td>
<td><p>±3 kt airspeed,</p>
<p>±1.5° pitch angle,</p>
<p>±1.5° angle of attack,</p>
<p>±2° bank angle,</p>
<p>±2° slideslip angle</p></td>
<td colspan="2"></td>
<td><p>The one engine inoperative go around is required at near maximum
certificated landing weight with the critical engine inoperative using
manual controls. If applicable, an additional engine inoperative go
around test must be accomplished with the autopilot engaged.</p>
<p><strong>CCA:</strong> Non-autopilot test in Non-normal control
state.</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.e.8.</strong></td>
<td>Directional control (rudder effectiveness) with symmetric reverse
thrust.</td>
<td><p>±2°/sec yaw rate.</p>
<p>±5 kts airspeed</p></td>
<td colspan="2">Landing.</td>
<td>Record results starting from a speed approximating touchdown speed
to the minimum thrust reverser operation speed. With full reverse
thrust, apply yaw control in both directions until reaching minimum
thrust reverser operation speed.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.e.9.</strong></td>
<td>Directional control (rudder effectiveness) with asymmetric reverse
thrust.</td>
<td><p>±5 kt airspeed.</p>
<p>±3° heading angle</p></td>
<td colspan="2">Landing.</td>
<td>Maintain heading with yaw control with full reverse thrust on the
operating engine(s). Record results starting from a speed approximating
touchdown speed to a speed at which control of yaw cannot be maintained
or until reaching minimum thrust reverser operation speed, whichever is
higher. The tolerance applies to the low speed end of the data
recording.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.f.</strong></td>
<td colspan="5"><strong>Ground Effect.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td>Test to demonstrate Ground Effect.</td>
<td><p>±1° elevator</p>
<p>±0.5°stabilizer angle,</p>
<p>±5% net thrust or equivalent,</p>
<p>±1° angle of attack,</p>
<p>±10% height or ±5 ft (1.5 m),</p>
<p>±3 kt airspeed,</p>
<p>±1° pitch angle.</p></td>
<td colspan="2">Landing.</td>
<td>The Ground Effect model must be validated by the test selected and a
rationale must be provided for selecting the particular test.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>See paragraph on Ground Effect in this attachment for additional
information.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.g.</strong></td>
<td colspan="5"><strong>Windshear.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td>Four tests, two takeoff and two landing, with one of each conducted
in still air and the other with windshear active to demonstrate
windshear models.</td>
<td>See Attachment 5 of this appendix.</td>
<td colspan="2">Takeoff and Landing.</td>
<td>Requires windshear models that provide training in the specific
skills needed to recognize windshear phenomena and to execute recovery
procedures. See Attachment 5 of this appendix for tests, tolerances, and
procedures.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>See Attachment 5 of this appendix for information related to Level A
and B simulators.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.h.</strong></td>
<td colspan="5"><strong>Flight Maneuver and Envelope Protection
Functions.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td colspan="5">The requirements of tests h (1) through (6) of this
attachment are applicable to computer controlled aircraft only. Time
history results are required for simulator response to control inputs
during entry into envelope protection limits including both normal and
degraded control states if the function is different. Set thrust as
required to reach the envelope protection function.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.h.1.</strong></td>
<td>Overspeed.</td>
<td>±5 kt airspeed.</td>
<td colspan="2">Cruise.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.h.2.</strong></td>
<td>Minimum Speed.</td>
<td>±3 kt airspeed.</td>
<td colspan="2">Takeoff, Cruise, and Approach or Landing.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.h.3.</strong></td>
<td>Load Factor.</td>
<td>±0.1g normal load factor</td>
<td colspan="2">Takeoff, Cruise.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.h.4.</strong></td>
<td>Pitch Angle.</td>
<td>±1.5° pitch angle</td>
<td colspan="2">Cruise, Approach.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>2.h.5.</strong></td>
<td>Bank Angle.</td>
<td>±2° or ±10% bank angle</td>
<td colspan="2">Approach.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>2.h.6.</strong></td>
<td>Angle of Attack.</td>
<td>±1.5° angle of attack</td>
<td colspan="2">Second Segment Climb, and Approach or Landing.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="7"><strong>3. Motion System.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.a.</strong></td>
<td colspan="5"><strong>Frequency response.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td></td>
<td>Based on Simulator Capability.</td>
<td colspan="2">N/A</td>
<td>Required as part of the MQTG. The test must demonstrate frequency
response of the motion system.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.b.</strong></td>
<td colspan="5"><strong>Leg balance.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td></td>
<td>Based on Simulator Capability.</td>
<td colspan="2">N/A</td>
<td><p>Required as part of the MQTG.</p>
<p>The test must demonstrate motion system leg balance as specified by
the applicant for flight simulator qualification.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.c.</strong></td>
<td colspan="5"><strong>Turn-around check.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td></td>
<td>Based on Simulator Capability.</td>
<td colspan="2"><strong>N/A</strong></td>
<td><p>Required as part of the MQTG.</p>
<p>The test must demonstrate a smooth turn-around (shift to opposite
direction of movement) of the motion system as specified by the
applicant for flight simulator qualification.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.d.</strong></td>
<td colspan="5"><strong>Motion system repeatability.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td></td>
<td>With the same input signal, the test results must be repeatable to
within ±0.05g actual platform linear acceleration.</td>
<td colspan="2">Accomplished in both the “ground” mode and in the
“flight” mode of the motion system operation</td>
<td>Required as part of the MQTG. The assessment procedures must be
designed to ensure that the motion system hardware and software (in
normal flight simulator operating mode) continue to perform as
originally qualified.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>This test ensures that motion system hardware and software (in
normal flight simulator operating mode) continue to perform as
originally qualified. Performance changes from the original baseline can
be readily identified with this information.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.e.</strong></td>
<td colspan="5"><p><strong>Motion cueing performance
signature.</strong></p>
<p>Required as part of MQTG.</p>
<p>For the following set of maneuvers record the relevant motion
variables.</p></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>These tests should be run with the motion buffet mode disabled. See
paragraph 6.d., of this attachment, Motion cueing performance
signature.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>3.e.1.</strong></td>
<td>Takeoff rotation (V<sub>R</sub> to V<sub>2</sub>).</td>
<td>As specified by the sponsor for flight simulator qualification.</td>
<td colspan="2">Ground.</td>
<td>Pitch attitude due to initial climb must dominate over cab tilt due
to longitudinal acceleration.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated with test 1.b.4<strong>.</strong></td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.e.2.</strong></td>
<td>Engine failure between V<sub>1</sub> and V<sub>R</sub>.</td>
<td>As specified by the sponsor for flight simulator qualification.</td>
<td colspan="2">Ground.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated with test 1.b.5.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>3.e.3.</strong></td>
<td>Pitch change during go-around.</td>
<td>As specified by the sponsor for flight simulator qualification.</td>
<td colspan="2">Flight.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated with test 2.e.6.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.e.4.</strong></td>
<td>Configuration changes.</td>
<td>As specified by the sponsor for flight simulator qualification.</td>
<td colspan="2">Flight.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated with tests 2.c.2. and 2.c.4.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>3.e.5.</strong></td>
<td>Power change dynamics.</td>
<td>As specified by the sponsor for flight simulator qualification.</td>
<td colspan="2">Flight.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated with test 2.c.1.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.e.6.</strong></td>
<td>Landing flare.</td>
<td>As specified by the sponsor for flight simulator qualification.</td>
<td colspan="2">Flight.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated with test 2.e.1.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>3.e.7.</strong></td>
<td>Touchdown bump.</td>
<td>As specified by the sponsor for flight simulator qualification.</td>
<td colspan="2">Ground.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated with test 2.e.1.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.f.</strong></td>
<td colspan="5"><p><strong>Characteristic motion
vibrations.</strong></p>
<p>The recorded test results for characteristic buffets must allow the
comparison of relative amplitude versus frequency.</p></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>3.f.1.</strong></td>
<td>Thrust effect with brakes set.</td>
<td>Simulator test results must exhibit the overall appearance and
trends of the airplane data, with at least three (3) of the predominant
frequency “spikes” being present within ±2 Hz.</td>
<td colspan="2">Ground.</td>
<td>The test must be conducted within 5% of the maximum possible thrust
with brakes set.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.f.2.</strong></td>
<td>Buffet with landing gear extended.</td>
<td>Simulator test results must exhibit the overall appearance and
trends of the airplane data, with at least three (3) of the predominant
frequency “spikes” being present within ±2 Hz.</td>
<td colspan="2">Flight.</td>
<td>The test must be conducted at a nominal, mid-range airspeed; i.e.,
sufficiently below landing gear limiting airspeed to avoid inadvertently
exceeding this limitation.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>3.f.3.</strong></td>
<td>Buffet with flaps extended.</td>
<td>Simulator test results must exhibit the overall appearance and
trends of the airplane data, with at least three (3) of the predominant
frequency “spikes” being present within ±2 Hz.</td>
<td colspan="2">Flight.</td>
<td>The test must be conducted at a nominal, mid-range airspeed; i.e.,
sufficiently below flap extension limiting airspeed to avoid
inadvertently exceeding this limitation.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.f.4.</strong></td>
<td>Buffet with speedbrakes deployed.</td>
<td>Simulator test results must exhibit the overall appearance and
trends of the airplane data, with at least three (3) of the predominant
frequency “spikes” being present within ±2 Hz.</td>
<td colspan="2">Flight.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>3.f.5.</strong></td>
<td>Buffet at approach-to-stall.</td>
<td>Simulator test results must exhibit the overall appearance and
trends of the airplane data, with at least three (3) of the predominant
frequency “spikes” being present within ±2 Hz.</td>
<td colspan="2">Flight.</td>
<td>The test must be conducted for approach to stall. Post stall
characteristics are not required.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>3.f.6.</strong></td>
<td>Buffet at high airspeeds or high Mach.</td>
<td>Simulator test results must exhibit the overall appearance and
trends of the airplane data, with at least three (3) of the predominant
frequency “spikes” being present within ±2 Hz.</td>
<td colspan="2">Flight.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>The test may be conducted during either a high speed maneuver (e.g.,
“wind-up” turn) or at high Mach.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>3.f.7.</strong></td>
<td>In-flight vibrations for propeller driven airplanes.</td>
<td>Simulator test results must exhibit the overall appearance and
trends of the airplane data, with at least three (3) of the predominant
frequency “spikes” being present within ±2 Hz.</td>
<td colspan="2">Flight (clean configuration).</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="7"><strong>4. Visual System.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>4.a.</strong></td>
<td colspan="5"><strong>Visual System Response Time</strong>: (Choose
either test 4.a.1. or 4.a.2. to satisfy test 4.a., Visual System
Response Time Test. This test also suffices for motion system response
timing and flight deck instrument response timing. Motion onset should
occur before the start of the visual scene change (the start of the scan
of the first video field containing different information) but must
occur before the end of the scan of that video field. Instrument
response may not occur prior to motion onset.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>See additional information in this attachment; also see Table A1A,
entry 2.g.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>4.a.1.</strong></td>
<td colspan="5">Latency.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2" rowspan="2"></td>
<td></td>
<td colspan="2">300 ms (or less) after airplane response.</td>
<td>Take-off, cruise, and approach or landing.</td>
<td>One test is required in each axis (pitch, roll and yaw) for each of
the three conditions (take-off, cruise, and approach or landing).</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td rowspan="2">The visual scene or test pattern used during the
response testing should be representative of the system capacities
required to meet the daylight, twilight (dusk/dawn) and/or night visual
capability as appropriate.</td>
</tr>
<tr class="even">
<td></td>
<td colspan="2">150 ms (or less) after airplane response.</td>
<td>Take-off, cruise, and approach or landing.</td>
<td>One test is required in each axis (pitch, roll and yaw) for each of
the three conditions (take-off, cruise, and approach or landing).</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>4.a.2.</strong></td>
<td colspan="5">Transport Delay.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td></td>
<td>300 ms (or less) after controller movement.</td>
<td colspan="2">N/A</td>
<td>A separate test is required in each axis (pitch, roll, and
yaw).</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td rowspan="2">If Transport Delay is the chosen method to demonstrate
relative responses, the sponsor and the NSPM will use the latency values
to ensure proper simulator response when reviewing those existing tests
where latency can be identified (e.g., short period, roll response,
rudder response).</td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td></td>
<td>150 ms (or less) after controller movement.</td>
<td colspan="2">N/A</td>
<td>A separate test is required in each axis (pitch, roll, and
yaw).</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
</tr>
<tr class="even">
<td colspan="2"><strong>4.b.</strong></td>
<td colspan="5"><strong>Field-of-view.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>4.b.1.</strong></td>
<td>Continuous collimated visual field-of-view.</td>
<td>Continuous collimated field-of-view providing at least 45°
horizontal and 30° vertical field-of-view for each pilot seat. Both
pilot seat visual systems must be operable simultaneously.</td>
<td colspan="2">N/A</td>
<td>Required as part of MQTG but not required as part of continuing
evaluations.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td>A vertical field-of-view of 30° may be insufficient to meet visual
ground segment requirements.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>4.b.2.</strong></td>
<td>(Reserved)</td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>4.b.3.</strong></td>
<td>Continuous, collimated, field-of-view.</td>
<td>Continuous field-of-view of at least 176° horizontally and 36°
vertically.</td>
<td colspan="2">N/A</td>
<td>An SOC is required and must explain the geometry of the
installation. Horizontal field-of-view must be at least 176º (including
not less than 88º either side of the center line of the design eye
point). Additional horizontal field-of-view capability may be added at
the sponsor’s discretion provided the minimum field-of-view is retained.
Vertical field-of-view must be at least 36º from each pilot's eye point.
Required as part of MQTG but not required as part of continuing
qualification evaluations.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>The horizontal field-of-view is traditionally described as a 180º
field-of-view. However, the field-of-view is technically no less than
176º. Field-of-view should be measured using a visual test pattern
filling the entire visual scene (all channels) with a matrix of black
and white 5° squares. The installed alignment should be addressed in the
SOC.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>4.c.</strong></td>
<td colspan="5"><strong>System geometry.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td></td>
<td>5° even angular spacing within ±1° as measured from either pilot eye
point and within 1.5° for adjacent squares.</td>
<td colspan="2"><h6 id="na">N/A </h6></td>
<td>The angular spacing of any chosen 5° square and the relative spacing
of adjacent squares must be within the stated tolerances.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>The purpose of this test is to evaluate local linearity of the
displayed image at either pilot eye point. System geometry should be
measured using a visual test pattern filling the entire visual scene
(all channels) with a matrix of black and white 5° squares with light
points at the intersections.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>4.d.</strong></td>
<td colspan="5"><strong>Surface contrast ratio.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td></td>
<td>Not less than 5:1.</td>
<td colspan="2">N/A</td>
<td><p>The ratio is calculated by dividing the brightness level of the
center, bright square (providing at least 2 foot-lamberts or 7
cd/m<sup>2</sup>) by the brightness level of any adjacent dark
square.</p>
<p>This requirement is applicable to any level of simulator equipped
with a daylight visual system.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Measurements should be made using a 1° spot photometer and a raster
drawn test pattern filling the entire visual scene (all channels) with a
test pattern of black and white squares, 5° per square, with a white
square in the center of each channel. During contrast ratio testing,
simulator aft-cab and flight deck ambient light levels should be
zero.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>4.e.</strong></td>
<td colspan="5"><strong>Highlight brightness.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td></td>
<td>Not less than six (6) foot-lamberts (20 cd/m<sup>2</sup>).</td>
<td colspan="2">N/A</td>
<td><p>Measure the brightness of a white square while superimposing a
highlight on that white square. The use of calligraphic capabilities to
enhance the raster brightness is acceptable; however, measuring
lightpoints is not acceptable.</p>
<p>This requirement is applicable to any level of simulator equipped
with a daylight visual system.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Measurements should be made using a 1° spot photometer and a raster
drawn test pattern filling the entire visual scene (all channels) with a
test pattern of black and white squares, 5° per square, with a white
square in the center of each channel.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>4.f.</strong></td>
<td colspan="5"><strong>Surface resolution</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td></td>
<td>Not greater than two (2) arc minutes.</td>
<td colspan="2">N/A</td>
<td><p>An SOC is required and must include the relevant calculations and
an explanation of those calculations.</p>
<p>This requirement is applicable to any level of simulator equipped
with a daylight visual system.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><p>When the eye is positioned on a 3° glide slope at the slant range
distances indicated with white runway markings on a black runway
surface, the eye will subtend two (2) arc minutes:</p>
<p>(1) A slant range of 6,876 ft with stripes 150 ft long and 16 ft
wide, spaced 4 ft apart.</p>
<p>(2) For Configuration A; a slant range of 5,157 feet with stripes 150
ft long and 12 ft wide, spaced 3 ft apart.</p>
<p>(3) For Configuration B; a slant range of 9,884 feet, with stripes
150 ft long and 5.75 ft wide, spaced 5.75 ft apart.</p></td>
</tr>
<tr class="even">
<td colspan="2"><strong>4.g.</strong></td>
<td colspan="5"><strong>Light point size.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"></td>
<td></td>
<td>Not greater than five (5) arc-minutes.</td>
<td colspan="2">N/A</td>
<td><p>An SOC is required and must include the relevant calculations and
an explanation of those calculations.</p>
<p>This requirement is applicable to any level of simulator equipped
with a daylight visual system.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Light point size should be measured using a test pattern consisting
of a centrally located single row of light points reduced in length
until modulation is just discernible in each visual channel. A row of 48
lights will form a 4° angle or less.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>4.h.</strong></td>
<td colspan="5"><strong>Light point contrast ratio.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>4.h.1</strong></td>
<td>For Level A and B simulators.</td>
<td>Not less than 10:1.</td>
<td colspan="2">N/A</td>
<td>An SOC is required and must include the relevant calculations.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td>A 1° spot photometer is used to measure a square of at least 1°
filled with light points (where light point modulation is just
discernible) and compare the results to the measured adjacent
background. During contrast ratio testing, simulator aft-cab and flight
deck ambient light levels should be zero.</td>
</tr>
<tr class="even">
<td colspan="2"><strong>4.h.2.</strong></td>
<td>For Level C and D simulators.</td>
<td>Not less than 25:1.</td>
<td colspan="2">N/A</td>
<td>An SOC is required and must include the relevant calculations.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>A 1° spot photometer is used to measure a square of at least 1°
filled with light points (where light point modulation is just
discernible) and compare the results to the measured adjacent
background. During contrast ratio testing, simulator aft-cab and flight
deck ambient light levels should be zero.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>4.i.</strong></td>
<td colspan="5"><strong>Visual ground segment.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td></td>
<td>The visible segment in the simulator must be ±20% of the segment
computed to be visible from the airplane flight deck. This tolerance may
be applied at the far end of the displayed segment. However, lights and
ground objects computed to be visible from the airplane flight deck at
the near end of the visible segment must be visible in the
simulator.</td>
<td colspan="2">Landing configuration, with the aircraft trimmed for the
appropriate airspeed, where the MLG are at 100 ft (30 m) above the plane
of the touchdown zone, while on the electronic glide slope with an RVR
value set at 1,200 ft (350 m).</td>
<td><p>The QTG must contain appropriate calculations and a drawing
showing the pertinent data used to establish the airplane location and
the segment of the ground that is visible considering design eyepoint,
the airplane attitude, flight deck cut-off angle, and a visibility of
1200 ft (350 m) RVR. Simulator performance must be measured against the
QTG calculations.</p>
<p>The data submitted must include at least the following:</p>
<p>(1) Static airplane dimensions as follows:</p>
<p>(i) Horizontal and vertical distance from main landing gear (MLG) to
glideslope reception antenna.</p>
<p>(ii) Horizontal and vertical distance from MLG to pilot's
eyepoint.</p>
<p>(iii) Static flight deck cutoff angle.</p>
<p>(2) Approach data as follows:</p>
<p>(i) Identification of runway.</p>
<p>(ii) Horizontal distance from runway threshold to glideslope
intercept with runway.</p>
<p>(iii) Glideslope angle.</p>
<p>(iv) Airplane pitch angle on approach.</p>
<p>(3) Airplane data for manual testing:</p>
<p>(i) Gross weight.</p>
<p>(ii) Airplane configuration.</p>
<p>(iii) Approach airspeed.</p>
<p>If non-homogenous fog is used to obscure visibility, the vertical
variation in horizontal visibility must be described and be included in
the slant range visibility calculation used in the
computations.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Pre-position for this test is encouraged but may be achieved via
manual or autopilot control to the desired position.</td>
</tr>
<tr class="odd">
<td colspan="7"><p><strong>5. Sound System.</strong></p>
<p>The sponsor will not be required to repeat the airplane tests (i.e.,
tests 5.a.1. through 5.a.8. (or 5.b.1. through 5.b.9.) and 5.c., as
appropriate) during continuing qualification evaluations if frequency
response and background noise test results are within tolerance when
compared to the initial qualification evaluation results, and the
sponsor shows that no software changes have occurred that will affect
the airplane test results. If the frequency response test method is
chosen and fails, the sponsor may elect to fix the frequency response
problem and repeat the test or the sponsor may elect to repeat the
airplane tests. If the airplane tests are repeated during continuing
qualification evaluations, the results may be compared against initial
qualification evaluation results or airplane master data. All tests in
this section must be presented using an unweighted 1/3-octave band
format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 second average
must be taken at the location corresponding to the airplane data set.
The airplane and flight simulator results must be produced using
comparable data analysis techniques.</p></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>5.a.</strong></td>
<td colspan="5"><strong>Turbo-jet airplanes.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.a.1.</strong></td>
<td>Ready for engine start.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Ground.</td>
<td>Normal conditions prior to engine start with the Auxiliary Power
Unit operating, if appropriate.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>5.a.2.</strong></td>
<td>All engines at idle.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Ground.</td>
<td>Normal condition prior to takeoff.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.a.3.</strong></td>
<td>All engines at maximum allowable thrust with brakes set.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Ground.</td>
<td>Normal condition prior to takeoff.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>5.a.4.</strong></td>
<td>Climb.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>En-route climb.</td>
<td>Medium altitude.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.a.5.</strong></td>
<td>Cruise.</td>
<td colspan="2">±5 dB per 1/3 octave band</td>
<td>Cruise.</td>
<td>Normal cruise configuration.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>5.a.6.</strong></td>
<td>Speedbrake / spoilers extended (as appropriate).</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Cruise.</td>
<td>Normal and constant speedbrake deflection for descent at a constant
airspeed and power setting.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.a.7.</strong></td>
<td>Initial approach.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Approach.</td>
<td>Constant airspeed, gear up, flaps and slats, as appropriate.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>5.a.8.</strong></td>
<td>Final approach.</td>
<td colspan="2">±5 dB per 1/3 octave band</td>
<td>Landing.</td>
<td>Constant airspeed, gear down, full flaps.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.b.</strong></td>
<td colspan="5"><strong>Propeller airplanes.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>5.b.1.</strong></td>
<td>Ready for engine start.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Ground.</td>
<td>Normal conditions prior to engine start with the Auxiliary Power
Unit operating, if appropriate.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.b.2.</strong></td>
<td>All propellers feathered.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Ground.</td>
<td>Normal condition prior to takeoff.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>5.b.3.</strong></td>
<td>Ground idle or equivalent.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Ground.</td>
<td>Normal condition prior to takeoff.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.b.4</strong></td>
<td>Flight idle or equivalent.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Ground.</td>
<td>Normal condition prior to takeoff.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>5.b.5.</strong></td>
<td>All engines at maximum allowable power with brakes set.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Ground.</td>
<td>Normal condition prior to takeoff.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.b.6.</strong></td>
<td>Climb.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>En-route climb.</td>
<td>Medium altitude.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>5.b.7.</strong></td>
<td>Cruise.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Cruise.</td>
<td>Normal cruise configuration.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.b.8.</strong></td>
<td>Initial approach.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Approach.</td>
<td>Constant airspeed, gear up, flaps extended as appropriate, RPM as
per operating manual.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"><strong>5.b.9.</strong></td>
<td>Final Approach.</td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>Landing.</td>
<td>Constant airspeed, gear down, full flaps, RPM as per operating
manual.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.c.</strong></td>
<td colspan="5"><strong>Special cases.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td></td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td>As appropriate.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>These special cases are identified as particularly significant
during critical phases of flight and ground operations for a specific
airplane type or model.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.d.</strong></td>
<td colspan="5"><strong>Background noise.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td></td>
<td colspan="2">±3 dB per 1/3 oc tave band.</td>
<td></td>
<td>Results of the background noise at initial qualification must be
included in the MQTG. Measurements must be made with the simulation
running, the sound muted and a "dead" flight deck.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>The sound in the simulator will be evaluated to ensure that the
background noise does not interfere with training, testing, or
checking.</td>
</tr>
<tr class="odd">
<td colspan="2"><strong>5.e.</strong></td>
<td colspan="5"><strong>Frequency response.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td></td>
<td colspan="2"><p>±5 dB on three (3) consecutive bands when compared to
initial evaluation; and</p>
<p>±2 dB when comparing the average of the absolute differences between
initial and continuing qualification evaluation.</p></td>
<td></td>
<td><p>Applicable only to Continuing Qualification Evaluations.</p>
<p>If frequency response plots are provided for each channel at the
initial qualification evaluation, these plots may be repeated at the
continuing qualification evaluation with the following tolerances
applied:</p>
<p>(a) The continuing qualification 1/3 octave band amplitudes must not
exceed 5 dB for three consecutive bands when compared to initial
results.</p>
<p>(b) The average of the sum of the absolute differences between
initial and continuing qualification results must not exceed 2 dB (refer
to Table A2B in this attachment).</p></td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>Measurements are compared to those taken during initial
qualification evaluation.</td>
</tr>
</tbody>
</table>

**Begin Information**

**3. General.**

a\. If relevant winds are present in the objective data, the wind vector
should be clearly noted as part of the data presentation, expressed in
conventional terminology, and related to the runway being used for test
near the ground.

b\. The reader is encouraged to review the Airplane Flight Simulator
Evaluation Handbook, Volumes I and II, published by the Royal
Aeronautical Society, London, UK, and AC 25-7, as amended, Flight Test
Guide for Certification of Transport Category Airplanes, and AC 23-8, as
amended, Flight Test Guide for Certification of Part 23 Airplanes, for
references and examples regarding flight testing requirements and
techniques.

**4. Control Dynamics**

a\. General. The characteristics of an airplane flight control system
have a major effect on handling qualities. A significant consideration
in pilot acceptability of an airplane is the "feel" provided through the
flight controls. Considerable effort is expended on airplane feel system
design so that pilots will be comfortable and will consider the airplane
desirable to fly. In order for an FFS to be representative, it should
"feel" like the airplane being simulated. Compliance with this
requirement is determined by comparing a recording of the control feel
dynamics of the FFS to actual airplane measurements in the takeoff,
cruise and landing configurations.

\(1\) Recordings such as free response to an impulse or step function
are classically used to estimate the dynamic properties of
electromechanical systems. In any case, it is only possible to estimate
the dynamic properties as a result of being able to estimate true inputs
and responses. Therefore, it is imperative that the best possible data
be collected since close matching of the FFS control loading system to
the airplane system is essential. The required dynamic control tests are
described in Table A2A of this attachment.

\(2\) For initial and upgrade evaluations, the QPS requires that control
dynamics characteristics be measured and recorded directly from the
flight controls (Handling Qualities - Table A2A). This procedure is
usually accomplished by measuring the free response of the controls
using a step or impulse input to excite the system. The procedure should
be accomplished in the takeoff, cruise and landing flight conditions and
configurations.

\(3\) For airplanes with irreversible control systems, measurements may
be obtained on the ground if proper pitot-static inputs are provided to
represent airspeeds typical of those encountered in flight. Likewise, it
may be shown that for some airplanes, takeoff, cruise, and landing
configurations have like effects. Thus, one may suffice for another. In
either case, engineering validation or airplane manufacturer rationale
should be submitted as justification for ground tests or for eliminating
a configuration. For FFSs requiring static and dynamic tests at the
controls, special test fixtures will not be required during initial and
upgrade evaluations if the QTG shows both test fixture results and the
results of an alternate approach (e.g., computer plots that were
produced concurrently and show satisfactory agreement). Repeat of the
alternate method during the initial evaluation satisfies this test
requirement.

b\. Control Dynamics Evaluation. The dynamic properties of control
systems are often stated in terms of frequency, damping and a number of
other classical measurements. In order to establish a consistent means
of validating test results for FFS control loading, criteria are needed
that will clearly define the measurement interpretation and the applied
tolerances. Criteria are needed for underdamped, critically damped and
overdamped systems. In the case of an underdamped system with very light
damping, the system may be quantified in terms of frequency and damping.
In critically damped or overdamped systems, the frequency and damping
are not readily measured from a response time history. Therefore, the
following suggested measurements may be used:

\(1\) For Level C and D simulators. Tests to verify that control feel
dynamics represent the airplane should show that the dynamic damping
cycles (free response of the controls) match those of the airplane
within specified tolerances. The NSPM recognizes that several different
testing methods may be used to verify the control feel dynamic response.
The NSPM will consider the merits of testing methods based on
reliability and consistency. One acceptable method of evaluating the
response and the tolerance to be applied is described below for the
underdamped and critically damped cases. A sponsor using this method to
comply with the QPS requirements should perform the tests as follows:

\(a\) Underdamped response. Two measurements are required for the
period, the time to first zero crossing (in case a rate limit is
present) and the subsequent frequency of oscillation. It is necessary to
measure cycles on an individual basis in case there are non-uniform
periods in the response. Each period will be independently compared to
the respective period of the airplane control system and, consequently,
will enjoy the full tolerance specified for that period. The damping
tolerance will be applied to overshoots on an individual basis. Care
should be taken when applying the tolerance to small overshoots since
the significance of such overshoots becomes questionable. Only those
overshoots larger than 5 per cent of the total initial displacement
should be considered. The residual band, labeled T(A~d~) on Figure A2A
is ±5 percent of the initial displacement amplitude A~d~ from the steady
state value of the oscillation. Only oscillations outside the residual
band are considered significant. When comparing FFS data to airplane
data, the process should begin by overlaying or aligning the FFS and
airplane steady state values and then comparing amplitudes of
oscillation peaks, the time of the first zero crossing and individual
periods of oscillation. The FFS should show the same number of
significant overshoots to within one when compared against the airplane
data. The procedure for evaluating the response is illustrated in Figure
A2A.

\(b\) Critically damped and overdamped response. Due to the nature of
critically damped and overdamped responses (no overshoots), the time to
reach 90 percent of the steady state (neutral point) value should be the
same as the airplane within ±10 percent. Figure A2B illustrates the
procedure.

\(c\) Special considerations. Control systems that exhibit
characteristics other than classical overdamped or underdamped responses
should meet specified tolerances. In addition, special consideration
should be given to ensure that significant trends are maintained.

\(2\) Tolerances*.*

\(a\) The following table summarizes the tolerances, T, for underdamped
systems, and "n" is the sequential period of a full cycle of
oscillation. See Figure A2A of this attachment for an illustration of
the referenced measurements.

T(P~0~) ±10% of P~0~

T(P~1~) ±20% of P~1~

T(P~2~) ±30% of P~2~

T(P~n~) ±10(n+1)% of P~n~

T(A~n~) ±10% of A~1~

T(A~d~) ±5% of A~d~ = residual band

Significant overshoots First overshoot and ±1 subsequent overshoots

\(b\) The following tolerance applies to critically damped and
overdamped systems only. See Figure A2B for an illustration of the
reference measurements:

T(P~0~) ±10% of P~0~

**End Information**

**Begin QPS Requirement**

c\. Alternative method for control dynamics evaluation.

\(1\) An alternative means for validating control dynamics for aircraft
with hydraulically powered flight controls and artificial feel systems
is by the measurement of control force and rate of movement. For each
axis of pitch, roll, and yaw, the control must be forced to its maximum
extreme position for the following distinct rates. These tests are
conducted under normal flight and ground conditions.

\(a\) Static test --Slowly move the control so that a full sweep is
achieved within 95 to 105 seconds. A full sweep is defined as movement
of the controller from neutral to the stop, usually aft or right stop,
then to the opposite stop, then to the neutral position.

\(b\) Slow dynamic test -- Achieve a full sweep within 8-12 seconds.

\(c\) Fast dynamic test -- Achieve a full sweep within 3-5 seconds.

Note: Dynamic sweeps may be limited to forces not exceeding 100 lbs.
(44.5 daN).

\(d\) Tolerances

\(i\) Static test; see Table A2A, FFS Objective Tests, Entries 2.a.1.,
2.a.2., and 2.a.3.

\(ii\) Dynamic test -- ± 2 lbs (0.9 daN) or ± 10% on dynamic increment
above static test.

**End QPS Requirement**

**Begin Information**

d\. The FAA is open to alternative means such as the one described
above. The alternatives should be justified and appropriate to the
application. For example, the method described here may not apply to all
manufacturers' systems and certainly not to aircraft with reversible
control systems. Each case is considered on its own merit on an ad hoc
basis. If the FAA finds that alternative methods do not result in
satisfactory performance, more conventionally accepted methods will have
to be used.

+-----------------------------------------------------------------------+
| ![](media/image1.jpeg){width="8.500694444444445in"                    |
| height="5.342361111111111in"}                                         |
|                                                                       |
| #                                                                     |
+-----------------------------------------------------------------------+

Figure A2A

Underdamped Step Response

  -----------------------------------------------------------------------
  ![](media/image2.jpeg){width="5.206944444444445in"
  height="3.4541666666666666in"}

  -----------------------------------------------------------------------

Figure A2B

Critically and Overdamped Step Response

**5. Ground Effect.**

a\. For an FFS to be used for take-off and landing (not applicable to
Level A simulators in that the landing maneuver may not be credited in a
Level A simulator) it should reproduce the aerodynamic changes that
occur in ground effect. The parameters chosen for FFS validation should
indicate these changes.

\(1\) A dedicated test should be provided that will validate the
aerodynamic ground effect characteristics.

\(2\) The organization performing the flight tests may select
appropriate test methods and procedures to validate ground effect.
However, the flight tests should be performed with enough duration near
the ground to sufficiently validate the ground-effect model.

b\. The NSPM will consider the merits of testing methods based on
reliability and consistency. Acceptable methods of validating ground
effect are described below. If other methods are proposed, rationale
should be provided to conclude that the tests performed validate the
ground-effect model. A sponsor using the methods described below to
comply with the QPS requirements should perform the tests as follows:

\(1\) Level fly-bys. The level fly-bys should be conducted at a minimum
of three altitudes within the ground effect, including one at no more
than 10% of the wingspan above the ground, one each at approximately 30%
and 50% of the wingspan where height refers to main gear tire above the
ground. In addition, one level-flight trim condition should be conducted
out of ground effect (e.g., at 150% of wingspan).

\(2\) Shallow approach landing. The shallow approach landing should be
performed at a glide slope of approximately one degree with negligible
pilot activity until flare.

c\. The lateral-directional characteristics are also altered by ground
effect. For example, because of changes in lift, roll damping is
affected. The change in roll damping will affect other dynamic modes
usually evaluated for FFS validation. In fact, Dutch roll dynamics,
spiral stability, and roll-rate for a given lateral control input are
altered by ground effect. Steady heading sideslips will also be
affected. These effects should be accounted for in the FFS modeling.
Several tests such as crosswind landing, one engine inoperative landing,
and engine failure on take-off serve to validate lateral-directional
ground effect since portions of these tests are accomplished as the
aircraft is descending through heights above the runway at which ground
effect is an important factor.

**6. Motion System.**

a\. General.

\(1\) Pilots use continuous information signals to regulate the state of
the airplane. In concert with the instruments and outside-world visual
information, whole-body motion feedback is essential in assisting the
pilot to control the airplane dynamics, particularly in the presence of
external disturbances. The motion system should meet basic objective
performance criteria, and should be subjectively tuned at the pilot\'s
seat position to represent the linear and angular accelerations of the
airplane during a prescribed minimum set of maneuvers and conditions.
The response of the motion cueing system should also be repeatable.

\(2\) The Motion System tests in Section 3 of Table A2A are intended to
qualify the FFS motion cueing system from a mechanical performance
standpoint. Additionally, the list of motion effects provides a
representative sample of dynamic conditions that should be present in
the flight simulator. An additional list of representative,
training-critical maneuvers, selected from Section 1 (Performance
tests), and Section 2 (Handling Qualities tests), in Table A2A, that
should be recorded during initial qualification (but without tolerance)
to indicate the flight simulator motion cueing performance signature
have been identified (reference Section 3.e). These tests are intended
to help improve the overall standard of FFS motion cueing.

b\. Motion System Checks. The intent of test 3a, Frequency Response,
test 3b, Leg Balance, and test 3c, Turn-Around Check, as described in
the Table of Objective Tests, is to demonstrate the performance of the
motion system hardware, and to check the integrity of the motion set-up
with regard to calibration and wear. These tests are independent of the
motion cueing software and should be considered robotic tests.

c\. Motion System Repeatability. The intent of this test is to ensure
that the motion system software and motion system hardware have not
degraded or changed over time. This diagnostic test should be completed
during continuing qualification checks in lieu of the robotic tests.
This will allow an improved ability to determine changes in the software
or determine degradation in the hardware. The following information
delineates the methodology that should be used for this test.

\(1\) Input: The inputs should be such that rotational accelerations,
rotational rates, and linear accelerations are inserted before the
transfer from airplane center of gravity to pilot reference point with a
minimum amplitude of 5 deg/sec/sec, 10 deg/sec and 0.3 g, respectively,
to provide adequate analysis of the output.

\(2\) Recommended output:

\(a\) Actual platform linear accelerations; the output will comprise
accelerations due to both the linear and rotational motion acceleration;

\(b\) Motion actuators position.

d\. Motion Cueing Performance Signature.

\(1\) Background. The intent of this test is to provide quantitative
time history records of motion system response to a selected set of
automated QTG maneuvers during initial qualification. This is not
intended to be a comparison of the motion platform accelerations against
the flight test recorded accelerations (i.e., not to be compared against
airplane cueing). If there is a modification to the initially qualified
motion software or motion hardware (e.g., motion washout filter,
simulator payload change greater than 10%) then a new baseline may need
to be established.

\(2\) Test Selection. The conditions identified in Section 3.e. in Table
A2A are those maneuvers where motion cueing is the most discernible.
They are general tests applicable to all types of airplanes and should
be completed for motion cueing performance signature at any time
acceptable to the NSPM prior to or during the initial qualification
evaluation, and the results included in the MQTG.

\(3\) Priority. Motion system should be designed with the intent of
placing greater importance on those maneuvers that directly influence
pilot perception and control of the airplane motions. For the maneuvers
identified in section 3.e. in Table A2A, the flight simulator motion
cueing system should have a high tilt co-ordination gain, high
rotational gain, and high correlation with respect to the airplane
simulation model.

\(4\) Data Recording. The minimum list of parameters provided should
allow for the determination of the flight simulator's motion cueing
performance signature for the initial qualification evaluation. The
following parameters are recommended as being acceptable to perform such
a function:

\(a\) Flight model acceleration and rotational rate commands at the
pilot reference point;

\(b\) Motion actuators position;

\(c\) Actual platform position;

\(d\) Actual platform acceleration at pilot reference point.

e\. Motion Vibrations.

\(1\) Presentation of results. The characteristic motion vibrations may
be used to verify that the flight simulator can reproduce the frequency
content of the airplane when flown in specific conditions. The test
results should be presented as a Power Spectral Density (PSD) plot with
frequencies on the horizontal axis and amplitude on the vertical axis.
The airplane data and flight simulator data should be presented in the
same format with the same scaling. The algorithms used for generating
the flight simulator data should be the same as those used for the
airplane data. If they are not the same then the algorithms used for the
flight simulator data should be proven to be sufficiently comparable. As
a minimum, the results along the dominant axes should be presented and a
rationale for not presenting the other axes should be provided.

\(2\) Interpretation of results. The overall trend of the PSD plot
should be considered while focusing on the dominant frequencies. Less
emphasis should be placed on the differences at the high frequency and
low amplitude portions of the PSD plot. During the analysis, certain
structural components of the flight simulator have resonant frequencies
that are filtered and may not appear in the PSD plot. If filtering is
required, the notch filter bandwidth should be limited to 1 Hz to ensure
that the buffet feel is not adversely affected. In addition, a rationale
should be provided to explain that the characteristic motion vibration
is not being adversely affected by the filtering. The amplitude should
match airplane data as described below. However, if the PSD plot was
altered for subjective reasons, a rationale should be provided to
justify the change. If the plot is on a logarithmic scale, it may be
difficult to interpret the amplitude of the buffet in terms of
acceleration. For example, a 1x10^-3^ g-rms^2^/Hz would describe a heavy
buffet and may be seen in the deep stall regime. Alternatively, a
1x10^-6^ g-rms^2^/Hz buffet is almost not perceivable; but may represent
a flap buffet at low speed. The previous two examples differ in
magnitude by 1000. On a PSD plot this represents three decades (one
decade is a change in order of magnitude of 10; and two decades is a
change in order of magnitude of 100).

Note: In the example, "g-rms^2^ is the mathematical expression for "g's
root mean squared."

**7. Sound System.**

a\. General. The total sound environment in the airplane is very
complex, and changes with atmospheric conditions, airplane
configuration, airspeed, altitude, and power settings. Flight deck
sounds are an important component of the flight deck operational
environment and provide valuable information to the flight crew. These
aural cues can either assist the crew(as an indication of an abnormal
situation), or hinder the crew (as a distraction or nuisance). For
effective training, the flight simulator should provide flight deck
sounds that are perceptible to the pilot during normal and abnormal
operations, and comparable to those of the airplane. The flight
simulator operator should carefully evaluate background noises in the
location where the device will be installed. To demonstrate compliance
with the sound requirements, the objective or validation tests in this
attachment were selected to provide a representative sample of normal
static conditions typically experienced by a pilot.

b\. Alternate propulsion. For FFS with multiple propulsion
configurations, any condition listed in Table A2A of this attachment
should be presented for evaluation as part of the QTG if identified by
the airplane manufacturer or other data supplier as significantly
different due to a change in propulsion system (engine or propeller).

c\. Data and Data Collection System.

\(1\) Information provided to the flight simulator manufacturer should
be presented in the format suggested by the International Air Transport
Association (IATA) "Flight Simulator Design and Performance Data
Requirements," as amended. This information should contain calibration
and frequency response data.

\(2\) The system used to perform the tests listed in Table A2A should
comply with the following standards:

\(a\) The specifications for octave, half octave, and third octave band
filter sets may be found in American National Standards Institute (ANSI)
S1.11-1986;

\(b\) Measurement microphones should be type WS2 or better, as described
in International Electrotechnical Commission (IEC) 1094-4-1995.

\(3\) Headsets. If headsets are used during normal operation of the
airplane they should also be used during the flight simulator
evaluation.

\(4\) Playback equipment. Playback equipment and recordings of the QTG
conditions should be provided during initial evaluations.

\(5\) Background noise.

\(a\) Background noise is the noise in the flight simulator that is not
associated with the airplane, but is caused by the flight simulator\'s
cooling and hydraulic systems and extraneous noise from other locations
in the building. Background noise can seriously impact the correct
simulation of airplane sounds and should be kept below the airplane
sounds. In some cases, the sound level of the simulation can be
increased to compensate for the background noise. However, this approach
is limited by the specified tolerances and by the subjective
acceptability of the sound environment to the evaluation pilot.

\(b\) The acceptability of the background noise levels is dependent upon
the normal sound levels in the airplane being represented. Background
noise levels that fall below the lines defined by the following points,
may be acceptable:

\(i\) 70 dB @ 50 Hz;

\(ii\) 55 dB @ 1000 Hz;

\(iii\) 30 dB @ 16 kHz

(Note: These limits are for unweighted 1/3 octave band sound levels.
Meeting these limits for background noise does not ensure an acceptable
flight simulator. Airplane sounds that fall below this limit require
careful review and may require lower limits on background noise.)

\(6\) Validation testing. Deficiencies in airplane recordings should be
considered when applying the specified tolerances to ensure that the
simulation is representative of the airplane. Examples of typical
deficiencies are:

\(a\) Variation of data between tail numbers;

\(b\) Frequency response of microphones;

\(c\) Repeatability of the measurements.

**Table A2B**

**Example of continuing qualification frequency response test
tolerance.**

  ------------------ ---------------- ------------------ ------------------
  **Band Center      **Initial        **Continuing       **Absolute
  Frequency**        Results          qualification      Difference**
                     (dBSPL)**        Results (dBSPL)**  

                                                         

  **50**             **75.0**         **73.8**           **1.2**

  **63**             **75.9**         **75.6**           **0.3**

  **80**             **77.1**         **76.5**           **0.6**

  **100**            **78.0**         **78.3**           **0.3**

  **125**            **81.9**         **81.3**           **0.6**

  **160**            **79.8**         **80.1**           **0.3**

  **200**            **83.1**         **84.9**           **1.8**

  **250**            **78.6**         **78.9**           **0.3**

  **315**            **79.5**         **78.3**           **1.2**

  **400**            **80.1**         **79.5**           **0.9**

  **500**            **80.7**         **79.8**           **0.9**

  **630**            **81.9**         **80.4**           **1.5**

  **800**            **73.2**         **74.1**           **0.9**

  **1000**           **79.2**         **80.1**           **0.9**

  **1250**           **80.7**         **82.8**           **2.1**

  **1600**           **81.6**         **78.6**           **3.0**

  **2000**           **76.2**         **74.4**           **1.8**

  **2500**           **79.5**         **80.7**           **1.2**

  **3150**           **80.1**         **77.1**           **3.0**

  **4000**           **78.9**         **78.6**           **0.3**

  **5000**           **80.1**         **77.1**           **3.0**

  **6300**           **80.7**         **80.4**           **0.3**

  **8000**           **84.3**         **85.5**           **1.2**

  **10000**          **81.3**         **79.8**           **1.5**

  **12500**          **80.7**         **80.1**           **0.6**

  **16000**          **71.1**         **71.1**           **0.0**

                     **Average**                         **1.1**
  ------------------ ---------------- ------------------ ------------------

#### 

**8. Additional Information About Flight Simulator Qualification for New
or Derivative Airplanes.**

a\. Typically, an airplane manufacturer's approved final data for
performance, handling qualities, systems or avionics is not available
until well after a new or derivative airplane has entered service.
However, flight crew training and certification often begins several
months prior to the entry of the first airplane into service.
Consequently, it may be necessary to use preliminary data provided by
the airplane manufacturer for interim qualification of flight
simulators.

b\. In these cases, the NSPM may accept certain partially validated
preliminary airplane and systems data, and early release ('red label')
avionics data in order to permit the necessary program schedule for
training, certification, and service introduction.

c\. Simulator sponsors seeking qualification based on preliminary data
should consult the NSPM to make special arrangements for using
preliminary data for flight simulator qualification. The sponsor should
also consult the airplane and flight simulator manufacturers to develop
a data plan and flight simulator qualification plan.

d\. The procedure to be followed to gain NSPM acceptance of preliminary
data will vary from case to case and between airplane manufacturers.
Each airplane manufacturer's new airplane development and test program
is designed to suit the needs of the particular project and may not
contain the same events or sequence of events as another manufacturer's
program, or even the same manufacturer's program for a different
airplane. Therefore, there cannot be a prescribed invariable procedure
for acceptance of preliminary data, but instead there should be a
statement describing the final sequence of events, data sources, and
validation procedures agreed by the simulator sponsor, the airplane
manufacturer, the flight simulator manufacturer, and the NSPM.

Note: A description of airplane manufacturer-provided data needed for
flight simulator modeling and validation is to be found in the IATA
Document "Flight Simulator Design and Performance Data Requirements," as
amended.

e\. The preliminary data should be the manufacturer's best
representation of the airplane, with assurance that the final data will
not significantly deviate from the preliminary estimates. Data derived
from these predictive or preliminary techniques should be validated
against available sources including, at least, the following:

\(1\) Manufacturer's engineering report. The report should explain the
predictive method used and illustrate past success of the method on
similar projects. For example, the manufacturer could show the
application of the method to an earlier airplane model or predict the
characteristics of an earlier model and compare the results to final
data for that model.

\(2\) Early flight test results. This data is often derived from
airplane certification tests, and should be used to maximum advantage
for early flight simulator validation. Certain critical tests that would
normally be done early in the airplane certification program should be
included to validate essential pilot training and certification
maneuvers. These include cases where a pilot is expected to cope with an
airplane failure mode or an engine failure. Flight test data that will
be available early in the flight test program will depend on the
airplane manufacturer's flight test program design and may not be the
same in each case. The flight test program of the airplane manufacturer
should include provisions for generation of very early flight test
results for flight simulator validation.

f\. The use of preliminary data is not indefinite. The airplane
manufacturer's final data should be available within 12 months after the
airplane's first entry into service or as agreed by the NSPM, the
simulator sponsor, and the airplane manufacturer. When applying for
interim qualification using preliminary data, the simulator sponsor and
the NSPM should agree on the update program. This includes specifying
that the final data update will be installed in the flight simulator
within a period of 12 months following the final data release, unless
special conditions exist and a different schedule is acceptable. The
flight simulator performance and handling validation would then be based
on data derived from flight tests or from other approved sources.
Initial airplane systems data should be updated after engineering tests.
Final airplane systems data should also be used for flight simulator
programming and validation.

g\. Flight simulator avionics should stay essentially in step with
airplane avionics (hardware and software) updates. The permitted time
lapse between airplane and flight simulator updates should be minimal.
It may depend on the magnitude of the update and whether the QTG and
pilot training and certification are affected. Differences in airplane
and flight simulator avionics versions and the resulting effects on
flight simulator qualification should be agreed between the simulator
sponsor and the NSPM. Consultation with the flight simulator
manufacturer is desirable throughout the qualification process.

h\. The following describes an example of the design data and sources
that might be used in the development of an interim qualification plan.

\(1\) The plan should consist of the development of a QTG based upon a
mix of flight test and engineering simulation data. For data collected
from specific airplane flight tests or other flights, the required
design model or data changes necessary to support an acceptable Proof of
Match (POM) should be generated by the airplane manufacturer.

\(2\) For proper validation of the two sets of data, the airplane
manufacturer should compare their simulation model responses against the
flight test data, when driven by the same control inputs and subjected
to the same atmospheric conditions as recorded in the flight test. The
model responses should result from a simulation where the following
systems are run in an integrated fashion and are consistent with the
design data released to the flight simulator manufacturer:

\(a\) Propulsion

\(b\) Aerodynamics;

\(c\) Mass properties;

\(d\) Flight controls;

\(e\) Stability augmentation; and

\(f\) Brakes/landing gear.

i\. A qualified test pilot should be used to assess handling qualities
and performance evaluations for the qualification of flight simulators
of new airplane types.

**End Information**

**Begin QPS Requirement**

**9. Engineering Simulator -- Validation Data**

a\. When a fully validated simulation (i.e., validated with flight test
results) is modified due to changes to the simulated airplane
configuration, the airplane manufacturer or other acceptable data
supplier must coordinate with the NSPM if they propose to supply
validation data from an "audited" engineering simulator/simulation to
selectively supplement flight test data. The NSPM must be provided an
opportunity to audit the engineering simulation or the engineering
simulator used to generate the validation data. Validation data from an
audited engineering simulation may be used for changes that are
incremental in nature. Manufacturers or other data suppliers must be
able to demonstrate that the predicted changes in aircraft performance
are based on acceptable aeronautical principles with proven success
history and valid outcomes. This must include comparisons of predicted
and flight test validated data.

b\. Airplane manufacturers or other acceptable data suppliers seeking to
use an engineering simulator for simulation validation data as an
alternative to flight-test derived validation data, must contact the
NSPM and provide the following:

\(1\) A description of the proposed aircraft changes, a description of
the proposed simulation model changes, and the use of an integral
configuration management process, including a description of the actual
simulation model modifications that includes a step-by-step description
leading from the original model(s) to the current model(s).

\(2\) A schedule for review by the NSPM of the proposed plan and the
subsequent validation data to establish acceptability of the proposal.

\(3\) Validation data from an audited engineering simulator/simulation
to supplement specific segments of the flight test data.

c\. To be qualified to supply engineering simulator validation data, for
aerodynamic, engine, flight control, or ground handling models, an
airplane manufacturer or other acceptable data supplier must:

\(1\) Be able to verify their ability able to:

\(a\) Develop and implement high fidelity simulation models; and

\(b\) Predict the handling and performance characteristics of an
airplane with sufficient accuracy to avoid additional flight test
activities for those handling and performance characteristics.

\(2\) Have an engineering simulator that:

\(a\) Is a physical entity, complete with a flight deck representative
of the simulated class of airplane;

\(b\) Has controls sufficient for manual flight;

\(c\) Has models that run in an integrated manner;

\(d\) Has fully flight-test validated simulation models as the original
or baseline simulation models;

\(e\) Has an out-of-the-flight deck visual system;

\(f\) Has actual avionics boxes interchangeable with the equivalent
software simulations to support validation of released software;

\(g\) Uses the same models as released to the training community (which
are also used to produce stand-alone proof-of-match and checkout
documents);

\(h\) Is used to support airplane development and certification; and

\(i\) Has been found to be a high fidelity representation of the
airplane by the manufacturer's pilots (or other acceptable data
supplier), certificate holders, and the NSPM.

\(3\) Use the engineering simulator/simulation to produce a
representative set of integrated proof-of-match cases.

\(4\) Use a configuration control system covering hardware and software
for the operating components of the engineering simulator/simulation.

\(5\) Demonstrate that the predicted effects of the change(s) are within
the provisions of sub-paragraph "a" of this section, and confirm that
additional flight test data are not required.

d\. Additional Requirements for Validation Data

\(1\) When used to provide validation data, an engineering simulator
must meet the simulator standards currently applicable to training
simulators except for the data package.

\(2\) The data package used must be:

\(a\) Comprised of the engineering predictions derived from the airplane
design, development, or certification process;

\(b\) Based on acceptable aeronautical principles with proven success
history and valid outcomes for aerodynamics, engine operations, avionics
operations, flight control applications, or ground handling;

\(c\) Verified with existing flight-test data; and

\(d\) Applicable to the configuration of a production airplane, as
opposed to a flight-test airplane.

\(3\) Where engineering simulator data are used as part of a QTG, an
essential match must exist between the training simulator and the
validation data.

\(4\) Training flight simulator(s) using these baseline and modified
simulation models must be qualified to at least internationally
recognized standards, such as contained in the ICAO Document 9625, the
"Manual of Criteria for the Qualification of Flight Simulators."

**End QPS Requirement**

**10. \[Reserved\]**

**11. Validation Test Tolerances**

**Begin Information**

a\. Non-Flight-Test Tolerances

\(1\) If engineering simulator data or other non-flight-test data are
used as an allowable form of reference validation data for the objective
tests listed in Table A2A of this attachment, the data provider must
supply a well-documented mathematical model and testing procedure that
enables a replication of the engineering simulation results within 20%
of the corresponding flight test tolerances.

b\. Background

\(1\) The tolerances listed in Table A2A of this attachment are designed
to measure the quality of the match using flight-test data as a
reference.

\(2\) Good engineering judgment should be applied to all tolerances in
any test. A test is failed when the results clearly fall outside of the
prescribed tolerance(s).

\(3\) Engineering simulator data are acceptable because the same
simulation models used to produce the reference data are also used to
test the flight training simulator (i.e., the two sets of results should
be "essentially" similar).

\(4\) The results from the two sources may differ for the following
reasons:

\(a\) Hardware (avionics units and flight controls);

\(b\) Iteration rates;

\(c\) Execution order;

\(d\) Integration methods;

\(e\) Processor architecture;

\(f\) Digital drift, including:

\(i\) Interpolation methods;

\(ii\) Data handling differences; and

\(iii\) Auto-test trim tolerances.

\(5\) The tolerance limit between the reference data and the flight
simulator results is generally 20% of the corresponding 'flight-test'
tolerances. However, there may be cases where the simulator models used
are of higher fidelity, or the manner in which they are cascaded in the
integrated testing loop have the effect of a higher fidelity, than those
supplied by the data provider. Under these circumstances, it is possible
that an error greater than 20% may be generated. An error greater than
20% may be acceptable if simulator sponsor can provide an adequate
explanation.

\(6\) Guidelines are needed for the application of tolerances to
engineering-simulator-generated validation data because:

\(a\) Flight-test data are often not available due to technical reasons;

\(b\) Alternative technical solutions are being advanced; and

\(c\) High costs.

**12. Validation Data Roadmap.**

a\. Airplane manufacturers or other data suppliers should supply a
validation data roadmap (VDR) document as part of the data package. A
VDR document contains guidance material from the airplane validation
data supplier recommending the best possible sources of data to be used
as validation data in the QTG. A VDR is of special value when requesting
interim qualification, qualification of simulators for airplanes
certificated prior to 1992, and qualification of alternate engine or
avionics fits. A sponsor seeking to have a device qualified in
accordance with the standards contained in this QPS appendix should
submit a VDR to the NSPM as early as possible in the planning stages.
The NSPM is the final authority to approve the data to be used as
validation material for the QTG. The NSPM and the Joint Aviation
Authorities' Synthetic Training Devices Advisory Board have committed to
maintain a list of agreed VDRs.

b\. The VDR should identify (in matrix format) sources of data for all
required tests. It should also provide guidance regarding the validity
of these data for a specific engine type, thrust rating configuration,
and the revision levels of all avionics affecting airplane handling
qualities and performance. The VDR should include rationale or
explanation in cases where data or parameters are missing, engineering
simulation data are to be used, flight test methods require explanation,
or there is any deviation from data requirements. Additionally, the
document should refer to other appropriate sources of validation data
(e.g., sound and vibration data documents).

c\. The Sample Validation Data Roadmap (VDR) for airplanes, shown in
Table A2C, depicts a generic roadmap matrix identifying sources of
validation data for an abbreviated list of tests. This document is
merely a sample and does not provide actual data. A complete matrix
should address all test conditions and provide actual data and data
sources.

d\. Two examples of rationale pages are presented in Appendix F of the
IATA "Flight Simulator Design and Performance Data Requirements." These
illustrate the type of airplane and avionics configuration information
and descriptive engineering rationale used to describe data anomalies or
provide an acceptable basis for using alternative data for QTG
validation requirements.

**End Information**

<table>
<colgroup>
<col style="width: 6%" />
<col style="width: 25%" />
<col style="width: 3%" />
<col style="width: 3%" />
<col style="width: 4%" />
<col style="width: 4%" />
<col style="width: 3%" />
<col style="width: 4%" />
<col style="width: 3%" />
<col style="width: 5%" />
<col style="width: 4%" />
<col style="width: 29%" />
</colgroup>
<tbody>
<tr class="odd">
<td><strong>ICAO or IATA #</strong></td>
<td><strong>Test Description</strong></td>
<td></td>
<td colspan="2"><strong>Validation Source</strong></td>
<td colspan="6"><strong>Validation Document</strong></td>
<td><strong>Comments</strong></td>
</tr>
<tr class="even">
<td colspan="2"><p><em>Notes:</em></p>
<p>1. Only one page is shown; and some test conditions were deleted for
brevity.</p>
<p>2. Relevant regulatory material should be consulted and all
applicable tests addressed.</p>
<p>3. Validation source, document and comments provided herein are for
reference only and do not constitute approval for use.</p>
<p>4. CCA mode must be described for each test condition.</p>
<p>5. If more than one aircraft type (e.g., derivative and baseline) are
used as validation data more columns may be necessary.</p></td>
<td><blockquote>
<p>CCA Mode</p>
</blockquote></td>
<td><blockquote>
<p>Aircraft Flight Test Data</p>
</blockquote></td>
<td><blockquote>
<p>Engineering Simulator Data (DEF-73 Engines)</p>
</blockquote></td>
<td><blockquote>
<p>Aerodynamics POM</p>
<p>Doc.#xxx123, Rev. A</p>
</blockquote></td>
<td><blockquote>
<p>Flight Controls POM Doc.#xxx456, NEW</p>
</blockquote></td>
<td><blockquote>
<p>Ground Handling POM Doc. #xxx789, Rev. B</p>
</blockquote></td>
<td><blockquote>
<p>Propulsion POM</p>
<p>Doc. #321, Rev. C</p>
</blockquote></td>
<td><blockquote>
<p>Integrated POM</p>
<p>Doc. #xxx654, Rev. A</p>
</blockquote></td>
<td><blockquote>
<p>Appendix to this VDR</p>
<p>Doc. #xxx987, NEW</p>
</blockquote></td>
<td><p><em>Legend:</em></p>
<p>D71 = Engine Type (Thrust Rating of 71.5K)</p>
<p>D73 = Engine Type (Thrust Rating of 73K)</p>
<p>Bold upper case = primary validation source.</p>
<p>Lower case, within parentheses = alternative validation source.</p>
<p>R = Rationale included in the data package Appendix.</p></td>
</tr>
<tr class="odd">
<td>1.a.1.</td>
<td>Minimum Radius Turn.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td>1.a.2.</td>
<td>Rate of Turn vs. Nosewheel Angle (2 speeds).</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>1.b.1.</td>
<td>Ground Acceleration Time and Distance.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
<td>(d73)</td>
<td></td>
<td><strong>D73</strong></td>
<td></td>
<td>Primary data contained in IPOM.</td>
</tr>
<tr class="even">
<td>1.b.2.</td>
<td>Minimum Control Speed, Ground (Vmcg).</td>
<td></td>
<td>(x)</td>
<td><strong>X</strong></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>See engineering rationale for test data in VDR.</td>
</tr>
<tr class="odd">
<td>1.b.3.</td>
<td>Minimum Unstick Speed (Vmu).</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td>1.b.4.</td>
<td>Normal Takeoff.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d73)</td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td></td>
<td>Primary data contained in IPOM.</td>
</tr>
<tr class="odd">
<td>1.b.5.</td>
<td>Critical Engine Failure on Takeoff.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>Alternative engine thrust rating flight test data in VDR.</td>
</tr>
<tr class="even">
<td>1.b.6.</td>
<td>Crosswind Takeoff.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>Alternative engine thrust rating flight test data in VDR.</td>
</tr>
<tr class="odd">
<td>1.b.7.</td>
<td>Rejected Takeoff.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>R</strong></td>
<td>Test procedure anomaly; see rationale.</td>
</tr>
<tr class="even">
<td>1.b.8.</td>
<td>Dynamic Engine Failure After Takeoff.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>No flight test data available; see rationale.</td>
</tr>
<tr class="odd">
<td>1.c.1.</td>
<td>Normal Climb – All Engines.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td>Primary data contained in IPOM.</td>
</tr>
<tr class="even">
<td>1.c.2.</td>
<td>Climb – Engine-out, Second Segment.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>Alternative engine thrust rating flight test data in VDR.</td>
</tr>
<tr class="odd">
<td>1.c.3.</td>
<td>Climb – Engine-out, Enroute.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>AFM data available (73K).</td>
</tr>
<tr class="even">
<td>1.c.4.</td>
<td>Engine-out, Approach Climb.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>1.c.5.a.</td>
<td>Level Flight Acceleration.</td>
<td></td>
<td>(x)</td>
<td><strong>X</strong></td>
<td>(d73)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>Eng sim data w/ modified EEC accel rate in VDR.</td>
</tr>
<tr class="even">
<td>1.c.5.b.</td>
<td>Level Flight Deceleration.</td>
<td></td>
<td>(x)</td>
<td><strong>X</strong></td>
<td>(d73)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>Eng sim data w/ modified EEC accel rate in VDR.</td>
</tr>
<tr class="odd">
<td>1.d.1.</td>
<td>Cruise Performance.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td>1.e.1.a.</td>
<td colspan="2"><p>Stopping Time &amp; Distance</p>
<p>(Wheel brakes / Light weight).</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>(d73)</td>
<td>No flight test data available; see rationale.</td>
</tr>
<tr class="odd">
<td>1.e.1.b.</td>
<td colspan="2"><p>Stopping Time &amp; Distance</p>
<p>(Wheel brakes/ Med. weight).</p></td>
<td><strong>X</strong></td>
<td>(x)</td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>(d73)</td>
<td></td>
</tr>
<tr class="even">
<td>1.e.1.c.</td>
<td colspan="2"><p>Stopping Time &amp; Distance</p>
<p>(Wheel brakes / Heavy weight).</p></td>
<td><strong>X</strong></td>
<td>(x)</td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>(d73)</td>
<td></td>
</tr>
<tr class="odd">
<td>1.e.2.a.</td>
<td colspan="2"><p>Stopping Time &amp; Distance</p>
<p>(Reverse thrust / Light weight).</p></td>
<td><strong>X</strong></td>
<td>(x)</td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>(d73)</td>
<td></td>
</tr>
<tr class="even">
<td>1.e.2.b.</td>
<td colspan="2"><p>Stopping Time &amp; Distance</p>
<p>(Reverse thrust / Med. Weight).</p></td>
<td></td>
<td><strong>X</strong></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>No flight test data available; see rationale.</td>
</tr>
</tbody>
</table>

**Begin Information**

**13. Acceptance Guidelines for Alternative Engines Data.**

a\. Background

\(1\) For a new airplane type, the majority of flight validation data
are collected on the first airplane configuration with a "baseline"
engine type. These data are then used to validate all flight simulators
representing that airplane type.

\(2\) Additional flight test validation data may be needed for flight
simulators representing an airplane with engines of a different type
than the baseline, or for engines with thrust rating that is different
from previously validated configurations.

\(3\) When a flight simulator with alternate engines is to be qualified,
the QTG should contain tests against flight test validation data for
selected cases where engine differences are expected to be significant.

b\. Approval Guidelines For Validating Alternate Engine Applications.

\(1\) The following guidelines apply to flight simulators representing
airplanes with alternate engine applications or with more than one
engine type or thrust rating.

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

\(3\) For tests that are independent of engine type or thrust rating,
the QTG can be based on validation data from any engine application.
Tests in this category should be designated as independent of engine
type or thrust rating.

\(4\) For tests that are affected by engine type, the QTG should contain
selected engine-specific flight test data sufficient to validate that
particular airplane-engine configuration. These effects may be due to
engine dynamic characteristics, thrust levels or engine-related airplane
configuration changes. This category is primarily characterized by
variations between different engine manufacturers' products, but also
includes differences due to significant engine design changes from a
previously flight-validated configuration within a single engine type.
See Table A2D, Alternate Engine Validation Flight Tests in this section
for a list of acceptable tests.

\(5\) Alternate engine validation data should be based on flight test
data, except as noted in sub-paragraphs 13.c.(1) and (2), or where other
data are specifically allowed (e.g., engineering simulator/simulation
data). If certification of the flight characteristics of the airplane
with a new thrust rating (regardless of percentage change) does require
certification flight testing with a comprehensive stability and control
flight instrumentation package, then the conditions described in Table
A2D in this section should be obtained from flight testing and presented
in the QTG. Flight test data, other than throttle calibration data, are
not required if the new thrust rating is certified on the airplane
without need for a comprehensive stability and control flight
instrumentation package.

\(6\) As a supplement to the engine-specific flight tests listed in
Table A2D and baseline engine-independent tests, additional
engine-specific engineering validation data should be provided in the
QTG, as appropriate, to facilitate running the entire QTG with the
alternate engine configuration. The sponsor and the NSPM should agree in
advance on the specific validation tests to be supported by engineering
simulation data.

\(7\) A matrix or VDR should be provided with the QTG indicating the
appropriate validation data source for each test.

\(8\) The flight test conditions in Table A2D are appropriate and should
be sufficient to validate implementation of alternate engines in a
flight simulator.

**End Information**

**Begin QPS Requirement**

c\. Test Requirements

\(1\) The QTG must contain selected engine-specific flight test data
sufficient to validate the alternative thrust level when:

\(a\) the engine type is the same, but the thrust rating exceeds that of
a previously flight-test validated configuration by five percent (5%) or
more; or

\(b\) the engine type is the same, but the thrust rating is less than
the lowest previously flight-test validated rating by fifteen percent
(15%) or more. See Table A2D for a list of acceptable tests.

\(2\) Flight test data is not required if the thrust increase is greater
than 5%, but flight tests have confirmed that the thrust increase does
not change the airplane's flight characteristics.

\(3\) Throttle calibration data (i.e., commanded power setting parameter
versus throttle position) must be provided to validate all alternate
engine types and engine thrust ratings that are higher or lower than a
previously validated engine. Data from a test airplane or engineering
test bench with the correct engine controller (both hardware and
software) are required.

**End QPS Requirement**

**Begin QPS Requirement**

**Table A2D**

**Alternative Engine Validation Flight Tests**

+--------+-----------------------+------------+-----------+------------+
| *      | **Test Description**  |            | **Al      | **A        |
| *Entry |                       |            | ternative | lternative |
| Nu     |                       |            | Engine    | Thrust     |
| mber** |                       |            | Type**    | Rating     |
|        |                       |            |           | ^2^**      |
+--------+-----------------------+------------+-----------+------------+
| **1.   | Normal                |            | **X**     | **X**      |
| b.1.** | take-off/ground       |            |           |            |
|        | acceleration time and |            |           |            |
| **1.   | distance              |            |           |            |
| b.4.** |                       |            |           |            |
+--------+-----------------------+------------+-----------+------------+
| **1.   | V~mcg,~ if performed  |            | **X**     | **X**      |
| b.2.** | for airplane          |            |           |            |
|        | certification         |            |           |            |
+--------+-----------------------+------------+-----------+------------+
| **1.   | Engine-out take-off   | Either     | **X**     |            |
| b.5.** |                       | test may   |           |            |
|        |                       | be         |           |            |
|        |                       | performed. |           |            |
+--------+-----------------------+------------+-----------+------------+
| **1.   | Dynamic engine        |            |           |            |
| b.8.** | failure after         |            |           |            |
|        | take-off              |            |           |            |
+--------+-----------------------+------------+-----------+------------+
| **1.   | Rejected take-off if  |            | **X**     |            |
| b.7.** | performed for         |            |           |            |
|        | airplane              |            |           |            |
|        | certification         |            |           |            |
+--------+-----------------------+------------+-----------+------------+
| **1.   | Cruise performance    |            | **X**     |            |
| d.1.** |                       |            |           |            |
+--------+-----------------------+------------+-----------+------------+
| **1.   | Engine acceleration   |            | **X**     | **X**      |
| f.1.** | and deceleration      |            |           |            |
|        |                       |            |           |            |
| **1.   |                       |            |           |            |
| f.2.** |                       |            |           |            |
+--------+-----------------------+------------+-----------+------------+
| **2.   | Throttle calibration  |            | **X**     | **X**      |
| a.7.** | ^1^                   |            |           |            |
+--------+-----------------------+------------+-----------+------------+
| **2.   | Power change dynamics |            | **X**     | **X**      |
| c.1.** | (acceleration)        |            |           |            |
+--------+-----------------------+------------+-----------+------------+
| **2.   | V~mca~ if performed   |            | **X**     | **X**      |
| d.1.** | for airplane          |            |           |            |
|        | certification         |            |           |            |
+--------+-----------------------+------------+-----------+------------+
| **2.   | Engine inoperative    |            | **X**     | **X**      |
| d.5.** | trim                  |            |           |            |
+--------+-----------------------+------------+-----------+------------+
| **2.   | Normal landing        |            | **X**     |            |
| e.1.** |                       |            |           |            |
+--------+-----------------------+------------+-----------+------------+

^1^ Must be provided for all changes in engine type or thrust rating;
see paragraph 13.c.(3).

^2^ See paragraphs 13.c.(1) through13.c.(3), for a definition of
applicable thrust ratings.

**End QPS Requirement**

**Begin Information**

**14. Acceptance Guidelines for Alternative Avionics (Flight-Related
Computers and Controllers)**

a\. Background

\(1\) For a new airplane type, the majority of flight validation data
are collected on the first airplane configuration with a "baseline"
flight-related avionics ship-set; (see subparagraph b.(2) of this
section). These data are then used to validate all flight simulators
representing that airplane type.

\(2\) Additional validation data may be required for flight simulators
representing an airplane with avionics of a different hardware design
than the baseline, or a different software revision than previously
validated configurations.

\(3\) When a flight simulator with additional or alternate avionics
configurations is to be qualified, the QTG should contain tests against
validation data for selected cases where avionics differences are
expected to be significant.

b\. Approval Guidelines For Validating Alternate Avionics

\(1\) The following guidelines apply to flight simulators representing
airplanes with a revised avionics configuration, or more than one
avionics configuration.

\(2\) The baseline validation data should be based on flight test data,
except where other data are specifically allowed (e.g., engineering
flight simulator data).

\(3\) The airplane avionics can be segmented into two groups, systems or
components whose functional behavior contributes to the aircraft
response presented in the QTG results, and systems that do not. The
following avionics are examples of contributory systems for which
hardware design changes or software revisions may lead to significant
differences in the aircraft response relative to the baseline avionics
configuration: flight control computers and controllers for engines,
autopilot, braking system, nosewheel steering system, and high lift
system. Related avionics such as stall warning and augmentation systems
should also be considered.

\(4\) The acceptability of validation data used in the QTG for an
alternative avionics fit should be determined as follows:

\(a\) For changes to an avionics system or component that do not affect
QTG validation test response, the QTG test can be based on validation
data from the previously validated avionics configuration.

\(b\) For an avionics change to a contributory system, where a specific
test is not affected by the change (e.g., the avionics change is a Built
In Test Equipment (BITE) update or a modification in a different flight
phase), the QTG test can be based on validation data from the
previously-validated avionics configuration. The QTG should include
authoritative justification (e.g., from the airplane manufacturer or
system supplier) that this avionics change does not affect the test.

\(c\) For an avionics change to a contributory system, the QTG may be
based on validation data from the previously-validated avionics
configuration if no new functionality is added and the impact of the
avionics change on the airplane response is small and based on
acceptable aeronautical principles with proven success history and valid
outcomes. This should be supplemented with avionics-specific validation
data from the airplane manufacturer's engineering simulation, generated
with the revised avionics configuration. The QTG should also include an
explanation of the nature of the change and its effect on the airplane
response.

\(d\) For an avionics change to a contributory system that significantly
affects some tests in the QTG or where new functionality is added, the
QTG should be based on validation data from the previously validated
avionics configuration and supplemental avionics-specific flight test
data sufficient to validate the alternate avionics revision. Additional
flight test validation data may not be needed if the avionics changes
were certified without the need for testing with a comprehensive flight
instrumentation package. The airplane manufacturer should coordinate
flight simulator data requirements, in advance with the NSPM.

\(5\) A matrix or "roadmap" should be provided with the QTG indicating
the appropriate validation data source for each test. The roadmap should
include identification of the revision state of those contributory
avionics systems that could affect specific test responses if changed.

**15. Transport Delay Testing.**

a\. This paragraph explains how to determine the introduced transport
delay through the flight simulator system so that it does not exceed a
specific time delay. The transport delay should be measured from control
inputs through the interface, through each of the host computer modules
and back through the interface to motion, flight instrument, and visual
systems. The transport delay should not exceed the maximum allowable
interval.

b\. Four specific examples of transport delay are:

\(1\) Simulation of classic non-computer controlled aircraft;

\(2\) Simulation of computer controlled aircraft using real airplane
black boxes;

\(3\) Simulation of computer controlled aircraft using software
emulation of airplane boxes;

\(4\) Simulation using software avionics or re-hosted instruments.

c\. Figure A2C illustrates the total transport delay for a
non-computer-controlled airplane or the classic transport delay test.
Since there are no airplane-induced delays for this case, the total
transport delay is equivalent to the introduced delay.

d\. Figure A2D illustrates the transport delay testing method using the
real airplane controller system.

e\. To obtain the induced transport delay for the motion, instrument and
visual signal, the delay induced by the airplane controller should be
subtracted from the total transport delay. This difference represents
the introduced delay and should not exceed the standards prescribed in
Table A1A.

f\. Introduced transport delay is measured from the flight deck control
input to the reaction of the instruments and motion and visual systems
(See Figure A2C).

g\. The control input may also be introduced after the airplane
controller system and the introduced transport delay measured directly
from the control input to the reaction of the instruments, and simulator
motion and visual systems (See Figure A2D).

h\. Figure A2E illustrates the transport delay testing method used on a
flight simulator that uses a software emulated airplane controller
system.

i\. It is not possible to measure the introduced transport delay using
the simulated airplane controller system architecture for the pitch,
roll and yaw axes. Therefore, the signal should be measured directly
from the pilot controller. The flight simulator manufacturer should
measure the total transport delay and subtract the inherent delay of the
actual airplane components because the real airplane controller system
has an inherent delay provided by the airplane manufacturer. The flight
simulator manufacturer should ensure that the introduced delay does not
exceed the standards prescribed in Table A1A.

j\. Special measurements for instrument signals for flight simulators
using a real airplane instrument display system instead of a simulated
or re-hosted display. For flight instrument systems, the total transport
delay should be measured and the inherent delay of the actual airplane
components subtracted to ensure that the introduced delay does not
exceed the standards prescribed in Table A1A.

\(1\) Figure A2FA illustrates the transport delay procedure without
airplane display simulation. The introduced delay consists of the delay
between the control movement and the instrument change on the data bus.

\(2\) Figure A2FB illustrates the modified testing method required to
measure introduced delay due to software avionics or re-hosted
instruments. The total simulated instrument transport delay is measured
and the airplane delay should be subtracted from this total. This
difference represents the introduced delay and should not exceed the
standards prescribed in Table A1A. The inherent delay of the airplane
between the data bus and the displays is indicated in figure A2FA. The
display manufacturer should provide this delay time.

k\. Recorded signals. The signals recorded to conduct the transport
delay calculations should be explained on a schematic block diagram. The
flight simulator manufacturer should also provide an explanation of why
each signal was selected and how they relate to the above descriptions.

l\. Interpretation of results. Flight simulator results vary over time
from test to test due to "sampling uncertainty." All flight simulators
run at a specific rate where all modules are executed sequentially in
the host computer. The flight controls input can occur at any time in
the iteration, but these data will not be processed before the start of
the new iteration. For example, a flight simulator running at 60 Hz may
have a difference of as much as 16.67 msec between test results. This
does not mean that the test has failed. Instead, the difference is
attributed to variations in input processing. In some conditions, the
host simulator and the visual system do not run at the same iteration
rate, so the output of the host computer to the visual system will not
always be synchronized.

m\. The transport delay test should account for both daylight and night
modes of operation of the visual system. In both cases, the tolerances
prescribed in Table A1A must be met and the motion response should occur
before the end of the first video scan containing new information.

**Figure A2C**

**Transport Delay for simulation of classic non-computer controlled
aircraft**.

![](media/image3.wmf)

**Figure A2D**

![](media/image4.wmf)**Transport Delay for simulation of computer
controlled aircraft using real airplane black boxes**

.

**Figure A2E**

**Transport Delay for simulation of computer controlled aircraft using
software emulation of airplane boxes**

![](media/image5.wmf)

**Figure A2FA and A2FB**

**Transport delay for simulation of airplanes using real or re-hosted
instrument drivers**

![](media/image6.wmf){width="7.125in" height="5.523611111111111in"}

**End Information**

**Begin Information**

**16. Continuing Qualification Evaluations - Validation Test Data
Presentation.**

a\. Background

\(1\) The MQTG is created during the initial evaluation of a flight
simulator. This is the master document, as amended, to which flight
simulator continuing qualification evaluation test results are compared.

\(2\) The currently accepted method of presenting continuing
qualification evaluation test results is to provide flight simulator
results over-plotted with reference data. Test results are carefully
reviewed to determine if the test is within the specified tolerances.
This can be a time consuming process, particularly when reference data
exhibits rapid variations or an apparent anomaly requiring engineering
judgment in the application of the tolerances. In these cases, the
solution is to compare the results to the MQTG. The continuing
qualification results are compared to the results in the MQTG for
acceptance. The flight simulator operator and the NSPM should look for
any change in the flight simulator performance since initial
qualification.

b\. Continuing Qualification Evaluation Test Results Presentation

\(1\) Flight simulator operators are encouraged to over-plot continuing
qualification validation test results with MQTG flight simulator results
recorded during the initial evaluation and as amended. Any change in a
validation test will be readily apparent. In addition to plotting
continuing qualification validation test and MQTG results, operators may
elect to plot reference data as well.

\(2\) There are no suggested tolerances between flight simulator
continuing qualification and MQTG validation test results. Investigation
of any discrepancy between the MQTG and continuing qualification flight
simulator performance is left to the discretion of the flight simulator
operator and the NSPM.

\(3\) Differences between the two sets of results, other than variations
attributable to repeatability issues that cannot be explained, should be
investigated.

\(4\) The flight simulator should retain the ability to over-plot both
automatic and manual validation test results with reference data.

**End Information**

**Begin QPS Requirements**

**17. Alternative Data Sources, Procedures, and Instrumentation: Level A
and Level B Simulators Only**

a\. Sponsors are not required to use the alternative data sources,
procedures, and instrumentation. However, a sponsor may choose to use
one or more of the alternative sources, procedures, and instrumentation
described in Table A2E.

**End QPS Requirements**

**Begin Information**

b\. It has become standard practice for experienced simulator
manufacturers to use modeling techniques to establish data bases for new
simulator configurations while awaiting the availability of actual
flight test data. The data generated from the aerodynamic modeling
techniques is then compared to the flight test data when it becomes
available. The results of such comparisons have become increasingly
consistent, indicating that these techniques, applied with the
appropriate experience, are dependable and accurate for the development
of aerodynamic models for use in Level A and Level B simulators.

c\. Based on this history of successful comparisons, the NSPM has
concluded that those who are experienced in the development of
aerodynamic models may use modeling techniques to alter the method for
acquiring flight test data for Level A or Level B simulators.

d\. The information in Table A2E (Alternative Data Sources, Procedures,
and Instrumentation) is presented to describe an acceptable alternative
to data sources for simulator modeling and validation and an acceptable
alternative to the procedures and instrumentation traditionally used to
gather such modeling and validation data.

\(1\) Alternative data sources that may be used for part or all of a
data requirement are the Airplane Maintenance Manual, the Airplane
Flight Manual (AFM), Airplane Design Data, the Type Inspection Report
(TIR), Certification Data or acceptable supplemental flight test data.

\(2\) The sponsor should coordinate with the NSPM prior to using
alternative data sources in a flight test or data gathering effort.

e\. The NSPM position regarding the use of these alternative data
sources, procedures, and instrumentation is based on the following
presumptions:

\(1\) Data gathered through the alternative means does not require angle
of attack (AOA) measurements or control surface position measurements
for any flight test. However, AOA can be sufficiently derived if the
flight test program ensures the collection of acceptable level,
unaccelerated, trimmed flight data. All of the simulator time history
tests that begin in level, unaccelerated, and trimmed flight, including
the three basic trim tests and "fly-by" trims, can be a successful
validation of angle of attack by comparison with flight test pitch
angle. (Note: Due to the criticality of angle of attack in the
development of the ground effects model, particularly critical for
normal landings and landings involving cross-control input applicable to
Level B simulators, stable "fly-by" trim data will be the acceptable
norm for normal and cross-control input landing objective data for these
applications.)

\(2\) The use of a rigorously defined and fully mature simulation
controls system model that includes accurate gearing and cable stretch
characteristics (where applicable), determined from actual aircraft
measurements. Such a model does not require control surface position
measurements in the flight test objective data in these limited
applications.

f\. The sponsor is urged to contact the NSPM for clarification of any
issue regarding airplanes with reversible control systems. Table A2E is
not applicable to Computer Controlled Aircraft FFSs.

g\. Utilization of these alternate data sources, procedures, and
instrumentation (Table A2E) does not relieve the sponsor from compliance
with the balance of the information contained in this document relative
to Level A or Level B FFSs.

h\. The term "inertial measurement system" is used in the following
table to include the use of a functional global positioning system
(GPS).

i\. Synchronized video for the use of alternative data sources,
procedures, and instrumentation should have:

\(1\) Sufficient resolution to allow magnification of the display to
make appropriate measurement and comparisons; and

\(2\) Sufficient size and incremental marking to allow similar
measurement and comparison. The detail provided by the video should
provide sufficient clarity and accuracy to measure the necessary
parameter(s) to at least ½ of the tolerance authorized for the specific
test being conducted and allow an integration of the parameter(s) in
question to obtain a rate of change.

**End Information**

+--------------------+---+---+-------------------------+----------------+
| **1.a.1.**         | * | * | TIR, AFM, or Design     |                |
|                    | * | * | data may be used.       |                |
| Performance. Taxi. | X | X |                         |                |
|                    | * | * |                         |                |
| Minimum Radius     | * | * |                         |                |
| turn               |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **1.a.2.**         |   | * | Data may be acquired by | A single       |
|                    |   | * | using a constant tiller | procedure may  |
| Performance. Taxi  |   | X | position, measured with | not be         |
|                    |   | * | a protractor or full    | adequate for   |
| Rate of Turn vs.   |   | * | rudder pedal            | all airplane   |
| Nosewheel Steering |   |   | application for steady  | steering       |
| Angle              |   |   | state turn, and         | systems,       |
|                    |   |   | synchronized video of   | therefore      |
|                    |   |   | heading indicator. If   | appropriate    |
|                    |   |   | less than full rudder   | measurement    |
|                    |   |   | pedal is used, pedal    | procedures     |
|                    |   |   | position must be        | must be        |
|                    |   |   | recorded.               | devised and    |
|                    |   |   |                         | proposed for   |
|                    |   |   |                         | NSPM           |
|                    |   |   |                         | concurrence.   |
+--------------------+---+---+-------------------------+----------------+
| **1.b.1.**         | * | * | Preliminary             |                |
|                    | * | * | certification data may  |                |
| Performance.       | X | X | be used. Data may be    |                |
| Takeoff. Ground    | * | * | acquired by using a     |                |
| Acceleration Time  | * | * | stop watch, calibrated  |                |
| and Distance       |   |   | 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         |                |
|                    |   |   | acceleration            |                |
|                    |   |   | measurements.           |                |
+--------------------+---+---+-------------------------+----------------+
| **1.b.2.**         | * | * | Data may be acquired by | Rapid throttle |
|                    | * | * | using an inertial       | reductions at  |
| Performance.       | X | X | measurement system and  | speeds near    |
| Takeoff. Minimum   | * | * | a synchronized video of | V~mcg~ may be  |
| Control Speed -    | * | * | calibrated airplane     | used while     |
| ground (V~mcg~)    |   |   | instruments and         | recording      |
| using aerodynamic  |   |   | force/position          | appropriate    |
| controls only (per |   |   | measurements of flight  | parameters.    |
| applicable         |   |   | deck controls.          | The nosewheel  |
| airworthiness      |   |   |                         | must be free   |
| standard) or low   |   |   |                         | to caster, or  |
| speed, engine      |   |   |                         | equivalently   |
| inoperative ground |   |   |                         | freed of       |
| control            |   |   |                         | sideforce      |
| characteristics    |   |   |                         | generation.    |
+--------------------+---+---+-------------------------+----------------+
| **1.b.3.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Performance.       | X | X | measurement system and  |                |
| Takeoff.           | * | * | a synchronized video of |                |
|                    | * | * | calibrated airplane     |                |
| Minimum Unstick    |   |   | instruments and the     |                |
| Speed (V~mu~) or   |   |   | force/position          |                |
| equivalent test to |   |   | measurements of flight  |                |
| demonstrate early  |   |   | deck controls.          |                |
| rotation takeoff   |   |   |                         |                |
| characteristics.   |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **1.b.4.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Performance.       | X | X | measurement system and  |                |
| Takeoff. Normal    | * | * | a synchronized video of |                |
| Takeoff            | * | * | calibrated airplane     |                |
|                    |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
|                    |   |   | measurements of flight  |                |
|                    |   |   | deck controls. AOA can  |                |
|                    |   |   | be calculated from      |                |
|                    |   |   | pitch attitude and      |                |
|                    |   |   | flight path.            |                |
+--------------------+---+---+-------------------------+----------------+
| **1.b.5.**         | * | * | Data may be acquired by | Record         |
|                    | * | * | using an inertial       | airplane       |
| Performance.       | X | X | measurement system and  | dynamic        |
| Takeoff.           | * | * | a synchronized video of | response to    |
|                    | * | * | calibrated airplane     | engine failure |
| Critical Engine    |   |   | instruments and         | and control    |
| Failure during     |   |   | force/position          | inputs         |
| Takeoff            |   |   | measurements of flight  | required to    |
|                    |   |   | deck controls.          | correct flight |
|                    |   |   |                         | path.          |
+--------------------+---+---+-------------------------+----------------+
| **1.b. 6.**        | * | * | Data may be acquired by | The "1:7 law"  |
|                    | * | * | using an inertial       | to 100 feet    |
| Performance.       | X | X | measurement system and  | (30 meters) is |
| Takeoff. Crosswind | * | * | a synchronized video of | an acceptable  |
| Takeoff            | * | * | calibrated airplane     | wind profile.  |
|                    |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
|                    |   |   | measurements of flight  |                |
|                    |   |   | deck controls.          |                |
+--------------------+---+---+-------------------------+----------------+
| **1.b. 7.**        | * | * | Data may be acquired    |                |
|                    | * | * | with a synchronized     |                |
| Performance.       | X | X | video of calibrated     |                |
| Takeoff. Rejected  | * | * | airplane instruments,   |                |
| Takeoff            | * | * | thrust lever position,  |                |
|                    |   |   | engine parameters, and  |                |
|                    |   |   |                         |                |
|                    |   |   | distance (e.g., runway  |                |
|                    |   |   | markers).               |                |
|                    |   |   |                         |                |
|                    |   |   | A stop watch is         |                |
|                    |   |   | required.               |                |
+--------------------+---+---+-------------------------+----------------+
| **1.c. 1.**        | * | * | Data may be acquired    |                |
|                    | * | * | with a synchronized     |                |
| Performance.       | X | X | video of calibrated     |                |
| Climb.             | * | * | airplane instruments    |                |
|                    | * | * | and engine power        |                |
| Normal Climb all   |   |   | throughout the climb    |                |
| engines operating. |   |   | range.                  |                |
+--------------------+---+---+-------------------------+----------------+
| **1.c.2.**         | * | * | Data may be acquired    |                |
|                    | * | * | with a synchronized     |                |
| Performance.       | X | X | video of calibrated     |                |
| Climb.             | * | * | airplane instruments    |                |
|                    | * | * | and engine power        |                |
| One engine         |   |   | throughout the climb    |                |
| Inoperative Climb  |   |   | range.                  |                |
+--------------------+---+---+-------------------------+----------------+
| **1.c.4.**         | * | * | Data may be acquired    |                |
|                    | * | * | with a synchronized     |                |
| Performance.       | X | X | video of calibrated     |                |
| Climb.             | * | * | airplane instruments    |                |
|                    | * | * | and engine power        |                |
| One Engine         |   |   | throughout the climb    |                |
| Inoperative        |   |   | range.                  |                |
| Approach Climb (if |   |   |                         |                |
| operations in      |   |   |                         |                |
| icing conditions   |   |   |                         |                |
| are authorized)    |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **1.d.1.**         | * | * | Data may be acquired    |                |
|                    | * | * | with a synchronized     |                |
| Cruise / Descent.  | X | X | video of calibrated     |                |
|                    | * | * | airplane instruments,   |                |
| Level flight       | * | * | thrust lever position,  |                |
| acceleration.      |   |   | engine parameters, and  |                |
|                    |   |   | elapsed time.           |                |
+--------------------+---+---+-------------------------+----------------+
| **1.d.2.**         | * | * | Data may be acquired    |                |
|                    | * | * | with a synchronized     |                |
| Cruise / Descent.  | X | X | video of calibrated     |                |
|                    | * | * | airplane instruments,   |                |
| Level flight       | * | * | thrust lever position,  |                |
| deceleration.      |   |   | engine parameters, and  |                |
|                    |   |   | elapsed time.           |                |
+--------------------+---+---+-------------------------+----------------+
| **1.d.4.**         | * | * | Data may be acquired    |                |
|                    | * | * | with a synchronized     |                |
| Cruise / Descent.  | X | X | video of calibrated     |                |
|                    | * | * | airplane instruments,   |                |
| Idle descent.      | * | * | thrust lever position,  |                |
|                    |   |   | engine parameters, and  |                |
|                    |   |   | elapsed time.           |                |
+--------------------+---+---+-------------------------+----------------+
| **1.d.5.**         | * | * | Data may be acquired    |                |
|                    | * | * | with a synchronized     |                |
| Cruise / Descent.  | X | X | video of calibrated     |                |
|                    | * | * | airplane instruments,   |                |
| Emergency Descent. | * | * | thrust lever position,  |                |
|                    |   |   | engine parameters, and  |                |
|                    |   |   | elapsed time.           |                |
+--------------------+---+---+-------------------------+----------------+
| **1.e.1.**         | * | * | Data may be acquired    |                |
|                    | * | * | during landing tests    |                |
| Performance.       | X | X | using a stop watch,     |                |
| Stopping.          | * | * | runway markers, and a   |                |
| Deceleration time  | * | * | synchronized video of   |                |
| and distance,      |   |   | calibrated airplane     |                |
| using manual       |   |   | instruments, thrust     |                |
| application of     |   |   | lever position and the  |                |
| wheel brakes and   |   |   | pertinent parameters of |                |
| no reverse thrust  |   |   | engine power.           |                |
| on a dry runway.   |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **1.e.2.**         | * | * | Data may be acquired    |                |
|                    | * | * | during landing tests    |                |
| Performance.       | X | X | using a stop watch,     |                |
| Ground.            | * | * | runway markers, and a   |                |
| Deceleration Time  | * | * | synchronized video of   |                |
| and Distance,      |   |   | calibrated airplane     |                |
| using reverse      |   |   | instruments, thrust     |                |
| thrust and no      |   |   | lever position and      |                |
| wheel brakes.      |   |   | pertinent parameters of |                |
|                    |   |   | engine power.           |                |
+--------------------+---+---+-------------------------+----------------+
| **1.f.1.**         | * | * | Data may be acquired    |                |
|                    | * | * | with a synchronized     |                |
| Performance.       | X | X | video recording of      |                |
| Engines.           | * | * | engine instruments and  |                |
| Acceleration       | * | * | throttle position.      |                |
+--------------------+---+---+-------------------------+----------------+
| **1.f.2.**         | * | * | Data may be acquired    |                |
|                    | * | * | with a synchronized     |                |
| Performance.       | X | X | video recording of      |                |
| Engines.           | * | * | engine instruments and  |                |
| Deceleration       | * | * | throttle position.      |                |
+--------------------+---+---+-------------------------+----------------+
| **2.a.1.a.**       | * | * | Surface position data   | For airplanes  |
|                    | * | * | may be acquired from    | with           |
| Handling           | X | X | flight data recorder    | reversible     |
| Qualities.         | * | * | (FDR) sensor or, if no  | control        |
|                    | * | * | FDR sensor, at          | systems,       |
| Static Control     |   |   | selected, significant   | surface        |
| Checks.            |   |   | column positions        | position data  |
|                    |   |   | (encompassing           | acquisition    |
| Pitch Controller   |   |   | significant column      | should be      |
| Position vs. Force |   |   | position data points),  | accomplished   |
| and Surface        |   |   | acceptable to the NSPM, | with winds     |
| Position           |   |   | using a control surface | less than 5    |
| Calibration        |   |   | protractor on the       | kts.           |
|                    |   |   | ground. Force data may  |                |
|                    |   |   | be acquired by using a  |                |
|                    |   |   | hand held force gauge   |                |
|                    |   |   | at the same column      |                |
|                    |   |   | position data points.   |                |
+--------------------+---+---+-------------------------+----------------+
| **2.a.2.a.**       | * | * | Surface position data   | For airplanes  |
|                    | * | * | may be acquired from    | with           |
| Handling           | X | X | flight data recorder    | reversible     |
| Qualities.         | * | * | (FDR) sensor or, if no  | control        |
|                    | * | * | FDR sensor, at          | systems,       |
| Static Control     |   |   | selected, significant   | surface        |
| Checks.            |   |   | wheel positions         | position data  |
|                    |   |   | (encompassing           | acquisition    |
| Roll Controller    |   |   | significant wheel       | should be      |
| Position vs. Force |   |   | position data points),  | accomplished   |
| and Surface        |   |   | acceptable to the NSPM, | with winds     |
| Position           |   |   | using a control surface | less than 5    |
| Calibration        |   |   | protractor on the       | kts.           |
|                    |   |   | ground. Force data may  |                |
|                    |   |   | be acquired by using a  |                |
|                    |   |   | hand held force gauge   |                |
|                    |   |   | at the same wheel       |                |
|                    |   |   | position data points.   |                |
+--------------------+---+---+-------------------------+----------------+
| **2.a.3.a.**       | * | * | Surface position data   | For airplanes  |
|                    | * | * | may be acquired from    | with           |
| Handling           | X | X | flight data recorder    | reversible     |
| Qualities.         | * | * | (FDR) sensor or, if no  | control        |
|                    | * | * | FDR sensor, at          | systems,       |
| Static Control     |   |   | selected, significant   | surface        |
| Checks.            |   |   | rudder pedal positions  | position data  |
|                    |   |   | (encompassing           | acquisition    |
| Rudder Pedal       |   |   | significant rudder      | should be      |
| Position vs. Force |   |   | pedal position data     | accomplished   |
| and Surface        |   |   | points), acceptable to  | with winds     |
| Position           |   |   | the NSPM, using a       | less than 5    |
| Calibration        |   |   | control surface         | kts.           |
|                    |   |   | protractor on the       |                |
|                    |   |   | ground. Force data may  |                |
|                    |   |   | be acquired by using a  |                |
|                    |   |   | hand held force gauge   |                |
|                    |   |   | at the same rudder      |                |
|                    |   |   | pedal position data     |                |
|                    |   |   | points.                 |                |
+--------------------+---+---+-------------------------+----------------+
| **2.a.4.**         | * | * | Breakout data may be    |                |
|                    | * | * | acquired with a hand    |                |
| Handling           | X | X | held force gauge. The   |                |
| Qualities.         | * | * | remainder of the force  |                |
|                    | * | * | to the stops may be     |                |
| Static Control     |   |   | calculated if the force |                |
| Checks.            |   |   | gauge and a protractor  |                |
|                    |   |   | are used to measure     |                |
| Nosewheel Steering |   |   | force after breakout    |                |
| Controller Force   |   |   | for at least 25% of the |                |
| and Position       |   |   | total displacement      |                |
|                    |   |   | capability.             |                |
+--------------------+---+---+-------------------------+----------------+
| **2.a.5.**         | * | * | Data may be acquired    |                |
|                    | * | * | through the use of      |                |
| Handling           | X | X | force pads on the       |                |
| Qualities.         | * | * | rudder pedals and a     |                |
|                    | * | * | pedal position          |                |
| Static Control     |   |   | measurement device,     |                |
| Checks.            |   |   | together with design    |                |
|                    |   |   | data for nosewheel      |                |
| Rudder Pedal       |   |   | position.               |                |
| Steering           |   |   |                         |                |
| Calibration        |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.a.6.**         | * | * | Data may be acquired    |                |
|                    | * | * | through calculations.   |                |
| Handling           | X | X |                         |                |
| Qualities.         | * | * |                         |                |
|                    | * | * |                         |                |
| Static Control     |   |   |                         |                |
| Checks.            |   |   |                         |                |
|                    |   |   |                         |                |
| Pitch Trim         |   |   |                         |                |
| Indicator vs.      |   |   |                         |                |
| Surface Position   |   |   |                         |                |
| Calibration.       |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.a.7.**         | * | * | Data may be acquired by |                |
|                    | * | * | using a synchronized    |                |
| Handling           | X | X | video of pitch trim     |                |
| qualities.         | * | * | indication and elapsed  |                |
|                    | * | * | time through range of   |                |
| Static control     |   |   | trim indication.        |                |
| tests.             |   |   |                         |                |
|                    |   |   |                         |                |
| Pitch trim rate.   |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.a.8.**         | * | * | Data may be acquired    |                |
|                    | * | * | through the use of a    |                |
| Handling           | X | X | temporary throttle      |                |
| Qualities.         | * | * | quadrant scale to       |                |
|                    | * | * | document throttle       |                |
| Static Control     |   |   | position. Use a         |                |
| tests.             |   |   | synchronized video to   |                |
|                    |   |   | record steady state     |                |
| Alignment of       |   |   | instrument readings or  |                |
| Flight deck        |   |   | hand-record steady      |                |
| Throttle Lever     |   |   | state engine            |                |
| Angle vs. Selected |   |   | performance readings.   |                |
| engine parameter . |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.a.9.**         | * | * | Use of design or        |                |
|                    | * | * | predicted data is       |                |
| Handling           | X | X | acceptable. Data may be |                |
| qualities.         | * | * | acquired by measuring   |                |
|                    | * | * | deflection at "zero"    |                |
| Static control     |   |   | and "maximum" and       |                |
| tests.             |   |   | calculating deflections |                |
|                    |   |   | between the extremes    |                |
| Brake pedal        |   |   | using the airplane      |                |
| position vs. force |   |   | design data curve.      |                |
| and brake system   |   |   |                         |                |
| pressure           |   |   |                         |                |
| calibration.       |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.c.1.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
| Longitudinal       | * | * | calibrated airplane     |                |
| control tests.     |   |   | instruments and         |                |
|                    |   |   | throttle position.      |                |
| Power change       |   |   |                         |                |
| dynamics           |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.c.2.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
| Longitudinal       | * | * | calibrated airplane     |                |
| control tests.     |   |   | instruments and         |                |
|                    |   |   | flap/slat position.     |                |
| Flap/slat change   |   |   |                         |                |
| dynamics           |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.c.3.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
| Longitudinal       | * | * | calibrated airplane     |                |
| control tests.     |   |   | instruments and         |                |
|                    |   |   | spoiler/speedbrake      |                |
| Spoiler/speedbrake |   |   | position.               |                |
| change dynamics    |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.c.4.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
| Longitudinal       | * | * | calibrated airplane     |                |
| control tests.     |   |   | instruments and gear    |                |
|                    |   |   | position.               |                |
| Gear change        |   |   |                         |                |
| dynamics           |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.c.5.**         | * | * | Data may be acquired    |                |
|                    | * | * | through use of an       |                |
| Handling           | X | X | inertial measurement    |                |
| qualities.         | * | * | system and a            |                |
| Longitudinal       | * | * | synchronized video of   |                |
| control tests.     |   |   | flight deck controls    |                |
|                    |   |   | position (previously    |                |
| Longitudinal trim  |   |   | calibrated to show      |                |
|                    |   |   | related surface         |                |
|                    |   |   | position) and the       |                |
|                    |   |   | engine instrument       |                |
|                    |   |   | readings.               |                |
+--------------------+---+---+-------------------------+----------------+
| **2.c.6.**         | * | * | Data may be acquired    |                |
|                    | * | * | through the use of an   |                |
| Handling           | X | X | inertial measurement    |                |
| qualities.         | * | * | system and a            |                |
| Longitudinal       | * | * | synchronized video of   |                |
| control tests.     |   |   | calibrated airplane     |                |
|                    |   |   | instruments; a          |                |
| Longitudinal       |   |   | temporary, high         |                |
| maneuvering        |   |   | resolution bank angle   |                |
| stability (stick   |   |   | scale affixed to the    |                |
| force/g)           |   |   | attitude indicator; and |                |
|                    |   |   | a wheel and column      |                |
|                    |   |   | force measurement       |                |
|                    |   |   | indication.             |                |
+--------------------+---+---+-------------------------+----------------+
| **2.c.7.**         | * | * | Data may be acquired    |                |
|                    | * | * | through the use of a    |                |
| Handling           | X | X | synchronized video of   |                |
| qualities.         | * | * | airplane flight         |                |
| Longitudinal       | * | * | instruments and a hand  |                |
| control tests.     |   |   | held force gauge.       |                |
|                    |   |   |                         |                |
| Longitudinal       |   |   |                         |                |
| static stability   |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.c.8.**         | * | * | Data may be acquired    | Airspeeds may  |
|                    | * | * | through a synchronized  | be cross       |
| Handling           | X | X | video recording of a    | checked with   |
| qualities.         | * | * | stop watch and          | those in the   |
| Longitudinal       | * | * | calibrated airplane     | TIR and AFM.   |
| control tests.     |   |   | airspeed indicator.     |                |
|                    |   |   | Hand-record the flight  |                |
| Stall              |   |   | conditions and airplane |                |
| characteristics    |   |   | configuration.          |                |
+--------------------+---+---+-------------------------+----------------+
| **2.c.9.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
| Longitudinal       | * | * | calibrated airplane     |                |
| control tests.     |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
| Phugoid dynamics   |   |   | measurements of flight  |                |
|                    |   |   | deck controls.          |                |
+--------------------+---+---+-------------------------+----------------+
| **2.c.10.**        |   | * | Data may be acquired by |                |
|                    |   | * | using an inertial       |                |
| Handling           |   | X | measurement system and  |                |
| qualities.         |   | * | a synchronized video of |                |
| Longitudinal       |   | * | calibrated airplane     |                |
| control tests.     |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
| Short period       |   |   | measurements of flight  |                |
| dynamics           |   |   | deck controls.          |                |
+--------------------+---+---+-------------------------+----------------+
| **2.d.1.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
|                    | * | * | calibrated airplane     |                |
| Lateral            |   |   | instruments and         |                |
| directional tests. |   |   | force/position          |                |
|                    |   |   | measurements of flight  |                |
| Minimum control    |   |   | deck controls.          |                |
| speed, air (V~mca~ |   |   |                         |                |
| or V~mci~), per    |   |   |                         |                |
| applicable         |   |   |                         |                |
| airworthiness      |   |   |                         |                |
| standard or        |   |   |                         |                |
|                    |   |   |                         |                |
| Low speed engine   |   |   |                         |                |
| inoperative        |   |   |                         |                |
| handling           |   |   |                         |                |
| characteristics in |   |   |                         |                |
| the air            |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.d.2.**         | * | * | Data may be acquired by | May be         |
|                    | * | * | using an inertial       | combined with  |
| Handling           | X | X | measurement system and  | step input of  |
| qualities.         | * | * | a synchronized video of | flight deck    |
|                    | * | * | calibrated airplane     | roll           |
| Lateral            |   |   | instruments and         | controller     |
| directional tests. |   |   | force/position          | test, 2.d.3.   |
|                    |   |   | measurements of flight  |                |
| Roll response      |   |   | deck lateral controls.  |                |
| (rate).            |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.d.3.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
|                    | * | * | calibrated airplane     |                |
| Lateral            |   |   | instruments and         |                |
| directional tests. |   |   | force/position          |                |
|                    |   |   | measurements of flight  |                |
| Roll response to   |   |   | deck lateral controls.  |                |
| flight deck roll   |   |   |                         |                |
| controller step    |   |   |                         |                |
| input              |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.d.4.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
|                    | * | * | calibrated airplane     |                |
| Lateral            |   |   | instruments;            |                |
| directional tests. |   |   | force/position          |                |
|                    |   |   | measurements of flight  |                |
| Spiral stability   |   |   | deck controls; and a    |                |
|                    |   |   | stop watch.             |                |
+--------------------+---+---+-------------------------+----------------+
| **2.d.5.**         | * | * | Data may be hand        | Trimming       |
|                    | * | * | recorded in-flight      | during second  |
| Handling           | X | X | using high resolution   | segment climb  |
| qualities.         | * | * | scales affixed to trim  | is not a       |
|                    | * | * | controls that have been | certification  |
| Lateral            |   |   | calibrated on the       | task and       |
| directional tests. |   |   | ground using            | should not be  |
|                    |   |   | protractors on the      | conducted      |
| Engine inoperative |   |   | control / trim surfaces | until a safe   |
| trim               |   |   | with winds less than 5  | altitude is    |
|                    |   |   | kts.                    | reached.       |
|                    |   |   |                         |                |
|                    |   |   | OR                      |                |
|                    |   |   |                         |                |
|                    |   |   | Data may be acquired    |                |
|                    |   |   | during second segment   |                |
|                    |   |   | climb (with proper      |                |
|                    |   |   | pilot control input for |                |
|                    |   |   | an engine-out           |                |
|                    |   |   | condition) by using a   |                |
|                    |   |   | synchronized video of   |                |
|                    |   |   | calibrated airplane     |                |
|                    |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
|                    |   |   | measurements of flight  |                |
|                    |   |   | deck controls.          |                |
+--------------------+---+---+-------------------------+----------------+
| **2.d.6.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
|                    | * | * | calibrated airplane     |                |
| Lateral            |   |   | instruments             |                |
| directional tests. |   |   | andforce/position       |                |
|                    |   |   | measurements of rudder  |                |
| Rudder response.   |   |   | pedals.                 |                |
+--------------------+---+---+-------------------------+----------------+
| **2.d.7.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
|                    | * | * | calibrated airplane     |                |
| Lateral            |   |   | instruments and         |                |
| directional tests. |   |   | force/position          |                |
|                    |   |   | measurements of flight  |                |
| Dutch roll, (yaw   |   |   | deck controls.          |                |
| damper OFF)        |   |   |                         |                |
+--------------------+---+---+-------------------------+----------------+
| **2.d.8.**         | * | * | Data may be acquired by |                |
|                    | * | * | using an inertial       |                |
| Handling           | X | X | measurement system and  |                |
| qualities.         | * | * | a synchronized video of |                |
|                    | * | * | calibrated airplane     |                |
| Lateral            |   |   | instruments and         |                |
| directional tests. |   |   | force/position          |                |
|                    |   |   | measurements of flight  |                |
| Steady state       |   |   | deck controls.          |                |
| sideslip           |   |   |                         |                |
|                    |   |   | Ground track and wind   |                |
|                    |   |   | corrected heading may   |                |
|                    |   |   | be used for sideslip    |                |
|                    |   |   | angle.                  |                |
+--------------------+---+---+-------------------------+----------------+
| **2.e.1.**         |   | * | Data may be acquired by |                |
|                    |   | * | using an inertial       |                |
| Handling           |   | X | measurement system and  |                |
| qualities.         |   | * | a synchronized video of |                |
|                    |   | * | calibrated airplane     |                |
| Landings.          |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
| Normal landing.    |   |   | measurements of flight  |                |
|                    |   |   | deck controls.          |                |
+--------------------+---+---+-------------------------+----------------+
| **2.e.3.**         |   | * | Data may be acquired by |                |
|                    |   | * | using an inertial       |                |
| Handling           |   | X | measurement system and  |                |
| qualities.         |   | * | a synchronized video of |                |
|                    |   | * | calibrated airplane     |                |
| Landings.          |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
| Crosswind landing. |   |   | measurements of flight  |                |
|                    |   |   | deck controls.          |                |
+--------------------+---+---+-------------------------+----------------+
| **2.e.4.**         |   | * | Data may be acquired by |                |
|                    |   | * | using an inertial       |                |
| Handling           |   | X | measurement system and  |                |
| qualities.         |   | * | a synchronized video of |                |
|                    |   | * | calibrated airplane     |                |
| Landings.          |   |   | instruments and the     |                |
|                    |   |   | force/position          |                |
| One engine         |   |   | measurements of flight  |                |
| inoperative        |   |   | deck controls.          |                |
| landing.           |   |   |                         |                |
|                    |   |   | Normal and lateral      |                |
|                    |   |   | accelerations may be    |                |
|                    |   |   | recorded in lieu of AOA |                |
|                    |   |   | and sideslip.           |                |
+--------------------+---+---+-------------------------+----------------+
| **2.e.5.**         |   | * | Data may be acquired by |                |
|                    |   | * | using an inertial       |                |
| Handling           |   | X | measurement system and  |                |
| qualities.         |   | * | a synchronized video of |                |
|                    |   | * | calibrated airplane     |                |
| Landings.          |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
| Autopilot landing  |   |   | measurements of flight  |                |
| (if applicable)    |   |   | deck controls.          |                |
|                    |   |   |                         |                |
|                    |   |   | Normal and lateral      |                |
|                    |   |   | accelerations may be    |                |
|                    |   |   | recorded in lieu of AOA |                |
|                    |   |   | and sideslip.           |                |
+--------------------+---+---+-------------------------+----------------+
| **2.e.6.**         |   | * | Data may be acquired by |                |
|                    |   | * | using an inertial       |                |
| Handling           |   | X | measurement system and  |                |
| qualities.         |   | * | a synchronized video of |                |
|                    |   | * | calibrated airplane     |                |
| Landings.          |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
| All engines        |   |   | measurements of flight  |                |
| operating,         |   |   | deck controls.          |                |
| autopilot, go      |   |   |                         |                |
| around.            |   |   | Normal and lateral      |                |
|                    |   |   | accelerations may be    |                |
|                    |   |   | recorded in lieu of AOA |                |
|                    |   |   | and sideslip.           |                |
+--------------------+---+---+-------------------------+----------------+
| **2.e.7.**         |   | * | Data may be acquired by |                |
|                    |   | * | using an inertial       |                |
| Handling           |   | X | measurement system and  |                |
| qualities.         |   | * | a synchronized video of |                |
|                    |   | * | calibrated airplane     |                |
| Landings.          |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
| One engine         |   |   | measurements of flight  |                |
| inoperative go     |   |   | deck controls.          |                |
| around.            |   |   |                         |                |
|                    |   |   | Normal and lateral      |                |
|                    |   |   | accelerations may be    |                |
|                    |   |   | recorded in lieu of AOA |                |
|                    |   |   | and sideslip.           |                |
+--------------------+---+---+-------------------------+----------------+
| **2.e.8.**         |   | * | Data may be acquired by |                |
|                    |   | * | using an inertial       |                |
| Handling           |   | X | measurement system and  |                |
| qualities.         |   | * | a synchronized video of |                |
|                    |   | * | calibrated airplane     |                |
| Landings.          |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
| Directional        |   |   | measurements of flight  |                |
| control (rudder    |   |   | deck controls.          |                |
| effectiveness with |   |   |                         |                |
| symmetric thrust). |   |   | Normal and lateral      |                |
|                    |   |   | accelerations may be    |                |
|                    |   |   | recorded in lieu of AOA |                |
|                    |   |   | and sideslip.           |                |
+--------------------+---+---+-------------------------+----------------+
| **2.e.9.**         |   | * | Data may be acquired by |                |
|                    |   | * | using an inertial       |                |
| Handling           |   | X | measurement system and  |                |
| qualities.         |   | * | a synchronized video of |                |
|                    |   | * | calibrated airplane     |                |
| Landings.          |   |   | instruments and         |                |
|                    |   |   | force/position          |                |
| Directional        |   |   | measurements of flight  |                |
| control (rudder    |   |   | deck controls.          |                |
| effectiveness with |   |   |                         |                |
| asymmetric reverse |   |   | Normal and lateral      |                |
| thrust).           |   |   | accelerations may be    |                |
|                    |   |   | recorded in lieu of AOA |                |
|                    |   |   | and sideslip.           |                |
+--------------------+---+---+-------------------------+----------------+
| **2.f.**           |   | * | Data may be acquired by |                |
|                    |   | * | using calibrated        |                |
| Handling           |   | X | airplane instruments,   |                |
| qualities.         |   | * | an inertial measurement |                |
|                    |   | * | system, and a           |                |
| Ground effect.     |   |   | synchronized video of   |                |
|                    |   |   | calibrated airplane     |                |
| Test to            |   |   | instruments and         |                |
| demonstrate ground |   |   | force/position          |                |
| effect             |   |   | measurements of flight  |                |
|                    |   |   | deck controls.          |                |
+--------------------+---+---+-------------------------+----------------+

**End Information**

Attachment 3 to Appendix A to Part 60\--

# **SIMULATOR SUBJECTIVE EVALUATION**

**Begin QPS Requirements**

**1. Requirements.**

a\. Except for special use airport models, described as Class III, all
airport models required by this part must be representations of
real-world, operational airports or representations of fictional
airports and must meet the requirements set out in Tables A3B or A3C of
this attachment, as appropriate.

b\. If fictional airports are used, the sponsor must ensure that
navigational aids and all appropriate maps, charts, and other
navigational reference material for the fictional airports (and
surrounding areas as necessary) are compatible, complete, and accurate
with respect to the visual presentation of the airport model of this
fictional airport. An SOC must be submitted that addresses navigation
aid installation and performance and other criteria (including
obstruction clearance protection) for all instrument approaches to the
fictional airports that are available in the simulator. The SOC must
reference and account for information in the terminal instrument
procedures manual and the construction and availability of the required
maps, charts, and other navigational material. This material must be
clearly marked \"for training purposes only.\"

c\. When the simulator is being used by an instructor or evaluator for
purposes of training, checking, or testing under this chapter, only
airport models classified as Class I, Class II, or Class III may be used
by the instructor or evaluator. Detailed descriptions / definitions of
these classifications are found in Appendix F of this part.

d\. When a person sponsors an FFS maintained by a person other than a
U.S. certificate holder, the sponsor is accountable for that FFS
originally meeting, and continuing to meet, the criteria under which it
was originally qualified and the appropriate Part 60 criteria, including
the airport models that may be used by instructors or evaluators for
purposes of training, checking, or testing under this chapter.

e\. Neither Class II nor Class III airport visual models are required to
appear on the SOQ, and the method used for keeping instructors and
evaluators apprised of the airport models that meet Class II or
Class III requirements on any given simulator is at the option of the
sponsor, but the method used must be available for review by the TPAA.

f\. When an airport model represents a real world airport and a
permanent change is made to that real world airport (e.g., a new runway,
an extended taxiway, a new lighting system, a runway closure) without a
written extension grant from the NSPM (described in paragraph 1.g. of
this section), an update to that airport model must be made in
accordance with the following time limits:

\(1\) For a new airport runway, a runway extension, a new airport
taxiway, a taxiway extension, or a runway/taxiway closure -- within 90
days of the opening for use of the new airport runway, runway extension,
new airport taxiway, or taxiway extension; or within 90 days of the
closure of the runway or taxiway.

\(2\) For a new or modified approach light system -- within 45 days of
the activation of the new or modified approach light system.

\(3\) For other facility or structural changes on the airport (e.g., new
terminal, relocation of Air Traffic Control Tower) -- within 180 days of
the opening of the new or changed facility or structure.

g\. If a sponsor desires an extension to the time limit for an update to
a visual scene or airport model or has an objection to what must be
updated in the specific airport model requirement, the sponsor must
provide a written extension request to the NSPM stating the reason for
the update delay and a proposed completion date, or explain why the
update is not necessary (i.e., why the identified airport change will
not have an impact on flight training, testing, or checking). A copy of
this request or objection must also be sent to the POI/TCPM. The NSPM
will send the official response to the sponsor and a copy to the
POI/TCPM. If there is an objection, after consultation with the
appropriate POI/TCPM regarding the training, testing, or checking
impact, the NSPM will send the official response to the sponsor and a
copy to the POI/TCPM.

**End QPS Requirements**

**Begin Information**

**2. Discussion**

a\. The subjective tests provide a basis for evaluating the capability
of the simulator to perform over a typical utilization period;
determining that the simulator accurately simulates each required
maneuver, procedure, or task; and verifying correct operation of the
simulator controls, instruments, and systems. The items listed in the
following Tables are for simulator evaluation purposes only. They may
not be used to limit or exceed the authorizations for use of a given
level of simulator, as described on the SOQ, or as approved by the TPAA.

b\. The tests in Table A3A, Operations Tasks, in this attachment,
address pilot functions, including maneuvers and procedures (called
flight tasks), and are divided by flight phases. The performance of
these tasks by the NSPM includes an operational examination of the
visual system and special effects. There are flight tasks included to
address some features of advanced technology airplanes and innovative
training programs. For example, \"high angle-of-attack maneuvering\" is
included to provide a required alternative to \"approach to stalls\" for
airplanes employing flight envelope protection functions.

c\. The tests in Table A3A, Operations Tasks, and Table A3G, Instructor
Operating Station of this attachment, address the overall function and
control of the simulator including the various simulated environmental
conditions; simulated airplane system operations (normal, abnormal, and
emergency); visual system displays; and special effects necessary to
meet flight crew training, evaluation, or flight experience
requirements.

d\. All simulated airplane systems functions will be assessed for normal
and, where appropriate, alternate operations. Normal, abnormal, and
emergency operations associated with a flight phase will be assessed
during the evaluation of flight tasks or events within that flight
phase. Simulated airplane systems are listed separately under \"Any
Flight Phase\" to ensure appropriate attention to systems checks.
Operational navigation systems (including inertial navigation systems,
global positioning systems, or other long-range systems) and the
associated electronic display systems will be evaluated if installed.
The NSP pilot will include in his report to the TPAA, the effect of the
system operation and any system limitation.

e\. Simulators demonstrating a satisfactory circling approach will be
qualified for the circling approach maneuver and may be approved for
such use by the TPAA in the sponsor's FAA-approved flight training
program. To be considered satisfactory, the circling approach will be
flown at maximum gross weight for landing, with minimum visibility for
the airplane approach category, and must allow proper alignment with a
landing runway at least 90° different from the instrument approach
course while allowing the pilot to keep an identifiable portion of the
airport in sight throughout the maneuver (reference -- 14 CFR
91.175(e)).

f\. At the request of the TPAA, the NSPM may assess a device to
determine if it is capable of simulating certain training activities in
a sponsor's training program, such as a portion of a Line Oriented
Flight Training (LOFT) scenario. Unless directly related to a
requirement for the qualification level, the results of such an
evaluation would not affect the qualification level of the simulator.
However, if the NSPM determines that the simulator does not accurately
simulate that training activity, the simulator would not be approved for
that training activity.

g\. The FAA intends to allow the use of Class III airport models when
the sponsor provides the TPAA (or other regulatory authority) an
appropriate analysis of the skills, knowledge, and abilities (SKAs)
necessary for competent performance of the tasks in which this
particular media element is used. The analysis should describe the
ability of the FFS/visual media to provide an adequate environment in
which the required SKAs are satisfactorily performed and learned. The
analysis should also include the specific media element, such as the
airport model. Additional sources of information on the conduct of task
and capability analysis may be found on the FAA's Advanced Qualification
Program (AQP) website at:
<http://www.faa.gov/education_research/training/aqp/>.

h\. The TPAA may accept Class III airport models without individual
observation provided the sponsor provides the TPAA with an acceptable
description of the process for determining the acceptability of a
specific airport model, outlines the conditions under which such an
airport model may be used, and adequately describes what restrictions
will be applied to each resulting airport or landing area model.
Examples of situations that may warrant Class[ ]{.underline}III model
designation by the TPAA include the following:

\(a\) Training, testing, or checking on very low visibility operations,
including SMGCS operations.

\(b\) Instrument operations training (including instrument takeoff,
departure, arrival, approach, and missed approach training, testing, or
checking) using --

\(i\) A specific model that has been geographically "moved" to a
different location and aligned with an instrument procedure for another
airport.

\(ii\) A model that does not match changes made at the real-world
airport (or landing area for helicopters) being modeled.

\(iii\) A model generated with an "off-board" or an "on-board" model
development tool (by providing proper latitude/longitude reference;
correct runway or landing area orientation, length, width, marking, and
lighting information; and appropriate adjacent taxiway location) to
generate a facsimile of a real world airport or landing area.

i\. Previously qualified simulators with certain early generation
Computer Generated Image (CGI) visual systems, are limited by the
capability of the Image Generator or the display system used. These
systems are:

\(1\) Early CGI visual systems that are excepted from the requirement of
including runway numbers as a part of the specific runway marking
requirements are:

\(a\) Link NVS and DNVS.

\(b\) Novoview 2500 and 6000.

\(c\) FlightSafety VITAL series up to, and including, VITAL III, but not
beyond.

\(d\) Redifusion SP1, SP1T, and SP2.

\(2\) Early CGI visual systems are excepted from the requirement of
including runway numbers unless the runways are used for LOFT training
sessions. These LOFT airport models require runway numbers but only for
the specific runway end (one direction) used in the LOFT session. The
systems required to display runway numbers only for LOFT scenes are:

\(a\) FlightSafety VITAL IV.

\(b\) Redifusion SP3 and SP3T.

\(c\) Link-Miles Image II.

\(3\) The following list of previously qualified CGI and display systems
are incapable of generating blue lights. These systems are not required
to have accurate taxi-way edge lighting:

\(a\) Redifusion SP1.

\(b\) FlightSafety Vital IV.

\(c\) Link-Miles Image II and Image IIT

\(d\) XKD displays (even though the XKD image generator is capable of
generating blue colored lights, the display cannot accommodate that
color).

**End Information**

+--------+---------------------------------------------+---+---+---+---+---+
|        | Tasks in this table are subject to          |   |   |   |   |   |
|        | evaluation if appropriate for the airplane  |   |   |   |   |   |
|        | simulated as indicated in the SOQ           |   |   |   |   |   |
|        | Configuration List or the level of          |   |   |   |   |   |
|        | simulator qualification involved. Items not |   |   |   |   |   |
|        | installed or not functional on the          |   |   |   |   |   |
|        | simulator and, therefore, 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  | X | X | X |   | X |
|        | all switches, indicators, systems, and      | * | * | * |   | * |
|        | equipment at all crewmembers' and           | * | * | * |   | * |
|        | instructors' stations and determine that    |   |   |   |   |   |
|        | the flight deck design and functions are    |   |   |   |   |   |
|        | identical to that of the airplane           |   |   |   |   |   |
|        | simulated.                                  |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **2.** | **Surface Operations (Pre-Take-Off).**      |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | **Engine Start.**                           |   |   |   |   |   |
| 2.a.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **2.   | > Normal start.                             | * | * | * | * |   |
| a.1.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **2.   | > Alternate start procedures.               | * | * | * | * |   |
| a.2.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **2.   | > Abnormal starts and shutdowns (e.g.,      | * | * | * | * |   |
| a.3.** | > hot/hung start, tail pipe fire).          | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | **Pushback/Powerback.**                     |   | * | * | * |   |
| 2.b.** |                                             |   | * | * | * |   |
|        |                                             |   | X | X | X |   |
|        |                                             |   | * | * | * |   |
|        |                                             |   | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | **Taxi.**                                   |   |   |   |   |   |
| 2.c.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **2.   | > Thrust response.                          | * | * | * | * |   |
| c.1.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **2.   | > Power lever friction.                     | * | * | * | * |   |
| c.2.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **2.   | > Ground handling.                          | * | * | * | * |   |
| c.3.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **2.   | > Nosewheel scuffing.                       |   |   | * | * |   |
| c.4.** |                                             |   |   | * | * |   |
|        |                                             |   |   | X | X |   |
|        |                                             |   |   | * | * |   |
|        |                                             |   |   | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **2.   | > Brake operation (normal and               | * | * | * | * |   |
| c.5.** | > alternate/emergency).                     | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **2.   | > Brake fade (if applicable).               | * | * | * | * |   |
| c.6.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.** | **Take-off.**                               |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Normal.                                     |   |   |   |   |   |
| 3.a.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Airplane/engine parameter relationships.  | * | * | * | * |   |
| a.1.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Acceleration characteristics (motion).    | * | * | * | * |   |
| a.2.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Nosewheel and rudder steering.            | * | * | * | * |   |
| a.3.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Crosswind (maximum demonstrated).         | * | * | * | * |   |
| a.4.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Special performance (e.g., reduced V~1~,  | * | * | * | * |   |
| a.5.** | > max de-rate, short field operations).     | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Low visibility take-off.                  | * | * | * | * |   |
| a.6.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Landing gear, wing flap leading edge      | * | * | * | * |   |
| a.7.** | > device operation.                         | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Contaminated runway operation.            |   |   | * | * |   |
| a.8.** |                                             |   |   | * | * |   |
|        |                                             |   |   | X | X |   |
|        |                                             |   |   | * | * |   |
|        |                                             |   |   | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Abnormal/emergency.                         |   |   |   |   |   |
| 3.b.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Rejected Take-off.                        | * | * | * | * |   |
| b.1.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Rejected special performance (e.g.,       | * | * | * | * |   |
| b.2.** | > reduced V~1~, max de-rate, short field    | * | * | * | * |   |
|        | > operations).                              | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Takeoff with a propulsion system          | * | * | * | * |   |
| b.3.** | > malfunction (allowing an analysis of      | * | * | * | * |   |
|        | > causes, symptoms, recognition, and the    | X | X | X | X |   |
|        | > effects on aircraft performance and       | * | * | * | * |   |
|        | > handling) at the following points: .      | * | * | * | * |   |
|        |                                             |   |   |   |   |   |
|        | (i) Prior to V1 decision speed.             |   |   |   |   |   |
|        |                                             |   |   |   |   |   |
|        | (ii) Between V1 and Vr (rotation speed).    |   |   |   |   |   |
|        |                                             |   |   |   |   |   |
|        | > (iii)Between Vr and 500 feet above ground |   |   |   |   |   |
|        | > level.                                    |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > With wind shear.                          | * | * | * | * |   |
| b.4.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Flight control system failures,           | * | * | * | * |   |
| b.5.** | > reconfiguration modes, manual reversion   | * | * | * | * |   |
|        | > and associated handling.                  | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Rejected takeoff with brake fade.         |   |   | * | * |   |
| b.6.** |                                             |   |   | * | * |   |
|        |                                             |   |   | X | X |   |
|        |                                             |   |   | * | * |   |
|        |                                             |   |   | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **3.   | > Rejected, contaminated runway.            |   |   | * | * |   |
| b.7.** |                                             |   |   | * | * |   |
|        |                                             |   |   | X | X |   |
|        |                                             |   |   | * | * |   |
|        |                                             |   |   | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **4.** | **Climb.**                                  |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Normal.                                     | * | * | * | * |   |
| 4.a.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | One or more engines inoperative.            | * | * | * | * |   |
| 4.b.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **5.** | **Cruise.**                                 |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Performance characteristics (speed vs.      | * | * | * | * |   |
| 5.a.** | power).                                     | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | High altitude handling.                     | * | * | * | * |   |
| 5.b.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | High Mach number handling (Mach tuck, Mach  | * | * | * | * |   |
| 5.c.** | buffet) and recovery (trim change).         | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Overspeed warning (in excess of V~mo~ or    | * | * | * | * |   |
| 5.d.** | M~mo~).                                     | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | High IAS handling.                          | * | * | * | * |   |
| 5.e.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **6.** | **Maneuvers.**                              |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | High angle of attack, approach to stalls,   | * | * | * | * |   |
| 6.a.** | stall warning, buffet, and g-break          | * | * | * | * |   |
|        | (take-off, cruise, approach, and landing    | X | X | X | X |   |
|        | configuration).                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Flight envelope protection (high angle of   | * | * | * | * |   |
| 6.b.** | attack, bank limit, overspeed, etc.).       | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Turns with/without speedbrake/spoilers      | * | * | * | * |   |
| 6.c.** | deployed.                                   | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Normal and steep turns.                     | * | * | * | * |   |
| 6.d.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | In flight engine shutdown and restart       | * | * | * | * |   |
| 6.e.** | (assisted and windmill).                    | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Maneuvering with one or more engines        | * | * | * | * |   |
| 6.f.** | inoperative, as appropriate.                | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Specific flight characteristics (e.g.,      | * | * | * | * |   |
| 6.g.** | direct lift control).                       | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Flight control system failures,             | * | * | * | * |   |
| 6.h.** | reconfiguration modes, manual reversion and | * | * | * | * |   |
|        | associated handling.                        | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **7.** | **Descent.**                                |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Normal.                                     | * | * | * | * |   |
| 7.a.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Maximum rate (clean and with speedbrake,    | * | * | * | * |   |
| 7.b.** | etc.).                                      | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | With autopilot.                             | * | * | * | * |   |
| 7.c.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Flight control system failures,             | * | * | * | * |   |
| 7.d.** | 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 Procedures 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*.*                                 |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Precision.                                  |   |   |   |   |   |
| 8.a.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **8.   | PAR                                         | * | * | * | * |   |
| a.1.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **8.   | CAT I/GBAS (ILS/MLS) published approaches.  | * | * | * | * |   |
| a.2.** |                                             | * | * | * | * |   |
|        |                                             | 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.                         | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
|        | > 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.                                  | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
|        | \(vii\) Approach and landing with           | * | * | * | * |   |
|        | minimum/standby electrical power.           | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **8.   | CAT II/GBAS (ILS/MLS) published approaches. | * | * | * | * |   |
| a.3.** |                                             | * | * | * | * |   |
|        |                                             | 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.   | CAT III/GBAS (ILS/MLS) published            | * | * | * | * |   |
| a.4.** | 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 |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
|        | \(iii\) 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 |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Non-precision.                              |   |   |   |   |   |
| 8.b.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **8.   | > NDB.                                      | * | * | * | * |   |
| b.1.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **8.   | > VOR, VOR/DME, VOR/TAC.                    | * | * | * | * |   |
| b.2.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **8.   | > RNAV (GNSS/GPS).                          | * | * | * | * |   |
| b.3.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **8.   | > ILS LLZ (LOC), LLZ (LOC)/BC.              | * | * | * | * |   |
| b.4.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **8.   | > ILS offset localizer.                     | * | * | * | * |   |
| b.5.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **8.   | > Direction finding facility (ADF/SDF).     | * | * | * | * |   |
| b.6.** |                                             | * | * | * | * |   |
|        |                                             | X | X | X | X |   |
|        |                                             | * | * | * | * |   |
|        |                                             | * | * | * | * |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **8.   | > Airport surveillance radar (ASR).         | * | * | * | * |   |
| b.7.** |                                             | * | * | * | * |   |
|        |                                             | 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.              |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Maneuvering, normal approach and landing,   | * | * | * |   | * |
| 9.a.** | all engines operating with and without      | * | * | * |   | * |
|        | visual approach aid guidance.               | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach and landing with one or more       | * | * | * |   | * |
| 9.b.** | engines inoperative.                        | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Operation of landing gear, flap/slats and   | * | * | * |   | * |
| 9.c.** | speedbrakes (normal and abnormal).          | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach and landing with crosswind (max.   | * | * | * |   | * |
| 9.d.** | demonstrated).                              | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach to land with windshear on          | * | * | * |   | * |
| 9.e.** | approach.                                   | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach and landing with flight control    | * | * | * |   | * |
| 9.f.** | system failures, reconfiguration modes,     | * | * | * |   | * |
|        | manual reversion and associated handling    | X | X | X |   | X |
|        | (most significant degradation which is      | * | * | * |   | * |
|        | probable).                                  | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach and landing with trim              | * | * | * |   | * |
| 9.g.** | malfunctions.                               | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **9.   | > Longitudinal trim malfunction.            | * | * | * |   | * |
| g.1.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **9.   | > Lateral-directional trim malfunction.     | * | * | * |   | * |
| g.2.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach and landing with standby (minimum) | * | * | * |   | * |
| 9.h.** | electrical/hydraulic power.                 | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach and landing from circling          | * | * | * |   | * |
| 9.i.** | conditions (circling approach).             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach and landing from visual traffic    | * | * | * |   | * |
| 9.j.** | pattern.                                    | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach and landing from non-precision     | * | * | * |   | * |
| 9.k.** | approach.                                   | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach and landing from precision         | * | * | * |   | * |
| 9.l.** | approach.                                   | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **     | Approach procedures with vertical guidance  | * | * | * |   | * |
| 9.m.** | (APV), e.g., SBAS.                          | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| *      | **Missed Approach.**                        |   |   |   |   |   |
| *10.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | All engines.                                | * | * | * |   | * |
| 0.a.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | One or more engine(s) out.                  | * | * | * |   | * |
| 0.b.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | With flight control system failures,        | * | * | * |   | * |
| 0.c.** | reconfiguration modes, manual reversion and | * | * | * |   | * |
|        | associated handling.                        | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| *      | **Surface Operations (**Landing roll and    |   |   |   |   |   |
| *11.** | taxi**)**.                                  |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | Spoiler operation.                          | * | * | * |   | * |
| 1.a.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | Reverse thrust operation.                   | * | * | * |   | * |
| 1.b.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | Directional control and ground handling,    |   | * | * |   | * |
| 1.c.** | both with and without reverse thrust.       |   | * | * |   | * |
|        |                                             |   | X | X |   | X |
|        |                                             |   | * | * |   | * |
|        |                                             |   | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | Reduction of rudder effectiveness with      |   | * | * |   | * |
| 1.d.** | increased reverse thrust (rear pod-mounted  |   | * | * |   | * |
|        | engines).                                   |   | X | X |   | X |
|        |                                             |   | * | * |   | * |
|        |                                             |   | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | Brake and anti-skid operation with dry,     |   |   | * |   | * |
| 1.e.** | patchy wet, wet on rubber residue, and      |   |   | * |   | * |
|        | patchy icy conditions.                      |   |   | X |   | X |
|        |                                             |   |   | * |   | * |
|        |                                             |   |   | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | Brake operation, to include auto-braking    | * | * | * |   | * |
| 1.f.** | system where applicable.                    | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| *      | **Any Flight Phase.**                       |   |   |   |   |   |
| *12.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | Airplane and engine systems operation.      |   |   |   |   |   |
| 2.a.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Air conditioning and pressurization       | * | * | * |   | * |
| a.1.** | > (ECS).                                    | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > De-icing/anti-icing.                      | * | * | * |   | * |
| a.2.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Auxiliary power unit (APU).               | * | * | * |   | * |
| a.3.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Communications.                           | * | * | * |   | * |
| a.4.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Electrical.                               | * | * | * |   | * |
| a.5.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Fire and smoke detection and suppression. | * | * | * |   | * |
| a.6.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Flight controls (primary and secondary).  | * | * | * |   | * |
| a.7.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Fuel and oil, hydraulic and pneumatic.    | * | * | * |   | * |
| a.8.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Landing gear.                             | * | * | * |   | * |
| a.9.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Oxygen.                                   | * | * | * |   | * |
| .10.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Engine.                                   | * | * | * |   | * |
| .11.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Airborne radar.                           | * | * | * |   | * |
| .12.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Autopilot and Flight Director.            | * | * | * |   | * |
| .13.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Collision avoidance systems. (e.g.,       | * | * | * |   | * |
| .14.** | > (E)GPWS, TCAS)                            | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Flight control computers including        | * | * | * |   | * |
| .15.** | > stability and control augmentation.       | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Flight display systems.                   | * | * | * |   | * |
| .16.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Flight management computers.              | * | * | * |   | * |
| .17.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Head-up guidance, head-up displays        | * | * | * |   | * |
| .18.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Navigation systems                        | * | * | * |   | * |
| .19.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Stall warning/avoidance                   | * | * | * |   | * |
| .20.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Wind shear avoidance equipment            | * | * | * |   | * |
| .21.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.a | > Automatic landing aids.                   | * | * | * |   | * |
| .22.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | Airborne procedures.                        |   |   |   |   |   |
| 2.b.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Holding.                                  | * | * | * |   | * |
| b.1.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Air hazard avoidance. (Traffic, Weather)  |   |   | * |   | * |
| b.2.** |                                             |   |   | * |   | * |
|        |                                             |   |   | X |   | X |
|        |                                             |   |   | * |   | * |
|        |                                             |   |   | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Windshear.                                |   |   | * |   | * |
| b.3.** |                                             |   |   | * |   | * |
|        |                                             |   |   | X |   | X |
|        |                                             |   |   | * |   | * |
|        |                                             |   |   | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Effects of airframe ice.                  |   |   | * |   | * |
| b.4.** |                                             |   |   | * |   | * |
|        |                                             |   |   | X |   | X |
|        |                                             |   |   | * |   | * |
|        |                                             |   |   | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **1    | Engine shutdown and parking.                |   |   |   |   |   |
| 2.c.** |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Engine and systems operation.             | * | * | * |   | * |
| c.1.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
| **12.  | > Parking brake operation.                  | * | * | * |   | * |
| c.2.** |                                             | * | * | * |   | * |
|        |                                             | X | X | X |   | X |
|        |                                             | * | * | * |   | * |
|        |                                             | * | * | * |   | * |
+--------+---------------------------------------------+---+---+---+---+---+
|        |                                             |   |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+---+

+-------+----------------------------------------------+---+---+---+---+
| This  |                                              |   |   |   |   |
| table |                                              |   |   |   |   |
| spec  |                                              |   |   |   |   |
| ifies |                                              |   |   |   |   |
| the   |                                              |   |   |   |   |
| mi    |                                              |   |   |   |   |
| nimum |                                              |   |   |   |   |
| ai    |                                              |   |   |   |   |
| rport |                                              |   |   |   |   |
| model |                                              |   |   |   |   |
| co    |                                              |   |   |   |   |
| ntent |                                              |   |   |   |   |
| and   |                                              |   |   |   |   |
| fun   |                                              |   |   |   |   |
| ction |                                              |   |   |   |   |
| ality |                                              |   |   |   |   |
| to    |                                              |   |   |   |   |
| qu    |                                              |   |   |   |   |
| alify |                                              |   |   |   |   |
| a     |                                              |   |   |   |   |
| simu  |                                              |   |   |   |   |
| lator |                                              |   |   |   |   |
| at    |                                              |   |   |   |   |
| the   |                                              |   |   |   |   |
| indi  |                                              |   |   |   |   |
| cated |                                              |   |   |   |   |
| l     |                                              |   |   |   |   |
| evel. |                                              |   |   |   |   |
| This  |                                              |   |   |   |   |
| table |                                              |   |   |   |   |
| ap    |                                              |   |   |   |   |
| plies |                                              |   |   |   |   |
| only  |                                              |   |   |   |   |
| to    |                                              |   |   |   |   |
| the   |                                              |   |   |   |   |
| ai    |                                              |   |   |   |   |
| rport |                                              |   |   |   |   |
| m     |                                              |   |   |   |   |
| odels |                                              |   |   |   |   |
| req   |                                              |   |   |   |   |
| uired |                                              |   |   |   |   |
| for   |                                              |   |   |   |   |
| simu  |                                              |   |   |   |   |
| lator |                                              |   |   |   |   |
| qual  |                                              |   |   |   |   |
| ifica |                                              |   |   |   |   |
| tion; |                                              |   |   |   |   |
| i.e., |                                              |   |   |   |   |
| one   |                                              |   |   |   |   |
| ai    |                                              |   |   |   |   |
| rport |                                              |   |   |   |   |
| model |                                              |   |   |   |   |
| for   |                                              |   |   |   |   |
| Level |                                              |   |   |   |   |
| A and |                                              |   |   |   |   |
| Level |                                              |   |   |   |   |
| B     |                                              |   |   |   |   |
| s     |                                              |   |   |   |   |
| imula |                                              |   |   |   |   |
| tors; |                                              |   |   |   |   |
| three |                                              |   |   |   |   |
| ai    |                                              |   |   |   |   |
| rport |                                              |   |   |   |   |
| m     |                                              |   |   |   |   |
| odels |                                              |   |   |   |   |
| for   |                                              |   |   |   |   |
| Level |                                              |   |   |   |   |
| C and |                                              |   |   |   |   |
| Level |                                              |   |   |   |   |
| D     |                                              |   |   |   |   |
| s     |                                              |   |   |   |   |
| imula |                                              |   |   |   |   |
| tors. |                                              |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
|       | #### Begin QPS Requirements {#beg            | # |   |   |   |
|       | in-qps-requirements .Title-Text-Block-Lvl-7} | # |   |   |   |
|       |                                              | # |   |   |   |
|       |                                              | # |   |   |   |
|       |                                              |   |   |   |   |
|       |                                              |   |   |   |   |
|       |                                              | { |   |   |   |
|       |                                              | # |   |   |   |
|       |                                              | s |   |   |   |
|       |                                              | e |   |   |   |
|       |                                              | c |   |   |   |
|       |                                              | t |   |   |   |
|       |                                              | i |   |   |   |
|       |                                              | o |   |   |   |
|       |                                              | n |   |   |   |
|       |                                              | - |   |   |   |
|       |                                              | 5 |   |   |   |
|       |                                              |   |   |   |   |
|       |                                              | . |   |   |   |
|       |                                              | T |   |   |   |
|       |                                              | i |   |   |   |
|       |                                              | t |   |   |   |
|       |                                              | l |   |   |   |
|       |                                              | e |   |   |   |
|       |                                              | - |   |   |   |
|       |                                              | T |   |   |   |
|       |                                              | e |   |   |   |
|       |                                              | x |   |   |   |
|       |                                              | t |   |   |   |
|       |                                              | - |   |   |   |
|       |                                              | B |   |   |   |
|       |                                              | l |   |   |   |
|       |                                              | o |   |   |   |
|       |                                              | c |   |   |   |
|       |                                              | k |   |   |   |
|       |                                              | - |   |   |   |
|       |                                              | L |   |   |   |
|       |                                              | v |   |   |   |
|       |                                              | l |   |   |   |
|       |                                              | - |   |   |   |
|       |                                              | 7 |   |   |   |
|       |                                              | } |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| *     | #                                            |   |   |   |   |
| *1.** | ### Functional test content requirements for |   |   |   |   |
|       |  Level A and Level B simulators. {#functiona |   |   |   |   |
|       | l-test-content-requirements-for-level-a-and- |   |   |   |   |
|       | level-b-simulators. .Title-Text-Block-Lvl-7} |   |   |   |   |
|       |                                              |   |   |   |   |
|       | The following is the minimum airport model   |   |   |   |   |
|       | content requirement to satisfy visual        |   |   |   |   |
|       | capability tests, and provides suitable      |   |   |   |   |
|       | visual cues to allow completion of all       |   |   |   |   |
|       | functions and subjective tests described in  |   |   |   |   |
|       | this attachment for simulators at Levels A   |   |   |   |   |
|       | and B.                                       |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **1   | A minimum of one (1) representative airport  | * | * |   |   |
| .a.** | model. This model identification must be     | * | * |   |   |
|       | acceptable to the sponsor's TPAA, selectable | X | X |   |   |
|       | from the IOS, and listed on the SOQ.         | * | * |   |   |
|       |                                              | * | * |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **1   | The fidelity of the airport model must be    | * | * |   |   |
| .b.** | sufficient for the aircrew to visually       | * | * |   |   |
|       | identify the airport; determine the position | X | X |   |   |
|       | of the simulated airplane within a night     | * | * |   |   |
|       | visual scene; successfully accomplish        | * | * |   |   |
|       | take-offs, approaches, and landings; and     |   |   |   |   |
|       | maneuver around the airport on the ground as |   |   |   |   |
|       | necessary.                                   |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **1   | Runways:                                     | * | * |   |   |
| .c.** |                                              | * | * |   |   |
|       |                                              | X | X |   |   |
|       |                                              | * | * |   |   |
|       |                                              | * | * |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **1.c | Visible runway number.                       | * | * |   |   |
| .1.** |                                              | * | * |   |   |
|       |                                              | X | X |   |   |
|       |                                              | * | * |   |   |
|       |                                              | * | * |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **1.c | Runway threshold elevations and locations    | * | * |   |   |
| .2.** | must be modeled to provide sufficient        | * | * |   |   |
|       | correlation with airplane systems (e.g.,     | X | X |   |   |
|       | altimeter).                                  | * | * |   |   |
|       |                                              | * | * |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **1.c | Runway surface and markings.                 | * | * |   |   |
| .3.** |                                              | * | * |   |   |
|       |                                              | X | X |   |   |
|       |                                              | * | * |   |   |
|       |                                              | * | * |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **1.c | Lighting for the runway in use including     | * | * |   |   |
| .4.** | runway edge and centerline.                  | * | * |   |   |
|       |                                              | X | X |   |   |
|       |                                              | * | * |   |   |
|       |                                              | * | * |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **1.c | Lighting, visual approach aid and approach   | * | * |   |   |
| .5.** | lighting of appropriate colors.              | * | * |   |   |
|       |                                              | X | X |   |   |
|       |                                              | * | * |   |   |
|       |                                              | * | * |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **1.c | Representative taxiway lights.               | * | * |   |   |
| .6.** |                                              | * | * |   |   |
|       |                                              | X | X |   |   |
|       |                                              | * | * |   |   |
|       |                                              | * | * |   |   |
+-------+----------------------------------------------+---+---+---+---+
| *     | #                                            |   |   |   |   |
| *2.** | ### Functional test content requirements for |   |   |   |   |
|       |  Level C and Level D simulators. {#functiona |   |   |   |   |
|       | l-test-content-requirements-for-level-c-and- |   |   |   |   |
|       | level-d-simulators. .Title-Text-Block-Lvl-7} |   |   |   |   |
|       |                                              |   |   |   |   |
|       | The following is the minimum airport model   |   |   |   |   |
|       | content requirement to satisfy visual        |   |   |   |   |
|       | capability tests, and provide suitable       |   |   |   |   |
|       | visual cues to allow completion of all       |   |   |   |   |
|       | functions and subjective tests described in  |   |   |   |   |
|       | this attachment for simulators at Levels C   |   |   |   |   |
|       | and D. Not all of the elements described in  |   |   |   |   |
|       | this section must be found in a single       |   |   |   |   |
|       | airport model. However, all of the elements  |   |   |   |   |
|       | described in this section must be found      |   |   |   |   |
|       | throughout a combination of the three (3)    |   |   |   |   |
|       | airport models described in entry 2.a.       |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **2   | A minimum of three (3) representative        |   |   | * | * |
| .a.** | airport models. The model identifications    |   |   | * | * |
|       | must be acceptable to the sponsor's TPAA,    |   |   | X | X |
|       | selectable from the IOS, and listed on the   |   |   | * | * |
|       | SOQ.                                         |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2.a | Night and Twilight (Dusk) scenes required.   |   |   | * | * |
| .1.** |                                              |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2.a | Daylight scenes required                     |   |   |   | * |
| .2.** |                                              |   |   |   | * |
|       |                                              |   |   |   | X |
|       |                                              |   |   |   | * |
|       |                                              |   |   |   | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Two parallel runways and one crossing        |   |   | * | * |
| .b.** | runway, displayed simultaneously; at least   |   |   | * | * |
|       | two of the runways must be able to be        |   |   | X | X |
|       | lighted fully and simultaneously.            |   |   | * | * |
|       |                                              |   |   | * | * |
|       | > Note: This requirement may be demonstrated |   |   |   |   |
|       | > at either a fictional airport or a         |   |   |   |   |
|       | > real-world airport. However, if a          |   |   |   |   |
|       | > fictional airport is used, this airport    |   |   |   |   |
|       | > must be listed on the SOQ.                 |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Runway threshold elevations and locations    |   |   | * | * |
| .c.** | must be modeled to provide sufficient        |   |   | * | * |
|       | correlation with airplane systems (e.g.,     |   |   | X | X |
|       | HGS, GPS, altimeter); slopes in runways,     |   |   | * | * |
|       | taxiways, and ramp areas must not cause      |   |   | * | * |
|       | distracting or unrealistic effects,          |   |   |   |   |
|       | including pilot eye-point height variation.  |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Representative airport buildings, structures |   |   | * | * |
| .d.** | and lighting.                                |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | At least one useable gate, at the            |   |   | * | * |
| .e.** | appropriate height (required only for those  |   |   | * | * |
|       | airplanes that typically operate from        |   |   | X | X |
|       | terminal gates).                             |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Representative moving and static gate        |   |   | * | * |
| .f.** | clutter (e.g., other airplane, power carts,  |   |   | * | * |
|       | tugs, fuel trucks, and additional gates).    |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Representative gate/apron markings (e.g.,    |   |   | * | * |
| .g.** | hazard markings, lead-in lines, gate         |   |   | * | * |
|       | numbering) and lighting.                     |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Representative runway markings, lighting,    |   |   | * | * |
| .h.** | and signage, including a windsock that gives |   |   | * | * |
|       | appropriate wind cues.                       |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Representative taxiway markings, lighting,   |   |   | * | * |
| .i.** | and signage necessary for position           |   |   | * | * |
|       | identification, and to taxi from parking to  |   |   | X | X |
|       | a designated runway and return to parking.   |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | A low visibility taxi route (e.g., Surface   |   |   |   | * |
| .j.** | Movement Guidance Control System, follow-me  |   |   |   | * |
|       | truck, daylight taxi lights) must also be    |   |   |   | X |
|       | demonstrated.                                |   |   |   | * |
|       |                                              |   |   |   | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Representative moving and static ground      |   |   | * | * |
| .k.** | traffic (e.g., vehicular and airplane),      |   |   | * | * |
|       | including the capability to present ground   |   |   | X | X |
|       | hazards (e.g., another airplane crossing the |   |   | * | * |
|       | active runway).                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Representative moving airborne traffic,      |   |   | * | * |
| .l.** | including the capability to present air      |   |   | * | * |
|       | hazards (e.g., airborne traffic on a         |   |   | X | X |
|       | possible collision course).                  |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Representative depiction of terrain and      |   |   | * | * |
| .m.** | obstacles as well as significant and         |   |   | * | * |
|       | identifiable natural and cultural features,  |   |   | X | X |
|       | within 25 NM of the reference airport.       |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Appropriate approach lighting systems and    |   |   | * | * |
| .n.** | airfield lighting for a VFR circuit and      |   |   | * | * |
|       | landing, non-precision approaches and        |   |   | X | X |
|       | landings, and Category I, II and III         |   |   | * | * |
|       | precision approaches and landings.           |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Representative gate docking aids or a        |   |   | * | * |
| .o.** | marshaller.                                  |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Portrayal of physical relationships known to |   |   |   | * |
| .p.** | cause landing illusions (e.g., short         |   |   |   | * |
|       | runways, landing approaches over water,      |   |   |   | X |
|       | uphill or downhill runways, rising terrain   |   |   |   | * |
|       | on the approach path).                       |   |   |   | * |
|       |                                              |   |   |   |   |
|       | This requirement may be met by a SOC and a   |   |   |   |   |
|       | demonstration of two landing illusions. The  |   |   |   |   |
|       | illusions are not required to be beyond the  |   |   |   |   |
|       | normal operational capabilities of the       |   |   |   |   |
|       | airplane being simulated. The demonstrated   |   |   |   |   |
|       | illusions must be available to the           |   |   |   |   |
|       | instructor or check airman at the IOS for    |   |   |   |   |
|       | training, testing, checking, or experience   |   |   |   |   |
|       | activities.                                  |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **2   | Portrayal of runway surface contaminants,    |   |   |   | * |
| .q.** | including runway lighting reflections when   |   |   |   | * |
|       | wet and partially obscured lights when snow  |   |   |   | X |
|       | is present, or suitable alternative effects. |   |   |   | * |
|       |                                              |   |   |   | * |
+-------+----------------------------------------------+---+---+---+---+
| *     | **Airport model management.**                |   |   |   |   |
| *3.** |                                              |   |   |   |   |
|       | The following is the minimum airport model   |   |   |   |   |
|       | management requirements for simulators at    |   |   |   |   |
|       | Levels A, B, C, and D.                       |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **3   | Runway and approach lighting must fade into  | * | * | * | * |
| .a.** | view in accordance with the environmental    | * | * | * | * |
|       | conditions set in the simulator, and the     | X | X | X | X |
|       | distance from the object.                    | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **3   | The direction of strobe lights, approach     | * | * | * | * |
| .b.** | lights, runway edge lights, visual landing   | * | * | * | * |
|       | aids, runway centerline lights, threshold    | X | X | X | X |
|       | lights, and touchdown zone lights must be    | * | * | * | * |
|       | replicated.                                  | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| *     | **Visual feature recognition.**              |   |   |   |   |
| *4.** |                                              |   |   |   |   |
|       | The following is the minimum distances at    |   |   |   |   |
|       | which runway features must be visible for    |   |   |   |   |
|       | simulators at Levels A, B, C, and D.         |   |   |   |   |
|       | Distances are measured from runway threshold |   |   |   |   |
|       | to an airplane aligned with the runway on an |   |   |   |   |
|       | extended 3 glide-slope in simulated          |   |   |   |   |
|       | meteorological conditions that recreate the  |   |   |   |   |
|       | minimum distances for visibility. For        |   |   |   |   |
|       | circling approaches, all tests apply to the  |   |   |   |   |
|       | runway used for the initial approach and to  |   |   |   |   |
|       | the runway of intended landing*.*            |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **4   | Runway definition, strobe lights, approach   | * | * | * | * |
| .a.** | lights, and runway edge white lights from 5  | * | * | * | * |
|       | sm (8 km) of the runway threshold.           | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **4   | Visual Approach Aid lights (VASI or PAPI)    |   |   | * | * |
| .b.** | from 5 sm (8 km) of the runway threshold.    |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **4   | Visual Approach Aid lights (VASI or PAPI)    | * | * |   |   |
| .c.** | from 3 sm (5 km) of the runway threshold.    | * | * |   |   |
|       |                                              | X | X |   |   |
|       |                                              | * | * |   |   |
|       |                                              | * | * |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **4   | Runway centerline lights and taxiway         | * | * | * | * |
| .d.** | definition from 3 sm (5 km).                 | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **4   | Threshold lights and touchdown zone lights   | * | * | * | * |
| .e.** | from 2 sm (3 km).                            | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **4   | Runway markings within range of landing      | * | * | * | * |
| .f.** | lights for night scenes as required by the   | * | * | * | * |
|       | surface resolution test on day scenes.       | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **4   | For circling approaches, the runway of       | * | * | * | * |
| .g.** | intended landing and associated lighting     | * | * | * | * |
|       | must fade into view in a non-distracting     | X | X | X | X |
|       | manner.                                      | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| *     | #### Airport model content.  {#air           |   |   |   |   |
| *5.** | port-model-content. .Title-Text-Block-Lvl-7} |   |   |   |   |
|       |                                              |   |   |   |   |
|       | The following sets out the minimum           |   |   |   |   |
|       | requirements for what must be provided in an |   |   |   |   |
|       | airport model and also identifies the other  |   |   |   |   |
|       | aspects of the airport environment that must |   |   |   |   |
|       | correspond with that model for simulators at |   |   |   |   |
|       | Levels A, B, C, and D. For circling          |   |   |   |   |
|       | approaches, all tests apply to the runway    |   |   |   |   |
|       | used for the initial approach and to the     |   |   |   |   |
|       | runway of intended landing. If all runways   |   |   |   |   |
|       | in an airport model used to meet the         |   |   |   |   |
|       | requirements of this attachment are not      |   |   |   |   |
|       | designated as "in use," then the "in use"    |   |   |   |   |
|       | runways must be listed on the SOQ (e.g.,     |   |   |   |   |
|       | KORD, Rwys 9R, 14L, 22R). Models of airports |   |   |   |   |
|       | with more than one runway must have all      |   |   |   |   |
|       | significant runways not "in-use" visually    |   |   |   |   |
|       | depicted for airport and runway recognition  |   |   |   |   |
|       | purposes. The use of white or off white      |   |   |   |   |
|       | light strings that identify the runway       |   |   |   |   |
|       | threshold, edges, and ends for twilight and  |   |   |   |   |
|       | night scenes are acceptable for this         |   |   |   |   |
|       | requirement. Rectangular surface depictions  |   |   |   |   |
|       | are acceptable for daylight scenes. A visual |   |   |   |   |
|       | system's capabilities must be balanced       |   |   |   |   |
|       | between providing airport models with an     |   |   |   |   |
|       | accurate representation of the airport and a |   |   |   |   |
|       | realistic representation of the surrounding  |   |   |   |   |
|       | environment. Airport model detail must be    |   |   |   |   |
|       | developed using airport pictures,            |   |   |   |   |
|       | construction drawings and maps, or other     |   |   |   |   |
|       | similar data, or developed in accordance     |   |   |   |   |
|       | with published regulatory material; however, |   |   |   |   |
|       | this does not require that such models       |   |   |   |   |
|       | contain details that are beyond the design   |   |   |   |   |
|       | capability of the currently qualified visual |   |   |   |   |
|       | system. Only one "primary" taxi route from   |   |   |   |   |
|       | parking to the runway end will be required   |   |   |   |   |
|       | for each "in-use" runway.                    |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **5   | The surface and markings for each "in-use"   |   |   |   |   |
| .a.** | runway must include the following:           |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **5.a | > Threshold markings.                        | * | * | * | * |
| .1.** |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **5.a | > Runway numbers.                            | * | * | * | * |
| .2.** |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **5.a | > Touchdown zone markings.                   | * | * | * | * |
| .3.** |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **5.a | > Fixed distance markings.                   | * | * | * | * |
| .4.** |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **5.a | > Edge markings.                             | * | * | * | * |
| .5.** |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **5.a | > Centerline stripes.                        | * | * | * | * |
| .6.** |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **5   | Each runway designated as an "in-use" runway |   |   |   |   |
| .b.** | must include the following:                  |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **5.b | The lighting for each "in-use" runway must   |   |   |   |   |
| .1.** | include the following:                       |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
|       | \(i\) Threshold lights.                      | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(ii\) Edge lights.                          | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(iii\) End lights.                          | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(iv\) Centerline lights, if appropriate.    | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(v\) Touchdown zone lights, if appropriate. | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(vi\) Leadoff lights, if appropriate.       | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(vii\) Appropriate visual landing aid(s)    | * | * | * | * |
|       | for that runway.                             | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(viii\) Appropriate approach lighting       | * | * | * | * |
|       | system for that runway.                      | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **5.b | The taxiway surface and markings associated  |   |   |   |   |
| .2.** | with each "in-use" runway must include the   |   |   |   |   |
|       | following:                                   |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
|       | \(i\) Edge.                                  | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(ii\) Centerline.                           | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(iii\) Runway hold lines.                   | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(iv\) ILS critical area marking.            | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **5.b | The taxiway lighting associated with each    |   |   |   |   |
| .3.** | "in-use" runway must include the following:  |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
|       | \(i\) Edge.                                  | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(ii\) Centerline, if appropriate.           | * | * | * | * |
|       |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(iii\) Runway hold and ILS critical area    | * | * | * | * |
|       | lights.                                      | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(iv\) Edge lights of correct color          |   |   | * | * |
|       |                                              |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **5.b | Airport signage associated with each         |   |   |   |   |
| .4.** | "in-use" runway must include the following:  |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
|       | \(i\) Distance remaining signs, if           | * | * | * | * |
|       | appropriate.                                 | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(ii\) Signs at intersecting runways and     | * | * | * | * |
|       | taxiways.                                    | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | \(iii\) Signs described in entries 2.h. and  | * | * | * | * |
|       | 2.i. of this table.                          | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **5.b | Required airport model correlation with      |   |   |   |   |
| .5.** | other aspects of the airport environment     |   |   |   |   |
|       | simulation:                                  |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
|       | > \(i\) The airport model must be properly   | * | * | * | * |
|       | > aligned with the navigational aids that    | * | * | * | * |
|       | > are associated with operations at the      | X | X | X | X |
|       | > runway "in-use."                           | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | > \(ii\) The simulation of runway            |   |   |   | # |
|       | > contaminants must be correlated with the   |   |   |   |   |
|       | > displayed runway surface and lighting      |   |   |   | X |
|       | > where applicable.                          |   |   |   |   |
|       |                                              |   |   |   | { |
|       |                                              |   |   |   | # |
|       |                                              |   |   |   | x |
|       |                                              |   |   |   | - |
|       |                                              |   |   |   | 2 |
|       |                                              |   |   |   | } |
+-------+----------------------------------------------+---+---+---+---+
| *     | **Correlation with airplane and associated   |   |   |   |   |
| *6.** | equipment.**                                 |   |   |   |   |
|       |                                              |   |   |   |   |
|       | The following are the minimum correlation    |   |   |   |   |
|       | comparisons that must be made for simulators |   |   |   |   |
|       | at Levels A, B, C, and D.                    |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **6   | Visual system compatibility with aerodynamic | * | * | * | * |
| .a.** | programming.                                 | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **6   | Visual cues to assess sink rate and depth    |   | * | * | * |
| .b.** | perception during landings.                  |   | * | * | * |
|       |                                              |   | X | X | X |
|       |                                              |   | * | * | * |
|       |                                              |   | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **6   | Accurate portrayal of environment relating   | * | * | * | * |
| .c.** | to flight simulator attitudes.               | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **6   | The airport model and the generated visual   |   |   | * | * |
| .d.** | scene must correlate with integrated         |   |   | * | * |
|       | airplane systems (e.g., terrain, traffic and |   |   | X | X |
|       | weather avoidance systems and Head-up        |   |   | * | * |
|       | Guidance System (HGS)).                      |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **6   | Representative visual effects for each       | * | * | * | * |
| .e.** | visible, own-ship, airplane external         | * | * | * | * |
|       | light(s) -- taxi and landing light lobes     | X | X | X | X |
|       | (including independent operation, if         | * | * | * | * |
|       | appropriate).                                | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **6   | The effect of rain removal devices.          |   |   | * | * |
| .f.** |                                              |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| *     | **Scene quality**.                           |   |   |   |   |
| *7.** |                                              |   |   |   |   |
|       | The following are the minimum scene quality  |   |   |   |   |
|       | tests that must be conducted for simulators  |   |   |   |   |
|       | at Levels A, B, C, and D.                    |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **7   | Surfaces and textural cues must be free from |   |   | * | * |
| .a.** | apparent and distracting quantization        |   |   | * | * |
|       | (aliasing).                                  |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **7   | System capable of portraying full color      |   |   | * | * |
| .b.** | realistic textural cues.                     |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **7   | The system light points must be free from    | * | * | * | * |
| .c.** | distracting jitter, smearing or streaking.   | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **7   | Demonstration of occulting through each      | * | * |   |   |
| .d.** | channel of the system in an operational      | * | * |   |   |
|       | scene.                                       | X | X |   |   |
|       |                                              | * | * |   |   |
|       |                                              | * | * |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **7   | Demonstration of a minimum of ten levels of  |   |   | * | * |
| .e.** | occulting through each channel of the system |   |   | * | * |
|       | in an operational scene.                     |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **7   | System capable of providing focus effects    |   |   | * | * |
| .f.** | that simulate rain.                          |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **7   | System capable of providing focus effects    |   |   | * | * |
| .g.** | that simulate light point perspective        |   |   | * | * |
|       | growth.                                      |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **7   | System capable of six discrete light step    | * | * | * | * |
| .h.** | controls (0-5).                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| *     | **Environmental effects.**                   |   |   |   |   |
| *8.** |                                              |   |   |   |   |
|       | The following are the minimum environmental  |   |   |   |   |
|       | effects that must be available as indicated. |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **8   | The displayed scene corresponding to the     |   |   | * | * |
| .a.** | appropriate surface contaminants and include |   |   | * | * |
|       | runway lighting reflections for wet,         |   |   | X | X |
|       | partially obscured lights for snow, or       |   |   | * | * |
|       | alternative effects.                         |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **8.a | Special weather representations which        |   |   |   |   |
| .1.** | include:                                     |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
|       | \(i\) The sound, motion and visual effects   |   |   | * | # |
|       | of light, medium and heavy precipitation     |   |   | * | # |
|       | near a thunderstorm on take-off, approach,   |   |   | X | # |
|       | and landings at and below an altitude of     |   |   | * | # |
|       | 2,000 ft (600 m) above the airport surface   |   |   | * | # |
|       | and within a radius of 10 sm (16 km) from    |   |   |   | # |
|       | the airport.                                 |   |   |   | # |
|       |                                              |   |   |   | # |
|       |                                              |   |   |   | # |
|       |                                              |   |   |   |   |
|       |                                              |   |   |   | X |
|       |                                              |   |   |   |   |
|       |                                              |   |   |   | { |
|       |                                              |   |   |   | # |
|       |                                              |   |   |   | x |
|       |                                              |   |   |   | - |
|       |                                              |   |   |   | 3 |
|       |                                              |   |   |   | } |
+-------+----------------------------------------------+---+---+---+---+
|       | \(ii\) One airport with a snow scene to      |   |   | * | # |
|       | include terrain snow and snow-covered        |   |   | * | # |
|       | taxiways and runways.                        |   |   | X | # |
|       |                                              |   |   | * | # |
|       |                                              |   |   | * | # |
|       |                                              |   |   |   | # |
|       |                                              |   |   |   | # |
|       |                                              |   |   |   | # |
|       |                                              |   |   |   | # |
|       |                                              |   |   |   |   |
|       |                                              |   |   |   | X |
|       |                                              |   |   |   |   |
|       |                                              |   |   |   | { |
|       |                                              |   |   |   | # |
|       |                                              |   |   |   | x |
|       |                                              |   |   |   | - |
|       |                                              |   |   |   | 4 |
|       |                                              |   |   |   | } |
+-------+----------------------------------------------+---+---+---+---+
| ####  | In-cloud effects such as variable cloud      |   |   | * | * |
|  8.b. | density, speed cues and ambient changes.     |   |   | * | * |
|  {#b. |                                              |   |   | X | X |
|  .Tit |                                              |   |   | * | * |
| le-Te |                                              |   |   | * | * |
| xt-Bl |                                              |   |   |   |   |
| ock-L |                                              |   |   |   |   |
| vl-7} |                                              |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **8   | The effect of multiple cloud layers          |   |   | * | * |
| .c.** | representing few, scattered, broken and      |   |   | * | * |
|       | overcast conditions giving partial or        |   |   | X | X |
|       | complete obstruction of the ground scene.    |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **8   | Visibility and RVR measured in terms of      | * | * | * | * |
| .d.** | distance. Visibility/RVR checked at 2,000 ft | * | * | * | * |
|       | (600 m) above the airport and at two heights | X | X | X | X |
|       | below 2000ft with at least 500 ft. of        | * | * | * | * |
|       | separation between the measurements. The     | * | * | * | * |
|       | measurements must be taken within a radius   |   |   |   |   |
|       | of 10 sm (16 km) from the airport            |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **8   | Patchy fog giving the effect of variable     |   |   | * | * |
| .e.** | RVR.                                         |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **8   | Effects of fog on airport lighting such as   |   |   | * | * |
| .f.** | halos and defocus.                           |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **8   | Effect of own-ship lighting in reduced       |   |   | * | * |
| .g.** | visibility, such as reflected glare,         |   |   | * | * |
|       | including landing lights, strobes, and       |   |   | X | X |
|       | beacons.                                     |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **8   | Wind cues to provide the effect of blowing   |   |   | * | * |
| .h.** | snow or sand across a dry runway or taxiway  |   |   | * | * |
|       | selectable from the instructor station.      |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
| ####  | **Instructor control of the following:**     |   |   |   |   |
|  9. { |                                              |   |   |   |   |
| #sect | The following are the minimum instructor     |   |   |   |   |
| ion-6 | controls that must be available in           |   |   |   |   |
|  .Tit | simulators at Levels A, B, C, and D.         |   |   |   |   |
| le-Te |                                              |   |   |   |   |
| xt-Bl |                                              |   |   |   |   |
| ock-L |                                              |   |   |   |   |
| vl-7} |                                              |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **9   | Environmental effects, e.g., cloud base,     | * | * | * | * |
| .a.** | cloud effects, cloud density, visibility in  | * | * | * | * |
|       | statute miles/ kilometers and RVR in         | X | X | X | X |
|       | feet/meters.                                 | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **9   | Airport selection.                           | * | * | * | * |
| .b.** |                                              | * | * | * | * |
|       |                                              | X | X | X | X |
|       |                                              | * | * | * | * |
|       |                                              | * | * | * | * |
+-------+----------------------------------------------+---+---+---+---+
| **9   | Airport lighting, including variable         | # | > | # | # |
| .c.** | intensity.                                   | # |   | # | # |
|       |                                              | # | * | # | # |
|       |                                              | # | * | # | # |
|       |                                              | # | X | # | # |
|       |                                              | # | * | # | # |
|       |                                              | # | * | # | # |
|       |                                              |   |   |   |   |
|       |                                              | X |   | X | X |
|       |                                              |   |   |   |   |
|       |                                              | { |   | { | { |
|       |                                              | # |   | # | # |
|       |                                              | x |   | x | x |
|       |                                              | - |   | - | - |
|       |                                              | 5 |   | 6 | 7 |
|       |                                              | } |   | } | } |
+-------+----------------------------------------------+---+---+---+---+
| **9   | Dynamic effects including ground and flight  |   |   | * | * |
| .d.** | traffic.                                     |   |   | * | * |
|       |                                              |   |   | X | X |
|       |                                              |   |   | * | * |
|       |                                              |   |   | * | * |
+-------+----------------------------------------------+---+---+---+---+
|       | ######## **End QPS Requirement**             |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
|       | ########                                     |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
|       | ######## **Begin Information**               |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **    | An example of being able to "combine two     |   |   |   |   |
| 10.** | airport models to achieve two "in-use"       |   |   |   |   |
|       | runways:                                     |   |   |   |   |
|       |                                              |   |   |   |   |
|       | One runway designated as the "in use" runway |   |   |   |   |
|       | in the first model of the airport, and the   |   |   |   |   |
|       | second runway designated as the "in use"     |   |   |   |   |
|       | runway in the second model of the same       |   |   |   |   |
|       | airport. For example, the clearance is for   |   |   |   |   |
|       | the ILS approach to Runway 27, Circle to     |   |   |   |   |
|       | Land on Runway 18 right. Two airport visual  |   |   |   |   |
|       | models might be used: the first with Runway  |   |   |   |   |
|       | 27 designated as the "in use" runway for the |   |   |   |   |
|       | approach to runway 27, and the second with   |   |   |   |   |
|       | Runway 18 Right designated as the "in use"   |   |   |   |   |
|       | runway. When the pilot breaks off the ILS    |   |   |   |   |
|       | approach to runway 27, the instructor may    |   |   |   |   |
|       | change to the second airport visual model in |   |   |   |   |
|       | which runway 18 Right is designated as the   |   |   |   |   |
|       | "in use" runway, and the pilot would make a  |   |   |   |   |
|       | visual approach and landing. This process is |   |   |   |   |
|       | acceptable to the FAA as long as the         |   |   |   |   |
|       | temporary interruption due to the visual     |   |   |   |   |
|       | model change is not distracting to the       |   |   |   |   |
|       | pilot, does not cause changes in             |   |   |   |   |
|       | navigational radio frequencies, and does not |   |   |   |   |
|       | cause undue instructor/evaluator time.       |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+
| **    | Sponsors are not required to provide every   |   |   |   |   |
| 11.** | detail of a runway, but the detail that is   |   |   |   |   |
|       | provided should be correct within the        |   |   |   |   |
|       | capabilities of the system.                  |   |   |   |   |
|       |                                              |   |   |   |   |
|       | **End Information**                          |   |   |   |   |
+-------+----------------------------------------------+---+---+---+---+

+------+-----------------------------------------------+---+---+---+---+
| This |                                               |   |   |   |   |
| t    |                                               |   |   |   |   |
| able |                                               |   |   |   |   |
| s    |                                               |   |   |   |   |
| peci |                                               |   |   |   |   |
| fies |                                               |   |   |   |   |
| the  |                                               |   |   |   |   |
| min  |                                               |   |   |   |   |
| imum |                                               |   |   |   |   |
| air  |                                               |   |   |   |   |
| port |                                               |   |   |   |   |
| m    |                                               |   |   |   |   |
| odel |                                               |   |   |   |   |
| con  |                                               |   |   |   |   |
| tent |                                               |   |   |   |   |
| and  |                                               |   |   |   |   |
| f    |                                               |   |   |   |   |
| unct |                                               |   |   |   |   |
| iona |                                               |   |   |   |   |
| lity |                                               |   |   |   |   |
| n    |                                               |   |   |   |   |
| eces |                                               |   |   |   |   |
| sary |                                               |   |   |   |   |
| to   |                                               |   |   |   |   |
| add  |                                               |   |   |   |   |
| air  |                                               |   |   |   |   |
| port |                                               |   |   |   |   |
| mo   |                                               |   |   |   |   |
| dels |                                               |   |   |   |   |
| to a |                                               |   |   |   |   |
| sim  |                                               |   |   |   |   |
| ulat |                                               |   |   |   |   |
| or's |                                               |   |   |   |   |
| m    |                                               |   |   |   |   |
| odel |                                               |   |   |   |   |
| libr |                                               |   |   |   |   |
| ary, |                                               |   |   |   |   |
| be   |                                               |   |   |   |   |
| yond |                                               |   |   |   |   |
| t    |                                               |   |   |   |   |
| hose |                                               |   |   |   |   |
| n    |                                               |   |   |   |   |
| eces |                                               |   |   |   |   |
| sary |                                               |   |   |   |   |
| for  |                                               |   |   |   |   |
| q    |                                               |   |   |   |   |
| uali |                                               |   |   |   |   |
| fica |                                               |   |   |   |   |
| tion |                                               |   |   |   |   |
| at   |                                               |   |   |   |   |
| the  |                                               |   |   |   |   |
| st   |                                               |   |   |   |   |
| ated |                                               |   |   |   |   |
| le   |                                               |   |   |   |   |
| vel, |                                               |   |   |   |   |
| wit  |                                               |   |   |   |   |
| hout |                                               |   |   |   |   |
| the  |                                               |   |   |   |   |
| n    |                                               |   |   |   |   |
| eces |                                               |   |   |   |   |
| sity |                                               |   |   |   |   |
| of   |                                               |   |   |   |   |
| fur  |                                               |   |   |   |   |
| ther |                                               |   |   |   |   |
| inv  |                                               |   |   |   |   |
| olve |                                               |   |   |   |   |
| ment |                                               |   |   |   |   |
| of   |                                               |   |   |   |   |
| the  |                                               |   |   |   |   |
| NSPM |                                               |   |   |   |   |
| or   |                                               |   |   |   |   |
| T    |                                               |   |   |   |   |
| PAA. |                                               |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
|      | **Begin QPS Requirements**                    |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **   | **Airport model management.**                 |   |   |   |   |
| 1.** |                                               |   |   |   |   |
|      | The following is the minimum airport model    |   |   |   |   |
|      | management requirements for simulators at     |   |   |   |   |
|      | Levels A, B, C, and D.                        |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| ###  | The direction of strobe lights, approach      | * | * | * | * |
| # 1. | lights, runway edge lights, visual landing    | * | * | * | * |
| a. { | aids, runway centerline lights, threshold     | X | X | X | X |
| #a.  | lights, and touchdown zone lights on the      | * | * | * | * |
| .Tit | "in-use" runway must be replicated.           | * | * | * | * |
| le-T |                                               |   |   |   |   |
| ext- |                                               |   |   |   |   |
| Bloc |                                               |   |   |   |   |
| k-Lv |                                               |   |   |   |   |
| l-7} |                                               |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **   | **Visual feature recognition.**               |   |   |   |   |
| 2.** |                                               |   |   |   |   |
|      | The following are the minimum distances at    |   |   |   |   |
|      | which runway features must be visible for     |   |   |   |   |
|      | simulators at Levels A, B, C, and D.          |   |   |   |   |
|      | Distances are measured from runway threshold  |   |   |   |   |
|      | to an airplane aligned with the runway on an  |   |   |   |   |
|      | extended 3 glide-slope in simulated           |   |   |   |   |
|      | meteorological conditions that recreate the   |   |   |   |   |
|      | minimum distances for visibility. For         |   |   |   |   |
|      | circling approaches, all requirements of this |   |   |   |   |
|      | section apply to the runway used for the      |   |   |   |   |
|      | initial approach and to the runway of         |   |   |   |   |
|      | intended landing*.*                           |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **2. | Runway definition, strobe lights, approach    | * | * | * | * |
| a.** | lights, and runway edge white lights from 5   | * | * | * | * |
|      | sm (8 km) from the runway threshold.          | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **2. | Visual Approach Aid lights (VASI or PAPI)     |   |   | * | * |
| b.** | from 5 sm (8 km) from the runway threshold.   |   |   | * | * |
|      |                                               |   |   | X | X |
|      |                                               |   |   | * | * |
|      |                                               |   |   | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **2. | Visual Approach Aid lights (VASI or PAPI)     | * | * |   |   |
| c.** | from 3 sm (5 km) from the runway threshold.   | * | * |   |   |
|      |                                               | X | X |   |   |
|      |                                               | * | * |   |   |
|      |                                               | * | * |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **2. | Runway centerline lights and taxiway          | * | * | * | * |
| d.** | definition from 3 sm (5 km) from the runway   | * | * | * | * |
|      | threshold.                                    | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **2. | Threshold lights and touchdown zone lights    | * | * | * | * |
| e.** | from 2 sm (3 km) from the runway threshold.   | * | * | * | * |
|      |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **2. | Runway markings within range of landing       | * | * | * | * |
| f.** | lights for night scenes and as required by    | * | * | * | * |
|      | the surface resolution requirements on day    | X | X | X | X |
|      | scenes.                                       | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **2. | For circling approaches, the runway of        | * | * | * | * |
| g.** | intended landing and associated lighting must | * | * | * | * |
|      | fade into view in a non-distracting manner.   | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | **Airport model content.**                    |   |   |   |   |
| 3.** |                                               |   |   |   |   |
|      | The following prescribes the minimum          |   |   |   |   |
|      | requirements for what must be provided in an  |   |   |   |   |
|      | airport model and identifies other aspects of |   |   |   |   |
|      | the airport environment that must correspond  |   |   |   |   |
|      | with that model for simulators at Levels A,   |   |   |   |   |
|      | B, C, and D. The detail must be developed     |   |   |   |   |
|      | using airport pictures, construction drawings |   |   |   |   |
|      | and maps, or other similar data, or developed |   |   |   |   |
|      | in accordance with published regulatory       |   |   |   |   |
|      | material; however, this does not require that |   |   |   |   |
|      | airport models contain details that are       |   |   |   |   |
|      | beyond the designed capability of the         |   |   |   |   |
|      | currently qualified visual system. For        |   |   |   |   |
|      | circling approaches, all requirements of this |   |   |   |   |
|      | section apply to the runway used for the      |   |   |   |   |
|      | initial approach and to the runway of         |   |   |   |   |
|      | intended landing. Only one "primary" taxi     |   |   |   |   |
|      | route from parking to the runway end will be  |   |   |   |   |
|      | required for each "in-use" runway.            |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **3. | ##### **The sur                               |   |   |   |   |
| a.** | face and markings for each "in-use" runway:** |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Threshold markings.                         | * | # | * | # |
| 3.a. |                                               | * | # | * | # |
| 1.** |                                               | X | # | X | # |
|      |                                               | * | # | * | # |
|      |                                               | * | # | * | # |
|      |                                               |   |   |   |   |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   | X |   | X |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   |   |   |   |
|      |                                               |   | { |   | { |
|      |                                               |   | # |   | # |
|      |                                               |   | x |   | x |
|      |                                               |   | - |   | - |
|      |                                               |   | 8 |   | 9 |
|      |                                               |   | } |   | } |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Runway numbers.                             | * | # | * | # |
| 3.a. |                                               | * | # | * | # |
| 2.** |                                               | X | # | X | # |
|      |                                               | * | # | * | # |
|      |                                               | * | # | * | # |
|      |                                               |   |   |   |   |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   | X |   | X |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   |   |   |   |
|      |                                               |   | { |   | { |
|      |                                               |   | # |   | # |
|      |                                               |   | x |   | x |
|      |                                               |   | - |   | - |
|      |                                               |   | 1 |   | 1 |
|      |                                               |   | 0 |   | 1 |
|      |                                               |   | } |   | } |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Touchdown zone markings.                    | * | # | * | # |
| 3.a. |                                               | * | # | * | # |
| 3.** |                                               | X | # | X | # |
|      |                                               | * | # | * | # |
|      |                                               | * | # | * | # |
|      |                                               |   |   |   |   |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   | X |   | X |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   |   |   |   |
|      |                                               |   | { |   | { |
|      |                                               |   | # |   | # |
|      |                                               |   | x |   | x |
|      |                                               |   | - |   | - |
|      |                                               |   | 1 |   | 1 |
|      |                                               |   | 2 |   | 3 |
|      |                                               |   | } |   | } |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Fixed distance markings.                    | * | # | * | # |
| 3.a. |                                               | * | # | * | # |
| 4.** |                                               | X | # | X | # |
|      |                                               | * | # | * | # |
|      |                                               | * | # | * | # |
|      |                                               |   |   |   |   |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   | X |   | X |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   |   |   |   |
|      |                                               |   | { |   | { |
|      |                                               |   | # |   | # |
|      |                                               |   | x |   | x |
|      |                                               |   | - |   | - |
|      |                                               |   | 1 |   | 1 |
|      |                                               |   | 4 |   | 5 |
|      |                                               |   | } |   | } |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Edge markings.                              | * | # | * | # |
| 3.a. |                                               | * | # | * | # |
| 5.** |                                               | X | # | X | # |
|      |                                               | * | # | * | # |
|      |                                               | * | # | * | # |
|      |                                               |   |   |   |   |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   | X |   | X |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   |   |   |   |
|      |                                               |   | { |   | { |
|      |                                               |   | # |   | # |
|      |                                               |   | x |   | x |
|      |                                               |   | - |   | - |
|      |                                               |   | 1 |   | 1 |
|      |                                               |   | 6 |   | 7 |
|      |                                               |   | } |   | } |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Centerline stripes.                         | * | # | * | # |
| 3.a. |                                               | * | # | * | # |
| 6.** |                                               | X | # | X | # |
|      |                                               | * | # | * | # |
|      |                                               | * | # | * | # |
|      |                                               |   |   |   |   |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   | X |   | X |
|      |                                               |   | * |   | * |
|      |                                               |   | * |   | * |
|      |                                               |   |   |   |   |
|      |                                               |   | { |   | { |
|      |                                               |   | # |   | # |
|      |                                               |   | x |   | x |
|      |                                               |   | - |   | - |
|      |                                               |   | 1 |   | 1 |
|      |                                               |   | 8 |   | 9 |
|      |                                               |   | } |   | } |
+------+-----------------------------------------------+---+---+---+---+
| **3. | #### The lighting                             |   |   |   |   |
| b.** |  for each "in-use" runway. {#the-lighting-for |   |   |   |   |
|      | -each-in-use-runway. .Title-Text-Block-Lvl-7} |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **   | Threshold lights.                             | * | * | * | * |
| 3.b. |                                               | * | * | * | * |
| 1.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Edge lights.                                | * | * | * | * |
| 3.b. |                                               | * | * | * | * |
| 2.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > End lights.                                 | * | * | * | * |
| 3.b. |                                               | * | * | * | * |
| 3.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Centerline lights.                          | * | * | * | * |
| 3.b. |                                               | * | * | * | * |
| 4.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Touchdown zone lights, if appropriate.      | * | * | * | * |
| 3.b. |                                               | * | * | * | * |
| 5.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Leadoff lights, if appropriate.             | * | * | * | * |
| 3.b. |                                               | * | * | * | * |
| 6.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Appropriate visual landing aid(s) for that  | * | * | * | * |
| 3.b. | > runway.                                     | * | * | * | * |
| 7.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Appropriate approach lighting system for    | * | * | * | * |
| 3.b. | > that runway.                                | * | * | * | * |
| 8.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **3. | The taxiway surface and markings associated   |   |   |   |   |
| c.** | with each "in-use" runway:                    |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Edge.                                       | * | * | * | * |
| 3.c. |                                               | * | * | * | * |
| 1.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Centerline.                                 | * | * | * | * |
| 3.c. |                                               | * | * | * | * |
| 2.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Runway hold lines.                          | * | * | * | * |
| 3.c. |                                               | * | * | * | * |
| 3.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > ILS critical area markings.                 | * | * | * | * |
| 3.c. |                                               | * | * | * | * |
| 4.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **3. | The taxiway lighting associated with each     |   |   |   |   |
| d.** | "in-use" runway:                              |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Edge.                                       |   |   | * | * |
| 3.d. |                                               |   |   | * | * |
| 1.** |                                               |   |   | X | X |
|      |                                               |   |   | * | * |
|      |                                               |   |   | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Centerline.                                 | * | * | * | * |
| 3.d. |                                               | * | * | * | * |
| 2.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | > Runway hold and ILS critical area lights.   | * | * | * | * |
| 3.d. |                                               | * | * | * | * |
| 3.** |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | **Required model correlation with other       |   |   |   |   |
| 4.** | aspects of the airport environment            |   |   |   |   |
|      | simulation.**                                 |   |   |   |   |
|      |                                               |   |   |   |   |
|      | The following are the minimum model           |   |   |   |   |
|      | correlation tests that must be conducted for  |   |   |   |   |
|      | simulators at Levels A, B, C, and D.          |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **4. | The airport model must be properly aligned    | * | * | * | * |
| a.** | with the navigational aids that are           | * | * | * | * |
|      | associated with operations at the "in-use"    | X | X | X | X |
|      | runway.                                       | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **4. | Slopes in runways, taxiways, and ramp areas,  | * | * | * | * |
| b.** | if depicted in the visual scene, must not     | * | * | * | * |
|      | cause distracting or unrealistic effects.     | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | **Correlation with airplane and associated    |   |   |   |   |
| 5.** | equipment.**                                  |   |   |   |   |
|      |                                               |   |   |   |   |
|      | The following are the minimum correlation     |   |   |   |   |
|      | comparisons that must be made for simulators  |   |   |   |   |
|      | at Levels A, B, C, and D.                     |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **5. | Visual system compatibility with aerodynamic  | * | * | * | * |
| a.** | programming.                                  | * | * | * | * |
|      |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **5. | Accurate portrayal of environment relating to | * | * | * | * |
| b.** | flight simulator attitudes.                   | * | * | * | * |
|      |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **5. | Visual cues to assess sink rate and depth     |   | * | * | * |
| c.** | perception during landings.                   |   | * | * | * |
|      |                                               |   | X | X | X |
|      |                                               |   | * | * | * |
|      |                                               |   | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **5. | Visual effects for each visible, own-ship,    |   | * | * | * |
| d.** | airplane external light(s).                   |   | * | * | * |
|      |                                               |   | X | X | X |
|      |                                               |   | * | * | * |
|      |                                               |   | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | **Scene quality.**                            |   |   |   |   |
| 6.** |                                               |   |   |   |   |
|      | The following are the minimum scene quality   |   |   |   |   |
|      | tests that must be conducted for simulators   |   |   |   |   |
|      | at Levels A, B, C, and D.                     |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **6. | Surfaces and textural cues must be free of    |   |   | * | * |
| a.** | apparent and distracting quantization         |   |   | * | * |
|      | (aliasing).                                   |   |   | X | X |
|      |                                               |   |   | * | * |
|      |                                               |   |   | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **6. | Correct color and realistic textural cues.    |   |   | * | * |
| b.** |                                               |   |   | * | * |
|      |                                               |   |   | X | X |
|      |                                               |   |   | * | * |
|      |                                               |   |   | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **6. | Light points free from distracting jitter,    | * | * | * | * |
| c.** | smearing or streaking.                        | * | * | * | * |
|      |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **   | **Instructor controls of the following:**     |   |   |   |   |
| 7.** |                                               |   |   |   |   |
|      | The following are the minimum instructor      |   |   |   |   |
|      | controls that must be available in simulators |   |   |   |   |
|      | at Levels A, B, C, and D.                     |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **7. | Environmental effects, e.g., cloud base (if   | * | * | * | * |
| a.** | used), cloud effects, cloud density,          | * | * | * | * |
|      | visibility in statute miles/kilometers and    | X | X | X | X |
|      | RVR in feet/meters.                           | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **7. | Airport selection.                            | * | * | * | * |
| b.** |                                               | * | * | * | * |
|      |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **7. | Airport lighting including variable           | * | * | * | * |
| c.** | intensity.                                    | * | * | * | * |
|      |                                               | X | X | X | X |
|      |                                               | * | * | * | * |
|      |                                               | * | * | * | * |
+------+-----------------------------------------------+---+---+---+---+
| **7. | Dynamic effects including ground and flight   |   |   | * | * |
| d.** | traffic.                                      |   |   | * | * |
|      |                                               |   |   | X | X |
|      |                                               |   |   | * | * |
|      |                                               |   |   | * | * |
+------+-----------------------------------------------+---+---+---+---+
| *    |                                               |   |   |   |   |
| *End |                                               |   |   |   |   |
| QPS  |                                               |   |   |   |   |
| Re   |                                               |   |   |   |   |
| quir |                                               |   |   |   |   |
| emen |                                               |   |   |   |   |
| ts** |                                               |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+
| **B  |                                               |   |   |   |   |
| egin |                                               |   |   |   |   |
| I    |                                               |   |   |   |   |
| nfor |                                               |   |   |   |   |
| mati |                                               |   |   |   |   |
| on** |                                               |   |   |   |   |
+------+-----------------------------------------------+---+---+---+---+

  --------------- ----------------------------------------------- ------- ------- ------- -------
  **8.**          Sponsors are not required to provide every      **X**   **X**   **X**   **X**
                  detail of a runway, but the detail that is                              
                  provided must be correct within the                                     
                  capabilities of the system.                                             

  **End                                                                                   
  Information**                                                                           
  --------------- ----------------------------------------------- ------- ------- ------- -------

+----+------------------------------------+---+---+---+---+-----------------+
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| ra |                                    |   |   |   |   |                 |
| ct |                                    |   |   |   |   |                 |
| er |                                    |   |   |   |   |                 |
| is |                                    |   |   |   |   |                 |
| ti |                                    |   |   |   |   |                 |
| cs |                                    |   |   |   |   |                 |
| mu |                                    |   |   |   |   |                 |
| st |                                    |   |   |   |   |                 |
| be |                                    |   |   |   |   |                 |
| re |                                    |   |   |   |   |                 |
| pr |                                    |   |   |   |   |                 |
| es |                                    |   |   |   |   |                 |
| en |                                    |   |   |   |   |                 |
| ta |                                    |   |   |   |   |                 |
| ti |                                    |   |   |   |   |                 |
| ve |                                    |   |   |   |   |                 |
| of |                                    |   |   |   |   |                 |
| t  |                                    |   |   |   |   |                 |
| he |                                    |   |   |   |   |                 |
| a  |                                    |   |   |   |   |                 |
| ir |                                    |   |   |   |   |                 |
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| an |                                    |   |   |   |   |                 |
| e. |                                    |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| ** | #### Runway rumbl                  | * | * | * | * | Different gross |
| 1. | e, oleo deflection, ground speed,  | * | * | * | * | weights can     |
| ** | uneven runway, runway and taxiway  | X | X | X | X | also be         |
|    | centerline light characteristics:  | * | * | * | * | selected, which |
|    |  {#runway-rumble-oleo-deflection-g | * | * | * | * | may also affect |
|    | round-speed-uneven-runway-runway-a |   |   |   |   | the associated  |
|    | nd-taxiway-centerline-light-charac |   |   |   |   | vibrations      |
|    | teristics .Title-Text-Block-Lvl-7} |   |   |   |   | depending on    |
|    |                                    |   |   |   |   | airplane type.  |
|    | Procedure: After the airplane has  |   |   |   |   | The associated  |
|    | been pre-set to the takeoff        |   |   |   |   | motion effects  |
|    | position and then released, taxi   |   |   |   |   | for the above   |
|    | at various speeds with a smooth    |   |   |   |   | tests should    |
|    | runway and note the general        |   |   |   |   | also include an |
|    | characteristics of the simulated   |   |   |   |   | assessment of   |
|    | runway rumble effects of oleo      |   |   |   |   | the effects of  |
|    | deflections. Repeat the maneuver   |   |   |   |   | rolling over    |
|    | with a runway roughness of 50%,    |   |   |   |   | centerline      |
|    | then with maximum roughness. Note  |   |   |   |   | lights, surface |
|    | the associated motion vibrations   |   |   |   |   | discontinuities |
|    | affected by ground speed and       |   |   |   |   | of uneven       |
|    | runway roughness.                  |   |   |   |   | runways, and    |
|    |                                    |   |   |   |   | various taxiway |
|    |                                    |   |   |   |   | c               |
|    |                                    |   |   |   |   | haracteristics. |
+----+------------------------------------+---+---+---+---+-----------------+
| ** | **Buffets on the ground due to     | * | * | * | * |                 |
| 2. | spoiler/speedbrake extension and   | * | * | * | * |                 |
| ** | reverse thrust:**                  | X | X | X | X |                 |
|    |                                    | * | * | * | * |                 |
|    | Procedure: Perform a normal        | * | * | * | * |                 |
|    | landing and use ground spoilers    |   |   |   |   |                 |
|    | and reverse thrust -- either       |   |   |   |   |                 |
|    | individually or in combination --  |   |   |   |   |                 |
|    | to decelerate the simulated        |   |   |   |   |                 |
|    | airplane. Do not use wheel braking |   |   |   |   |                 |
|    | so that only the buffet due to the |   |   |   |   |                 |
|    | ground spoilers and thrust         |   |   |   |   |                 |
|    | reversers is felt.                 |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| ** | #### Bump                          | * | * | * | * |                 |
| 3. | s associated with the landing gear | * | * | * | * |                 |
| ** | :  {#bumps-associated-with-the-lan | X | X | X | X |                 |
|    | ding-gear .Title-Text-Block-Lvl-7} | * | * | * | * |                 |
|    |                                    | * | * | * | * |                 |
|    | Procedure: Perform a normal        |   |   |   |   |                 |
|    | take-off paying special attention  |   |   |   |   |                 |
|    | to the bumps that could be         |   |   |   |   |                 |
|    | perceptible due to maximum oleo    |   |   |   |   |                 |
|    | extension after lift-off. When the |   |   |   |   |                 |
|    | landing gear is extended or        |   |   |   |   |                 |
|    | retracted, motion bumps can be     |   |   |   |   |                 |
|    | felt when the gear locks into      |   |   |   |   |                 |
|    | position.                          |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| ** | #### Bu                            | * | * | * | * |                 |
| 4. | ffet during extension and retracti | * | * | * | * |                 |
| ** | on of landing gear:  {#buffet-duri | X | X | X | X |                 |
|    | ng-extension-and-retraction-of-lan | * | * | * | * |                 |
|    | ding-gear .Title-Text-Block-Lvl-7} | * | * | * | * |                 |
|    |                                    |   |   |   |   |                 |
|    | Procedure: Operate the landing     |   |   |   |   |                 |
|    | gear. Check that the motion cues   |   |   |   |   |                 |
|    | of the buffet experienced          |   |   |   |   |                 |
|    | represent the actual airplane.     |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| ** | #### Buffet                        | * | * | * | * |                 |
| 5. | in the air due to flap and spoiler | * | * | * | * |                 |
| ** | /speedbrake extension and approach | X | X | X | X |                 |
|    |  to stall buffet:  {#buffet-in-the | * | * | * | * |                 |
|    | -air-due-to-flap-and-spoilerspeedb | * | * | * | * |                 |
|    | rake-extension-and-approach-to-sta |   |   |   |   |                 |
|    | ll-buffet .Title-Text-Block-Lvl-7} |   |   |   |   |                 |
|    |                                    |   |   |   |   |                 |
|    | Procedure: Perform an approach and |   |   |   |   |                 |
|    | extend the flaps and slats with    |   |   |   |   |                 |
|    | airspeeds deliberately in excess   |   |   |   |   |                 |
|    | of the normal approach speeds. In  |   |   |   |   |                 |
|    | cruise configuration, verify the   |   |   |   |   |                 |
|    | buffets associated with the        |   |   |   |   |                 |
|    | spoiler/speedbrake extension. The  |   |   |   |   |                 |
|    | above effects can also be verified |   |   |   |   |                 |
|    | with different combinations of     |   |   |   |   |                 |
|    | spoiler/speedbrake, flap, and      |   |   |   |   |                 |
|    | landing gear settings to assess    |   |   |   |   |                 |
|    | the interaction effects.           |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| ** | #### Approach t                    | * | * | * | * |                 |
| 6. | o stall buffet:  {#approach-to-sta | * | * | * | * |                 |
| ** | ll-buffet .Title-Text-Block-Lvl-7} | X | X | X | X |                 |
|    |                                    | * | * | * | * |                 |
|    | Procedure: Conduct an              | * | * | * | * |                 |
|    | approach-to-stall with engines at  |   |   |   |   |                 |
|    | idle and a deceleration of 1       |   |   |   |   |                 |
|    | knot/second. Check that the motion |   |   |   |   |                 |
|    | cues of the buffet, including the  |   |   |   |   |                 |
|    | level of buffet increase with      |   |   |   |   |                 |
|    | decreasing speed, are              |   |   |   |   |                 |
|    | representative of the actual       |   |   |   |   |                 |
|    | airplane.                          |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| ** | #### To                            | * | * | * | * |                 |
| 7. | uchdown cues for main and nose gea | * | * | * | * |                 |
| ** | r:  {#touchdown-cues-for-main-and- | X | X | X | X |                 |
|    | nose-gear .Title-Text-Block-Lvl-7} | * | * | * | * |                 |
|    |                                    | * | * | * | * |                 |
|    | Procedure: Conduct several normal  |   |   |   |   |                 |
|    | approaches with various rates of   |   |   |   |   |                 |
|    | descent. Check that the motion     |   |   |   |   |                 |
|    | cues for the touchdown bumps for   |   |   |   |   |                 |
|    | each descent rate are              |   |   |   |   |                 |
|    | representative of the actual       |   |   |   |   |                 |
|    | airplane.                          |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| ** | ###                                | * | * | * | * |                 |
| 8. | # Nosewheel scuffing:  {#nosewheel | * | * | * | * |                 |
| ** | -scuffing .Title-Text-Block-Lvl-7} | X | X | X | X |                 |
|    |                                    | * | * | * | * |                 |
|    | Procedure: Taxi at various ground  | * | * | * | * |                 |
|    | speeds and manipulate the          |   |   |   |   |                 |
|    | nosewheel steering to cause yaw    |   |   |   |   |                 |
|    | rates to develop that cause the    |   |   |   |   |                 |
|    | nosewheel to vibrate against the   |   |   |   |   |                 |
|    | ground ("scuffing"). Evaluate the  |   |   |   |   |                 |
|    | speed/nosewheel combination needed |   |   |   |   |                 |
|    | to produce scuffing and check that |   |   |   |   |                 |
|    | the resultant vibrations are       |   |   |   |   |                 |
|    | representative of the actual       |   |   |   |   |                 |
|    | airplane.                          |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| ** | #### Thrust effect with b          | * | * | * | * | This effect is  |
| 9. | rakes set:  {#thrust-effect-with-b | * | * | * | * | most            |
| ** | rakes-set .Title-Text-Block-Lvl-7} | X | X | X | X | discernible     |
|    |                                    | * | * | * | * | with            |
|    | Procedure: Set the brakes on at    | * | * | * | * | wing-mounted    |
|    | the take-off point and increase    |   |   |   |   | engines.        |
|    | the engine power until buffet is   |   |   |   |   |                 |
|    | experienced. Evaluate its          |   |   |   |   |                 |
|    | characteristics. Confirm that the  |   |   |   |   |                 |
|    | buffet increases appropriately     |   |   |   |   |                 |
|    | with increasing engine thrust.     |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| *  | #### Mach and m                    |   | * | * | # | ####            |
| *1 | aneuver buffet:  {#mach-and-maneuv |   | * | * | # |                 |
| 0. | er-buffet .Title-Text-Block-Lvl-7} |   | X | X | # |                 |
| ** |                                    |   | * | * | # |                 |
|    | Procedure: With the simulated      |   | * | * |   |                 |
|    | airplane trimmed in 1 g flight     |   |   |   | X |                 |
|    | while at high altitude, increase   |   |   |   |   |                 |
|    | the engine power so that the Mach  |   |   |   | { |                 |
|    | number exceeds the documented      |   |   |   | # |                 |
|    | value at which Mach buffet is      |   |   |   | x |                 |
|    | experienced. Check that the buffet |   |   |   | - |                 |
|    | begins at the same Mach number as  |   |   |   | 2 |                 |
|    | it does in the airplane (for the   |   |   |   | 0 |                 |
|    | same configuration) and that       |   |   |   | } |                 |
|    | buffet levels are representative   |   |   |   |   |                 |
|    | of the actual airplane. For        |   |   |   |   |                 |
|    | certain airplanes, maneuver buffet |   |   |   |   |                 |
|    | can also be verified for the same  |   |   |   |   |                 |
|    | effects. Maneuver buffet can occur |   |   |   |   |                 |
|    | during turning flight at           |   |   |   |   |                 |
|    | conditions greater than 1 g,       |   |   |   |   |                 |
|    | particularly at higher altitudes.  |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| *  | #### Tire                          |   |   | * | * | The pilot may   |
| *1 |  failure dynamics:  {#tire-failure |   |   | * | * | notice some     |
| 1. | -dynamics .Title-Text-Block-Lvl-7} |   |   | X | X | yawing with a   |
| ** |                                    |   |   | * | * | multiple tire   |
|    | Procedure: Simulate a single tire  |   |   | * | * | failure         |
|    | failure and a multiple tire        |   |   |   |   | selected on the |
|    | failure.                           |   |   |   |   | same side. This |
|    |                                    |   |   |   |   | should require  |
|    |                                    |   |   |   |   | the use of the  |
|    |                                    |   |   |   |   | rudder to       |
|    |                                    |   |   |   |   | maintain        |
|    |                                    |   |   |   |   | control of the  |
|    |                                    |   |   |   |   | airplane.       |
|    |                                    |   |   |   |   |                 |
|    |                                    |   |   |   |   | Dependent on    |
|    |                                    |   |   |   |   | airplane type,  |
|    |                                    |   |   |   |   | a single tire   |
|    |                                    |   |   |   |   | failure may not |
|    |                                    |   |   |   |   | be noticed by   |
|    |                                    |   |   |   |   | the pilot and   |
|    |                                    |   |   |   |   | should not have |
|    |                                    |   |   |   |   | any special     |
|    |                                    |   |   |   |   | motion effect.  |
|    |                                    |   |   |   |   | Sound or        |
|    |                                    |   |   |   |   | vibration may   |
|    |                                    |   |   |   |   | be associated   |
|    |                                    |   |   |   |   | with the actual |
|    |                                    |   |   |   |   | tire losing     |
|    |                                    |   |   |   |   | pressure.       |
+----+------------------------------------+---+---+---+---+-----------------+
| *  | ####                               |   | * | * | * |                 |
| *1 |  Engine malfunction and engine dam |   | * | * | * |                 |
| 2. | age: {#engine-malfunction-and-engi |   | X | X | X |                 |
| ** | ne-damage .Title-Text-Block-Lvl-7} |   | * | * | * |                 |
|    |                                    |   | * | * | * |                 |
|    | Procedure: The characteristics of  |   |   |   |   |                 |
|    | an engine malfunction as           |   |   |   |   |                 |
|    | stipulated in the malfunction      |   |   |   |   |                 |
|    | definition document for the        |   |   |   |   |                 |
|    | particular flight simulator must   |   |   |   |   |                 |
|    | describe the special motion        |   |   |   |   |                 |
|    | effects felt by the pilot. Note    |   |   |   |   |                 |
|    | the associated engine instruments  |   |   |   |   |                 |
|    | varying according to the nature of |   |   |   |   |                 |
|    | the malfunction and note the       |   |   |   |   |                 |
|    | replication of the effects of the  |   |   |   |   |                 |
|    | airframe vibration.                |   |   |   |   |                 |
+----+------------------------------------+---+---+---+---+-----------------+
| *  | ##                                 |   | * | * | * | The motion      |
| *1 | ## Tail strikes and engine pod str |   | * | * | * | effect should   |
| 3. | ikes: {#tail-strikes-and-engine-po |   | X | X | X | be felt as a    |
| ** | d-strikes .Title-Text-Block-Lvl-7} |   | * | * | * | noticeable      |
|    |                                    |   | * | * | * | bump. If the    |
|    | Procedure: Tail-strikes can be     |   |   |   |   | tail strike     |
|    | checked by over-rotation of the    |   |   |   |   | affects the     |
|    | airplane at a speed below V~r~     |   |   |   |   | airplane        |
|    | while performing a takeoff. The    |   |   |   |   | angular rates,  |
|    | effects can also be verified       |   |   |   |   | the cueing      |
|    | during a landing.                  |   |   |   |   | provided by the |
|    |                                    |   |   |   |   | motion system   |
|    | Excessive banking of the airplane  |   |   |   |   | should have an  |
|    | during its take-off/landing roll   |   |   |   |   | associated      |
|    | can cause a pod strike.            |   |   |   |   | effect.         |
+----+------------------------------------+---+---+---+---+-----------------+

  ----------- ----------------------------------------------- ---- ---- ------- -------
  The                                                                           
  following                                                                     
  checks are                                                                    
  performed                                                                     
  during a                                                                      
  normal                                                                        
  flight                                                                        
  profile                                                                       
  with motion                                                                   
  system ON.                                                                    

  **1.**      Precipitation.                                            **X**   **X**

  **2.**      Rain removal equipment.                                   **X**   **X**

  **3.**      Significant airplane noises perceptible to the            **X**   **X**
              pilot during normal operations.                                   

  **4.**      Abnormal operations for which there are                   **X**   **X**
              associated sound cues including, engine                           
              malfunctions, landing gear/tire malfunctions,                     
              tail and engine pod strike and pressurization                     
              malfunction.                                                      

  **5.**      Sound of a crash when the flight simulator is             **X**   **X**
              landed in excess of limitations.                                  
  ----------- ----------------------------------------------- ---- ---- ------- -------

+-----+-----------------------------------------------+---+---+---+---+
| T   |                                               |   |   |   |   |
| his |                                               |   |   |   |   |
| ta  |                                               |   |   |   |   |
| ble |                                               |   |   |   |   |
| spe |                                               |   |   |   |   |
| cif |                                               |   |   |   |   |
| ies |                                               |   |   |   |   |
| the |                                               |   |   |   |   |
| m   |                                               |   |   |   |   |
| ini |                                               |   |   |   |   |
| mum |                                               |   |   |   |   |
| s   |                                               |   |   |   |   |
| pec |                                               |   |   |   |   |
| ial |                                               |   |   |   |   |
| e   |                                               |   |   |   |   |
| ffe |                                               |   |   |   |   |
| cts |                                               |   |   |   |   |
| nec |                                               |   |   |   |   |
| ess |                                               |   |   |   |   |
| ary |                                               |   |   |   |   |
| for |                                               |   |   |   |   |
| the |                                               |   |   |   |   |
| spe |                                               |   |   |   |   |
| cif |                                               |   |   |   |   |
| ied |                                               |   |   |   |   |
| sim |                                               |   |   |   |   |
| ula |                                               |   |   |   |   |
| tor |                                               |   |   |   |   |
| lev |                                               |   |   |   |   |
| el. |                                               |   |   |   |   |
+-----+-----------------------------------------------+---+---+---+---+
| **1 | #### Braking Dynamics:                        |   |   | * | * |
| .** |   {#braking-dynamics .Title-Text-Block-Lvl-7} |   |   | * | * |
|     |                                               |   |   | X | X |
|     | Representations of the dynamics of brake      |   |   | * | * |
|     | failure (flight simulator pitch,              |   |   | * | * |
|     | side-loading, and directional control         |   |   |   |   |
|     | characteristics representative of the         |   |   |   |   |
|     | airplane), including antiskid and decreased   |   |   |   |   |
|     | brake efficiency due to high brake            |   |   |   |   |
|     | temperatures (based on airplane related       |   |   |   |   |
|     | data), sufficient to enable pilot             |   |   |   |   |
|     | identification of the problem and             |   |   |   |   |
|     | implementation of appropriate procedures.     |   |   |   |   |
+-----+-----------------------------------------------+---+---+---+---+
| **2 | **Effects of Airframe and Engine Icing:**     |   |   | * | * |
| .** |                                               |   |   | * | * |
|     | **Required only for those airplanes           |   |   | X | X |
|     | authorized for operations in known icing      |   |   | * | * |
|     | conditions.**                                 |   |   | * | * |
|     |                                               |   |   |   |   |
|     | Procedure: With the simulator airborne, in a  |   |   |   |   |
|     | clean configuration, nominal altitude and     |   |   |   |   |
|     | cruise airspeed, autopilot on and             |   |   |   |   |
|     | auto-throttles off, engine and airfoil        |   |   |   |   |
|     | anti-ice/de-ice systems deactivated; activate |   |   |   |   |
|     | icing conditions at a rate that allows        |   |   |   |   |
|     | monitoring of simulator and systems response. |   |   |   |   |
|     | Icing recognition will include an increase in |   |   |   |   |
|     | gross weight, airspeed decay, change in       |   |   |   |   |
|     | simulator pitch attitude, change in engine    |   |   |   |   |
|     | performance indications (other than due to    |   |   |   |   |
|     | airspeed changes), and change in data from    |   |   |   |   |
|     | pitot/static system. Activate heating,        |   |   |   |   |
|     | anti-ice, or de-ice systems independently.    |   |   |   |   |
|     | Recognition will include proper effects of    |   |   |   |   |
|     | these systems, eventually returning the       |   |   |   |   |
|     | simulated airplane to normal flight.          |   |   |   |   |
+-----+-----------------------------------------------+---+---+---+---+

+--------+---------------------------------------------+---+---+---+---+
|        | Functions in this table are subject to      |   |   |   |   |
|        | evaluation only if appropriate for the      |   |   |   |   |
|        | airplane and/or the system is installed on  |   |   |   |   |
|        | the specific simulator.                     |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+
| **1.** | **Simulator Power Switch(es)**              | * | * | * | * |
|        |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **2.** | **Airplane conditions.**                    |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+
| **     | Gross weight, center of gravity, fuel       | * | * | * | * |
| 2.a.** | loading and allocation                      | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Airplane systems status.                    | * | * | * | * |
| 2.b.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Ground crew functions (e.g., ext. power,    | * | * | * | * |
| 2.c.** | push back)                                  | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **3.** | **Airports.**                               |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+
| **     | > Number and selection.                     | * | * | * | * |
| 3.a.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | > Runway selection.                         | * | * | * | * |
| 3.b.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | > Runway surface condition (e.g., rough,    |   |   | * | * |
| 3.c.** | > smooth, icy, wet)                         |   |   | * | * |
|        |                                             |   |   | X | X |
|        |                                             |   |   | * | * |
|        |                                             |   |   | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | > Preset positions (e.g., ramp, gate, #1    | * | * | * | * |
| 3.d.** | > for takeoff, takeoff position, over FAF)  | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | > Lighting controls.                        | * | * | * | * |
| 3.e.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **4.** | **Environmental controls.**                 |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+
| *      | Visibility (statute miles (kilometers)).    | * | * | * | * |
| *4.a** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Runway visual range (in feet (meters)).     | * | * | * | * |
| 4.b.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Temperature.                                | * | * | * | * |
| 4.c.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Climate conditions (e.g., ice, snow, rain). | * | * | * | * |
| 4.d.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Wind speed and direction.                   | * | * | * | * |
| 4.e.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Windshear.                                  |   |   | * | * |
| 4.f.** |                                             |   |   | * | * |
|        |                                             |   |   | X | X |
|        |                                             |   |   | * | * |
|        |                                             |   |   | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Clouds (base and tops).                     | * | * | * | * |
| 4.g.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **5.** | **Airplane system malfunctions** (Inserting | * | * | * | * |
|        | and deleting malfunctions into the          | * | * | * | * |
|        | simulator).                                 | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| ##     | **Locks, Freezes, and Repositioning.**      |   |   |   |   |
| ## 6.  |                                             |   |   |   |   |
| {#sect |                                             |   |   |   |   |
| ion-9  |                                             |   |   |   |   |
| .Title |                                             |   |   |   |   |
| -Text- |                                             |   |   |   |   |
| Block- |                                             |   |   |   |   |
| Lvl-7} |                                             |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+
| **     | Problem (all) freeze / release.             | * | * | * | * |
| 6.a.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Position (geographic) freeze / release.     | * | * | * | * |
| 6.b.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Repositioning (locations, freezes, and      | * | * | * | * |
| 6.c.** | releases).                                  | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| **     | Ground speed control.                       | * | * | * | * |
| 6.d.** |                                             | * | * | * | * |
|        |                                             | 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.**        |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+
| **     | > On / off / emergency stop.                | * | * | * | * |
| 9.a.** |                                             | * | * | * | * |
|        |                                             | X | X | X | X |
|        |                                             | * | * | * | * |
|        |                                             | * | * | * | * |
+--------+---------------------------------------------+---+---+---+---+
| ####   | **Observer Seats / Stations.** Position /   | * | * | * | * |
|  10. { | Adjustment / Positive restraint system.     | * | * | * | * |
| #secti |                                             | X | X | X | X |
| on-10  |                                             | * | * | * | * |
| .Title |                                             | * | * | * | * |
| -Text- |                                             |   |   |   |   |
| Block- |                                             |   |   |   |   |
| Lvl-7} |                                             |   |   |   |   |
+--------+---------------------------------------------+---+---+---+---+

#### 

**Begin Information**

**1. Introduction**

a\. The following is an example test schedule for an Initial/Upgrade
evaluation that covers the majority of the requirements set out in the
Functions and Subjective test requirements. It is not intended that the
schedule be followed line by line, rather, the example should be used as
a guide for preparing a schedule that is tailored to the airplane,
sponsor, and training task.

b\. Functions and subjective tests should be planned. This information
has been organized as a reference document with the considerations,
methods, and evaluation notes for each individual aspect of the
simulator task presented as an individual item. In this way the
evaluator can design his or her own test plan, using the appropriate
sections to provide guidance on method and evaluation criteria. Two
aspects should be present in any test plan structure:

\(1\) An evaluation of the simulator to determine that it replicates the
aircraft and performs reliably for an uninterrupted period equivalent to
the length of a typical training session.

\(2\) The simulator should be capable of operating reliably after the
use of training device functions such as repositions or malfunctions.

c\. A detailed understanding of the training task will naturally lead to
a list of objectives that the simulator should meet. This list will form
the basis of the test plan. Additionally, once the test plan has been
formulated, the initial conditions and the evaluation criteria should be
established. The evaluator should consider all factors that may have an
influence on the characteristics observed during particular training
tasks in order to make the test plan successful.

**2. Events:**

a\. Initial Conditions.

\(1\) Airport.

\(2\) QNH.

\(3\) Temperature.

\(4\) Wind/Crosswind.

\(5\) Zero Fuel Weight /Fuel/Gross Weight /Center of Gravity.

b\. Initial Checks.

\(1\) Documentation of Simulator.

\(a\) Simulator Acceptance Test Manuals.

\(b\) Simulator Approval Test Guide.

\(c\) Technical Logbook Open Item List.

\(d\) Daily Functional Pre-flight Check.

\(2\) Documentation of User/Carrier Flight Logs.

\(a\) Simulator Operating/Instructor Manual.

\(b\) Difference List (Aircraft/Simulator).

\(c\) Flight Crew Operating Manuals.

\(d\) Performance Data for Different Fields.

\(e\) Crew Training Manual.

\(f\) Normal/Abnormal/Emergency Checklists.

\(3\) Simulator External Checks.

\(a\) Appearance and Cleanliness.

\(b\) Stairway/Access Bridge.

\(c\) Emergency Rope Ladders.

\(d\) \"Motion On\"/\"Flight in Progress\" Lights.

\(4\) Simulator Internal Checks.

\(a\) Cleaning/Disinfecting Towels (for cleaning oxygen masks).

\(b\) Flight deck Layout (compare with difference list).

\(5\) Equipment.

\(a\) Quick Donning Oxygen Masks.

\(b\) Head Sets.

\(c\) Smoke Goggles.

\(d\) Sun Visors.

\(e\) Escape Rope.

\(f\) Chart Holders.

\(g\) Flashlights.

\(h\) Fire Extinguisher (inspection date).

\(i\) Crash Axe.

\(j\) Gear Pins.

c\. Power Supply And APU Start Checks.

\(1\) Batteries and Static Inverter.

\(2\) APU Start with Battery.

\(3\) APU Shutdown using Fire Handle.

\(4\) External Power Connection.

\(5\) APU Start with External Power.

\(6\) Abnormal APU Start/Operation.

d\. Flight deck Checks.

\(1\) Flight deck Preparation Checks.

\(2\) FMC Programming.

\(3\) Communications and Navigational Aids Checks.

e\. Engine Start.

\(1\) Before Start Checks.

\(2\) Battery start with Ground Air Supply Unit.

\(3\) Engine Crossbleed Start.

\(4\) Normal Engine Start.

\(5\) Abnormal Engine Starts.

\(6\) Engine Idle Readings.

\(7\) After Start Checks.

f\. Taxi Checks.

\(1\) Pushback/Powerback.

\(2\) Taxi Checks.

\(3\) Ground Handling Check:

\(a\) Power required to initiate ground roll.

\(b\) Thrust response.

\(c\) Nosewheel and Pedal Steering.

\(d\) Nosewheel Scuffing.

\(e\) Perform 180 degree turns.

\(f\) Brakes Response and Differential Braking using Normal, Alternate
and Emergency.

\(g\) Brake Systems.

\(h\) Eye height and fore/aft position.

\(4\) Runway Roughness.

g\. Visual Scene - Ground Assessment. Select 3 different airport models
and perform the following checks with Day, Dusk and Night selected, as
appropriate:

\(1\) Visual Controls.

\(a\) Daylight, Dusk, Night Scene Controls.

\(b\) Flight deck \"Daylight\" ambient lighting.

\(c\) Environment Light Controls.

\(d\) Runway Light Controls.

\(e\) Taxiway Light Controls.

\(2\) Airport Model Content.

\(a\) Ramp area for buildings, gates, airbridges, maintenance ground
Equipment, parked aircraft.

\(b\) Daylight shadows, night time light pools.

\(c\) Taxiways for correct markings, taxiway/runway, marker boards, CAT
I and II/III hold points, taxiway shape/grass areas, taxiway light
(positions and colors).

\(d\) Runways for correct markings, lead-off lights, boards, runway
slope, runway light positions, and colors, directionality of runway
lights.

\(e\) Airport environment for correct terrain and, significant features.

\(f\) Visual scene quantization (aliasing), color, and occulting levels.

\(3\) Ground Traffic Selection.

\(4\) Environment Effects.

\(a\) Low cloud scene.

\(i\) Rain:

\(A\) Runway surface scene.

\(B\) Windshield wiper - operation and sound.

\(ii\) Hail:

\(A\) Runway surface scene

\(B\) Windshield wiper - operation and sound.

\(b\) Lightning/thunder.

\(c\) Snow/ice runway surface scene.

\(d\) Fog.

h\. Takeoff. Select one or several of the following test cases:

\(1\) T/O Configuration Warnings.

\(2\) Engine Takeoff Readings.

\(3\) Rejected Takeoff (Dry/Wet/Icy Runway) and check the following:

\(a\) Autobrake function.

\(b\) Anti-skid operation.

\(c\) Motion/visual effects during deceleration.

\(d\) Record stopping distance (use runway plot or runway lights
remaining).

Continue taxiing along the runway while applying brakes and check the
following:

\(e\) Center line lights alternating red/white for 2000 feet/600meters.

\(f\) Center line lights all red for 1000 feet/300m.

\(g\) Runway end, red stop bars.

\(h\) Braking fade effect.

\(i\) Brake temperature indications.

\(4\) Engine Failure between VI and V2

\(5\) Normal Takeoff:

\(a\) During ground roll check the following:

\(i\) Runway rumble.

\(ii\) Acceleration cues.

\(iii\) Groundspeed effects.

\(iv\) Engine sounds.

\(v\) Nosewheel and rudder pedal steering.

\(b\) During and after rotation, check the following:

\(i\) Rotation characteristics.

\(ii\) Column force during rotation.

\(iii\) Gear uplock sounds/bumps.

\(iv\) Effect of slat/flap retraction during climbout

\(6\) Crosswind Takeoff (check the following):

\(a\) Tendency to turn into or out of the wind.

\(b\) Tendency to lift upwind wing as airspeed increase

\(7\) Windshear during Takeoff (check the following):

\(a\) Controllable during windshear encounter.

\(b\) Performance adequate when using correct techniques.

\(c\) Windshear Indications satisfactory.

\(d\) Motion cues satisfactory (particularly turbulence).

\(8\) Normal Takeoff with Control Malfunction

\(9\) Low Visibility T/O (check the following):

\(a\) Visual cues.

\(b\) Flying by reference to instruments.

\(c\) SID Guidance on LNAV

i\. Climb Performance. Select one or several of the following test cases

\(1\) Normal Climb -- Climb while maintaining recommended speed profile
and note fuel, distance and time.

\(2\) Single Engine Climb -- Trim aircraft in a zero wheel climb at V2

Note: Up to 5 bank towards the operating engine(s) is permissible. Climb
for 3 minutes and note fuel, distance, and time. Increase speed toward
en route climb speed and retract flaps. Climb for 3 minutes and note
fuel, distance, and time.

j\. Systems Operation During Climb.

Check normal operation and malfunctions as appropriate for the following
systems

\(1\) Air conditioning/Pressurization/Ventilation.

\(2\) Autoflight.

\(3\) Communications.

\(4\) Electrical.

\(5\) Fuel.

\(6\) Icing Systems.

\(7\) Indicating and Recording systems.

\(8\) Navigation/FMS.

\(9\) Pneumatics.

k\. Cruise Checks. Select one or several of the following test cases:

\(1\) Cruise Performance.

\(2\) High Speed/High Altitude Handling (check the following):

\(a\) Overspeed warning.

\(b\) High Speed buffet.

\(c\) Aircraft control satisfactory.

\(d\) Envelope limiting functions on Computer Controlled Aircraft.

Reduce airspeed to below level flight buffet onset speed, start a turn,
and check the following:

\(e\) High Speed buffet increases with G loading.

Reduce throttles to idle and start descent, deploy the speedbrake, and
check the following:

\(f\) Speedbrake indications.

\(g\) Symmetrical deployment.

\(h\) Airframe buffet.

\(i\) Aircraft response hands off.

\(3\) Yaw Damper Operation. Switch off yaw dampers and autopilot.
Initiate a Dutch roll and check the following:

\(a\) Aircraft dynamics.

\(b\) Simulator motion effects.

Switch on yaw dampers, re-initiate a Dutch roll and check the following:

\(c\) Damped aircraft dynamics.

\(4\) APU Operation.

\(5\) Engine Gravity Feed.

\(6\) Engine Shutdown and Driftdown Check: FMC operation Aircraft
performance.

\(7\) Engine Relight.

l\. Descent. Select one of the following test cases:

\(1\) Normal Descent Descend while maintaining recommended speed profile
and note fuel, distance And time.

\(2\) Cabin Depressurization/Emergency Descent.

m\. Medium Altitude Checks. Select one or several of the following test
cases:

\(1\) High Angle of Attack/Stall. Trim the aircraft at 1.4 Vs, establish
1 kt/sec^2^ deceleration rate, and check the following --

\(a\) System displays/operation satisfactory.

\(b\) Handling characteristics satisfactory.

\(c\) Stall and Stick shaker speed.

\(d\) Buffet characteristics and onset speed.

\(e\) Envelope limiting functions on Computer Controlled Aircraft.

Recover to straight and level flight and check the following:

\(f\) Handling characteristics satisfactory.

\(2\) Turning Flight. Roll aircraft to left, establish a 30 to 45 bank
angle, and check the following:

\(a\) Stick force required, satisfactory.

\(b\) Wheel requirement to maintain bank angle.

\(c\) Slip ball response, satisfactory.

\(d\) Time to turn 180°.

Roll aircraft from 45 bank one way to 45 bank the opposite direction
while maintaining altitude and airspeed -- check the following:

\(e\) Controllability during maneuver.

\(3\) Degraded flight controls.

\(4\) Holding Procedure (check the following:)

\(a\) FMC operation.

\(b\) Autopilot auto thrust performance.

\(5\) Storm Selection (check the following:)

\(a\) Weather radar controls.

\(b\) Weather radar operation.

\(c\) Visual scene corresponds with WXR pattern.

(Fly through storm center, and check the following:)

\(d\) Aircraft enters cloud.

\(e\) Aircraft encounters representative turbulence.

\(f\) Rain/hail sound effects evident.

As aircraft leaves storm area, check the following:

\(g\) Storm effects disappear.

\(6\) TCAS (check the following:)

\(a\) Traffic appears on visual display.

\(b\) Traffic appears on TCAS display(s).

As conflicting traffic approaches, take relevant avoiding action, and
check the following:

\(c\) Visual and TCAS system displays.

n\. Approach And Landing. Select one or several of the following test
cases while monitoring flight control and hydraulic systems for normal
operation and with malfunctions selected:

\(1\) Flaps/Gear Normal Operation. Check the following:

\(a\) Time for extension/retraction.

\(b\) Buffet characteristics.

\(2\) Normal Visual Approach and Landing.

Fly a normal visual approach and landing -- check the following:

\(a\) Aircraft handling.

\(b\) Spoiler operation.

\(c\) Reverse thrust operation.

\(d\) Directional control on the ground.

\(e\) Touchdown cues for main and nosewheel.

\(f\) Visual cues.

\(g\) Motion cues.

\(h\) Sound cues.

\(i\) Brake and Anti-skid operation.

\(3\) Flaps/Gear Abnormal Operation or with hydraulic malfunctions.

\(4\) Abnormal Wing Flaps/Slats Landing.

\(5\) Manual Landing with Control Malfunction

\(a\) Aircraft handling.

\(b\) Radio Aids and instruments.

\(c\) Airport model content and cues.

\(d\) Motion cues.

\(e\) Sound cues.

\(6\) Non-precision Approach - All Engines Operating.

\(a\) Aircraft handling.

\(b\) Radio Aids and instruments.

\(c\) Airport model content and cues.

\(d\) Motion cues.

\(e\) Sound cues.

\(7\) Circling Approach.

\(a\) Aircraft handling.

\(c\) Radio Aids and instruments.

\(d\) Airport model content and cues.

\(e\) Motion cues.

\(f\) Sound cues.

\(8\) Non-precision Approach - One Engine Inoperative.

\(a\) Aircraft handling.

\(b\) Radio Aids and instruments.

\(c\) Airport model content and cues.

\(d\) Motion cues.

\(e\) Sound cues.

\(9\) One Engine Inoperative Go-around.

\(a\) Aircraft handling.

\(b\) Radio Aids and instruments.

\(c\) Airport model content and cues.

\(d\) Motion cues.

\(e\) Sound cues.

\(10\) CAT I Approach and Landing with raw-data ILS.

\(a\) Aircraft handling.

\(b\) Radio Aids and instruments.

\(c\) Airport model content and cues.

\(d\) Motion cues.

\(e\) Sound cues.

\(11\) CAT I Approach and Landing with Limiting Crosswind.

\(a\) Aircraft handling.

\(b\) Radio Aids and instruments.

\(c\) Airport model content and cues.

\(d\) Motion cues.

\(e\) Sound cues.

\(12\) CAT I Approach with Windshear. Check the following:

\(a\) Controllable during windshear encounter.

\(b\) Performance adequate when using correct techniques.

\(c\) Windshear indications/warnings.

\(d\) Motion cues (particularly turbulence).

\(13\) CAT II Approach and Automatic Go-Around.

\(14\) CAT Ill Approach and Landing - System Malfunctions.

\(15\) CAT Ill Approach and Landing - 1 Engine Inoperative.

\(16\) GPWS evaluation.

o\. Visual Scene - In-Flight Assessment.

Select three (3) different visual models and perform the following
checks with "day," "dusk," and "night" (as appropriate) selected.
Reposition the aircraft at or below 2000 feet within 10 nm of the
airfield. Fly the aircraft around the airport environment and assess
control of the visual system and evaluate the Airport model content as
described below:

\(1\) Visual Controls.

\(a\) Daylight, Dusk, Night Scene Controls.

\(b\) Environment Light Controls.

\(c\) Runway Light Controls.

\(d\) Taxiway Light Controls.

\(e\) Approach Light Controls.

\(2\) Airport model Content.

\(a\) Airport environment for correct terrain and significant features.

\(b\) Runways for correct markings, runway slope, directionality of
runway lights.

\(c\) Visual scene for quantization (aliasing), color, and occulting.

Reposition the aircraft to a long, final approach for an "ILS runway."
Select flight freeze when the aircraft is 5-statute miles
(sm)/8-kilometers (km) out and on the glide slope. Check the following:

\(3\) Airport model content.

\(a\) Airfield features.

\(b\) Approach lights.

\(c\) Runway definition.

\(d\) Runway definition.

\(e\) Runway edge lights and VASI lights.

\(f\) Strobe lights.

Release flight freeze. Continue flying the approach with NP engaged.
Select flight freeze when aircraft is 3 sm/5 km out and on the glide
slope. Check the following:

\(4\) Airport model Content.

\(a\) Runway centerline light.

\(b\) Taxiway definition and lights.

Release flight freeze and continue flying the approach with A/P engaged.
Select flight freeze when aircraft is 2 sm/3 km out and on the glide
slope. Check the following:

\(5\) Airport model content.

\(a\) Runway threshold lights.

\(b\) Touchdown zone lights.

At 200 ft radio altitude and still on glide slope, select Flight Freeze.
Check the following:

\(6\) Airport model content.

\(a\) Runway markings.

Set the weather to Category I conditions and check the following:

\(7\) Airport model content.

\(a\) Visual ground segment.

Set the weather to Category II conditions, release Flight Freeze,
re-select Flight

Freeze at 100 feet radio altitude, and check the following:

\(8\) Airport model content.

\(a\) Visual ground segment.

Select night/dusk (twilight) conditions and check the following:

\(9\) Airport model content.

\(a\) Runway markings visible within landing light lobes.

Set the weather to Category III conditions, release Flight Freeze,
re-select Flight

Freeze at 50 feet radio altitude and check the following:

\(10\) Airport model content.

\(a\) Visual ground segment.

Set WX to a typical "missed approach" weather condition, release Flight
Freeze, re-select Flight Freeze at 15 feet radio altitude, and check the
following:

\(11\) Airport model content.

\(a\) Visual ground segment.

When on the ground, stop the aircraft. Set 0 feet RVR, ensure
strobe/beacon tights are switched on and check the following:

\(12\) Airport model content.

\(a\) Visual effect of strobe and beacon.

Reposition to final approach, set weather to "Clear," continue approach
for an automatic landing, and check the following:

\(13\) Airport model content.

\(a\) Visual cues during flare to assess sink rate.

\(b\) Visual cues during flare to assess Depth perception.

\(c\) Flight deck height above ground.

p\. After Landing Operations.

\(1\) After Landing Checks.

\(2\) Taxi back to gate. Check the following:

\(a\) Visual model satisfactory.

\(b\) Parking brake operation satisfactory.

\(3\) Shutdown Checks.

q\. Crash Function.

\(1\) Gear-up Crash.

\(2\) Excessive rate of descent Crash.

\(3\) Excessive bank angle Crash.

Typical Subjective Continuing Qualification Evaluation Profile (2 hours)

![](media/image7.png){width="6.248611111111111in"
height="4.289583333333334in"}

**End Information**

**Attachment 4 to Appendix A to Part 60\--**

**SAMPLE DOCUMENTS**

**Table of Contents**

Title of Sample

Figure A4A Sample Letter, Request for Initial, Upgrade, or Reinstatement
Evaluation.

Figure A4B Attachment: FFS Information Form

Figure A4C Sample Letter of Compliance

Figure A4D Sample Qualification Test Guide Cover Page

Figure A4E Sample Statement of Qualification - Certificate

Figure A4F Sample Statement of Qualification - Configuration List

Figure A4G Sample Statement of Qualification - List of Qualified Tasks

Figure A4H Sample Continuing Qualification Evaluation Requirements Page

Figure A4I Sample MQTG Index of Effective FFS Directives

+-----------------------------------------------------------------------+
| Date \_\_\_\_\_\_\_                                                   |
|                                                                       |
| Edward D. Cook, Ph.D.                                                 |
|                                                                       |
| Manager, National Simulator Program                                   |
|                                                                       |
| Federal Aviation Administration                                       |
|                                                                       |
| 100 Hartsfield Centre Parkway, Suite 400                              |
|                                                                       |
| Atlanta, GA 30354                                                     |
|                                                                       |
| Dear Dr. Cook:                                                        |
|                                                                       |
| **RE: Request for Initial/Upgrade Evaluation Date**                   |
|                                                                       |
| This is to advise you of our intent to request an (initial or         |
| upgrade) evaluation of our [(FFS Manufacturer)]{.underline},          |
| ([Aircraft Type/Level)]{.underline} Full Flight Simulator (FFS), (FAA |
| ID Number, if previously qualified), located in [(City,               |
| State)]{.underline} at the [(Facility)]{.underline} on [(Proposed     |
| Evaluation Date)]{.underline}. (The proposed evaluation date shall    |
| not be more than 180 days following the date of this letter.) The FFS |
| will be sponsored by [(Name of Training Center/Air                    |
| Carrier)]{.underline}, FAA Designator [(4 Letter Code)]{.underline}.  |
| The FFS will be sponsored as follows: (Select One)                    |
|                                                                       |
| > The FFS will be used within the sponsor's FAA approved training     |
| > program and placed on the sponsor's Training/Operations             |
| > Specifications.                                                     |
| >                                                                     |
| > The FFS will be used for dry lease only.                            |
|                                                                       |
| We agree to provide the formal request for the evaluation to your     |
| staff as follows: (check one)                                         |
|                                                                       |
| > For QTG tests run at the factory, not later, than 45 days prior to  |
| > the proposed evaluation date with the additional "l/3 on-site"      |
| > tests provided not later than 14 days prior to the proposed         |
| > evaluation date.                                                    |
| >                                                                     |
| > For QTG tests run on-site, not later than 30 days prior to the      |
| > proposed evaluation date.                                           |
| >                                                                     |
| > We understand that the formal request will contain the following    |
| > documents:                                                          |
|                                                                       |
| 1.  Sponsor's Letter of Request (*Company Compliance Letter*).        |
|                                                                       |
| 2.  Principal Operations Inspector (POI) or Training Center Program   |
|     Manager's (TCPM) endorsement.                                     |
|                                                                       |
| 3.  Complete QTG.                                                     |
|                                                                       |
| If we are unable to meet the above requirements, we understand this   |
| may result in a significant delay, perhaps 45 days or more, in        |
| rescheduling and completing the evaluation.                           |
|                                                                       |
| (The sponsor should add additional comments as necessary).            |
|                                                                       |
| Please contact [(Name Telephone and Fax Number of Sponsor's           |
| Contact)]{.underline} to confirm the date for this initial            |
| evaluation. We understand a member of your National Simulator Program |
| staff will respond to this request within 14 days.                    |
|                                                                       |
| A copy of this letter of intent has been provided to (Name), the      |
| Principal Operations Inspector (POI) and/or Training Center Program   |
| Manager (TCPM).                                                       |
|                                                                       |
| Sincerely,                                                            |
|                                                                       |
| Attachment: FFS Information Form                                      |
|                                                                       |
| cc: POI/TCPM                                                          |
+-----------------------------------------------------------------------+

<table style="width:100%;">
<colgroup>
<col style="width: 19%" />
<col style="width: 6%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 2%" />
<col style="width: 5%" />
<col style="width: 6%" />
<col style="width: 4%" />
<col style="width: 1%" />
<col style="width: 5%" />
<col style="width: 2%" />
<col style="width: 0%" />
<col style="width: 4%" />
<col style="width: 12%" />
<col style="width: 3%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 3%" />
<col style="width: 7%" />
<col style="width: 13%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="20"><strong>Date:</strong>
<strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="20"><h1
id="section-1.-fstd-information-and-characteristics"><strong>Section 1.
FSTD Information and Characteristics</strong></h1></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Sponsor Name:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="9"><strong>FSTD Location</strong>:</td>
</tr>
<tr class="even">
<td colspan="3"><strong>Address:</strong></td>
<td colspan="8"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="3"><strong>Physical Address:</strong></td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>City:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>City:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>State:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>State:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Country:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>Country:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Manager</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>Sponsor ID No:<br />
</strong>(Four Letter FAA Designator)</td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><p><strong>Nearest Airport:</strong></p>
<p>(Airport Designator)</p></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Type of Evaluation Requested:</strong></td>
<td colspan="12"><p> <strong>Initial</strong> <strong>Upgrade</strong>
<strong>Continuing Qualification</strong> <strong>Special</strong></p>
<p> <strong>Reinstatement</strong></p></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Aircraft Make/model/series:</strong></td>
<td colspan="18"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="2"><p><strong>Initial Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date: <u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"><strong>Manufacturer’s Identification or Serial
Number</strong></td>
<td colspan="6"><strong><u>               </u></strong></td>
</tr>
<tr class="odd">
<td colspan="2"><p><strong>Upgrade Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date:</strong> <strong><u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"> <strong>eMQTG</strong></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="6" rowspan="2"><strong>Qualification Basis:
<u>               </u></strong></td>
<td colspan="3"> <strong>A</strong></td>
<td colspan="4"> <strong>B</strong></td>
<td colspan="4"> <strong>Interim C</strong></td>
<td colspan="2"> <strong>C</strong></td>
<td> <strong>D</strong></td>
</tr>
<tr class="odd">
<td colspan="3"> <strong>6</strong></td>
<td colspan="4"> <strong>7</strong></td>
<td colspan="4"> <strong>Provisional Status</strong></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="20"><strong>Other Technical Information:</strong></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>FAA FSTD ID No:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"><strong>FSTD Manufacturer:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Convertible FSTD:</strong></td>
<td colspan="7"><strong>Yes</strong>:</td>
<td colspan="4"><strong>Date of Manufacture</strong>:</td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>Related FAA ID No</strong>.</p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong>
<strong><u>     </u></strong> <strong><u>     </u></strong></td>
<td colspan="10"><strong>Sponsor FSTD ID No:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Engine model(s) and data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic model:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>FMS identification and revision level:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic coefficient
data:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Visual system manufacturer/model:</strong>
<u>     </u></td>
<td colspan="10"><strong>Aerodynamic data revision number:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>Flight control data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Visual system display:</strong>
<u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Mot ion system manufacturer/type:</strong>
<u>     </u></td>
<td colspan="10"><strong>FSTD computer(s) identification:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="3"><p>National Aviation Authority (NAA):</p>
<p>(If Applicable)</p></td>
<td colspan="17"><u>     </u></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA FSTD ID No:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"><strong>Last NAA Evaluation Date:</strong></td>
<td colspan="6"><u>     </u></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>NAA Qualification Level:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA Qualification Basis:</strong></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="4"><strong>Visual System</strong> M<strong>anufacturer and
Type:</strong></td>
<td colspan="3"><u>     </u></td>
<td colspan="5"><strong>FSTD Seats Available:</strong> <u>     </u></td>
<td colspan="6"><strong>Motion System Manufacturer and
Type:</strong></td>
<td colspan="2"><u>     </u>:</td>
</tr>
<tr class="odd">
<td><strong>Aircraft Equipment:</strong></td>
<td colspan="6"><p><strong>Engine Type(s):</strong></p>
<p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="9"><p><strong>Flight Instrumentation:</strong></p>
<p> <strong>EFIS</strong> <strong>HUD</strong> <strong>HGS</strong>
<strong>EFVS</strong></p>
<p> <strong>TCAS</strong> <strong>GPWS</strong> <strong>Plain
View</strong></p>
<p> <strong>GPS</strong> <strong>FMS Type:</strong> <u>     </u></p>
<p> <strong>WX Radar</strong> <strong>Other:</strong>
<u>     </u></p></td>
<td colspan="4"><p>Engine Instrumentation:</p>
<p> <strong>EICAS</strong> <strong>FADEC</strong></p>
<p> <strong>Other:</strong> <u>     </u></p></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Airport Models</strong>:</td>
<td colspan="5"><p>3.6.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.2 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.3 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
</tr>
<tr class="even">
<td colspan="5"><strong>Circle to Land</strong>:</td>
<td colspan="5"><p>3. 7.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3. 7.2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 7.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Visual Ground Segment</strong></td>
<td colspan="5"><p>3.8.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.8 .2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 8.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
</tbody>
</table>

+------------+---+---------------------+---+------+-------+---+-----------------+
| #          |   |                     |   |      |       |   |                 |
| **Section  |   |                     |   |      |       |   |                 |
| 2. Supplem |   |                     |   |      |       |   |                 |
| entary Inf |   |                     |   |      |       |   |                 |
| ormation** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FAA      |   |                     |   |      |       |   |                 |
| Training   |   |                     |   | **P  |       |   |                 |
| Program    |   |                     |   | OI** |       |   |                 |
| Approval   |   |                     |   | **TC |       |   |                 |
| Au         |   |                     |   | PM** |       |   |                 |
| thority:** |   |                     |   | **   |       |   |                 |
|            |   |                     |   | Othe |       |   |                 |
|            |   |                     |   | r**: |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  | [ |                     |   | **O  | [     |   |                 |
|            |   |                     |   | ffic |   ]{. |   |                 |
|            |   |                     |   | e:** | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa | [     |   |                 |
|            |   |                     |   | x:** |   ]{. |   |                 |
|            |   |                     |   |      | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Email:** | [ |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Scheduling |   |                     |   |      |       |   |                 |
| Person**:  |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  | [ |                     |   | *    |       |   | [               |
| 1:**       |   |                     |   | *Add |       |   |   ]{.underline} |
|            |   |                     |   | ress |       |   |                 |
|            |   |                     |   | 2**  |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Stat |       |   |   ]{.underline} |
|            |   |                     |   | e:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Emai |       |   |   ]{.underline} |
|            |   |                     |   | l:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa |       |   | [               |
|            |   |                     |   | x:** |       |   |   ]{.underline} |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Technical  |   |                     |   |      |       |   |                 |
| Contact:** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  |   | [     ]{.underline} | * |      |       | [ |                 |
| 1:**       |   |                     | * |      |       |   |                 |
|            |   |                     | A |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | r |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | s |      |       | { |                 |
|            |   |                     | s |      |       | . |                 |
|            |   |                     | 2 |      |       | u |                 |
|            |   |                     | * |      |       | n |                 |
|            |   |                     | * |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | S |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | E |      |       |   |                 |
|            |   |                     | m |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | i |      |       |   |                 |
|            |   |                     | l |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | F |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | x |      |       |   |                 |
|            |   |                     | : |      |       |   |                 |
|            |   |                     | * |      |       | ] |                 |
|            |   |                     | * |      |       | { |                 |
|            |   |                     |   |      |       | . |                 |
|            |   |                     |   |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+

+--------------------------------------+------+------------------------+
| # **Section 3. Training, T           |      |                        |
| esting and Checking Considerations** |      |                        |
+--------------------------------------+------+------------------------+
| **Area/Function/Maneuver**           | *    | **Remarks**            |
|                                      | *Req |                        |
|                                      | uest |                        |
|                                      | ed** |                        |
+--------------------------------------+------+------------------------+
| **Private Pilot - Training /         |      | [     ]{.underline}    |
| Checks:** (142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Commercial Pilot - Training        |      | [     ]{.underline}    |
| /Checks:**(142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Multi-Engine Rating - Training /   |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Instrument Rating -Training /      |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Type Rating - Training / Checks**  |      | [     ]{.underline}    |
| (135/121/142)                        |      |                        |
+--------------------------------------+------+------------------------+
| **Proficiency Checks** (135/121/142) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT I:** (RVR 2400/1800 ft. DH200  |      | [     ]{.underline}    |
| ft)                                  |      |                        |
+--------------------------------------+------+------------------------+
| **CAT II**: (RVR 1200 ft. DH 100 ft) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT III** \* (lowest minimum)      |      | [     ]{.underline}    |
| [     ]{.underline} RVR              |      |                        |
| [     ]{.underline} ft.              |      |                        |
|                                      |      |                        |
| **\*** State CAT III                 |      |                        |
| ([\<]{.underline} 700 ft.), CAT IIIb |      |                        |
| ([\<]{.underline} 150 ft.), or CAT   |      |                        |
| IIIc (0 ft.)                         |      |                        |
+--------------------------------------+------+------------------------+
| **Circling Approach**                |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training**:              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training** IAW           |      | [     ]{.underline}    |
| 121.409(d) (121 Turbojets Only)      |      |                        |
+--------------------------------------+------+------------------------+
| **Generic Unusual Attitudes and      |      | [     ]{.underline}    |
| Recoveries** **within the Normal     |      |                        |
| Flight Envelope**                    |      |                        |
+--------------------------------------+------+------------------------+
| **Specific Unusual Attitudes         |      | [     ]{.underline}    |
| Recoveries**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-coupled Approach/Auto Go      |      | [     ]{.underline}    |
| Around**                             |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-land / Roll Out Guidance**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **TCAS/ACAS I / II**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **WX-Radar**                         |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HUD**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HGS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **EFVS**                             |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Future Air Navigation Systems**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPWS / EGPWS**                     |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **ETOPS Capability**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **SMGCS**                            |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter Slope Landings**        |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter External Load           |      | [     ]{.underline}    |
| Operations**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Pinnacle Approach to    |      | [     ]{.underline}    |
| Landing**s                           |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Night Vision            |      | [     ]{.underline}    |
| Maneuvers**                          |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Category A Takeoffs**   |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+

([Date]{.underline})

Mr. ([Name of Training Program Approval Authority]{.underline}):

([Name of FAA FSDO]{.underline})

([Address]{.underline})

([City/State/Zip]{.underline})

Dear Mr. ([Name of TPAA]{.underline}):

**RE: Letter of Compliance**

([Operator Sponsor Name]{.underline}) requests evaluation of our
([Aircraft Type]{.underline}) FFS for Level ([\_\_]{.underline})
qualification. The ([FFS Manufacturer Name]{.underline}) FFS with
([Visual System Manufacturer Name/Model]{.underline}) system is fully
defined on the FFS Information page of the accompanying Qualification
Test Guide (QTG). We have completed the tests of the FFS and certify
that it meets all applicable requirements of FAR parts [121, 125, or
135]{.underline}), and the guidance of ([AC 120-40B or 14 CFR Part
60]{.underline}). Appropriate hardware and software configuration
control procedures have been established. Our Pilot(s),
([Name(s))]{.underline}, who are qualified on ([Aircraft
Type]{.underline}) aircraft have assessed the FFS and have found that it
conforms to the ([Operator/Sponsor]{.underline}) ([Aircraft
Type]{.underline}) flight deck configuration and that the simulated
systems and subsystems function equivalently to those in the aircraft.
The above named pilot(s) have also assessed the performance and the
flying qualities of the FFS and find that it represents the respective
aircraft.

([Added Comments may be placed here]{.underline})

Sincerely,

([Sponsor Representative]{.underline})

cc:

FAA, National Simulator Program

##### 

+-----------------------------------------------------------------------+
| SPONSOR NAME                                                          |
|                                                                       |
| SPONSOR ADDRESS                                                       |
|                                                                       |
| FAA QUALIFICATION TEST GUIDE                                          |
|                                                                       |
| (SPECIFIC AIRPLANE MODEL)                                             |
|                                                                       |
| *for example*                                                         |
|                                                                       |
| Stratos BA797-320A                                                    |
|                                                                       |
| (Type of Simulator)                                                   |
|                                                                       |
| (Simulator Identification Including Manufacturer, Serial Number,      |
| Visual System Used)                                                   |
|                                                                       |
| (Simulator Level)                                                     |
|                                                                       |
| (Qualification Performance Standard Used)                             |
|                                                                       |
| (Simulator Location)                                                  |
|                                                                       |
| FAA Initial Evaluation                                                |
|                                                                       |
| Date: \_\_\_\_\_\_\_\_\_\_\_\_\_                                      |
|                                                                       |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:            |
| \_\_\_\_\_\_\_\_\_\_\_                                                |
|                                                                       |
| (Sponsor)                                                             |
|                                                                       |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:            |
| \_\_\_\_\_\_\_\_\_\_\_                                                |
|                                                                       |
| Manager, National                                                     |
|                                                                       |
| Simulator Program, FAA                                                |
+-----------------------------------------------------------------------+

# 

# Federal Aviation Administration

# National Simulator Program

![](media/image8.png)

## *Certificate of Qualification*

# 

**This is to certify that representatives of the National Simulator
Program**

**Completed an evaluation of the**

## 

**Go-Fast Airlines**

**Farnsworth Z-100 Full Flight Simulator**

#### FAA Identification Number 999

# And pursuant to 14 CFR Part 60 found it to meet its original qualification basis, AC 120-40B (MM/DD/YY)

**The Master Qualification Test Guide and the attached**

**Configuration List and Restrictions List**

**Provide the Qualification Basis for this device to operate at**

## Level D

**Until April 30, 2010**

**Unless sooner rescinded or extended by the National Simulator Program
Manager**

March 15, 2009 *B. Williamson*

(date) (for the NSPM)

**STATEMENT OF QUALIFICATION**

**CONFIGURATION LIST**

<table style="width:100%;">
<colgroup>
<col style="width: 19%" />
<col style="width: 6%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 2%" />
<col style="width: 5%" />
<col style="width: 6%" />
<col style="width: 4%" />
<col style="width: 1%" />
<col style="width: 5%" />
<col style="width: 2%" />
<col style="width: 0%" />
<col style="width: 4%" />
<col style="width: 12%" />
<col style="width: 3%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 3%" />
<col style="width: 7%" />
<col style="width: 13%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="20"><strong>Date:</strong>
<strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="20"><h1
id="section-1.-fstd-information-and-characteristics-1"><strong>Section
1. FSTD Information and Characteristics</strong></h1></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Sponsor Name:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="9"><strong>FSTD Location</strong>:</td>
</tr>
<tr class="even">
<td colspan="3"><strong>Address:</strong></td>
<td colspan="8"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="3"><strong>Physical Address:</strong></td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>City:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>City:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>State:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>State:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Country:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>Country:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Manager</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>Sponsor ID No:<br />
</strong>(Four Letter FAA Designator)</td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><p><strong>Nearest Airport:</strong></p>
<p>(Airport Designator)</p></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Type of Evaluation Requested:</strong></td>
<td colspan="12"><p> <strong>Initial</strong> <strong>Upgrade</strong>
<strong>Continuing Qualification</strong> <strong>Special</strong></p>
<p> <strong>Reinstatement</strong></p></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Aircraft Make/model/series:</strong></td>
<td colspan="18"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="2"><p><strong>Initial Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date: <u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"><strong>Manufacturer’s Identification or Serial
Number</strong></td>
<td colspan="6"><strong><u>               </u></strong></td>
</tr>
<tr class="odd">
<td colspan="2"><p><strong>Upgrade Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date:</strong> <strong><u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"> <strong>eMQTG</strong></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="6" rowspan="2"><strong>Qualification Basis:
<u>               </u></strong></td>
<td colspan="3"> <strong>A</strong></td>
<td colspan="4"> <strong>B</strong></td>
<td colspan="4"> <strong>Interim C</strong></td>
<td colspan="2"> <strong>C</strong></td>
<td> <strong>D</strong></td>
</tr>
<tr class="odd">
<td colspan="3"> <strong>6</strong></td>
<td colspan="4"> <strong>7</strong></td>
<td colspan="4"> <strong>Provisional Status</strong></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="20"><strong>Other Technical Information:</strong></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>FAA FSTD ID No:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"><strong>FSTD Manufacturer:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Convertible FSTD:</strong></td>
<td colspan="7"><strong>Yes</strong>:</td>
<td colspan="4"><strong>Date of Manufacture</strong>:</td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>Related FAA ID No</strong>.</p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong>
<strong><u>     </u></strong> <strong><u>     </u></strong></td>
<td colspan="10"><strong>Sponsor FSTD ID No:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Engine model(s) and data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic model:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>FMS identification and revision level:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic coefficient
data:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Visual system manufacturer/model:</strong>
<u>     </u></td>
<td colspan="10"><strong>Aerodynamic data revision number:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>Flight control data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Visual system display:</strong>
<u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Mot ion system manufacturer/type:</strong>
<u>     </u></td>
<td colspan="10"><strong>FSTD computer(s) identification:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="3"><p>National Aviation Authority (NAA):</p>
<p>(If Applicable)</p></td>
<td colspan="17"><u>     </u></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA FSTD ID No:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"><strong>Last NAA Evaluation Date:</strong></td>
<td colspan="6"><u>     </u></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>NAA Qualification Level:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA Qualification Basis:</strong></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="4"><strong>Visual System</strong> M<strong>anufacturer and
Type:</strong></td>
<td colspan="3"><u>     </u></td>
<td colspan="5"><strong>FSTD Seats Available:</strong> <u>     </u></td>
<td colspan="6"><strong>Motion System Manufacturer and
Type:</strong></td>
<td colspan="2"><u>     </u>:</td>
</tr>
<tr class="odd">
<td><strong>Aircraft Equipment:</strong></td>
<td colspan="6"><p><strong>Engine Type(s):</strong></p>
<p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="9"><p><strong>Flight Instrumentation:</strong></p>
<p> <strong>EFIS</strong> <strong>HUD</strong> <strong>HGS</strong>
<strong>EFVS</strong></p>
<p> <strong>TCAS</strong> <strong>GPWS</strong> <strong>Plain
View</strong></p>
<p> <strong>GPS</strong> <strong>FMS Type:</strong> <u>     </u></p>
<p> <strong>WX Radar</strong> <strong>Other:</strong>
<u>     </u></p></td>
<td colspan="4"><p>Engine Instrumentation:</p>
<p> <strong>EICAS</strong> <strong>FADEC</strong></p>
<p> <strong>Other:</strong> <u>     </u></p></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Airport Models</strong>:</td>
<td colspan="5"><p>3.6.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.2 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.3 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
</tr>
<tr class="even">
<td colspan="5"><strong>Circle to Land</strong>:</td>
<td colspan="5"><p>3. 7.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3. 7.2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 7.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Visual Ground Segment</strong></td>
<td colspan="5"><p>3.8.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.8 .2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 8.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
</tbody>
</table>

+------------+---+---------------------+---+------+-------+---+-----------------+
| #          |   |                     |   |      |       |   |                 |
| **Section  |   |                     |   |      |       |   |                 |
| 2. Supplem |   |                     |   |      |       |   |                 |
| entary Inf |   |                     |   |      |       |   |                 |
| ormation** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FAA      |   |                     |   |      |       |   |                 |
| Training   |   |                     |   | **P  |       |   |                 |
| Program    |   |                     |   | OI** |       |   |                 |
| Approval   |   |                     |   | **TC |       |   |                 |
| Au         |   |                     |   | PM** |       |   |                 |
| thority:** |   |                     |   | **   |       |   |                 |
|            |   |                     |   | Othe |       |   |                 |
|            |   |                     |   | r**: |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  | [ |                     |   | **O  | [     |   |                 |
|            |   |                     |   | ffic |   ]{. |   |                 |
|            |   |                     |   | e:** | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa | [     |   |                 |
|            |   |                     |   | x:** |   ]{. |   |                 |
|            |   |                     |   |      | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Email:** | [ |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Scheduling |   |                     |   |      |       |   |                 |
| Person**:  |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  | [ |                     |   | *    |       |   | [               |
| 1:**       |   |                     |   | *Add |       |   |   ]{.underline} |
|            |   |                     |   | ress |       |   |                 |
|            |   |                     |   | 2**  |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Stat |       |   |   ]{.underline} |
|            |   |                     |   | e:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Emai |       |   |   ]{.underline} |
|            |   |                     |   | l:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa |       |   | [               |
|            |   |                     |   | x:** |       |   |   ]{.underline} |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Technical  |   |                     |   |      |       |   |                 |
| Contact:** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  |   | [     ]{.underline} | * |      |       | [ |                 |
| 1:**       |   |                     | * |      |       |   |                 |
|            |   |                     | A |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | r |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | s |      |       | { |                 |
|            |   |                     | s |      |       | . |                 |
|            |   |                     | 2 |      |       | u |                 |
|            |   |                     | * |      |       | n |                 |
|            |   |                     | * |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | S |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | E |      |       |   |                 |
|            |   |                     | m |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | i |      |       |   |                 |
|            |   |                     | l |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | F |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | x |      |       |   |                 |
|            |   |                     | : |      |       |   |                 |
|            |   |                     | * |      |       | ] |                 |
|            |   |                     | * |      |       | { |                 |
|            |   |                     |   |      |       | . |                 |
|            |   |                     |   |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+

+--------------------------------------+------+------------------------+
| # **Section 3. Training, T           |      |                        |
| esting and Checking Considerations** |      |                        |
+--------------------------------------+------+------------------------+
| **Area/Function/Maneuver**           | *    | **Remarks**            |
|                                      | *Req |                        |
|                                      | uest |                        |
|                                      | ed** |                        |
+--------------------------------------+------+------------------------+
| **Private Pilot - Training /         |      | [     ]{.underline}    |
| Checks:** (142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Commercial Pilot - Training        |      | [     ]{.underline}    |
| /Checks:**(142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Multi-Engine Rating - Training /   |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Instrument Rating -Training /      |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Type Rating - Training / Checks**  |      | [     ]{.underline}    |
| (135/121/142)                        |      |                        |
+--------------------------------------+------+------------------------+
| **Proficiency Checks** (135/121/142) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT I:** (RVR 2400/1800 ft. DH200  |      | [     ]{.underline}    |
| ft)                                  |      |                        |
+--------------------------------------+------+------------------------+
| **CAT II**: (RVR 1200 ft. DH 100 ft) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT III** \* (lowest minimum)      |      | [     ]{.underline}    |
| [     ]{.underline} RVR              |      |                        |
| [     ]{.underline} ft.              |      |                        |
|                                      |      |                        |
| **\*** State CAT III                 |      |                        |
| ([\<]{.underline} 700 ft.), CAT IIIb |      |                        |
| ([\<]{.underline} 150 ft.), or CAT   |      |                        |
| IIIc (0 ft.)                         |      |                        |
+--------------------------------------+------+------------------------+
| **Circling Approach**                |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training**:              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training** IAW           |      | [     ]{.underline}    |
| 121.409(d) (121 Turbojets Only)      |      |                        |
+--------------------------------------+------+------------------------+
| **Generic Unusual Attitudes and      |      | [     ]{.underline}    |
| Recoveries** **within the Normal     |      |                        |
| Flight Envelope**                    |      |                        |
+--------------------------------------+------+------------------------+
| **Specific Unusual Attitudes         |      | [     ]{.underline}    |
| Recoveries**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-coupled Approach/Auto Go      |      | [     ]{.underline}    |
| Around**                             |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-land / Roll Out Guidance**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **TCAS/ACAS I / II**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **WX-Radar**                         |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HUD**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HGS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **EFVS**                             |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Future Air Navigation Systems**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPWS / EGPWS**                     |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **ETOPS Capability**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **SMGCS**                            |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter Slope Landings**        |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter External Load           |      | [     ]{.underline}    |
| Operations**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Pinnacle Approach to    |      | [     ]{.underline}    |
| Landing**s                           |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Night Vision            |      | [     ]{.underline}    |
| Maneuvers**                          |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Category A Takeoffs**   |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+

**STATEMENT of QUALIFICATION**

**List of Qualified Tasks**

# Go Fast Airline Training \-- Farnsworth Z-100 \-- Level D \-- FAA ID# 999

+-----------------------------------------------------------------------+
| **The FFS is qualified to perform all of the Maneuvers, Procedures,   |
| Tasks, and Functions**                                                |
|                                                                       |
| **Listed in Appendix A, Attachment 1, Table A1B, Minimum FFS          |
| Requirements**                                                        |
|                                                                       |
| **In Effect on \[mm/dd/yyyy\] except for the following listed Tasks   |
| or Functions.**                                                       |
+-----------------------------------------------------------------------+
|                                                                       |
+-----------------------------------------------------------------------+
| Qualified for all tasks in Table A1B, for which the sponsor has       |
| requested qualification, except for the following:                    |
|                                                                       |
| 3.e(1)(i) NDB approach                                                |
|                                                                       |
| 3.f. Recovery from Unusual Attitudes                                  |
|                                                                       |
| 4.3. Circling Approach                                                |
+-----------------------------------------------------------------------+
| Additional tasks for which this FFS is qualified (i.e., in addition   |
| to the list in Table A1B)                                             |
|                                                                       |
| 1.  Enhanced Visual System                                            |
|                                                                       |
| 2.  Windshear Training IAW Section 121.409(d).                        |
+-----------------------------------------------------------------------+
| The airport visual models evaluated for qualification at this level   |
| are:                                                                  |
|                                                                       |
| 1.  Atlanta Hartsfield International Airport (KATL)                   |
|                                                                       |
| 2.  Miami International Airport (KMIA)                                |
|                                                                       |
| 3.  Dallas/Ft. Worth Regional Airport (KDFW)                          |
+-----------------------------------------------------------------------+

+-----------------------------------+----------------------------------+
| **Continuing Qualification        |                                  |
| Evaluation Requirements**         |                                  |
|                                   |                                  |
| ***Completed at conclusion of     |                                  |
| Initial Evaluation***             |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations to be conducted each  | evaluations are due as follows:  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months                            | \_\_[(month)]{.underline}\_ and  |
|                                   | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
| Allotting \_\_\_\_\_\_ hours of   |                                  |
| FTD time.                         |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| **Revision:**                     |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Based on (enter reasoning):       |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations are to be conducted   | evaluations are due as follows:  |
| each                              |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months. Allotting \_\_\_\_\_\_    | \_\_[(month)]{.underline}\_ and  |
| hours.                            | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| **Revision:**                     |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Based on (enter reasoning):       |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations are to be conducted   | evaluations are due as follows:  |
| each                              |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months. Allotting \_\_\_\_\_\_    | \_\_[(month)]{.underline}\_ and  |
| hours.                            | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| (Repeat as Necessary)             |                                  |
+-----------------------------------+----------------------------------+

+----------+-----------------+---------------------+------------------+
| **Index  |                 |                     |                  |
| of       |                 |                     |                  |
| E        |                 |                     |                  |
| ffective |                 |                     |                  |
| FSTD     |                 |                     |                  |
| Dire     |                 |                     |                  |
| ctives** |                 |                     |                  |
|          |                 |                     |                  |
| **Filed  |                 |                     |                  |
| in this  |                 |                     |                  |
| S        |                 |                     |                  |
| ection** |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
| **       | **Effective     | **Date of           | **Details**      |
| Number** | Date**          | Notification**      |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+

Continue as Necessary\....

**Attachment 5 to Appendix A to Part 60---**

**SIMULATOR QUALIFICATION REQUIREMENTS**

**FOR WINDSHEAR TRAINING PROGRAM USE**

**Begin QPS Requirements**

**1. Applicability.**

This attachment applies to all simulators, regardless of qualification
level, that are used to satisfy the training requirements of an FAA-
approved low-altitude windshear flight training program, or any
FAA-approved training program that addresses windshear encounters.

**2. Statement of Compliance and Capability (SOC).**

a\. The sponsor must submit an SOC confirming that the aerodynamic model
is based on flight test data supplied by the airplane manufacturer or
other approved data provider. The SOC must also confirm that any change
to environmental wind parameters, including variances in those
parameters for windshear conditions, once inserted for computation,
result in the correct simulated performance. This statement must also
include examples of environmental wind parameters currently evaluated in
the simulator (such as crosswind takeoffs, crosswind approaches, and
crosswind landings).

b\. For simulators without windshear warning, caution, or guidance
hardware in the original equipment, the SOC must also state that the
simulation of the added hardware and/or software, including associated
flight deck displays and annunciations, replicates the system(s)
installed in the airplane. The statement must be accompanied by a block
diagram depicting the input and output signal flow, and comparing the
signal flow to the equipment installed in the airplane.

**3. Models.**

The windshear models installed in the simulator software used for the
qualification evaluation must do the following:

a\. Provide cues necessary for recognizing windshear onset and potential
performance degradation requiring a pilot to initiate recovery
procedures. The cues must include all of the following, as appropriate
for the portion of the flight envelope:

\(1\) Rapid airspeed change of at least ±15 knots (kts).

\(2\) Stagnation of airspeed during the takeoff roll.

\(3\) Rapid vertical speed change of at least ±500 feet per minute
(fpm).

\(4\) Rapid pitch change of at least ±5º.

b\. Be adjustable in intensity (or other parameter to achieve an
intensity effect) to at least two (2) levels so that upon encountering
the windshear the pilot may identify its presence and apply the
recommended procedures for escape from such a windshear.

\(1\) If the intensity is lesser, the performance capability of the
simulated airplane in the windshear permits the pilot to maintain a
satisfactory flightpath; and

\(2\) If the intensity is greater, the performance capability of the
simulated airplane in the windshear does not permit the pilot to
maintain a satisfactory flightpath (crash).

Note: The means used to accomplish the \"nonsurvivable\" scenario of
paragraph 3.b.(2) of this attachment, that involve operational elements
of the simulated airplane, must reflect the dispatch limitations of the
airplane.

c\. Be available for use in the FAA-approved windshear flight training
program.

**4. Demonstrations.**

a\. The sponsor must identify one survivable takeoff windshear training
model and one survivable approach windshear training model. The wind
components of the survivable models must be presented in graphical
format so that all components of the windshear are shown, including
initiation point, variance in magnitude, and time or distance
correlations. The simulator must be operated at the same gross weight,
airplane configuration, and initial airspeed during the takeoff
demonstration (through calm air and through the first selected
survivable windshear), and at the same gross weight, airplane
configuration, and initial airspeed during the approach demonstration
(through calm air and through the second selected survivable windshear).

b\. In each of these four situations, at an \"initiation point\" (i.e.,
where windshear onset is or should be recognized), the recommended
procedures for windshear recovery are applied and the results are
recorded as specified in paragraph 5 of this attachment.

c\. These recordings are made without inserting programmed random
turbulence. Turbulence that results from the windshear model is to be
expected, and no attempt may be made to neutralize turbulence from this
source.

d\. The definition of the models and the results of the demonstrations
of all four (4) cases described in paragraph 4.a of this attachment,
must be made a part of the MQTG.

**5. Recording Parameters.**

a\. In each of the four MQTG cases, an electronic recording (time
history) must be made of the following parameters:

\(1\) Indicated or calibrated airspeed.

\(2\) Indicated vertical speed.

\(3\) Pitch attitude.

\(4\) Indicated or radio altitude.

\(5\) Angle of attack.

\(6\) Elevator position.

\(7\) Engine data (thrust, N~1~, or throttle position).

\(8\) Wind magnitudes (simple windshear model assumed).

b\. These recordings must be initiated at least 10 seconds prior to the
initiation point, and continued until recovery is complete or ground
contact is made.

**6. Equipment Installation and Operation.**

All windshear warning, caution, or guidance hardware installed in the
simulator must operate as it operates in the airplane. For example, if a
rapidly changing wind speed and/or direction would have caused a
windshear warning in the airplane, the simulator must respond
equivalently without instructor/evaluator intervention.

**7. Qualification Test Guide.**

a\. All QTG material must be forwarded to the NSPM.

b\. A simulator windshear evaluation will be scheduled in accordance
with normal procedures. Continuing qualification evaluation schedules
will be used to the maximum extent possible.

c\. During the on-site evaluation, the evaluator will ask the operator
to run the performance tests and record the results. The results of
these on-site tests will be compared to those results previously
approved and placed in the QTG or MQTG, as appropriate.

d\. QTGs for new (or MQTGs for upgraded) simulators must contain or
reference the information described in paragraphs 2, 3, 4, and 5 of this
attachment.

**End QPS Requirements**

**Begin Information**

**8. Subjective Evaluation.**

The NSPM will fly the simulator in at least two of the available
windshear scenarios to subjectively evaluate simulator performance as it
encounters the programmed windshear conditions.

a\. One scenario will include parameters that enable the pilot to
maintain a satisfactory flightpath.

b\. One scenario will include parameters that will not enable the pilot
to maintain a satisfactory flightpath (crash).

c\. Other scenarios may be examined at the NSPM's discretion.

**9. Qualification Basis.**

The addition of windshear programming to a simulator in order to comply
with the qualification for required windshear training does not change
the original qualification basis of the simulator.

**10. Demonstration Repeatability.**

For the purposes of demonstration repeatability, it is recommended that
the simulator be flown by means of the simulator\'s autodrive function
(for those simulators that have autodrive capability) during the
demonstrations.

**End Information**

**Attachment 6 to Appendix A to Part 60---**

**FSTD DIRECTIVES APPLICABLE TO AIRPLANE FLIGHT SIMULATORS**

Flight Simulation Training Device (FSTD) Directive

FSTD Directive 1. Applicable to all Full Flight Simulators (FFS),
regardless of the original qualification basis and qualification date
(original or upgrade), having Class II or Class III airport models
available.

**Agency:** Federal Aviation Administration (FAA), DOT

**Action:** This is a retroactive requirement to have all Class II or
Class III airport models meet current requirements.

----------------------------------------------------------------------

**Summary:** Notwithstanding the authorization listed in paragraph 13b
in Appendices A and C of this part, this FSTD Directive requires each
certificate holder to ensure that by May 30, 2009, except for the
airport model(s) used to qualify the simulator at the designated level,
each airport model used by the certificate holder's instructors or
evaluators for training, checking, or testing under this chapter in an
FFS, meets the definition of a Class II or Class III airport model as
defined in 14CFR part 60. The completion of this requirement will not
require a report, and the method used for keeping instructors and
evaluators apprised of the airport models that meet Class II or
Class III requirements on any given simulator is at the option of the
certificate holder whose employees are using the FFS, but the method
used must be available for review by the TPAA for that certificate
holder.

**Dates:** FSTD Directive 1 becomes effective on May 30, 2008.

**For Further Information Contact:** Ed Cook, Senior Advisor to the
Division Manager, Air Transportation Division, AFS-200, 800 Independence
Ave, SW, Washington, DC, 20591: telephone: (404) 832-4701; fax: (404)
761-8906.

**Specific Requirements:**

1\. Part 60 requires that each FSTD be:

a\. Sponsored by a person holding or applying for an FAA operating
certificate under Part 119, Part 141, or Part 142, or holding or
applying for an FAA-approved training program under Part 63, Appendix C,
for flight engineers, and

b\. Evaluated and issued an SOQ for a specific FSTD level.

2\. FFSs also require the installation of a visual system that is
capable of providing an out-of-the-flight-deck view of airport models.
However, historically these airport models were not routinely evaluated
or required to meet any standardized criteria. This has led to qualified
simulators containing airport models being used to meet FAA-approved
training, testing, or checking requirements with potentially incorrect
or inappropriate visual references.

3\. To prevent this from occurring in the future, by May 30, 2009,
except for the airport model(s) used to qualify the simulator at the
designated level, each certificate holder must assure that each airport
model used for training, testing, or checking under this chapter in a
qualified FFS meets definition of a Class II or Class III airport model
as defined in Appendix F of this part.

4\. These references describe the requirements for visual scene
management and the minimum distances from which runway or landing area
features must be visible for all levels of simulator. The airport model
must provide, for each "in-use runway" or "in-use landing area," runway
or landing area surface and markings, runway or landing area lighting,
taxiway surface and markings, and taxiway lighting. Additional
requirements include correlation of the v airport models with other
aspects of the airport environment, correlation of the aircraft and
associated equipment, scene quality assessment features, and the control
of these models the instructor must be able to exercise.

5\. For circling approaches, all requirements of this section apply to
the runway used for the initial approach and to the runway of intended
landing.

6\. The details in these models must be developed using airport
pictures, construction drawings and maps, or other similar data, or
developed in accordance with published regulatory material. However,
this FSTD DIRECTIVE 1 does not require that airport models contain
details that are beyond the initially designed capability of the visual
system, as currently qualified. The recognized limitations to visual
systems are as follows:

a\. Visual systems not required to have runway numbers as a part of the
specific runway marking requirements are:

\(1\) Link NVS and DNVS.

\(2\) Novoview 2500 and 6000.

\(3\) FlightSafety VITAL series up to, and including, VITAL III, but not
beyond.

\(4\) Redifusion SP1, SP1T, and SP2.

b\. Visual systems required to display runway numbers only for LOFT
scenes are:

\(1\) FlightSafety VITAL IV.

\(2\) Redifusion SP3 and SP3T.

\(3\) Link-Miles Image II.

c\. Visual systems not required to have accurate taxiway edge lighting
are:

\(1\) Redifusion SP1.

\(2\) FlightSafety Vital IV.

\(3\) Link-Miles Image II and Image IIT

\(4\) XKD displays (even though the XKD image generator is capable of
generating blue colored lights, the display cannot accommodate that
color).

7\. A copy of this Directive must be filed in the MQTG in the designated
FSTD Directive Section, and its inclusion must be annotated on the Index
of Effective FSTD Directives chart. See Attachment 4, Appendices A
through D for a sample MQTG Index of Effective FSTD Directives chart.

**Appendix B to Part 60---Qualification Performance Standards for**

**Airplane Flight Training Devices**

**Begin Information**

This appendix establishes the standards for Airplane FTD evaluation and
qualification at Level 4, Level 5, or Level 6. The Flight Standards
Service, NSPM, is responsible for the development, application, and
implementation of the standards contained within this appendix. The
procedures and criteria specified in this appendix will be used by the
NSPM, or a person or persons assigned by the NSPM when conducting
airplane FTD evaluations.

**Table of Contents**

1\. Introduction

2\. Applicability (§§ 60.1 and 60.2).

3\. Definitions (§ 60.3).

4\. Qualification Performance Standards (§ 60.4).

5\. Quality Management System (§ 60.5).

6\. Sponsor Qualification Requirements (§ 60.7).

7\. Additional Responsibilities of the Sponsor (§ 60.9).

8\. FTD Use (§ 60.11).

9\. FTD Objective Data Requirements (§ 60.13).

10\. Special Equipment and Personnel Requirements for Qualification of
the FTD (§ 60.14).

11\. Initial (and Upgrade) Qualification Requirements (§ 60.15).

12\. Additional Qualifications for Currently Qualified FTDs (§ 60.16).

13\. Previously Qualified FTDs (§ 60.17).

14\. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (§ 60.19).

15\. Logging FTD Discrepancies (§ 60.20).

16\. Interim Qualification of FTDs for New Airplane Types or Models
(§ 60.21).

17\. Modifications to FTDs (§ 60.23).

18\. Operations with Missing, Malfunctioning, or Inoperative Components
(§ 60.25).

19\. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (§ 60.27).

20\. Other Losses of Qualification and Procedures for Restoration of
Qualification (§ 60.29).

21\. Record Keeping and Reporting (§ 60.31).

22\. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (§ 60.33).

23\. **\[Reserved\]**

24\. Levels of FTD.

25\. FTD Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (§ 60.37).

Attachment 1 to Appendix B to Part 60\--General FTD Requirements.

Attachment 2 to Appendix B to Part 60\--Flight Training Device (FTD)
Objective Tests.

Attachment 3 to Appendix B to Part 60\--Flight Training Device (FTD)
Subjective Evaluation.

Attachment 4 to Appendix B to Part 60\--Sample Documents.

**End Information**

**1. Introduction**

**Begin Information**

a\. This appendix contains background information as well as regulatory
and informative material as described later in this section. To assist
the reader in determining what areas are required and what areas are
permissive, the text in this appendix is divided into two sections: "QPS
Requirements" and "Information." The QPS Requirements sections contain
details regarding compliance with the part 60 rule language. These
details are regulatory, but are found only in this appendix. The
Information sections contain material that is advisory in nature, and
designed to give the user general information about the regulation.

b\. Questions regarding the contents of this publication should be sent
to the U.S. Department of Transportation, Federal Aviation
Administration, Flight Standards Service, National Simulator Program
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,
Georgia, 30354. Telephone contact numbers for the NSP are: phone,
404-832-4700; fax, 404-761-8906. The general email address for the NSP
office is: <9-aso-avr-sim-team@faa.gov>. The NSP Internet Web Site
address is:
<http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/>.
On this Web Site you will find an NSP personnel list with telephone and
email contact information for each NSP staff member, a list of qualified
flight simulation devices, ACs, a description of the qualification
process, NSP policy, and an NSP \"In-Works\" section. Also linked from
this site are additional information sources, handbook bulletins,
frequently asked questions, a listing and text of the Federal Aviation
Regulations, Flight Standards Inspector\'s handbooks, and other FAA
links.

c\. The NSPM encourages the use of electronic media for all
communication, including any record, report, request, test, or statement
required by this appendix. The electronic media used must have adequate
security provisions and be acceptable to the NSPM. The NSPM recommends
inquiries on system compatibility, and minimum system requirements are
also included on the NSP Website.

d\. Related Reading References.

\(1\) 14 CFR part 60.

\(2\) 14 CFR part 61.

\(3\) 14 CFR part 63.

\(4\) 14 CFR part 119.

\(5\) 14 CFR part 121.

\(6\) 14 CFR part 125.

\(7\) 14 CFR part 135.

\(8\) 14 CFR part 141.

\(9\) 14 CFR part 142.

\(10\) AC 120-28, as amended, Criteria for Approval of Category III
Landing Weather Minima.

\(11\) AC 120-29, as amended, Criteria for Approving Category I and
Category II Landing Minima for part 121 operators.

\(12\) AC 120-35, as amended, Line Operational Simulations:
Line-Oriented Flight Training, Special Purpose Operational Training,
Line Operational Evaluation.

\(13\) AC 120-41, as amended, Criteria for Operational Approval of
Airborne Wind Shear Alerting and Flight Guidance Systems.

\(14\) AC 120-45, as amended, Airplane Flight Training Device
Qualification.

\(14\) AC 120-57, as amended, Surface Movement Guidance and Control
System (SMGCS).

\(15\) AC 150/5300-13, as amended, Airport Design.

\(16\) AC 150/5340-1, as amended, Standards for Airport Markings.

\(17\) AC 150/5340-4, as amended, Installation Details for Runway
Centerline Touchdown Zone Lighting Systems.

\(18\) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.

\(19\) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting
System.

\(20\) AC 150/5345-28, as amended, Precision Approach Path Indicator
(PAPI) Systems.

\(21\) International Air Transport Association document, "Flight
Simulator Design and Performance Data Requirements," as amended.

\(22\) AC 25-7, as amended, Flight Test Guide for Certification of
Transport Category Airplanes.

\(23\) AC 23-8A, as amended, Flight Test Guide for Certification of Part
23 Airplanes.

\(24\) International Civil Aviation Organization (ICAO) Manual of
Criteria for the Qualification of Flight Simulators, as amended.

\(25\) Airplane Flight Simulator Evaluation Handbook, Volume I, as
amended and Volume II, as amended, The Royal Aeronautical Society,
London, UK.

\(26\) FAA Publication FAA-S-8081 series (Practical Test Standards for
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and
Instrument Ratings).

\(27\) The FAA Aeronautical Information Manual (AIM). An electronic
version of the AIM is on the internet at <http://www.faa.gov/atpubs>.

\(28\) Aeronautical Radio, Inc. (ARINC) document number 436, titled
*Guidelines For Electronic Qualification Test Guide* (as amended).

\(29\) Aeronautical Radio, Inc. (ARINC) document 610, *Guidance for
Design and Integration of Aircraft Avionics Equipment in Simulators* (as
amended).

**End Information**

**2. Applicability (§§ 60.1 and 60.2)**

**Begin Information**

No additional regulatory or informational material applies to § 60.1,
Applicability, or to § 60.2, Applicability of sponsor rules to person
who are not sponsors and who are engaged in certain unauthorized
activities.

**3. Definitions (§ 60.3)**

See Appendix F of this part for a list of definitions and abbreviations
from part 1, part 60, and the QPS appendices of part 60.

**4. Qualification Performance Standards (§ 60.4)**

No additional regulatory or informational material applies to § 60.4,
Qualification Performance Standards.

**5. Quality Management System (§ 60.5).**

Additional regulatory material and informational material regarding
Quality Management Systems for FTDs may be found in Appendix E of this
part.

**End Information**

**6. Sponsor Qualification Requirements. (§ 60.7).**

**Begin Information**

a\. The intent of the language in § 60.7(b) is to have a specific FTD,
identified by the sponsor, used at least once in an FAA-approved flight
training program for the airplane simulated during the 12-month period
described. The identification of the specific FTD may change from one
12-month period to the next 12-month period as long as that sponsor
sponsors and uses at least one FTD at least once during the prescribed
period. There is no minimum number of hours or minimum FTD periods
required.

b\. The following examples describe acceptable operational practices:

\(1\) Example One.

\(a\) A sponsor is sponsoring a single, specific FTD for its own use, in
its own facility or elsewhere -- this single FTD forms the basis for the
sponsorship. The sponsor uses that FTD at least once in each 12-month
period in that sponsor's FAA-approved flight training program for the
airplane simulated. This 12-month period is established according to the
following schedule:

\(i\) If the FTD was qualified prior to May 30, 2008, the 12-month
period begins on the date of the first continuing qualification
evaluation conducted in accordance with § 60.19 after May 30, 2008, and
continues for each subsequent 12-month period;

\(ii\) A device qualified on or after May 30, 2008, will be required to
undergo an initial or upgrade evaluation in accordance with § 60.15.
Once the initial or upgrade evaluation is complete, the first continuing
qualification evaluation will be conducted within 6 months. The 12 month
continuing qualification evaluation cycle begins on that date and
continues for each subsequent 12-month period.

\(b\) There is no minimum number of hours of FTD use required.

\(c\) The identification of the specific FTD may change from one
12-month period to the next 12-month period as long as that sponsor
sponsors and uses at least one FTD at least once during the prescribed
period.

\(2\) Example Two.

\(a\) A sponsor sponsors an additional number of FTDs, in its facility
or elsewhere. Each additionally sponsored FTD must be --

\(i\) Used by the sponsor in the sponsor's FAA-approved flight training
program for the airplane simulated (as described in § 60.7(d)(1));

OR

\(ii\) Used by another FAA certificate holder in that other certificate
holder's FAA-approved flight training program for the airplane simulated
(as described in § 60.7(d)(1)). This 12-month period is established in
the same manner as in example one.

OR

\(iii\) Provided a statement each year from a qualified pilot, (after
having flown the airplane, not the subject FTD or another FTD, during
the preceding 12-month period) stating that the subject FTD's
performance and handling qualities represent the airplane (as described
in § 60.7(d)(2)). This statement is provided at least once in each
12-month period established in the same manner as in example one.

\(b\) There is no minimum number of hours of FTD use required.

\(3\) Example Three.

\(a\) A sponsor in New York (in this example, a Part 142 certificate
holder) establishes "satellite" training centers in Chicago and Moscow.

\(b\) The satellite function means that the Chicago and Moscow centers
must operate under the New York center's certificate (in accordance with
all of the New York center's practices, procedures, and policies; e.g.,
instructor and/or technician training/checking requirements, record
keeping, QMS program).

\(c\) All of the FTDs in the Chicago and Moscow centers could be
dry-leased (i.e., the certificate holder does not have and use
FAA-approved flight training programs for the FTDs in the Chicago and
Moscow centers) because --

\(i\) Each FTD in the Chicago center and each FTD in the Moscow center
is used at least once each 12-month period by another FAA certificate
holder in that other certificate holder's FAA-approved flight training
program for the airplane (as described in § 60.7(d)(1));

OR

\(ii\) A statement is obtained from a qualified pilot (having flown the
airplane, not the subject FTD or another FTD during the preceding
12-month period) stating that the performance and handling qualities of
each FTD in the Chicago and Moscow centers represents the airplane (as
described in § 60.7(d)(2)).

**End Information**

**7. Additional Responsibilities of the Sponsor (§ 60.9).**

**Begin Information**

The phrase "as soon as practicable" in § 60.9(a) means without
unnecessarily disrupting or delaying beyond a reasonable time the
training, evaluation, or experience being conducted in the FTD.

**8. FTD Use (§ 60.11).**

No additional regulatory or informational material applies to § 60.11,
FTD use.

**End Information**

**9. FTD Objective Data Requirements (§ 60.13).**

**Begin QPS Requirements**

a\. Flight test data used to validate FTD performance and handling
qualities must have been gathered in accordance with a flight test
program containing the following:

\(1\) A flight test plan consisting of:

\(a\) The maneuvers and procedures required for aircraft certification
and simulation programming and validation.

\(b\) For each maneuver or procedure \--

\(i\) The procedures and control input the flight test pilot and/or
engineer used.

\(ii\) The atmospheric and environmental conditions.

\(iii\) The initial flight conditions.

\(iv\) The airplane configuration, including weight and center of
gravity.

\(v\) The data to be gathered.

\(vi\) All other information necessary to recreate the flight test
conditions in the FTD.

\(2\) Appropriately qualified flight test personnel.

\(3\) An understanding of the accuracy of the data to be gathered using
appropriate alternative data sources, procedures, and instrumentation
that is traceable to a recognized standard as described in Attachment 2,
Table B2F of this appendix.

\(4\) Appropriate and sufficient data acquisition equipment or
system(s), including appropriate data reduction and analysis methods and
techniques, acceptable to the FAA's Aircraft Certification Service.

b\. The data, regardless of source, must be presented:

\(1\) In a format that supports the FTD validation process;

\(2\) In a manner that is clearly readable and annotated correctly and
completely;

\(3\) With resolution sufficient to determine compliance with the
tolerances set forth in Attachment 2, Table B2A, Appendix B;

\(4\) With any necessary guidance information provided; and

\(5\) Without alteration, adjustments, or bias. Data may be corrected to
address known data calibration errors provided that an explanation of
the methods used to correct the errors appears in the QTG. The corrected
data may be re-scaled, digitized, or otherwise manipulated to fit the
desired presentation.

c\. After completion of any additional flight test, a flight test report
must be submitted in support of the validation data. The report must
contain sufficient data and rationale to support qualification of the
FTD at the level requested.

d\. As required by § 60.13(f), the sponsor must notify the NSPM when it
becomes 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 program and operate a qualified FTD. The data referred to in this
sub-section are those data that are used to validate the performance,
handling qualities, or other characteristics of the aircraft, including
data related to any relevant changes occurring after the type
certification is issued. The sponsor must --

\(1\) Within 10 calendar days, notify the NSPM of the existence of this
data; and

\(2\) Within 45 calendar days, notify the NSPM of --

\(i\) The schedule to incorporate this data into the FTD; or

\(ii\) The reason for not incorporating this data into the FTD.

e\. In those cases where the objective test results authorize a
"snapshot test" or a "series of snapshot test results" in lieu of a
time-history result, the sponsor or other data provider must ensure that
a steady state condition exists at the instant of time captured by the
"snapshot." The steady state condition must exist from 4 seconds prior
to, through 1 second following, the instant of time captured by the snap
shot.

**End QPS Requirements**

**Begin Information**

f\. The FTD sponsor is encouraged to 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 FTD in order to
facilitate the notification described in this paragraph.

g\. It is the intent of the NSPM that for new aircraft entering service,
at a point well in advance of preparation of the QTG, the sponsor should
submit to the NSPM for approval, a descriptive document (see Appendix A,
Table A2C, Sample Validation Data Roadmap for Airplanes) containing the
plan for acquiring the validation data, including data sources. This
document should clearly identify sources of data for all required tests,
a description of the validity of these data for a specific engine type
and thrust rating configuration, and the revision levels of all avionics
affecting the performance or flying qualities of the aircraft.
Additionally, this document should provide other information such as the
rationale or explanation for cases where data or data parameters are
missing, instances where engineering simulation data are used, or where
flight test methods require further explanations. It should also provide
a brief narrative describing the cause and effect of any deviation from
data requirements. The aircraft manufacturer may provide this document.

h\. There is no requirement for any flight test data supplier to submit
a flight test plan or program prior to gathering flight test data.
However, the NSPM notes that inexperienced data gatherers often provide
data that is irrelevant, improperly marked, or lacking adequate
justification for selection. Other problems include inadequate
information regarding initial conditions or test maneuvers. The NSPM has
been forced to refuse these data submissions as validation data for an
FTD evaluation. It is for this reason that the NSPM recommends that any
data supplier not previously experienced in this area review the data
necessary for programming and for validating the performance of the FTD
and discuss the flight test plan anticipated for acquiring such data
with the NSPM well in advance of commencing the flight tests.

i\. The NSPM will consider, on a case-by-case basis, whether to approve
supplemental validation data derived from flight data recording systems
such as a Quick Access Recorder or Flight Data Recorder.

**End Information**

**10. Special Equipment and Personnel Requirements for Qualification of
the FTD (§ 60.14).**

**Begin Information**

a\. In the event that the NSPM determines that special equipment or
specifically qualified persons will be required to conduct an
evaluation, the NSPM will make every attempt to notify the sponsor at
least one (1) week, but in no case less than 72 hours, in advance of the
evaluation. Examples of special equipment include flight control
measurement devices, accelerometers, or oscilloscopes. Examples of
specially qualified personnel include individuals specifically qualified
to install or use any special equipment when its use is required.

b\. Examples of a special evaluation include an evaluation conducted
after: an FTD is moved; at the request of the TPAA; or as a result of
comments received from users of the FTD that raise questions about the
continued qualification or use of the FTD.

**End Information**

**11. Initial (and Upgrade) Qualification Requirements (§ 60.15).**

**Begin QPS Requirement**

a\. In order to be qualified at a particular qualification level, the
FTD must:

\(1\) Meet the general requirements listed in Attachment 1 of this
appendix;

\(2\) Meet the objective testing requirements listed in Attachment 2 of
this appendix (Level 4 FTDs do not require objective tests); and

\(3\) Satisfactorily accomplish the subjective tests listed in
Attachment 3 of this appendix.

b\. The request described in § 60.15(a) must include all of the
following:

\(1\) A statement that the FTD meets all of the applicable provisions of
this part and all applicable provisions of the QPS.

\(2\) A confirmation that the sponsor will forward to the NSPM the
statement described in § 60.15(b) in such time as to be received no
later than 5 business days prior to the scheduled evaluation and may be
forwarded to the NSPM via traditional or electronic means.

\(3\) Except for a Level 4 FTD, a QTG, acceptable to the NSPM, that
includes all of the following:

\(a\) Objective data obtained from aircraft testing or another approved
source.

\(b\) Correlating objective test results obtained from the performance
of the FTD as prescribed in the appropriate QPS.

\(c\) The result of FTD subjective tests prescribed in the appropriate
QPS.

\(d\) A description of the equipment necessary to perform the evaluation
for initial qualification and the continuing qualification evaluations.

c\. The QTG described in paragraph a(3) of this section, must provide
the documented proof of compliance with the FTD objective tests in
Attachment 2, Table B2A of this appendix.

d\. The QTG is prepared and submitted by the sponsor, or the sponsor's
agent on behalf of the sponsor, to the NSPM for review and approval, and
must include, for each objective test:

\(1\) Parameters, tolerances, and flight conditions;

\(2\) Pertinent and complete instructions for conducting automatic and
manual tests;

\(3\) A means of comparing the FTD test results to the objective data;

\(4\) Any other information as necessary to assist in the evaluation of
the test results;

\(5\) Other information appropriate to the qualification level of the
FTD.

e\. The QTG described in paragraphs (a)(3) and (b) of this section, must
include the following:

\(1\) A QTG cover page with sponsor and FAA approval signature blocks
(see Attachment 4, Figure B4C, of this appendix, for a sample QTG cover
page).

\(2\) A continuing qualification evaluation requirements page. This page
will be used by the NSPM to establish and record the frequency with
which continuing qualification evaluations must be conducted and any
subsequent changes that may be determined by the NSPM in accordance with
§ 60.19. See Attachment 4, Figure B4G, of this appendix, for a sample
Continuing Qualification Evaluation Requirements page.

\(3\) An FTD information page that provides the information listed in
this paragraph, if applicable (see Attachment 4, Figure B4B, of this
appendix, for a sample FTD information page). For convertible FTDs, the
sponsor must submit a separate page for each configuration of the FTD.

\(a\) The sponsor's FTD identification number or code.

\(b\) The airplane model and series being simulated.

\(c\) The aerodynamic data revision number or reference.

\(d\) The source of the basic aerodynamic model and the aerodynamic
coefficient data used to modify the basic model.

\(e\) The engine model(s) and its data revision number or reference.

\(f\) The flight control data revision number or reference.

\(g\) The flight management system identification and revision level.

\(h\) The FTD model and manufacturer.

\(i\) The date of FTD manufacture.

\(j\) The FTD computer identification.

\(k\) The visual system model and manufacturer, including display type.

\(l\) The motion system type and manufacturer, including degrees of
freedom.

\(4\) A Table of Contents.

\(5\) A log of revisions and a list of effective pages.

\(6\) List of all relevant data references.

\(7\) A glossary of terms and symbols used (including sign conventions
and units).

\(8\) Statements of compliance and capability (SOCs) with certain
requirements.

\(9\) Recording procedures or equipment required to accomplish the
objective tests.

\(10\) The following information for each objective test designated in
Attachment 2 of this appendix, as applicable to the qualification level
sought:

\(a\) Name of the test.

\(b\) Objective of the test.

\(c\) Initial conditions.

\(d\) Manual test procedures.

\(e\) Automatic test procedures (if applicable).

\(f\) Method for evaluating FTD objective test results.

\(g\) List of all relevant parameters driven or constrained during the
automatic test(s).

\(h\) List of all relevant parameters driven or constrained during the
manual test(s).

\(i\) Tolerances for relevant parameters.

\(j\) Source of Validation Data (document and page number).

\(k\) Copy of the Validation Data (if located in a separate binder, a
cross reference for the identification and page number for pertinent
data location must be provided).

\(l\) FTD Objective Test Results as obtained by the sponsor. Each test
result must reflect the date completed and must be clearly labeled as a
product of the device being tested.

f\. A convertible FTD is addressed as a separate FTD for each model and
series airplane to which it will be converted and for the FAA
qualification level sought. The NSPM will conduct an evaluation for each
configuration. If a sponsor seeks qualification for two or more models
of an airplane type using a convertible FTD, the sponsor must provide a
QTG for each airplane model, or a QTG for the first airplane model and a
supplement to that QTG for each additional airplane model. The NSPM will
conduct evaluations for each airplane model.

g\. The form and manner of presentation of objective test results in the
QTG must include the following:

\(1\) The sponsor\'s FTD test results must be recorded in a manner
acceptable to the NSPM, that allows easy comparison of the FTD test
results to the validation data (e.g., use of a multi-channel recorder,
line printer, cross plotting, overlays, transparencies).

\(2\) FTD results must be labeled using terminology common to airplane
parameters as opposed to computer software identifications.

\(3\) Validation data documents included in a QTG may be
photographically reduced only if such reduction will not alter the
graphic scaling or cause difficulties in scale interpretation or
resolution.

\(4\) Scaling on graphical presentations must provide the resolution
necessary to evaluate the parameters shown in Attachment 2, Table B2A of
this appendix.

\(5\) Tests involving time histories, data sheets (or transparencies
thereof) and FTD test results must be clearly marked with appropriate
reference points to ensure an accurate comparison between FTD and
airplane with respect to time. Time histories recorded via a line
printer are to be clearly identified for cross-plotting on the airplane
data. Over-plots may not obscure the reference data.

h\. The sponsor may elect to complete the QTG objective and subjective
tests at the manufacturer's facility or at the sponsor's training
facility. If the tests are conducted at the manufacturer's facility, the
sponsor must repeat at least one-third of the tests at the sponsor's
training facility in order to substantiate FTD performance. The QTG must
be clearly annotated to indicate when and where each test was
accomplished. Tests conducted at the manufacturer's facility and at the
sponsor's training facility must be conducted after the FTD is assembled
with systems and sub-systems functional and operating in an interactive
manner. The test results must be submitted to the NSPM.

i\. The sponsor must maintain a copy of the MQTG at the FTD location.

j\. All FTDs for which the initial qualification is conducted after May
30, 2014, must have an electronic MQTG (eMQTG) including all objective
data obtained from airplane testing, or another approved source
(reformatted or digitized), together with correlating objective test
results obtained from the performance of the FTD (reformatted or
digitized) as prescribed in this appendix. The eMQTG must also contain
the general FTD performance or demonstration results (reformatted or
digitized) prescribed in this appendix, and a description of the
equipment necessary to perform the initial qualification evaluation and
the continuing qualification evaluations. The eMQTG must include the
original validation data used to validate FTD performance and handling
qualities in either the original digitized format from the data supplier
or an electronic scan of the original time-history plots that were
provided by the data supplier. A copy of the eMQTG must be provided to
the NSPM.

k\. All other FTDs (not covered in subparagraph "j") must have an
electronic copy of the MQTG by and after May 30, 2014. An electronic
copy of the copy of the MQTG must be provided to the NSPM. This may be
provided by an electronic scan presented in a Portable Document File
(PDF), or similar format acceptable to the NSPM.

l\. During the initial (or upgrade) qualification evaluation conducted
by the NSPM, the sponsor must also provide a person knowledgeable about
the operation of the aircraft and the operation of the FTD.

**End QPS Requirements**

**Begin Information**

m\. Only those FTDs that are sponsored by a certificate holder as
defined in Appendix F will be evaluated by the NSPM. However, other FTD
evaluations may be conducted on a case-by-case basis as the
Administrator deems appropriate, but only in accordance with applicable
agreements.

n\. The NSPM will conduct an evaluation for each configuration, and each
FTD must be evaluated as completely as possible. To ensure a thorough
and uniform evaluation, each FTD is subjected to the general FTD
requirements in Attachment 1 of this appendix, the objective tests
listed in Attachment 2 of this appendix, and the subjective tests listed
in Attachment 3 of this appendix. The evaluations described herein will
include, but not necessarily be limited to the following:

\(1\) Airplane responses, including longitudinal and lateral-directional
control responses (see Attachment 2 of this appendix);

\(2\) Performance in authorized portions of the simulated airplane's
operating envelope, to include tasks evaluated by the NSPM in the areas
of surface operations, takeoff, climb, cruise, descent, approach and
landing, as well as abnormal and emergency operations (see Attachment 2
of this appendix);

\(3\) Control checks (see Attachment 1 and Attachment 2 of this
appendix);

\(4\) Flight deck configuration (see Attachment 1 of this appendix);

\(5\) Pilot, flight engineer, and instructor station functions checks
(see Attachment 1 and Attachment 3 of this appendix);

\(6\) Airplane systems and sub-systems (as appropriate) as compared to
the airplane simulated (see attachment 1 and attachment 3 of this
appendix);

\(7\) FTD systems and sub-systems, including force cueing (motion),
visual, and aural (sound) systems, as appropriate (see Attachment 1 and
Attachment 2 of this appendix); and

\(8\) Certain additional requirements, depending upon the qualification
level sought, including equipment or circumstances that may become
hazardous to the occupants. The sponsor may be subject to Occupational
Safety and Health Administration requirements.

o\. The NSPM administers the objective and subjective tests, which
includes an examination of functions. The tests include a qualitative
assessment of the FTD by an NSP pilot. The NSP evaluation team leader
may assign other qualified personnel to assist in accomplishing the
functions examination and/or the objective and subjective tests
performed during an evaluation when required.

\(1\) Objective tests provide a basis for measuring and evaluating FTD
performance and determining compliance with the requirements of this
part.

\(2\) Subjective tests provide a basis for:

\(a\) Evaluating the capability of the FTD to perform over a typical
utilization period;

\(b\) Determining that the FTD satisfactorily simulates each required
task;

\(c\) Verifying correct operation of the FTD controls, instruments, and
systems; and

\(d\) Demonstrating compliance with the requirements of this part.

p\. The tolerances for the test parameters listed in Attachment 2 of
this appendix reflect the range of tolerances acceptable to the NSPM for
FTD validation and are not to be confused with design tolerances
specified for FTD manufacture. In making decisions regarding tests and
test results, the NSPM relies on the use of operational and engineering
judgment in the application of data (including consideration of the way
in which the flight test was flown and way the data was gathered and
applied) data presentations, and the applicable tolerances for each
test.

q\. In addition to the scheduled continuing qualification evaluation,
each FTD is subject to evaluations conducted by the NSPM at any time
without prior notification to the sponsor. Such evaluations would be
accomplished in a normal manner (i.e., requiring exclusive use of the
FTD for the conduct of objective and subjective tests and an examination
of functions) if the FTD is not being used for flight crewmember
training, testing, or checking. However, if the FTD were being used, the
evaluation would be conducted in a non-exclusive manner. This
non-exclusive evaluation will be conducted by the FTD evaluator
accompanying the check airman, instructor, Aircrew Program Designee
(APD), or FAA inspector aboard the FTD along with the student(s) and
observing the operation of the FTD during the training, testing, or
checking activities.

r\. Problems with objective test results are handled as follows:

\(1\) If a problem with an objective test result is detected by the NSP
evaluation team during an evaluation, the test may be repeated or the
QTG may be amended.

\(2\) If it is determined that the results of an objective test do not
support the qualification level requested but do support a lower level,
the NSPM may qualify the FTD at a lower level. For example, if a Level 6
evaluation is requested, but the FTD fails to meet the spiral stability
test tolerances, it could be qualified at Level 5.

s\. After an FTD is successfully evaluated, the NSPM issues an SOQ to
the sponsor, The NSPM recommends the FTD to the TPAA, who will approve
the FTD for use in a flight training program. The SOQ will be issued at
the satisfactory conclusion of the initial or continuing qualification
evaluation and will list the tasks for which the FTD is qualified,
referencing the tasks described in Table B1B in attachment 1 of this
appendix. However, it is the sponsor's responsibility to obtain TPAA
approval prior to using the FTD in an FAA-approved flight training
program.

t\. Under normal circumstances, the NSPM establishes a date for the
initial or upgrade evaluation within ten (10) working days after
determining that a complete QTG is acceptable. Unusual circumstances may
warrant establishing an evaluation date before this determination is
made. A sponsor may schedule an evaluation date as early as 6 months in
advance. However, there may be a delay of 45 days or more in
rescheduling and completing the evaluation if the sponsor is unable to
meet the scheduled date. See Attachment 4, Figure B4A, Sample Request
for Initial, Upgrade, or Reinstatement Evaluation, of this appendix,.

u\. The numbering system used for objective test results in the QTG
should closely follow the numbering system set out in Attachment 2, FTD
Objective Tests, Table B2A, of this appendix.

v\. Contact the NSPM or visit the NSPM website for additional
information regarding the preferred qualifications of pilots used to
meet the requirements of § 60.15(d).

w\. Examples of the exclusions for which the FTD might not have been
subjectively tested by the sponsor or the NSPM and for which
qualification might not be sought or granted, as described in
§ 60.15(g)(6), include engine out maneuvers or circling approaches.

**12. Additional Qualifications for Currently Qualified FTDs
(§ 60.16).**

No additional regulatory or informational material applies to § 60.16,
Additional Qualifications for a Currently Qualified FTD.

**End Information**

**13. Previously Qualified FTDs (§ 60.17).**

**Begin QPS Requirements**

a\. In instances where a sponsor plans to remove an FTD from active
status for a period of less than two years, the following procedures
apply:

\(1\) The NSPM must be notified in writing and the notification must
include an estimate of the period that the FTD will be inactive;

\(2\) Continuing Qualification evaluations will not be scheduled during
the inactive period;

\(3\) The NSPM will remove the FTD from the list of qualified FTDs on a
mutually established date not later than the date on which the first
missed continuing qualification evaluation would have been scheduled;

\(4\) Before the FTD is restored to qualified status, it must be
evaluated by the NSPM. The evaluation content and the time required to
accomplish the evaluation is based on the number of continuing
qualification evaluations and sponsor-conducted quarterly inspections
missed during the period of inactivity.

\(5\) The sponsor must notify the NSPM of any changes to the original
scheduled time out of service;

b\. FTDs qualified prior to May 30, 2008, and replacement FTD systems,
are not required to meet the general FTD requirements, the objective
test requirements, and the subjective test requirements of Attachments
1, 2, and 3 of this appendix as long as the FTD continues to meet the
test requirements contained in the MQTG developed under the original
qualification basis.

c\. \[Reserved\]

d\. FTDs qualified prior to May 30, 2008, may be updated. If an
evaluation is deemed appropriate or necessary by the NSPM after such an
update, the evaluation will not require an evaluation to standards
beyond those against which the FTD was originally qualified.

**End QPS Requirements**

**Begin Information**

e\. Other certificate holders or persons desiring to use an FTD may
contract with FTD sponsors to use FTDs previously qualified at a
particular level for an airplane type and approved for use within an
FAA-approved flight training program. Such FTDs are not required to
undergo an additional qualification process, except as described in
§ 60.16.

f\. Each FTD user must obtain approval from the appropriate TPAA to use
any FTD in an FAA-approved flight training program.

g\. The intent of the requirement listed in § 60.17(b), for each FTD to
have an SOQ within 6 years, is to have the availability of that
statement (including the configuration list and the limitations to
authorizations) to provide a complete picture of the FTD inventory
regulated by the FAA. The issuance of the statement will not require any
additional evaluation or require any adjustment to the evaluation basis
for the FTD.

h\. Downgrading of an FTD is a permanent change in qualification level
and will necessitate the issuance of a revised SOQ to reflect the
revised qualification level, as appropriate. If a temporary restriction
is placed on an FTD because of a missing, malfunctioning, or inoperative
component or on-going repairs, the restriction is not a permanent change
in qualification level. Instead, the restriction is temporary and is
removed when the reason for the restriction has been resolved.

i\. The NSPM will determine the evaluation criteria for an FTD that has
been removed from active status for a prolonged period. The criteria
will be based on the number of continuing qualification evaluations and
quarterly inspections missed during the period of inactivity. For
example, if the FTD were out of service for a 1 year period, it would be
necessary to complete the entire QTG, since all of the quarterly
evaluations would have been missed. The NSPM will also consider how the
FTD was stored, whether parts were removed from the FTD and whether the
FTD was disassembled.

j\. The FTD will normally be requalified using the FAA-approved MQTG and
the criteria that was in effect prior to its removal from qualification.
However, inactive periods of 2 years or more will require
re-qualification under the standards in effect and current at the time
of requalification.

**End Information**

**14. Inspection, Continuing Qualification, Evaluation, and
Maintenance** **Requirements (§ 60.19).**

**Begin QPS Requirement**

a\. The sponsor must conduct a minimum of four evenly spaced inspections
throughout the year. The objective test sequence and content of each
inspection in this sequence must be developed by the sponsor and must be
acceptable to the NSPM.

b\. The description of the functional preflight check must be contained
in the sponsor's QMS.

c\. Record \"functional preflight\" in the FTD discrepancy log book or
other acceptable location, including any item found to be missing,
malfunctioning, or inoperative.

d\. During the continuing qualification evaluation conducted by the
NSPM, the sponsor must also provide a person knowledgeable about the
operation of the aircraft and the operation of the FTD.

**End QPS Requirements**

**Begin Information**

e\. The sponsor's test sequence and the content of each quarterly
inspection required in § 60.19(a)(1) should include a balance and a mix
from the objective test requirement areas listed as follows:

\(1\) Performance.

\(2\) Handling qualities.

\(3\) Motion system (where appropriate).

\(4\) Visual system (where appropriate).

\(5\) Sound system (where appropriate).

\(6\) Other FTD systems.

f\. If the NSP evaluator plans to accomplish specific tests during a
normal continuing qualification evaluation that requires the use of
special equipment or technicians, the sponsor will be notified as far in
advance of the evaluation as practical; but not less than 72 hours.
Examples of such tests include latencies, control sweeps, or motion or
visual system tests.

g\. The continuing qualification evaluations described in § 60.19(b)
will normally require 4 hours of FTD time. However, flexibility is
necessary to address abnormal situations or situations involving
aircraft with additional levels of complexity (e.g., computer controlled
aircraft). The sponsor should anticipate that some tests may require
additional time. The continuing qualification evaluations will consist
of the following:

\(1\) Review of the results of the quarterly inspections conducted by
the sponsor since the last scheduled continuing qualification
evaluation.

\(2\) A selection of approximately 8 to 15 objective tests from the MQTG
that provide an adequate opportunity to evaluate the performance of the
FTD. The tests chosen will be performed either automatically or manually
and should be able to be conducted within approximately one-third (1/3)
of the allotted FTD time.

\(3\) A subjective evaluation of the FTD to perform a representative
sampling of the tasks set out in attachment 3 of this appendix. This
portion of the evaluation should take approximately two-thirds (2/3) of
the allotted FTD time.

\(4\) An examination of the functions of the FTD may include the motion
system, visual system, sound system as applicable, instructor operating
station, and the normal functions and simulated malfunctions of the
airplane systems. This examination is normally accomplished
simultaneously with the subjective evaluation requirements.

h\. The requirement established in § 60.19(b)(4) regarding the frequency
of NSPM-conducted continuing qualification evaluations for each FTD is
typically 12 months. However, the establishment and satisfactory
implementation of an approved QMS for a sponsor will provide a basis for
adjusting the frequency of evaluations to exceed 12-month intervals.

**15. Logging FTD Discrepancies (§ 60.20).**

No additional regulatory or informational material applies to § 60.20.
Logging FTD Discrepancies.

**16. Interim Qualification of FTDs for New Airplane Types or Models
(§ 60.21).**

No additional regulatory or informational material applies to § 60.21,
Interim Qualification of FTDs for New Airplane Types or Models.

**End Information**

**17. Modifications to FTDs (§ 60.23).**

**Begin QPS Requirements**

a\. The notification described in § 60.23(c)(2) must include a complete
description of the planned modification, with a description of the
operational and engineering effect the proposed modification will have
on the operation of the FTD and the results that are expected with the
modification incorporated.

b\. Prior to using the modified FTD:

\(1\) All the applicable objective tests completed with the modification
incorporated, including any necessary updates to the MQTG (e.g.,
accomplishment of FSTD Directives) must be acceptable to the NSPM; and

\(2\) The sponsor must provide the NSPM with a statement signed by the
MR that the factors listed in § 60.15(b) are addressed by the
appropriate personnel as described in that section.

**End QPS Requirements**

**Begin Information**

c\. FSTD Directives are considered modification of an FTD. See
Attachment 4 of this appendix for a sample index of effective FSTD
Directives.

**End Information**

**18. Operation with Missing, Malfunctioning, or Inoperative Components
(§ 60.25).**

**Begin Information**

a\. The sponsor's responsibility with respect to § 60.25(a) is satisfied
when the sponsor fairly and accurately advises the user of the current
status of an FTD, including any missing, malfunctioning, or inoperative
(MMI) component(s).

b\. It is the responsibility of the instructor, check airman, or
representative of the administrator conducting training, testing, or
checking to exercise reasonable and prudent judgment to determine if any
MMI component is necessary for the satisfactory completion of a specific
maneuver, procedure, or task.

c\. If the 29th or 30th day of the 30-day period described in § 60.25(b)
is on a Saturday, a Sunday, or a holiday, the FAA will extend the
deadline until the next business day.

d\. In accordance with the authorization described in § 60.25(b), the
sponsor may develop a discrepancy prioritizing system to accomplish
repairs based on the level of impact on the capability of the FTD.
Repairs having a larger impact on the FTD's ability to provide the
required training, evaluation, or flight experience will have a higher
priority for repair or replacement.

**End Information**

**19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (§ 60.27).**

**Begin Information**

If the sponsor provides a plan for how the FTD will be maintained during
its out-of-service period (e.g., periodic exercise of mechanical,
hydraulic, and electrical systems; routine replacement of hydraulic
fluid; control of the environmental factors in which the FTD is to be
maintained) there is a greater likelihood that the NSPM will be able to
determine the amount of testing that required for requalification.

**End Information**

**20. Other Losses of Qualification and Procedures for Restoration of
Qualification (§ 60.29).**

**Begin Information**

If the sponsor provides a plan for how the FTD will be maintained during
its out-of-service period (e.g., periodic exercise of mechanical,
hydraulic, and electrical systems; routine replacement of hydraulic
fluid; control of the environmental factors in which the FTD is to be
maintained) there is a greater likelihood that the NSPM will be able to
determine the amount of testing that required for requalification.

**End Information**

**21. Recordkeeping and Reporting (§ 60.31).**

**Begin QPS Requirements**

a\. FTD modifications can include hardware or software changes. For FTD
modifications involving software programming changes, the record
required by § 60.31(a)(2) must consist of the name of the aircraft
system software, aerodynamic model, or engine model change, the date of
the change, a summary of the change, and the reason for the change.

b\. If a coded form for record keeping is used, it must provide for the
preservation and retrieval of information with appropriate security or
controls to prevent the inappropriate alteration of such records after
the fact.

**End QPS Requirements**

**22. Applications, Logbooks, Reports, and Records: Fraud,
Falsification, or Incorrect Statements (§ 60.33).**

**Begin Information**

No additional regulatory or informational material applies to § 60.33,
Applications, Logbooks, Reports, and Records: Fraud, Falsification, or
Incorrect Statements.

**End Information**

**23. \[Reserved\]**

**24. Levels of FTD.**

**Begin Information**

a\. The following is a general description of each level of FTD.
Detailed standards and tests for the various levels of FTDs are fully
defined in Attachments 1 through 3 of this appendix.

\(1\) Level 4. A device that may have an open airplane-specific flight
deck area, or an enclosed airplane-specific flight deck and at least one
operating system. Air/ground logic is required (no aerodynamic
programming required). All displays may be flat/LCD panel
representations or actual representations of displays in the aircraft.
All controls, switches, and knobs may be touch sensitive activation (not
capable of manual manipulation of the flight controls) or may physically
replicate the aircraft in control operation.

\(2\) Level 5. A device that may have an open airplane-specific flight
deck area, or an enclosed airplane-specific flight deck; generic
aerodynamic programming; at least one operating system; and control
loading that is representative of the simulated airplane only at an
approach speed and configuration. All displays may be flat/LCD panel
representations or actual representations of displays in the aircraft.
Primary and secondary flight controls (e.g., rudder, aileron, elevator,
flaps, spoilers/speed brakes, engine controls, landing gear, nosewheel
steering, trim, brakes) must be physical controls. All other controls,
switches, and knobs may be touch sensitive activation.

\(3\) Level 6. A device that has an enclosed airplane-specific flight
deck; airplane-specific aerodynamic programming; all applicable airplane
systems operating; control loading that is representative of the
simulated airplane throughout its ground and flight envelope; and
significant sound representation. All displays may be flat/LCD panel
representations or actual representations of displays in the aircraft,
but all controls, switches, and knobs must physically replicate the
aircraft in control operation.

**End Information**

**25. FTD Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (§ 60.37).**

**Begin Information**

No additional regulatory or informational material applies to § 60.37,
FTD Qualification on the Basis of a Bilateral Aviation Safety Agreement
(BASA).

**End Information**

**Attachment 1 to Appendix B to Part 60\--**

**General FTD REQUIREMENTS**

**Begin QPS Requirements**

**1. Requirements**

a\. Certain requirements included in this appendix must be supported
with an SOC as defined in Appendix F, which may include objective and
subjective tests. The requirements for SOCs are indicated in the
"General FTD Requirements" column in Table B1A of this appendix.

b\. Table B1A describes the requirements for the indicated level of FTD.
Many devices include operational systems or functions that exceed the
requirements outlined in this section. In any event, all systems will be
tested and evaluated in accordance with this appendix to ensure proper
operation.

**End QPS Requirements**

**Begin Information**

**2. Discussion**

a\. This attachment describes the general requirements for qualifying
Level 4 through Level 6 FTDs. The sponsor should also consult the
objectives tests in Attachment 2 of this appendix and the examination of
functions and subjective tests listed in Attachment 3 of this appendix
to determine the complete requirements for a specific level FTD.

b\. The material contained in this attachment is divided into the
following categories:

\(1\) General Flight deck Configuration.

\(2\) Programming.

\(3\) Equipment Operation.

\(4\) Equipment and facilities for instructor/evaluator functions.

\(5\) Motion System.

\(6\) Visual System

\(7\) Sound System

c\. Table B1A provides the standards for the General FTD Requirements.

d\. Table B1B provides the tasks that the sponsor will examine to
determine whether the FTD satisfactorily meets the requirements for
flight crew training, testing, and experience, and provides the tasks
for which the simulator may be qualified.

e\. Table B1C provides the functions that an instructor/check airman
must be able to control in the simulator.

f\. It is not required that all of the tasks that appear on the List of
Qualified Tasks (part of the SOQ) be accomplished during the initial or
continuing qualification evaluation.

**End Information**

+-----+---------------------------------------+---+---+---+------------------+
| **1 | **General Flight Deck                 |   |   |   |                  |
| .** | Configuration**.                      |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The FTD must have a flight deck that  |   |   | * | For FTD          |
| 1.a | is a replica of the airplane          |   |   | * | purposes, the    |
| .** | simulated with controls, equipment,   |   |   | X | flight deck      |
|     | observable flight deck indicators,    |   |   | * | consists of all  |
|     | circuit breakers, and bulkheads       |   |   | * | that space       |
|     | properly located, functionally        |   |   |   | forward of a     |
|     | accurate and replicating the          |   |   |   | cross section of |
|     | airplane. The direction of movement   |   |   |   | the fuselage at  |
|     | of controls and switches must be      |   |   |   | the most extreme |
|     | identical to that in the airplane.    |   |   |   | aft setting of   |
|     | Pilot seat(s) must afford the         |   |   |   | the pilots\'     |
|     | capability for the occupant to be     |   |   |   | seats including  |
|     | able to achieve the design "eye       |   |   |   | additional,      |
|     | position." Equipment for the          |   |   |   | required flight  |
|     | operation of the flight deck windows  |   |   |   | crewmember duty  |
|     | must be included, but the actual      |   |   |   | stations and     |
|     | windows need not be operable. Fire    |   |   |   | those required   |
|     | axes, extinguishers, and spare light  |   |   |   | bulkheads aft of |
|     | bulbs must be available in the flight |   |   |   | the pilot seats. |
|     | simulator, but may be relocated to a  |   |   |   | For              |
|     | suitable location as near as          |   |   |   | clarification,   |
|     | practical to the original position.   |   |   |   | bulkheads        |
|     | Fire axes, landing gear pins, and any |   |   |   | containing only  |
|     | similar purpose instruments need only |   |   |   | items such as    |
|     | be represented in silhouette.         |   |   |   | landing gear pin |
|     |                                       |   |   |   | storage          |
|     |                                       |   |   |   | compartments,    |
|     |                                       |   |   |   | fire axes and    |
|     |                                       |   |   |   | extinguishers,   |
|     |                                       |   |   |   | spare light      |
|     |                                       |   |   |   | bulbs, aircraft  |
|     |                                       |   |   |   | documents        |
|     |                                       |   |   |   | pouches are not  |
|     |                                       |   |   |   | considered       |
|     |                                       |   |   |   | essential and    |
|     |                                       |   |   |   | may be omitted.  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The FTD must have equipment (e.g.,    | * | * |   |                  |
| 1.b | instruments, panels, systems, circuit | * | * |   |                  |
| .** | breakers, and controls) simulated     | X | X |   |                  |
|     | 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      |   |   |   |                  |
|     | flight deck or an open flight deck    |   |   |   |                  |
|     | area. Additional equipment required   |   |   |   |                  |
|     | for the authorized training/checking  |   |   |   |                  |
|     | events must be available in the FTD,  |   |   |   |                  |
|     | but may be located in a suitable      |   |   |   |                  |
|     | location as near as practical to the  |   |   |   |                  |
|     | spatially correct position. Actuation |   |   |   |                  |
|     | of equipment must replicate the       |   |   |   |                  |
|     | appropriate function in the airplane. |   |   |   |                  |
|     | Fire axes, landing gear pins, and any |   |   |   |                  |
|     | similar purpose instruments need only |   |   |   |                  |
|     | be represented in silhouette.         |   |   |   |                  |
|     |                                       |   |   |   |                  |
|     | ####                                  |   |   |   |                  |
|     | {#section-16 .Title-Text-Block-Lvl-7} |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **2 | **Programming.**                      |   |   |   |                  |
| .** |                                       |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The FTD must provide the proper       |   | * | * |                  |
| 2.a | effect of aerodynamic changes for the |   | * | * |                  |
| .** | combinations of drag and thrust       |   | X | X |                  |
|     | normally encountered in flight. This  |   | * | * |                  |
|     | must include the effect of change in  |   | * | * |                  |
|     | airplane attitude, thrust, drag,      |   |   |   |                  |
|     | altitude, temperature, and            |   |   |   |                  |
|     | configuration.                        |   |   |   |                  |
|     |                                       |   |   |   |                  |
|     | Level 6 additionally requires the     |   |   |   |                  |
|     | effects of changes in gross weight    |   |   |   |                  |
|     | and center of gravity.                |   |   |   |                  |
|     |                                       |   |   |   |                  |
|     | Level 5 requires only generic         |   |   |   |                  |
|     | aerodynamic programming.              |   |   |   |                  |
|     |                                       |   |   |   |                  |
|     | An SOC is required.                   |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The FTD must have the computer        | * | * | * |                  |
| 2.b | (analog or digital) capability (i.e., | * | * | * |                  |
| .** | capacity, accuracy, resolution, and   | X | X | X |                  |
|     | dynamic response) needed to meet the  | * | * | * |                  |
|     | qualification level sought.           | * | * | * |                  |
|     |                                       |   |   |   |                  |
|     | An SOC is required.                   |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | Relative responses of the flight deck |   | * | * | The intent is to |
| 2.c | instruments must be measured by       |   | * | * | verify that the  |
| .** | latency tests, or transport delay     |   | X | X | FTD provides     |
|     | tests, and may not exceed 300         |   | * | * | instrument cues  |
|     | milliseconds. The instruments must    |   | * | * | that are, within |
|     | respond to abrupt input at the        |   |   |   | the stated time  |
|     | pilot\'s position within the allotted |   |   |   | delays, like the |
|     | time, but not before the time when    |   |   |   | airplane         |
|     | the airplane responds under the same  |   |   |   | responses. For   |
|     | conditions.                           |   |   |   | airplane         |
|     |                                       |   |   |   | response,        |
|     | > **●** Latency: The FTD instrument   |   |   |   | acceleration in  |
|     | > and, if applicable, the motion      |   |   |   | the appropriate, |
|     | > system and the visual system        |   |   |   | corresponding    |
|     | > response must not be prior to that  |   |   |   | rotational axis  |
|     | > time when the airplane responds and |   |   |   | is preferred.    |
|     | > may respond up to 300 milliseconds  |   |   |   | Additional       |
|     | > after that time under the same      |   |   |   | information      |
|     | > conditions.                         |   |   |   | regarding        |
|     | >                                     |   |   |   | Latency and      |
|     | > **●** Transport Delay: As an        |   |   |   | Transport Delay  |
|     | > alternative to the Latency          |   |   |   | testing may be   |
|     | > requirement, a transport delay      |   |   |   | found in         |
|     | > objective test may be used to       |   |   |   | Appendix A,      |
|     | > demonstrate that the FTD system     |   |   |   | Attachment 2,    |
|     | > does not exceed the specified       |   |   |   | paragraph 15.    |
|     | > limit. The sponsor must measure all |   |   |   |                  |
|     | > the delay encountered by a step     |   |   |   |                  |
|     | > signal migrating from the pilot's   |   |   |   |                  |
|     | > control through all the simulation  |   |   |   |                  |
|     | > software modules in the correct     |   |   |   |                  |
|     | > order, using a handshaking          |   |   |   |                  |
|     | > protocol, finally through the       |   |   |   |                  |
|     | > normal output interfaces to the     |   |   |   |                  |
|     | > instrument display and, if          |   |   |   |                  |
|     | > applicable, the motion system, and  |   |   |   |                  |
|     | > the visual system.                  |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **3 | **Equipment Operation.**              |   |   |   |                  |
| .** |                                       |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | All relevant instrument indications   |   | * | * |                  |
| 3.a | involved in the simulation of the     |   | * | * |                  |
| .** | airplane must automatically respond   |   | X | X |                  |
|     | to control movement or external       |   | * | * |                  |
|     | disturbances to the simulated         |   | * | * |                  |
|     | airplane; e.g., turbulence or winds.  |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | Navigation equipment must be          |   | * | * |                  |
| 3.b | installed and operate within the      |   | * | * |                  |
| .** | tolerances applicable for the         |   | X | X |                  |
|     | 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 necessary to fly |   |   |   |                  |
|     | an instrument approach.               |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | Installed systems must simulate the   | * | * | * |                  |
| 3.c | applicable airplane system operation, | * | * | * |                  |
| .** | both on the ground and in flight.     | X | X | X |                  |
|     | Installed systems must be operative   | * | * | * |                  |
|     | to the extent that applicable normal, | * | * | * |                  |
|     | abnormal, and emergency operating     |   |   |   |                  |
|     | procedures included in the sponsor's  |   |   |   |                  |
|     | training programs can be              |   |   |   |                  |
|     | accomplished.                         |   |   |   |                  |
|     |                                       |   |   |   |                  |
|     | Level 6 must simulate all applicable  |   |   |   |                  |
|     | airplane flight, navigation, and      |   |   |   |                  |
|     | systems operation.                    |   |   |   |                  |
|     |                                       |   |   |   |                  |
|     | Level 5 must have at least functional |   |   |   |                  |
|     | flight and navigational controls,     |   |   |   |                  |
|     | displays, and instrumentation.        |   |   |   |                  |
|     |                                       |   |   |   |                  |
|     | Level 4 must have at least one        |   |   |   |                  |
|     | airplane system installed and         |   |   |   |                  |
|     | functional.                           |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The lighting environment for panels   | * | * | * | Back-lighted     |
| 3.d | and instruments must be sufficient    | * | * | * | panels and       |
| .** | for the operation being conducted.    | X | X | X | instruments may  |
|     |                                       | * | * | * | be installed but |
|     |                                       | * | * | * | are not          |
|     |                                       |   |   |   | required.        |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The FTD must provide control forces   |   |   | * |                  |
| 3.e | and control travel that correspond to |   |   | * |                  |
| .** | the airplane being simulated. Control |   |   | X |                  |
|     | forces must react in the same manner  |   |   | * |                  |
|     | as in the airplane under the same     |   |   | * |                  |
|     | flight conditions.                    |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The FTD must provide control forces   |   | * |   |                  |
| 3.f | and control travel of sufficient      |   | * |   |                  |
| .** | precision to manually fly an          |   | X |   |                  |
|     | instrument approach.                  |   | * |   |                  |
|     |                                       |   | * |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **4 | **Instructor or Evaluator             |   |   |   |                  |
| .** | Facilities.**                         |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | In addition to the flight crewmember  | * | * | * | These seats need |
| 4.a | stations, suitable seating            | * | * | * | not be a replica |
| .** | arrangements for an instructor/check  | X | X | X | of an aircraft   |
|     | airman and FAA Inspector must be      | * | * | * | seat and may be  |
|     | available. These seats must provide   | * | * | * | as simple as an  |
|     | adequate view of crewmember\'s        |   |   |   | office chair     |
|     | panel(s).                             |   |   |   | placed in an     |
|     |                                       |   |   |   | appropriate      |
|     |                                       |   |   |   | position.        |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The FTD must have instructor controls | * | * | * |                  |
| 4.b | that permit activation of normal,     | * | * | * |                  |
| .** | abnormal, and emergency conditions as | X | X | X |                  |
|     | appropriate. Once activated, proper   | * | * | * |                  |
|     | system operation must result from     | * | * | * |                  |
|     | system management by the crew and not |   |   |   |                  |
|     | require input from the instructor     |   |   |   |                  |
|     | controls.                             |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **5 | **Motion System (not required).**     |   |   |   |                  |
| .** |                                       |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The FTD may have a motion system, if  |   | * | * | The motion       |
| 5.a | desired, although it is not required. |   | * | * | system standards |
| .** | If a motion system is installed and   |   | X | X | set out in part  |
|     | additional training, testing, or      |   | * | * | 60, Appendix A   |
|     | checking credits are being sought on  |   | * | * | for at least     |
|     | the basis of having a motion system,  |   |   |   | Level A          |
|     | the motion system operation may not   |   |   |   | simulators is    |
|     | be distracting and must be coupled    |   |   |   | acceptable.      |
|     | closely to provide integrated 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 airplane responds under the same  |   |   |   |                  |
|     | conditions.                           |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | If a motion system is installed, it   |   |   | * | The motion       |
| 5.b | must be measured by latency tests or  |   |   | * | system standards |
| .** | transport delay tests and may not     |   |   | X | set out in part  |
|     | exceed 300 milliseconds. Instrument   |   |   | * | 60, Appendix A   |
|     | response may not occur prior to       |   |   | * | for at least     |
|     | motion onset.                         |   |   |   | Level A          |
|     |                                       |   |   |   | simulators is    |
|     |                                       |   |   |   | acceptable.      |
+-----+---------------------------------------+---+---+---+------------------+
| **6 | **Visual System.**                    |   |   |   |                  |
| .** |                                       |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The FTD may have a visual system, if  | * | * | * |                  |
| 6.a | desired, although it is not required. | * | * | * |                  |
| .** | If a visual system is installed, it   | X | X | X |                  |
|     | must meet the following criteria:     | * | * | * |                  |
|     |                                       | * | * | * |                  |
+-----+---------------------------------------+---+---+---+------------------+
| *   | The visual system must respond to     |   | * | * |                  |
| *6. | abrupt input at the pilot\'s          |   | * | * |                  |
| a.1 | position.                             |   | X | X |                  |
| .** |                                       |   | * | * |                  |
|     | An SOC is required.                   |   | * | * |                  |
+-----+---------------------------------------+---+---+---+------------------+
| *   | The visual system must be at least a  | * | * | * |                  |
| *6. | single channel, non-collimated        | * | * | * |                  |
| a.2 | display.                              | X | X | X |                  |
| .** |                                       | * | * | * |                  |
|     | An SOC is required.                   | * | * | * |                  |
+-----+---------------------------------------+---+---+---+------------------+
| *   | The visual system must provide at     | * | * | * |                  |
| *6. | least a field-of-view of 18° vertical | * | * | * |                  |
| a.3 | / 24° horizontal for the pilot        | X | X | X |                  |
| .** | flying.                               | * | * | * |                  |
|     |                                       | * | * | * |                  |
|     | An SOC is required.                   |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| *   | The visual system must provide for a  | * | * | * |                  |
| *6. | maximum parallax of 10° per pilot.    | * | * | * |                  |
| a.4 |                                       | X | X | X |                  |
| .** | An SOC is required.                   | * | * | * |                  |
|     |                                       | * | * | * |                  |
+-----+---------------------------------------+---+---+---+------------------+
| *   | The visual scene content may not be   | * | * | * |                  |
| *6. | distracting.                          | * | * | * |                  |
| a.5 |                                       | X | X | X |                  |
| .** | An SOC is required.                   | * | * | * |                  |
|     |                                       | * | * | * |                  |
+-----+---------------------------------------+---+---+---+------------------+
| *   | The minimum distance from the pilot's | * | * | * |                  |
| *6. | eye position to the surface of a      | * | * | * |                  |
| a.6 | direct view display may not be less   | X | X | X |                  |
| .** | than the distance to any front panel  | * | * | * |                  |
|     | instrument.                           | * | * | * |                  |
|     |                                       |   |   |   |                  |
|     | An SOC is required.                   |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| *   | The visual system must provide for a  | * | * | * |                  |
| *6. | minimum resolution of 5 arc-minutes   | * | * | * |                  |
| a.7 | for both computed and displayed pixel | X | X | X |                  |
| .** | size.                                 | * | * | * |                  |
|     |                                       | * | * | * |                  |
|     | An SOC is required.                   |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | If a visual system is installed and   |   |   | # | Directly         |
| 6.b | additional training, testing, or      |   |   | # | projected,       |
| .** | checking credits are being sought on  |   |   | # | non-collimated   |
|     | the basis of having a visual system,  |   |   | # | visual displays  |
|     | a visual system meeting the standards |   |   |   | may prove to be  |
|     | set out for at least a Level A FFS    |   |   | X | unacceptable for |
|     | (see Appendix A of this part) will be |   |   |   | dual pilot       |
|     | required. A "direct-view,"            |   |   | { | applications.    |
|     | non-collimated visual system (with    |   |   | # |                  |
|     | the other requirements for a Level A  |   |   | x |                  |
|     | visual system met) may be considered  |   |   | - |                  |
|     | satisfactory for those installations  |   |   | 2 |                  |
|     | where the visual system design "eye   |   |   | 1 |                  |
|     | point" is appropriately adjusted for  |   |   |   |                  |
|     | each pilot's position such that the   |   |   | . |                  |
|     | parallax error is at or less than 10º |   |   | T |                  |
|     | simultaneously for each pilot.        |   |   | i |                  |
|     |                                       |   |   | t |                  |
|     | An SOC is required.                   |   |   | l |                  |
|     |                                       |   |   | e |                  |
|     |                                       |   |   | - |                  |
|     |                                       |   |   | T |                  |
|     |                                       |   |   | e |                  |
|     |                                       |   |   | x |                  |
|     |                                       |   |   | t |                  |
|     |                                       |   |   | - |                  |
|     |                                       |   |   | B |                  |
|     |                                       |   |   | l |                  |
|     |                                       |   |   | o |                  |
|     |                                       |   |   | c |                  |
|     |                                       |   |   | k |                  |
|     |                                       |   |   | - |                  |
|     |                                       |   |   | L |                  |
|     |                                       |   |   | v |                  |
|     |                                       |   |   | l |                  |
|     |                                       |   |   | - |                  |
|     |                                       |   |   | 7 |                  |
|     |                                       |   |   | } |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **7 | **Sound System.**                     |   |   |   |                  |
| .** |                                       |   |   |   |                  |
+-----+---------------------------------------+---+---+---+------------------+
| **  | The FTD must simulate significant     |   |   | * |                  |
| 7.a | flight deck sounds resulting from     |   |   | * |                  |
| .** | pilot actions that correspond to      |   |   | X |                  |
|     | those heard in the airplane.          |   |   | * |                  |
|     |                                       |   |   | * |                  |
+-----+---------------------------------------+---+---+---+------------------+

  ---------- --------------------------------------- ------- ------- ------- ------------------
  **1.**     **Preflight Procedures.**                                       

  **1.a.**   Preflight Inspection (flight deck       **A**   **A**   **X**   
             only).                                                          

  **1.b.**   Engine Start.                           **A**   **A**   **X**   

  **1.c.**   Pre-takeoff Checks.                     **A**   **A**   **X**   

  **2.**     **Takeoff and Departure Phase.**                                

  **2.a.**   Rejected Takeoff (requires visual                       **A**   
             system).                                                        

  **2.b.**   Departure Procedure.                            **X**   **X**   

  **3.**     **In-flight Maneuvers**                                         

  **3.a.**   a\. Steep Turns.                                **X**   **X**   

  **3.b.**   b\. Approaches to Stalls.                       **A**   **X**   

  **3.c.**   c\. Engine Failure (procedures                  **A**   **X**   
             only)---Multiengine Airplane.                                   

  **3.d.**   d\. Engine Failure (procedures                  **A**   **X**   
             only)---Single-Engine Airplane.                                 

  **3.e.**   e\. Specific Flight Characteristics     **A**   **A**   **A**   
             incorporated into the user's FAA                                
             approved flight training program.                               

  **4.**     **Instrument Procedures.**                                      

  **4.a.**   Standard Terminal Arrival / Flight              **A**   **X**   
             Management System Arrival.                                      

  **4.b.**   Holding.                                        **A**   **X**   

  **4.c.**   Precision Instrument, all engines               **A**   **X**   e.g., Autopilot,
             operating.                                                      Manual (Flt. Dir.
                                                                             Assisted), Manual
                                                                             (Raw Data)

  **4.d.**   Non-precision Instrument, all engines           **A**   **X**   e.g., NDB, VOR,
             operating.                                                      VOR/DME, VOR/TAC,
                                                                             RNAV, LOC, LOC/BC,
                                                                             ADF, and SDF.

  **4.e.**   Circling Approach (requires visual                      **A**   
             system).                                                        

  **4.f.**   Missed Approach.                                **A**   **X**   

  **5**      **Normal and Abnormal Procedures.**                             

  **5.a.**   Engine (including shutdown and restart  **A**   **A**   **X**   
             -- procedures only).                                            

  **5.b.**   Fuel System.                            **A**   **A**   **X**   

  **5.c.**   Electrical System.                      **A**   **A**   **X**   

  **5.d.**   Hydraulic System.                       **A**   **A**   **X**   

  **5.e.**   Environmental and Pressurization        **A**   **A**   **X**   
             Systems.                                                        

  **5.f.**   Fire Detection and Extinguisher         **A**   **A**   **X**   
             Systems.                                                        

  **5.g.**   Navigation and Avionics Systems.        **A**   **A**   **X**   

  **5.h.**   Automatic Flight Control System,        **A**   **A**   **X**   
             Electronic Flight Instrument System,                            
             and Related Subsystems.                                         

  **5.i.**   Flight Control Systems.                 **A**   **A**   **X**   

  **5.j.**   Anti-ice and Deice Systems.             **A**   **A**   **X**   

  **5.k.**   Aircraft and Personal Emergency         **A**   **A**   **X**   
             Equipment.                                                      

  **6.**     **Emergency Procedures.**                                       

  **6.a.**   Emergency Descent (maximum rate).               **A**   **X**   

  **6.b.**   Inflight Fire and Smoke Removal.                **A**   **X**   

  **6.c.**   Rapid Decompression.                            **A**   **X**   

  **6.d.**   Emergency Evacuation.                   **A**   **A**   **X**   

  **7.**     **Postflight Procedures.**                                      

  **7.a.**   After-Landing Procedures.               **A**   **A**   **X**   

  **7.b.**   Parking and Securing.                   **A**   **A**   **X**   
  ---------- --------------------------------------- ------- ------- ------- ------------------

Note 1: An "A" in the table indicates that the system, task, or
procedure, although not required to be present, may be examined if the
appropriate airplane system is simulated in the FTD and is working
properly.

Note 2: Items not installed or not functional on the FTD and not
appearing on the SOQ Configuration List, are not required to be listed
as exceptions on the SOQ.

+-----+---------------------------------------+---+---+---+-----------------+
| *   |                                       |   |   |   |                 |
| *1. |                                       |   |   |   |                 |
| I   |                                       |   |   |   |                 |
| nst |                                       |   |   |   |                 |
| ruc |                                       |   |   |   |                 |
| tor |                                       |   |   |   |                 |
| Ope |                                       |   |   |   |                 |
| rat |                                       |   |   |   |                 |
| ing |                                       |   |   |   |                 |
| S   |                                       |   |   |   |                 |
| tat |                                       |   |   |   |                 |
| ion |                                       |   |   |   |                 |
| (I  |                                       |   |   |   |                 |
| OS) |                                       |   |   |   |                 |
| .** |                                       |   |   |   |                 |
+-----+---------------------------------------+---+---+---+-----------------+
| **  | Power switch(es).                     | # | # | # |                 |
| 1.a |                                       | # | # | # |                 |
| .** |                                       | # | # | # |                 |
|     |                                       | # | # | # |                 |
|     |                                       |   |   |   |                 |
|     |                                       | X | X | X |                 |
|     |                                       |   |   |   |                 |
|     |                                       | { | { | { |                 |
|     |                                       | # | # | # |                 |
|     |                                       | x | x | x |                 |
|     |                                       | - | - | - |                 |
|     |                                       | 2 | 2 | 2 |                 |
|     |                                       | 2 | 3 | 4 |                 |
|     |                                       | } | } | } |                 |
+-----+---------------------------------------+---+---+---+-----------------+
| **  | Airplane conditions.                  | # | # | # | e.g., GW, CG,   |
| 1.b |                                       | # | # | # | Fuel loading,   |
| .** |                                       | # | # | # | Systems,        |
|     |                                       | # | # | # | Ground. Crew    |
|     |                                       |   |   |   |                 |
|     |                                       | A | X | X |                 |
|     |                                       |   |   |   |                 |
|     |                                       |   | { | { |                 |
|     |                                       |   | # | # |                 |
|     |                                       |   | x | x |                 |
|     |                                       |   | - | - |                 |
|     |                                       |   | 2 | 2 |                 |
|     |                                       |   | 5 | 6 |                 |
|     |                                       |   | } | } |                 |
+-----+---------------------------------------+---+---+---+-----------------+
| **  | Airports / Runways.                   | # | # | # | e.g., Selection |
| 1.c |                                       | # | # | # | and Presets;    |
| .** |                                       | # | # | # | Surface and     |
|     |                                       | # | # | # | Lighting        |
|     |                                       |   |   |   | controls if     |
|     |                                       | X | X | X | equipped with a |
|     |                                       |   |   |   | visual system.  |
|     |                                       | { | { | { |                 |
|     |                                       | # | # | # |                 |
|     |                                       | x | x | x |                 |
|     |                                       | - | - | - |                 |
|     |                                       | 2 | 2 | 2 |                 |
|     |                                       | 7 | 8 | 9 |                 |
|     |                                       | } | } | } |                 |
+-----+---------------------------------------+---+---+---+-----------------+
| **  | Environmental controls.               | # | # | # | e.g., Temp,     |
| 1.d |                                       | # | # | # | Wind.           |
| .** |                                       | # | # | # |                 |
|     |                                       | # | # | # |                 |
|     |                                       |   |   |   |                 |
|     |                                       | X | X | X |                 |
|     |                                       |   |   |   |                 |
|     |                                       | { | { | { |                 |
|     |                                       | # | # | # |                 |
|     |                                       | x | x | x |                 |
|     |                                       | - | - | - |                 |
|     |                                       | 3 | 3 | 3 |                 |
|     |                                       | 0 | 1 | 2 |                 |
|     |                                       | } | } | } |                 |
+-----+---------------------------------------+---+---+---+-----------------+
| **  | Airplane system malfunctions          | # | # | # |                 |
| 1.e | (Insertion / deletion)                | # | # | # |                 |
| .** |                                       | # | # | # |                 |
|     |                                       | # | # | # |                 |
|     |                                       |   |   |   |                 |
|     |                                       | A | X | X |                 |
|     |                                       |   |   |   |                 |
|     |                                       |   | { | { |                 |
|     |                                       |   | # | # |                 |
|     |                                       |   | x | x |                 |
|     |                                       |   | - | - |                 |
|     |                                       |   | 3 | 3 |                 |
|     |                                       |   | 3 | 4 |                 |
|     |                                       |   | } | } |                 |
+-----+---------------------------------------+---+---+---+-----------------+
| **  | Locks, Freezes, and Repositioning.    | # | # | # | ####            |
| 1.f |                                       | # | # | # |                 |
| .** |                                       | # | # | # |                 |
|     |                                       | # | # | # |                 |
|     |                                       |   |   |   |                 |
|     |                                       | X | X | X |                 |
|     |                                       |   |   |   |                 |
|     |                                       | { | { | { |                 |
|     |                                       | # | # | # |                 |
|     |                                       | x | x | x |                 |
|     |                                       | - | - | - |                 |
|     |                                       | 3 | 3 | 3 |                 |
|     |                                       | 5 | 6 | 7 |                 |
|     |                                       | } | } | } |                 |
+-----+---------------------------------------+---+---+---+-----------------+
| **  | Sound Controls. (On / off /           | # | # | # | ####            |
| 1.g | adjustment)                           | # | # | # |                 |
| .** |                                       | # | # | # |                 |
|     |                                       | # | # | # |                 |
|     |                                       |   |   |   |                 |
|     |                                       | X | X | X |                 |
|     |                                       |   |   |   |                 |
|     |                                       | { | { | { |                 |
|     |                                       | # | # | # |                 |
|     |                                       | x | x | x |                 |
|     |                                       | - | - | - |                 |
|     |                                       | 3 | 3 | 4 |                 |
|     |                                       | 8 | 9 | 0 |                 |
|     |                                       | } | } | } |                 |
+-----+---------------------------------------+---+---+---+-----------------+
| **  | Motion / Control Loading System, as   | # | # | # | ####            |
| 1.h | appropriate. On / off / emergency     | # | # | # |                 |
| .** | stop                                  | # | # | # |                 |
|     |                                       | # | # | # |                 |
|     |                                       |   |   |   |                 |
|     |                                       | A | A | A |                 |
+-----+---------------------------------------+---+---+---+-----------------+
| *   |                                       |   |   |   |                 |
| *2. |                                       |   |   |   |                 |
| Ob  |                                       |   |   |   |                 |
| ser |                                       |   |   |   |                 |
| ver |                                       |   |   |   |                 |
| Se  |                                       |   |   |   |                 |
| ats |                                       |   |   |   |                 |
| /   |                                       |   |   |   |                 |
| St  |                                       |   |   |   |                 |
| ati |                                       |   |   |   |                 |
| ons |                                       |   |   |   |                 |
| .** |                                       |   |   |   |                 |
+-----+---------------------------------------+---+---+---+-----------------+
| **  | Position / Adjustment / Positive      | # | # | # | ####            |
| 2.a | restraint system.                     | # | # | # |                 |
| .** |                                       | # | # | # |                 |
|     |                                       | # | # | # |                 |
|     |                                       |   |   |   |                 |
|     |                                       | X | X | X |                 |
|     |                                       |   |   |   |                 |
|     |                                       | { | { | { |                 |
|     |                                       | # | # | # |                 |
|     |                                       | x | x | x |                 |
|     |                                       | - | - | - |                 |
|     |                                       | 4 | 4 | 4 |                 |
|     |                                       | 1 | 2 | 3 |                 |
|     |                                       | } | } | } |                 |
+-----+---------------------------------------+---+---+---+-----------------+

Note 1: An "A" in the table indicates that the system, task, or
procedure, although not required to be present, may be examined if the
appropriate system is in the FTD and is working properly.

**Attachment 2 to Appendix B to Part 60\--**

**FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS**

**Begin Information**

**1. Discussion.**

a\. For the purposes of this attachment, the flight conditions specified
in the Flight Conditions Column of Table B2A, are defined as follows:

\(1\) Ground -- on ground, independent of airplane configuration;

\(2\) Take-off -- gear down with flaps/slats in any certified takeoff
position;

\(3\) First segment climb -- gear down with flaps/slats in any certified
takeoff position (normally not above 50 ft AGL);

\(4\) Second segment climb -- gear up with flaps/slats in any certified
takeoff position (normally between 50 ft and 400 ft AGL);

\(5\) Clean -- flaps/slats retracted and gear up;

\(6\) Cruise -- clean configuration at cruise altitude and airspeed;

\(7\) Approach -- gear up or down with flaps/slats at any normal
approach position as recommended by the airplane manufacturer; and

\(8\) Landing -- gear down with flaps/slats in any certified landing
position.

b\. The format for numbering the objective tests in Appendix A,
Attachment 2, Table A2A, and the objective tests in Appendix B,
Attachment 2, Table B2A, is identical. However, each test required for
FFSs is not necessarily required for FTDs. Also, each test required for
FTDs is not necessarily required for FFSs. Therefore, when a test number
(or series of numbers) is not required, the term "Reserved" is used in
the table at that location. Following this numbering format provides a
degree of commonality between the two tables and substantially reduces
the potential for confusion when referring to objective test numbers for
either FFSs or FTDs.

c\. The reader is encouraged to review the Airplane Flight Simulator
Evaluation Handbook, Volumes I and II, published by the Royal
Aeronautical Society, London, UK, and FAA AC 25-7, as amended, Flight
Test Guide for Certification of Transport Category Airplanes, and AC
23-8, as amended, Flight Test Guide for Certification of Part 23
Airplanes, for references and examples regarding flight testing
requirements and techniques.

d\. If relevant winds are present in the objective data, the wind vector
should be clearly noted as part of the data presentation, expressed in
conventional terminology, and related to the runway being used for the
test.

e\. A Level 4 FTD does not require objective tests and therefore, Level
4 is not addressed in the following table.

**End Information**

**Begin QPS Requirements**

**2. Test Requirements.**

a\. The ground and flight tests required for qualification are listed in
Table B2A Objective Tests. Computer generated FTD test results must be
provided for each test except where an alternate test is specifically
authorized by the NSPM. If a flight condition or operating condition is
required for the test but does not apply to the airplane being simulated
or to the qualification level sought, it may be disregarded (e.g., an
engine out missed approach for a single-engine airplane; a maneuver
using reverse thrust for an airplane without reverse thrust capability).
Each test result is compared against the validation data described in
§ 60.13, and in Appendix B. The results must be produced on an
appropriate recording device acceptable to the NSPM and must include FTD
number, date, time, conditions, tolerances, and appropriate dependent
variables portrayed in comparison to the validation data. Time histories
are required unless otherwise indicated in Table B2A. All results must
be labeled using the tolerances and units given.

b\. Table B2A in this attachment sets out the test results required,
including the parameters, tolerances, and flight conditions for FTD
validation. Tolerances are provided for the listed tests because
mathematical modeling and acquisition and development of reference data
are often inexact. All tolerances listed in the following tables are
applied to FTD performance. When two tolerance values are given for a
parameter, the less restrictive may be used unless otherwise indicated.
In those cases where a tolerance is expressed only as a percentage, the
tolerance percentage applies to the maximum value of that parameter
within its normal operating range as measured from the neutral or zero
position unless otherwise indicated.

c\. Certain tests included in this attachment must be supported with a
SOC. In Table B2A, requirements for SOCs are indicated in the "Test
Details" column.

d\. When operational or engineering judgment is used in making
assessments for flight test data applications for FTD validity, such
judgment may not be limited to a single parameter. For example, data
that exhibit rapid variations of the measured parameters may require
interpolations or a "best fit" data section. All relevant parameters
related to a given maneuver or flight condition must be provided to
allow overall interpretation. When it is difficult or impossible to
match FTD to airplane data throughout a time history, differences must
be justified by providing a comparison of other related variables for
the condition being assessed.

e\. It is not acceptable to program the FTD so that the mathematical
modeling is correct only at the validation test points. Unless noted
otherwise, tests must represent airplane performance and handling
qualities at operating weights and centers of gravity (CG) typical of
normal operation. If a test is supported by aircraft data at one extreme
weight or CG, another test supported by aircraft data at mid-conditions
or as close as possible to the other extreme is necessary. Certain tests
that are relevant only at one extreme CG or weight condition need not be
repeated at the other extreme. The results of the tests for Level 6 are
expected to be indicative of the device\'s performance and handling
qualities throughout all of the following:

\(1\) The airplane weight and CG envelope;

\(2\) The operational envelope; and

\(3\) Varying atmospheric ambient and environmental conditions --
including the extremes authorized for the respective airplane or set of
airplanes.

f\. When comparing the parameters listed to those of the airplane,
sufficient data must also be provided to verify the correct flight
condition and airplane configuration changes. For example, to show that
control force is within the parameters for a static stability test, data
to show the correct airspeed, power, thrust or torque, airplane
configuration, altitude, and other appropriate datum identification
parameters must also be given. If comparing short period dynamics,
normal acceleration may be used to establish a match to the airplane,
but airspeed, altitude, control input, airplane configuration, and other
appropriate data must also be given. If comparing landing gear change
dynamics, pitch, airspeed, and altitude may be used to establish a match
to the airplane, but landing gear position must also be provided. All
airspeed values must be properly annotated (e.g., indicated versus
calibrated). In addition, the same variables must be used for comparison
(e.g., compare inches to inches rather than inches to centimeters).

g\. The QTG provided by the sponsor must clearly describe how the FTD
will be set up and operated for each test. Each FTD subsystem may be
tested independently, but overall integrated testing of the FTD must be
accomplished to assure that the total FTD system meets the prescribed
standards. A manual test procedure with explicit and detailed steps for
completing each test must also be provided.

h\. For previously qualified FTDs, the tests and tolerances of this
attachment may be used in subsequent continuing qualification
evaluations for any given test if the sponsor has submitted a proposed
MQTG revision to the NSPM and has received NSPM approval.

i\. FTDs are evaluated and qualified with an engine model simulating the
airplane data supplier's flight test engine. For qualification of
alternative engine models (either variations of the flight test engines
or other manufacturer's engines) additional tests with the alternative
engine models may be required. This attachment contains guidelines for
alternative engines.

j\. Testing Computer Controlled Aircraft (CCA) simulators, or other
highly augmented airplane simulators, flight test data is required for
the Normal (N) and/or Non-normal (NN) control states, as indicated in
this attachment. Where test results are independent of control state,
Normal or Non-normal control data may be used. All tests in Table B2A
require test results in the Normal control state unless specifically
noted otherwise in the Test Details section following the CCA
designation. The NSPM will determine what tests are appropriate for
airplane simulation data. When making this determination, the NSPM may
require other levels of control state degradation for specific airplane
tests. Where Non-normal control states are required, test data must be
provided for one or more Non-normal control states, and must include the
least augmented state. Where applicable, flight test data must record
Normal and Non-normal states for:

\(1\) Pilot controller deflections or electronically generated inputs,
including location of input; and

\(2\) Flight control surface positions unless test results are not
affected by, or are independent of, surface positions.

k\. Tests of handling qualities must include validation of augmentation
devices. FTDs for highly augmented airplanes will be validated both in
the unaugmented configuration (or failure state with the maximum
permitted degradation in handling qualities) and the augmented
configuration. Where various levels of handling qualities result from
failure states, validation of the effect of the failure is necessary.
Requirements for testing will be mutually agreed to between the sponsor
and the NSPM on a case-by-case basis.

l\. Some tests will not be required for airplanes using airplane
hardware in the FTD flight deck (e.g., "side stick controller"). These
exceptions are noted in Section 2 "Handling Qualities" in Table B2A of
this attachment. However, in these cases, the sponsor must provide a
statement that the airplane hardware meets the appropriate
manufacturer's specifications and the sponsor must have supporting
information to that fact available for NSPM review.

m\. For objective test purposes, see Appendix F of this part for the
definitions of "Near maximum," "Light," and "Medium" gross weight.

**End QPS Requirements**

**Begin Information**

n\. In those cases where the objective test results authorize a
"snapshot test" or a "series of snapshot test results" in lieu of a
time-history result, the sponsor or other data provider must ensure that
a steady state condition exists at the instant of time captured by the
"snapshot." The steady state condition must exist from 4 seconds prior
to, through 1 second following, the instant of time captured by the snap
shot.

o\. Refer to AC 120-27, "Aircraft Weight and Balance;" and FAA-
H-8083-1, "Aircraft Weight and Balance Handbook" for more information.

**End Information**

+----+--------+---+----------+-------+---------------+---+---+------------+
| ** |        |   |          |       |               |   |   |            |
| 1. |        |   |          |       |               |   |   |            |
| Pe |        |   |          |       |               |   |   |            |
| rf |        |   |          |       |               |   |   |            |
| or |        |   |          |       |               |   |   |            |
| ma |        |   |          |       |               |   |   |            |
| nc |        |   |          |       |               |   |   |            |
| e. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | (Res   |   |          |       |               |   |   |            |
| 1. | erved) |   |          |       |               |   |   |            |
| a. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Ta     |   |          |       |               |   |   |            |
| 1. | keoff. |   |          |       |               |   |   |            |
| b. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Ground | ± |          | Tak   | Record        |   | X | This test  |
| 1. | Accele | 5 |          | eoff. | acceleration  |   |   | is         |
| b. | ration | % |          |       | time for a    |   |   | required   |
| 1. | Time.  | t |          |       | minimum of    |   |   | only if    |
| ** |        | i |          |       | 80% of the    |   |   | RTO        |
|    |        | m |          |       | segment from  |   |   | training   |
|    |        | e |          |       | brake release |   |   | credit is  |
|    |        | o |          |       | to V~R~.      |   |   | sought.    |
|    |        | r |          |       |               |   |   |            |
|    |        |   |          |       | Preliminary   |   |   |            |
|    |        | ± |          |       | aircraft      |   |   |            |
|    |        | 1 |          |       | certification |   |   |            |
|    |        | s |          |       | data may be   |   |   |            |
|    |        | e |          |       | used.         |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 1. | (Reser |   |          |       |               |   |   |            |
| b. | ved)** |   |          |       |               |   |   |            |
| 2. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
| *  |        |   |          |       |               |   |   |            |
| *t |        |   |          |       |               |   |   |            |
| hr |        |   |          |       |               |   |   |            |
| ou |        |   |          |       |               |   |   |            |
| gh |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
| *  |        |   |          |       |               |   |   |            |
| *1 |        |   |          |       |               |   |   |            |
| .b |        |   |          |       |               |   |   |            |
| .6 |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **Re   | ± |          | Dry   | Record time   |   | X | This test  |
| 1. | jected | 5 |          | R     | for at least  |   |   | is         |
| b. | Tak    | % |          | unway | 80% of the    |   |   | required   |
| 7. | eoff** | t |          |       | segment from  |   |   | only if    |
| ** |        | i |          |       | initiation of |   |   | RTO        |
|    |        | m |          |       | the Rejected  |   |   | training   |
|    |        | e |          |       | Takeoff to    |   |   | credit is  |
|    |        | o |          |       | full stop.    |   |   | sought.    |
|    |        | r |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| *  | **     |   |          |       |               |   |   |            |
| *1 | (Reser |   |          |       |               |   |   |            |
| .b | ved)** |   |          |       |               |   |   |            |
| .8 |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **Cl   |   |          |       |               |   |   |            |
| 1. | imb.** |   |          |       |               |   |   |            |
| c. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Normal | ± |          | C     | Flight test   | X | X |            |
| 1. | Climb  | 3 |          | lean. | data or       |   |   |            |
| c. | all    | k |          |       | airplane      |   |   |            |
| 1. | e      | t |          |       | performance   |   |   |            |
| ** | ngines | a |          |       | manual data   |   |   |            |
|    | oper   | i |          |       | may be used.  |   |   |            |
|    | ating. | r |          |       | Record at     |   |   |            |
|    |        | s |          |       | nominal climb |   |   |            |
|    |        | p |          |       | speed and at  |   |   |            |
|    |        | e |          |       | nominal       |   |   |            |
|    |        | e |          |       | altitude. May |   |   |            |
|    |        | d |          |       | be a snapshot |   |   |            |
|    |        | , |          |       | test result.  |   |   |            |
|    |        |   |          |       | FTD           |   |   |            |
|    |        | ± |          |       | performance   |   |   |            |
|    |        | 5 |          |       | must be       |   |   |            |
|    |        | % |          |       | recorded over |   |   |            |
|    |        | o |          |       | an interval   |   |   |            |
|    |        | r |          |       | of at least   |   |   |            |
|    |        | ± |          |       | 1,000 ft (300 |   |   |            |
|    |        | 1 |          |       | m).           |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | / |          |       |               |   |   |            |
|    |        | m |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | ( |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | m |          |       |               |   |   |            |
|    |        | / |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | ) |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | m |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 1. | (Reser |   |          |       |               |   |   |            |
| c. | ved)** |   |          |       |               |   |   |            |
| 2. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
| *  |        |   |          |       |               |   |   |            |
| *t |        |   |          |       |               |   |   |            |
| hr |        |   |          |       |               |   |   |            |
| ou |        |   |          |       |               |   |   |            |
| gh |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
| 1. |        |   |          |       |               |   |   |            |
| c. |        |   |          |       |               |   |   |            |
| 4. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 1. | (Reser |   |          |       |               |   |   |            |
| d. | ved)** |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 1. | (Reser |   |          |       |               |   |   |            |
| e. | ved)** |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **Engi |   |          |       |               |   |   |            |
| 1. | nes.** |   |          |       |               |   |   |            |
| f. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | A      | L |          | App   | Record engine | X | X | See        |
| 1. | cceler | e |          | roach | power (N~1~,  |   |   | Appendix F |
| f. | ation. | v |          | or    | N~2~, EPR,    |   |   | of this    |
| 1. |        | e |          | La    | Torque,       |   |   | part for   |
| ** |        | l |          | nding | Manifold      |   |   | d          |
|    |        | 6 |          |       | Pressure)     |   |   | efinitions |
|    |        | : |          |       | from idle to  |   |   | of T~i,~   |
|    |        | ± |          |       | maximum       |   |   | and T~t~.  |
|    |        | 1 |          |       | takeoff power |   |   |            |
|    |        | 0 |          |       | for a rapid   |   |   |            |
|    |        | % |          |       | (slam)        |   |   |            |
|    |        | T |          |       | throttle      |   |   |            |
|    |        | ~ |          |       | movement.     |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | ~ |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | L |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | v |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | : |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | D      | L |          | Gr    | Record engine | X | X | See        |
| 1. | eceler | e |          | ound. | power (N~1~,  |   |   | Appendix F |
| f. | ation. | v |          |       | N~2~, EPR,    |   |   | of this    |
| 2. |        | e |          |       | Torque,       |   |   | part for   |
| ** |        | l |          |       | Manifold      |   |   | d          |
|    |        | 6 |          |       | Pressure)     |   |   | efinitions |
|    |        | : |          |       | from maximum  |   |   | of T~i,~   |
|    |        | ± |          |       | takeoff power |   |   | and T~t~.  |
|    |        | 1 |          |       | to idle for a |   |   |            |
|    |        | 0 |          |       | rapid (slam)  |   |   |            |
|    |        | % |          |       | throttle      |   |   |            |
|    |        | T |          |       | movement.     |   |   |            |
|    |        | ~ |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        | ~ |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | L |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | v |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | : |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** |        |   |          |       |               |   |   |            |
| 2. |        |   |          |       |               |   |   |            |
| Ha |        |   |          |       |               |   |   |            |
| nd |        |   |          |       |               |   |   |            |
| li |        |   |          |       |               |   |   |            |
| ng |        |   |          |       |               |   |   |            |
| Qu |        |   |          |       |               |   |   |            |
| al |        |   |          |       |               |   |   |            |
| it |        |   |          |       |               |   |   |            |
| ie |        |   |          |       |               |   |   |            |
| s. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
|    | For    |   |          |       |               |   |   | Testing of |
|    | FTDs   |   |          |       |               |   |   | position   |
|    | req    |   |          |       |               |   |   | versus     |
|    | uiring |   |          |       |               |   |   | force is   |
|    | Static |   |          |       |               |   |   | not        |
|    | tests  |   |          |       |               |   |   | applicable |
|    | at the |   |          |       |               |   |   | if forces  |
|    | co     |   |          |       |               |   |   | are        |
|    | ntrols |   |          |       |               |   |   | generated  |
|    | (i.e., |   |          |       |               |   |   | solely by  |
|    | c      |   |          |       |               |   |   | use of     |
|    | olumn, |   |          |       |               |   |   | airplane   |
|    | wheel, |   |          |       |               |   |   | hardware   |
|    | rudder |   |          |       |               |   |   | in the     |
|    | p      |   |          |       |               |   |   | FTD.       |
|    | edal), |   |          |       |               |   |   |            |
|    | s      |   |          |       |               |   |   |            |
|    | pecial |   |          |       |               |   |   |            |
|    | test   |   |          |       |               |   |   |            |
|    | fi     |   |          |       |               |   |   |            |
|    | xtures |   |          |       |               |   |   |            |
|    | will   |   |          |       |               |   |   |            |
|    | not be |   |          |       |               |   |   |            |
|    | re     |   |          |       |               |   |   |            |
|    | quired |   |          |       |               |   |   |            |
|    | during |   |          |       |               |   |   |            |
|    | i      |   |          |       |               |   |   |            |
|    | nitial |   |          |       |               |   |   |            |
|    | or     |   |          |       |               |   |   |            |
|    | u      |   |          |       |               |   |   |            |
|    | pgrade |   |          |       |               |   |   |            |
|    | evalu  |   |          |       |               |   |   |            |
|    | ations |   |          |       |               |   |   |            |
|    | if the |   |          |       |               |   |   |            |
|    | spon   |   |          |       |               |   |   |            |
|    | sor\'s |   |          |       |               |   |   |            |
|    | QT     |   |          |       |               |   |   |            |
|    | G/MQTG |   |          |       |               |   |   |            |
|    | shows  |   |          |       |               |   |   |            |
|    | both   |   |          |       |               |   |   |            |
|    | test   |   |          |       |               |   |   |            |
|    | f      |   |          |       |               |   |   |            |
|    | ixture |   |          |       |               |   |   |            |
|    | r      |   |          |       |               |   |   |            |
|    | esults |   |          |       |               |   |   |            |
|    | and    |   |          |       |               |   |   |            |
|    | the    |   |          |       |               |   |   |            |
|    | r      |   |          |       |               |   |   |            |
|    | esults |   |          |       |               |   |   |            |
|    | of an  |   |          |       |               |   |   |            |
|    | alter  |   |          |       |               |   |   |            |
|    | native |   |          |       |               |   |   |            |
|    | app    |   |          |       |               |   |   |            |
|    | roach, |   |          |       |               |   |   |            |
|    | such   |   |          |       |               |   |   |            |
|    | as     |   |          |       |               |   |   |            |
|    | co     |   |          |       |               |   |   |            |
|    | mputer |   |          |       |               |   |   |            |
|    | plots  |   |          |       |               |   |   |            |
|    | pr     |   |          |       |               |   |   |            |
|    | oduced |   |          |       |               |   |   |            |
|    | c      |   |          |       |               |   |   |            |
|    | oncurr |   |          |       |               |   |   |            |
|    | ently, |   |          |       |               |   |   |            |
|    | that   |   |          |       |               |   |   |            |
|    | show   |   |          |       |               |   |   |            |
|    | satisf |   |          |       |               |   |   |            |
|    | actory |   |          |       |               |   |   |            |
|    | agre   |   |          |       |               |   |   |            |
|    | ement. |   |          |       |               |   |   |            |
|    | Repeat |   |          |       |               |   |   |            |
|    | of the |   |          |       |               |   |   |            |
|    | alter  |   |          |       |               |   |   |            |
|    | native |   |          |       |               |   |   |            |
|    | method |   |          |       |               |   |   |            |
|    | during |   |          |       |               |   |   |            |
|    | the    |   |          |       |               |   |   |            |
|    | i      |   |          |       |               |   |   |            |
|    | nitial |   |          |       |               |   |   |            |
|    | or     |   |          |       |               |   |   |            |
|    | u      |   |          |       |               |   |   |            |
|    | pgrade |   |          |       |               |   |   |            |
|    | eval   |   |          |       |               |   |   |            |
|    | uation |   |          |       |               |   |   |            |
|    | sat    |   |          |       |               |   |   |            |
|    | isfies |   |          |       |               |   |   |            |
|    | this   |   |          |       |               |   |   |            |
|    | test   |   |          |       |               |   |   |            |
|    | requir |   |          |       |               |   |   |            |
|    | ement. |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 2. | Static |   |          |       |               |   |   |            |
| a. | C      |   |          |       |               |   |   |            |
| ** | ontrol |   |          |       |               |   |   |            |
|    | Te     |   |          |       |               |   |   |            |
|    | sts.** |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Pitch  | ± |          | Gr    | Record        |   | X |            |
| 2. | Cont   | 2 |          | ound. | results for   |   |   |            |
| a. | roller | l |          |       | an            |   |   |            |
| 1. | Po     | b |          |       | uninterrupted |   |   |            |
| a. | sition | ( |          |       | control sweep |   |   |            |
| ** | vs.    | 0 |          |       | to the stops. |   |   |            |
|    | Force  | . |          |       |               |   |   |            |
|    | and    | 9 |          |       |               |   |   |            |
|    | S      | d |          |       |               |   |   |            |
|    | urface | a |          |       |               |   |   |            |
|    | Po     | N |          |       |               |   |   |            |
|    | sition | ) |          |       |               |   |   |            |
|    | Calibr | b |          |       |               |   |   |            |
|    | ation. | r |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | k |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | u |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | % |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | ( |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | N |          |       |               |   |   |            |
|    |        | ) |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | ° |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | v |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Pitch  | ± |          | As    | Record        | X |   | Applicable |
| 2. | Cont   | 2 |          | deter | results       |   |   | only on    |
| a. | roller | l |          | mined | during        |   |   | continuing |
| 1. | Po     | b |          | by    | initial       |   |   | qua        |
| b. | sition | ( |          | spo   | qualification |   |   | lification |
| ** | vs.    | 0 |          | nsor. | evaluation    |   |   | ev         |
|    | Force. | . |          |       | for an        |   |   | aluations. |
|    |        | 9 |          |       | uninterrupted |   |   | The intent |
|    |        | d |          |       | control sweep |   |   | is to      |
|    |        | a |          |       | to the stops. |   |   | design the |
|    |        | N |          |       | The recorded  |   |   | control    |
|    |        | ) |          |       | tolerances    |   |   | feel for   |
|    |        | b |          |       | apply to      |   |   | Level 5 to |
|    |        | r |          |       | subsequent    |   |   | be able to |
|    |        | e |          |       | comparisons   |   |   | manually   |
|    |        | a |          |       | on continuing |   |   | fly an     |
|    |        | k |          |       | qualification |   |   | instrument |
|    |        | o |          |       | evaluations.  |   |   | approach;  |
|    |        | u |          |       |               |   |   | and not to |
|    |        | t |          |       |               |   |   | compare    |
|    |        | , |          |       |               |   |   | results to |
|    |        |   |          |       |               |   |   | flight     |
|    |        | ± |          |       |               |   |   | test or    |
|    |        | 1 |          |       |               |   |   | other such |
|    |        | 0 |          |       |               |   |   | data.      |
|    |        | % |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | ( |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | N |          |       |               |   |   |            |
|    |        | ) |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Roll   | ± |          | Gr    | Record        |   | X |            |
| 2. | Cont   | 2 |          | ound. | results for   |   |   |            |
| a. | roller | l |          |       | an            |   |   |            |
| 2. | Po     | b |          |       | uninterrupted |   |   |            |
| a. | sition | ( |          |       | control sweep |   |   |            |
| ** | vs.    | 0 |          |       | to the stops. |   |   |            |
|    | Force  | . |          |       |               |   |   |            |
|    | and    | 9 |          |       |               |   |   |            |
|    | S      | d |          |       |               |   |   |            |
|    | urface | a |          |       |               |   |   |            |
|    | Po     | N |          |       |               |   |   |            |
|    | sition | ) |          |       |               |   |   |            |
|    | Calibr | b |          |       |               |   |   |            |
|    | ation. | r |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | k |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | u |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | % |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 3 |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | ( |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 3 |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | N |          |       |               |   |   |            |
|    |        | ) |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | ° |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 3 |          |       |               |   |   |            |
|    |        | ° |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | p |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | g |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Roll   | ± |          | As    | Record        | X |   | Applicable |
| 2. | Cont   | 2 |          | deter | results       |   |   | only on    |
| a. | roller | l |          | mined | during        |   |   | continuing |
| 2. | Po     | b |          | by    | initial       |   |   | qua        |
| b. | sition | ( |          | sp    | qualification |   |   | lification |
| ** | vs.    | 0 |          | onsor | evaluation    |   |   | ev         |
|    | Force. | . |          |       | for an        |   |   | aluations. |
|    |        | 9 |          |       | uninterrupted |   |   | The intent |
|    |        | d |          |       | control sweep |   |   | is to      |
|    |        | a |          |       | to the stops. |   |   | design the |
|    |        | N |          |       | The recorded  |   |   | control    |
|    |        | ) |          |       | tolerances    |   |   | feel for   |
|    |        | b |          |       | apply to      |   |   | Level 5 to |
|    |        | r |          |       | subsequent    |   |   | be able to |
|    |        | e |          |       | comparisons   |   |   | manually   |
|    |        | a |          |       | on continuing |   |   | fly an     |
|    |        | k |          |       | qualification |   |   | instrument |
|    |        | o |          |       | evaluations.  |   |   | approach;  |
|    |        | u |          |       |               |   |   | and not to |
|    |        | t |          |       |               |   |   | compare    |
|    |        | , |          |       |               |   |   | results to |
|    |        |   |          |       |               |   |   | flight     |
|    |        | ± |          |       |               |   |   | test or    |
|    |        | 1 |          |       |               |   |   | other such |
|    |        | 0 |          |       |               |   |   | data.      |
|    |        | % |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 3 |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | ( |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 3 |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | N |          |       |               |   |   |            |
|    |        | ) |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Rudder | ± |          | Gr    | Record        |   | X |            |
| 2. | Pedal  | 5 |          | ound. | results for   |   |   |            |
| a. | Po     | l |          |       | an            |   |   |            |
| 3. | sition | b |          |       | uninterrupted |   |   |            |
| a. | vs.    | ( |          |       | control sweep |   |   |            |
| ** | Force  | 2 |          |       | to the stops. |   |   |            |
|    | and    | . |          |       |               |   |   |            |
|    | S      | 2 |          |       |               |   |   |            |
|    | urface | d |          |       |               |   |   |            |
|    | Po     | a |          |       |               |   |   |            |
|    | sition | N |          |       |               |   |   |            |
|    | Calibr | ) |          |       |               |   |   |            |
|    | ation. | b |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | k |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | u |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | % |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | ( |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | N |          |       |               |   |   |            |
|    |        | ) |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | ° |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | u |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | g |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Rudder | ± |          | As    | Record        | X |   | Applicable |
| 2. | Pedal  | 5 |          | deter | results       |   |   | only on    |
| a. | Po     | l |          | mined | during        |   |   | continuing |
| 3. | sition | b |          | by    | initial       |   |   | qua        |
| b. | vs.    | ( |          | sp    | qualification |   |   | lification |
| ** | Force. | 2 |          | onsor | evaluation    |   |   | ev         |
|    |        | . |          |       | for an        |   |   | aluations. |
|    |        | 2 |          |       | uninterrupted |   |   | The intent |
|    |        | d |          |       | control sweep |   |   | is to      |
|    |        | a |          |       | to the stops. |   |   | design the |
|    |        | N |          |       | The recorded  |   |   | control    |
|    |        | ) |          |       | tolerances    |   |   | feel for   |
|    |        | b |          |       | apply to      |   |   | Level 5 to |
|    |        | r |          |       | subsequent    |   |   | be able to |
|    |        | e |          |       | comparisons   |   |   | manually   |
|    |        | a |          |       | on continuing |   |   | fly an     |
|    |        | k |          |       | qualification |   |   | instrument |
|    |        | o |          |       | evaluations.  |   |   | approach;  |
|    |        | u |          |       |               |   |   | and not to |
|    |        | t |          |       |               |   |   | compare    |
|    |        | , |          |       |               |   |   | results to |
|    |        |   |          |       |               |   |   | flight     |
|    |        | ± |          |       |               |   |   | test or    |
|    |        | 1 |          |       |               |   |   | other such |
|    |        | 0 |          |       |               |   |   | data.      |
|    |        | % |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | ( |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | N |          |       |               |   |   |            |
|    |        | ) |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Nos    | ± |          | Gr    | Record        |   | X |            |
| 2. | ewheel | 2 |          | ound. | results of an |   |   |            |
| a. | St     | l |          |       | uninterrupted |   |   |            |
| 4. | eering | b |          |       | control sweep |   |   |            |
| ** | Cont   | ( |          |       | to the stops. |   |   |            |
|    | roller | 0 |          |       |               |   |   |            |
|    | Force. | . |          |       |               |   |   |            |
|    |        | 9 |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | N |          |       |               |   |   |            |
|    |        | ) |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | k |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | u |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | % |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 3 |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | ( |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 3 |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | N |          |       |               |   |   |            |
|    |        | ) |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Rudder | ± |          | Gr    | Record        |   | X |            |
| 2. | Pedal  | 2 |          | ound. | results of an |   |   |            |
| a. | St     | ° |          |       | uninterrupted |   |   |            |
| 5. | eering | n |          |       | control sweep |   |   |            |
| ** | Calibr | o |          |       | to the stops. |   |   |            |
|    | ation. | s |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | w |          |       |               |   |   |            |
|    |        | h |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | g |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Pitch  | ± |          | Gr    |               |   | X | The        |
| 2. | Trim   | 0 |          | ound. |               |   |   | purpose of |
| a. | Ind    | . |          |       |               |   |   | the test   |
| 6. | icator | 5 |          |       |               |   |   | is to      |
| ** | vs.    | ° |          |       |               |   |   | compare    |
|    | S      | o |          |       |               |   |   | the FTD    |
|    | urface | f |          |       |               |   |   | against    |
|    | Po     | c |          |       |               |   |   | design     |
|    | sition | o |          |       |               |   |   | data or    |
|    | Calibr | m |          |       |               |   |   | e          |
|    | ation. | p |          |       |               |   |   | quivalent. |
|    |        | u |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | m |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | u |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | g |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 2. | (Reser |   |          |       |               |   |   |            |
| a. | ved)** |   |          |       |               |   |   |            |
| 7. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Ali    | ± |          | Gr    | Requires      |   | X |            |
| 2. | gnment | 5 |          | ound. | simultaneous  |   |   |            |
| a. | of     | ° |          |       | recording for |   |   |            |
| 8. | Flight | o |          |       | all engines.  |   |   |            |
| ** | deck   | f |          |       | The           |   |   |            |
|    | Th     | t |          |       | tolerances    |   |   |            |
|    | rottle | h |          |       | apply against |   |   |            |
|    | Lever  | r |          |       | airplane data |   |   |            |
|    | vs.    | o |          |       | and between   |   |   |            |
|    | Se     | t |          |       | engines. In   |   |   |            |
|    | lected | t |          |       | the case of   |   |   |            |
|    | Engine | l |          |       | propeller     |   |   |            |
|    | Para   | e |          |       | powered       |   |   |            |
|    | meter. | l |          |       | airplanes, if |   |   |            |
|    |        | e |          |       | a propeller   |   |   |            |
|    |        | v |          |       | lever is      |   |   |            |
|    |        | e |          |       | present, it   |   |   |            |
|    |        | r |          |       | must also be  |   |   |            |
|    |        | a |          |       | checked. For  |   |   |            |
|    |        | n |          |       | airplanes     |   |   |            |
|    |        | g |          |       | with throttle |   |   |            |
|    |        | l |          |       | "detents,"    |   |   |            |
|    |        | e |          |       | all detents   |   |   |            |
|    |        | o |          |       | must be       |   |   |            |
|    |        | r |          |       | presented.    |   |   |            |
|    |        | ± |          |       | May be a      |   |   |            |
|    |        | 0 |          |       | series of     |   |   |            |
|    |        | . |          |       | snapshot test |   |   |            |
|    |        | 8 |          |       | results.      |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | ( |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | m |          |       |               |   |   |            |
|    |        | ) |          |       |               |   |   |            |
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|    |        | r |          |       |               |   |   |            |
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|    |        | ± |          |       |               |   |   |            |
|    |        | 3 |          |       |               |   |   |            |
|    |        | % |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | q |          |       |               |   |   |            |
|    |        | u |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Brake  | ± |          | Gr    | Two data      |   | X | Test not   |
| 2. | Pedal  | 5 |          | ound. | points are    |   |   | required   |
| a. | Po     | l |          |       | required:     |   |   | unless RTO |
| 9. | sition | b |          |       | zero and      |   |   | credit is  |
| ** | vs.    | ( |          |       | maximum       |   |   | sought.    |
|    | Force. | 2 |          |       | deflection.   |   |   |            |
|    |        | . |          |       | Computer      |   |   |            |
|    |        | 2 |          |       | output        |   |   |            |
|    |        | d |          |       | results may   |   |   |            |
|    |        | a |          |       | be used to    |   |   |            |
|    |        | N |          |       | show          |   |   |            |
|    |        | ) |          |       | compliance.   |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | % |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 2. | (Reser |   |          |       |               |   |   |            |
| b. | ved)** |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 2. | Longit |   |          |       |               |   |   |            |
| c. | udinal |   |          |       |               |   |   |            |
| ** | C      |   |          |       |               |   |   |            |
|    | ontrol |   |          |       |               |   |   |            |
|    | Te     |   |          |       |               |   |   |            |
|    | sts.** |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
|    | Power  |   |          |       |               |   |   |            |
|    | s      |   |          |       |               |   |   |            |
|    | etting |   |          |       |               |   |   |            |
|    | is     |   |          |       |               |   |   |            |
|    | that   |   |          |       |               |   |   |            |
|    | re     |   |          |       |               |   |   |            |
|    | quired |   |          |       |               |   |   |            |
|    | for    |   |          |       |               |   |   |            |
|    | level  |   |          |       |               |   |   |            |
|    | flight |   |          |       |               |   |   |            |
|    | unless |   |          |       |               |   |   |            |
|    | oth    |   |          |       |               |   |   |            |
|    | erwise |   |          |       |               |   |   |            |
|    | spec   |   |          |       |               |   |   |            |
|    | ified. |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Power  |   | ±5 lb    | Appr  | May be a      | X | X |            |
| 2. | Change |   | (2.2     | oach. | series of     |   |   |            |
| c. | Force. |   | daN) or, |       | snapshot test |   |   |            |
| 1. |        |   |          |       | results.      |   |   |            |
| ** |        |   | ±20%     |       | Power change  |   |   |            |
|    |        |   | pitch    |       | dynamics test |   |   |            |
|    |        |   | control  |       | as described  |   |   |            |
|    |        |   | force.   |       | in test 2.c.1 |   |   |            |
|    |        |   |          |       | of Table A2A  |   |   |            |
|    |        |   |          |       | of this part  |   |   |            |
|    |        |   |          |       | will be       |   |   |            |
|    |        |   |          |       | accepted.     |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        |   |          |       | **CCA:** Test |   |   |            |
|    |        |   |          |       | in Normal and |   |   |            |
|    |        |   |          |       | Non-normal    |   |   |            |
|    |        |   |          |       | control       |   |   |            |
|    |        |   |          |       | states.       |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Fla    |   | ±5 lb    | Ta    | May be a      | X | X |            |
| 2. | p/Slat |   | (2.2     | keoff | series of     |   |   |            |
| c. | Change |   | daN) or, | th    | snapshot test |   |   |            |
| 2. | Force. |   |          | rough | results.      |   |   |            |
| ** |        |   | ±20%     | in    | Flap/Slat     |   |   |            |
|    |        |   | pitch    | itial | change        |   |   |            |
|    |        |   | control  | flap  | dynamics test |   |   |            |
|    |        |   | force.   | r     | as described  |   |   |            |
|    |        |   |          | etrac | in test 2.c.2 |   |   |            |
|    |        |   |          | tion, | of Table A2A  |   |   |            |
|    |        |   |          | and   | of this part  |   |   |            |
|    |        |   |          | app   | will be       |   |   |            |
|    |        |   |          | roach | accepted.     |   |   |            |
|    |        |   |          | to    |               |   |   |            |
|    |        |   |          | lan   | **CCA:** Test |   |   |            |
|    |        |   |          | ding. | in Normal and |   |   |            |
|    |        |   |          |       | Non-normal    |   |   |            |
|    |        |   |          |       | control       |   |   |            |
|    |        |   |          |       | states.       |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 2. | (Reser |   |          |       |               |   |   |            |
| c. | ved)** |   |          |       |               |   |   |            |
| 3. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Gear   |   | ±5 lb    | Ta    | May be a      | X | X |            |
| 2. | Change |   | (2.2     | keoff | series of     |   |   |            |
| c. | Force. |   | daN) or, | (r    | snapshot test |   |   |            |
| 4. |        |   |          | etrac | results. Gear |   |   |            |
| ** |        |   | ±20%     | tion) | change        |   |   |            |
|    |        |   | pitch    | and   | dynamics test |   |   |            |
|    |        |   | control  | App   | as described  |   |   |            |
|    |        |   | force.   | roach | in test 2.c.4 |   |   |            |
|    |        |   |          | (e    | of Table A2A  |   |   |            |
|    |        |   |          | xtens | of this part  |   |   |            |
|    |        |   |          | ion). | will be       |   |   |            |
|    |        |   |          |       | accepted.     |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        |   |          |       | **CCA:** Test |   |   |            |
|    |        |   |          |       | in Normal and |   |   |            |
|    |        |   |          |       | Non-normal    |   |   |            |
|    |        |   |          |       | control       |   |   |            |
|    |        |   |          |       | states.       |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Longit |   | ±0.5°    | Cr    | Record        | X | X |            |
| 2. | udinal |   | trim     | uise, | steady-state  |   |   |            |
| c. | Trim.  |   | surface  | Appr  | condition     |   |   |            |
| 5. |        |   | angle    | oach, | with wings    |   |   |            |
| ** |        |   |          | and   | level and     |   |   |            |
|    |        |   | ±1°      | Lan   | thrust set    |   |   |            |
|    |        |   | elevator | ding. | for level     |   |   |            |
|    |        |   |          |       | flight. May   |   |   |            |
|    |        |   | ±1°      |       | be a series   |   |   |            |
|    |        |   | pitch    |       | of snapshot   |   |   |            |
|    |        |   | angle    |       | tests.        |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        |   | ±5% net  |       | Level 5 may   |   |   |            |
|    |        |   | thrust   |       | use           |   |   |            |
|    |        |   | or       |       | equivalent    |   |   |            |
|    |        |   | equ      |       | stick and     |   |   |            |
|    |        |   | ivalent. |       | trim          |   |   |            |
|    |        |   |          |       | controllers   |   |   |            |
|    |        |   |          |       | in lieu of    |   |   |            |
|    |        |   |          |       | elevator and  |   |   |            |
|    |        |   |          |       | trim surface. |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        |   |          |       | **CCA:** Test |   |   |            |
|    |        |   |          |       | in Normal or  |   |   |            |
|    |        |   |          |       | Non-normal    |   |   |            |
|    |        |   |          |       | control       |   |   |            |
|    |        |   |          |       | state.        |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Longit |   | ±5 lb    | Cr    | Continuous    |   | X |            |
| 2. | udinal |   | (±2.2    | uise, | time history  |   |   |            |
| c. | Maneu  |   | daN) or  | Appr  | data or a     |   |   |            |
| 6. | vering |   | ±10%     | oach, | series of     |   |   |            |
| ** | Sta    |   | pitch    | and   | snapshot      |   |   |            |
|    | bility |   | co       | Lan   | tests may be  |   |   |            |
|    | (Stick |   | ntroller | ding. | used. Record  |   |   |            |
|    | For    |   | force.   |       | results up to |   |   |            |
|    | ce/g). |   |          |       | 30° of bank   |   |   |            |
|    |        |   | Alt      |       | for approach  |   |   |            |
|    |        |   | ernative |       | and landing   |   |   |            |
|    |        |   | method:  |       | co            |   |   |            |
|    |        |   | ±1º or   |       | nfigurations. |   |   |            |
|    |        |   | ±10%     |       | Record        |   |   |            |
|    |        |   | change   |       | results for   |   |   |            |
|    |        |   | of       |       | up to 45° of  |   |   |            |
|    |        |   | e        |       | bank for the  |   |   |            |
|    |        |   | levator. |       | cruise        |   |   |            |
|    |        |   |          |       | c             |   |   |            |
|    |        |   |          |       | onfiguration. |   |   |            |
|    |        |   |          |       | The force     |   |   |            |
|    |        |   |          |       | tolerance is  |   |   |            |
|    |        |   |          |       | not           |   |   |            |
|    |        |   |          |       | applicable if |   |   |            |
|    |        |   |          |       | forces are    |   |   |            |
|    |        |   |          |       | generated     |   |   |            |
|    |        |   |          |       | solely by the |   |   |            |
|    |        |   |          |       | use of        |   |   |            |
|    |        |   |          |       | airplane      |   |   |            |
|    |        |   |          |       | hardware in   |   |   |            |
|    |        |   |          |       | the FTD. The  |   |   |            |
|    |        |   |          |       | alternative   |   |   |            |
|    |        |   |          |       | method        |   |   |            |
|    |        |   |          |       | applies to    |   |   |            |
|    |        |   |          |       | airplanes     |   |   |            |
|    |        |   |          |       | that do not   |   |   |            |
|    |        |   |          |       | exhibit       |   |   |            |
|    |        |   |          |       | \"stick-      |   |   |            |
|    |        |   |          |       | force-per-g\" |   |   |            |
|    |        |   |          |       | cha           |   |   |            |
|    |        |   |          |       | racteristics. |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        |   |          |       | **CCA:** Test |   |   |            |
|    |        |   |          |       | in Normal and |   |   |            |
|    |        |   |          |       | Non-normal    |   |   |            |
|    |        |   |          |       | control       |   |   |            |
|    |        |   |          |       | states.       |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Longit |   | ±5 lb    | Appr  | May be a      | X | X |            |
| 2. | udinal |   | (±2.2    | oach. | series of     |   |   |            |
| c. | Static |   | daN) or  |       | snapshot test |   |   |            |
| 7. | Stab   |   | ±10%     |       | results.      |   |   |            |
| ** | ility. |   | pitch    |       | Record        |   |   |            |
|    |        |   | co       |       | results for   |   |   |            |
|    |        |   | ntroller |       | at least 2    |   |   |            |
|    |        |   | force.   |       | speeds above  |   |   |            |
|    |        |   |          |       | and 2 speeds  |   |   |            |
|    |        |   | Alt      |       | below trim    |   |   |            |
|    |        |   | ernative |       | speed. The    |   |   |            |
|    |        |   | method:  |       | force         |   |   |            |
|    |        |   | ±1º or   |       | tolerance is  |   |   |            |
|    |        |   | ±10%     |       | not           |   |   |            |
|    |        |   | change   |       | applicable if |   |   |            |
|    |        |   | of       |       | forces are    |   |   |            |
|    |        |   | e        |       | generated     |   |   |            |
|    |        |   | levator. |       | solely by the |   |   |            |
|    |        |   |          |       | use of        |   |   |            |
|    |        |   |          |       | airplane      |   |   |            |
|    |        |   |          |       | hardware in   |   |   |            |
|    |        |   |          |       | the FTD. The  |   |   |            |
|    |        |   |          |       | alternative   |   |   |            |
|    |        |   |          |       | method        |   |   |            |
|    |        |   |          |       | applies to    |   |   |            |
|    |        |   |          |       | airplanes     |   |   |            |
|    |        |   |          |       | that do not   |   |   |            |
|    |        |   |          |       | exhibit speed |   |   |            |
|    |        |   |          |       | stability     |   |   |            |
|    |        |   |          |       | cha           |   |   |            |
|    |        |   |          |       | racteristics. |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        |   |          |       | Level 5 must  |   |   |            |
|    |        |   |          |       | exhibit       |   |   |            |
|    |        |   |          |       | positive      |   |   |            |
|    |        |   |          |       | static        |   |   |            |
|    |        |   |          |       | stability,    |   |   |            |
|    |        |   |          |       | but need not  |   |   |            |
|    |        |   |          |       | comply with   |   |   |            |
|    |        |   |          |       | the numerical |   |   |            |
|    |        |   |          |       | tolerance.    |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        |   |          |       | **CCA:** Test |   |   |            |
|    |        |   |          |       | in Normal or  |   |   |            |
|    |        |   |          |       | Non-normal    |   |   |            |
|    |        |   |          |       | control       |   |   |            |
|    |        |   |          |       | state.        |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Stall  |   | ±3 kts.  | S     | The stall     | X | X |            |
| 2. | W      |   | a        | econd | maneuver must |   |   |            |
| c. | arning |   | irspeed, | Se    | be entered    |   |   |            |
| 8. | (act   |   |          | gment | with thrust   |   |   |            |
| ** | uation |   | ±2° bank | C     | at or near    |   |   |            |
|    | of     |   | for      | limb, | idle power    |   |   |            |
|    | stall  |   | speeds   | and   | and wings     |   |   |            |
|    | w      |   | greater  | App   | level (1g).   |   |   |            |
|    | arning |   | than     | roach | Record the    |   |   |            |
|    | de     |   | a        | or    | stall warning |   |   |            |
|    | vice.) |   | ctuation | Lan   | signal and    |   |   |            |
|    |        |   | of stall | ding. | initial       |   |   |            |
|    |        |   | warning  |       | buffet if     |   |   |            |
|    |        |   | device   |       | applicable.   |   |   |            |
|    |        |   | or       |       |               |   |   |            |
|    |        |   | initial  |       | **CCA:** Test |   |   |            |
|    |        |   | buffet.  |       | in Normal and |   |   |            |
|    |        |   |          |       | Non-normal    |   |   |            |
|    |        |   |          |       | control       |   |   |            |
|    |        |   |          |       | states.       |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | P      |   | ±10%     | Cr    | The test must |   | X |            |
| 2. | hugoid |   | period,  | uise. | include       |   |   |            |
| c. | Dyn    |   |          |       | whichever is  |   |   |            |
| 9. | amics. |   | ±10% of  |       | less of the   |   |   |            |
| a. |        |   | time to  |       | following:    |   |   |            |
| ** |        |   | ½ or     |       | Three full    |   |   |            |
|    |        |   | double   |       | cycles (six   |   |   |            |
|    |        |   | a        |       | overshoots    |   |   |            |
|    |        |   | mplitude |       | after the     |   |   |            |
|    |        |   | or       |       | input is      |   |   |            |
|    |        |   |          |       | completed),   |   |   |            |
|    |        |   | ±.02 of  |       | or the number |   |   |            |
|    |        |   | damping  |       | of cycles     |   |   |            |
|    |        |   | ratio.   |       | sufficient to |   |   |            |
|    |        |   |          |       | determine     |   |   |            |
|    |        |   |          |       | time to ½ or  |   |   |            |
|    |        |   |          |       | double        |   |   |            |
|    |        |   |          |       | amplitude.    |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        |   |          |       | **CCA:** Test |   |   |            |
|    |        |   |          |       | in Non-normal |   |   |            |
|    |        |   |          |       | control       |   |   |            |
|    |        |   |          |       | state.        |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | P      |   | ±10%     | Cr    | The test must | X |   |            |
| 2. | hugoid |   | period,  | uise. | include       |   |   |            |
| c. | Dyn    |   |          |       | whichever is  |   |   |            |
| 9. | amics. |   | Repres   |       | less of the   |   |   |            |
| b. |        |   | entative |       | following:    |   |   |            |
| ** |        |   | damping. |       | Three full    |   |   |            |
|    |        |   |          |       | cycles (six   |   |   |            |
|    |        |   |          |       | overshoots    |   |   |            |
|    |        |   |          |       | after the     |   |   |            |
|    |        |   |          |       | input is      |   |   |            |
|    |        |   |          |       | completed),   |   |   |            |
|    |        |   |          |       | or the number |   |   |            |
|    |        |   |          |       | of cycles     |   |   |            |
|    |        |   |          |       | sufficient to |   |   |            |
|    |        |   |          |       | determine     |   |   |            |
|    |        |   |          |       | r             |   |   |            |
|    |        |   |          |       | epresentative |   |   |            |
|    |        |   |          |       | damping.      |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        |   |          |       | **CCA:** Test |   |   |            |
|    |        |   |          |       | in Non-normal |   |   |            |
|    |        |   |          |       | control       |   |   |            |
|    |        |   |          |       | state.        |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| *  | Short  |   | ±1.5°    | Cr    | **CCA:** Test |   | X |            |
| *2 | Period |   | pitch    | uise. | in Normal and |   |   |            |
| .c | Dyn    |   | angle or |       | Non-normal    |   |   |            |
| .1 | amics. |   |          |       | control       |   |   |            |
| 0. |        |   | ±2°/sec  |       | states.       |   |   |            |
| ** |        |   | pitch    |       |               |   |   |            |
|    |        |   | rate,    |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        |   | ±0.10g   |       |               |   |   |            |
|    |        |   | accel    |       |               |   |   |            |
|    |        |   | eration. |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | #      |   |          |       |               |   |   |            |
| 2. | ### La |   |          |       |               |   |   |            |
| d. | teral  |   |          |       |               |   |   |            |
| ** | Direct |   |          |       |               |   |   |            |
|    | ional  |   |          |       |               |   |   |            |
|    | Tests. |   |          |       |               |   |   |            |
|    |  {#lat |   |          |       |               |   |   |            |
|    | eral-d |   |          |       |               |   |   |            |
|    | irecti |   |          |       |               |   |   |            |
|    | onal-t |   |          |       |               |   |   |            |
|    | ests.  |   |          |       |               |   |   |            |
|    | .Title |   |          |       |               |   |   |            |
|    | -Text- |   |          |       |               |   |   |            |
|    | Block- |   |          |       |               |   |   |            |
|    | Lvl-7} |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
|    | Power  |   |          |       |               |   |   |            |
|    | s      |   |          |       |               |   |   |            |
|    | etting |   |          |       |               |   |   |            |
|    | is     |   |          |       |               |   |   |            |
|    | that   |   |          |       |               |   |   |            |
|    | re     |   |          |       |               |   |   |            |
|    | quired |   |          |       |               |   |   |            |
|    | for    |   |          |       |               |   |   |            |
|    | level  |   |          |       |               |   |   |            |
|    | flight |   |          |       |               |   |   |            |
|    | unless |   |          |       |               |   |   |            |
|    | oth    |   |          |       |               |   |   |            |
|    | erwise |   |          |       |               |   |   |            |
|    | spec   |   |          |       |               |   |   |            |
|    | ified. |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 2. | (Reser |   |          |       |               |   |   |            |
| d. | ved)** |   |          |       |               |   |   |            |
| 1. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Roll   | ± |          | Cr    | Record        | X | X |            |
| 2. | Re     | 1 |          | uise, | results for   |   |   |            |
| d. | sponse | 0 |          | and   | normal roll   |   |   |            |
| 2. | (      | % |          | App   | controller    |   |   |            |
| ** | Rate). | o |          | roach | deflection    |   |   |            |
|    |        | r |          | or    | (one-third of |   |   |            |
|    |        | ± |          | Lan   | maximum roll  |   |   |            |
|    |        | 2 |          | ding. | controller    |   |   |            |
|    |        | ° |          |       | travel). May  |   |   |            |
|    |        | / |          |       | be combined   |   |   |            |
|    |        | s |          |       | with step     |   |   |            |
|    |        | e |          |       | input of      |   |   |            |
|    |        | c |          |       | flight deck   |   |   |            |
|    |        | r |          |       | roll          |   |   |            |
|    |        | o |          |       | controller    |   |   |            |
|    |        | l |          |       | test (see     |   |   |            |
|    |        | l |          |       | 2.d.3.).      |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Roll   | ± |          | App   | Record from   |   | X |            |
| 2. | Re     | 1 |          | roach | initiation of |   |   |            |
| d. | sponse | 0 |          | or    | roll through  |   |   |            |
| 3. | to     | % |          | Lan   | 10 seconds    |   |   |            |
| ** | Flight | o |          | ding. | after control |   |   |            |
|    | deck   | r |          |       | is returned   |   |   |            |
|    | Roll   | ± |          |       | to neutral    |   |   |            |
|    | Cont   | 2 |          |       | and released. |   |   |            |
|    | roller | ° |          |       | May be        |   |   |            |
|    | Step   | b |          |       | combined with |   |   |            |
|    | Input. | a |          |       | roll response |   |   |            |
|    |        | n |          |       | (rate) test   |   |   |            |
|    |        | k |          |       | (see 2.d.2.). |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       | **CCA:** Test |   |   |            |
|    |        | g |          |       | in Normal and |   |   |            |
|    |        | l |          |       | Non-normal    |   |   |            |
|    |        | e |          |       | control       |   |   |            |
|    |        | . |          |       | states.       |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Spiral | C |          | Cr    | Record        |   | X | Airplane   |
| 2. | Stab   | o |          | uise. | results for   |   |   | data       |
| d. | ility. | r |          |       | both          |   |   | averaged   |
| 4. |        | r |          |       | directions.   |   |   | from       |
| a. |        | e |          |       | As an         |   |   | multiple   |
| ** |        | c |          |       | alternate     |   |   | tests in   |
|    |        | t |          |       | test,         |   |   | same       |
|    |        | t |          |       | demonstrate   |   |   | direction  |
|    |        | r |          |       | the lateral   |   |   | may be     |
|    |        | e |          |       | control       |   |   | used.      |
|    |        | n |          |       | required to   |   |   |            |
|    |        | d |          |       | maintain a    |   |   |            |
|    |        | a |          |       | steady turn   |   |   |            |
|    |        | n |          |       | with a bank   |   |   |            |
|    |        | d |          |       | angle of 30°. |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       | **CCA:** Test |   |   |            |
|    |        | 3 |          |       | in Non-normal |   |   |            |
|    |        | ° |          |       | control       |   |   |            |
|    |        | o |          |       | state.        |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | % |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | k |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | g |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | 3 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Spiral | C |          | Cr    | **CCA:** Test | X |   | Airplane   |
| 2. | Stab   | o |          | uise. | in Non-normal |   |   | data       |
| d. | ility. | r |          |       | control       |   |   | averaged   |
| 4. |        | r |          |       | state.        |   |   | from       |
| b. |        | e |          |       |               |   |   | multiple   |
| ** |        | c |          |       |               |   |   | tests in   |
|    |        | t |          |       |               |   |   | same       |
|    |        | t |          |       |               |   |   | direction  |
|    |        | r |          |       |               |   |   | may be     |
|    |        | e |          |       |               |   |   | used.      |
|    |        | n |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 2. | (Reser |   |          |       |               |   |   |            |
| d. | ved)** |   |          |       |               |   |   |            |
| 5. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Rudder | ± |          | App   | A rudder step |   | X |            |
| 2. | Res    | 2 |          | roach | input of      |   |   |            |
| d. | ponse. | ° |          | or    | 20%-30%       |   |   |            |
| 6. |        | / |          | Lan   | rudder pedal  |   |   |            |
| a. |        | s |          | ding. | throw must be |   |   |            |
| ** |        | e |          |       | used. Not     |   |   |            |
|    |        | c |          |       | required if   |   |   |            |
|    |        | o |          |       | rudder input  |   |   |            |
|    |        | r |          |       | and response  |   |   |            |
|    |        | ± |          |       | is shown in   |   |   |            |
|    |        | 1 |          |       | Dutch Roll    |   |   |            |
|    |        | 0 |          |       | test (test    |   |   |            |
|    |        | % |          |       | 2.d.7).       |   |   |            |
|    |        | y |          |       |               |   |   |            |
|    |        | a |          |       | **CCA:** Test |   |   |            |
|    |        | w |          |       | in Normal and |   |   |            |
|    |        | r |          |       | Non-normal    |   |   |            |
|    |        | a |          |       | control       |   |   |            |
|    |        | t |          |       | states.       |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Rudder | R |          | App   | May be roll   | # |   | May be     |
| 2. | Res    | o |          | roach | response to a | # |   | ac         |
| d. | ponse. | l |          | or    | given rudder  | # |   | complished |
| 6. |        | l |          | Lan   | deflection.   | # |   | as a yaw   |
| b. |        | r |          | ding. |               | # |   | response   |
| ** |        | a |          |       | **CCA:** Test | # |   | test, in   |
|    |        | t |          |       | in Normal and | # |   | which case |
|    |        | e |          |       | Non-normal    | # |   | the        |
|    |        | ± |          |       | control       | # |   | procedures |
|    |        | 2 |          |       | states.       |   |   | and        |
|    |        | ° |          |       |               | X |   | re         |
|    |        | / |          |       |               |   |   | quirements |
|    |        | s |          |       |               | { |   | of test    |
|    |        | e |          |       |               | # |   | 2.d.6.a.   |
|    |        | c |          |       |               | x |   | will       |
|    |        | , |          |       |               | - |   | apply.     |
|    |        | b |          |       |               | 4 |   |            |
|    |        | a |          |       |               | 4 |   |            |
|    |        | n |          |       |               | } |   |            |
|    |        | k |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | g |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 3 |          |       |               |   |   |            |
|    |        | ° |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Dutch  | ± |          | Cr    | Record        |   | X |            |
| 2. | Roll,  | 0 |          | uise, | results for   |   |   |            |
| d. | (Yaw   | . |          | and   | at least 6    |   |   |            |
| 7. | Damper | 5 |          | App   | complete      |   |   |            |
| ** | OFF).  | s |          | roach | cycles with   |   |   |            |
|    |        | e |          | or    | stability     |   |   |            |
|    |        | c |          | Lan   | augmentation  |   |   |            |
|    |        | . |          | ding. | OFF, or the   |   |   |            |
|    |        | o |          |       | number of     |   |   |            |
|    |        | r |          |       | cycles        |   |   |            |
|    |        | ± |          |       | sufficient to |   |   |            |
|    |        | 1 |          |       | determine     |   |   |            |
|    |        | 0 |          |       | time to ½ or  |   |   |            |
|    |        | % |          |       | double        |   |   |            |
|    |        | o |          |       | amplitude.    |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | p |          |       | **CCA:** Test |   |   |            |
|    |        | e |          |       | in Non-normal |   |   |            |
|    |        | r |          |       | control       |   |   |            |
|    |        | i |          |       | state.        |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | % |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | m |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | ½ |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | u |          |       |               |   |   |            |
|    |        | b |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | m |          |       |               |   |   |            |
|    |        | p |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | u |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | m |          |       |               |   |   |            |
|    |        | p |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | g |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | Steady | F |          | App   | Use at least  | X | X |            |
| 2. | State  | o |          | roach | two rudder    |   |   |            |
| d. | Sid    | r |          | or    | positions,    |   |   |            |
| 8. | eslip. | g |          | Lan   | one of which  |   |   |            |
| ** |        | i |          | ding. | must be near  |   |   |            |
|    |        | v |          |       | maximum       |   |   |            |
|    |        | e |          |       | allowable     |   |   |            |
|    |        | n |          |       | rudder.       |   |   |            |
|    |        | r |          |       | Propeller     |   |   |            |
|    |        | u |          |       | driven        |   |   |            |
|    |        | d |          |       | airplanes     |   |   |            |
|    |        | d |          |       | must test in  |   |   |            |
|    |        | e |          |       | each          |   |   |            |
|    |        | r |          |       | d             |   |   |            |
|    |        | p |          |       | irection**.** |   |   |            |
|    |        | o |          |       | May be a      |   |   |            |
|    |        | s |          |       | series of     |   |   |            |
|    |        | i |          |       | snapshot test |   |   |            |
|    |        | t |          |       | results.      |   |   |            |
|    |        | i |          |       | Sideslip      |   |   |            |
|    |        | o |          |       | angle is      |   |   |            |
|    |        | n |          |       | matched only  |   |   |            |
|    |        |   |          |       | for           |   |   |            |
|    |        | ± |          |       | repeatability |   |   |            |
|    |        | 2 |          |       | and only on   |   |   |            |
|    |        | ° |          |       | continuing    |   |   |            |
|    |        | b |          |       | qualification |   |   |            |
|    |        | a |          |       | evaluations.  |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | k |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | g |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | ° |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | d |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | p |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | g |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | % |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 2 |          |       |               |   |   |            |
|    |        | ° |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 1 |          |       |               |   |   |            |
|    |        | 0 |          |       |               |   |   |            |
|    |        | % |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | ± |          |       |               |   |   |            |
|    |        | 5 |          |       |               |   |   |            |
|    |        | ° |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | p |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | q |          |       |               |   |   |            |
|    |        | u |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | v |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | , |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | p |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | c |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 2. | (Reser |   |          |       |               |   |   |            |
| e. | ved)** |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
| *  |        |   |          |       |               |   |   |            |
| *t |        |   |          |       |               |   |   |            |
| hr |        |   |          |       |               |   |   |            |
| ou |        |   |          |       |               |   |   |            |
| gh |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
|    |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
| 2. |        |   |          |       |               |   |   |            |
| h. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 3. | (Reser |   |          |       |               |   |   |            |
| ** | ved)** |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 4. | (Reser |   |          |       |               |   |   |            |
| ** | ved)** |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **     |   |          |       |               |   |   |            |
| 5. | (Reser |   |          |       |               |   |   |            |
| ** | ved)** |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **FTD  |   |          |       |               |   |   |            |
| 6. | System |   |          |       |               |   |   |            |
| ** | Re     |   |          |       |               |   |   |            |
|    | sponse |   |          |       |               |   |   |            |
|    | T      |   |          |       |               |   |   |            |
|    | ime.** |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
| ** | **Late |   |          |       |               |   |   |            |
| 6. | ncy.** |   |          |       |               |   |   |            |
| a. |        |   |          |       |               |   |   |            |
| ** |        |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
|    |        | 3 |          | Take  | One test is   | X | X |            |
|    |        | 0 |          | -off, | required in   |   |   |            |
|    |        | 0 |          | cr    | each axis     |   |   |            |
|    |        | m |          | uise, | (pitch, roll  |   |   |            |
|    |        | s |          | and   | and yaw) for  |   |   |            |
|    |        | ( |          | app   | each of the   |   |   |            |
|    |        | o |          | roach | three         |   |   |            |
|    |        | r |          | or    | conditions    |   |   |            |
|    |        | l |          | lan   | (take-off,    |   |   |            |
|    |        | e |          | ding. | cruise, and   |   |   |            |
|    |        | s |          |       | approach or   |   |   |            |
|    |        | s |          |       | landing).     |   |   |            |
|    |        | ) |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | f |          |       |               |   |   |            |
|    |        | t |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | i |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | p |          |       |               |   |   |            |
|    |        | l |          |       |               |   |   |            |
|    |        | a |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | r |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | p |          |       |               |   |   |            |
|    |        | o |          |       |               |   |   |            |
|    |        | n |          |       |               |   |   |            |
|    |        | s |          |       |               |   |   |            |
|    |        | e |          |       |               |   |   |            |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
|    | Tra    |   |          |       |               |   |   |            |
|    | nsport |   |          |       |               |   |   |            |
|    | Delay. |   |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+
|    |        | 3 |          | N/A   | A separate    | X | X | If         |
|    |        | 0 |          |       | test is       |   |   | Transport  |
|    |        | 0 |          |       | required in   |   |   | Delay is   |
|    |        | m |          |       | each axis     |   |   | the chosen |
|    |        | s |          |       | (pitch, roll, |   |   | method to  |
|    |        | ( |          |       | and yaw).     |   |   | d          |
|    |        | o |          |       |               |   |   | emonstrate |
|    |        | r |          |       |               |   |   | relative   |
|    |        | l |          |       |               |   |   | responses, |
|    |        | e |          |       |               |   |   | the        |
|    |        | s |          |       |               |   |   | sponsor    |
|    |        | s |          |       |               |   |   | and the    |
|    |        | ) |          |       |               |   |   | NSPM will  |
|    |        | a |          |       |               |   |   | use the    |
|    |        | f |          |       |               |   |   | latency    |
|    |        | t |          |       |               |   |   | values to  |
|    |        | e |          |       |               |   |   | ensure     |
|    |        | r |          |       |               |   |   | proper     |
|    |        | c |          |       |               |   |   | simulator  |
|    |        | o |          |       |               |   |   | response   |
|    |        | n |          |       |               |   |   | when       |
|    |        | t |          |       |               |   |   | reviewing  |
|    |        | r |          |       |               |   |   | those      |
|    |        | o |          |       |               |   |   | existing   |
|    |        | l |          |       |               |   |   | tests      |
|    |        | l |          |       |               |   |   | where      |
|    |        | e |          |       |               |   |   | latency    |
|    |        | r |          |       |               |   |   | can be     |
|    |        | m |          |       |               |   |   | identified |
|    |        | o |          |       |               |   |   | (e.g.,     |
|    |        | v |          |       |               |   |   | short      |
|    |        | e |          |       |               |   |   | period,    |
|    |        | m |          |       |               |   |   | roll       |
|    |        | e |          |       |               |   |   | response,  |
|    |        | n |          |       |               |   |   | rudder     |
|    |        | t |          |       |               |   |   | response). |
|    |        | . |          |       |               |   |   |            |
+----+--------+---+----------+-------+---------------+---+---+------------+

**Begin Information**

**3. For additional information on the following topics, please refer to
Appendix A, Attachment 2, and the indicated paragraph within that
attachment.**

-   Control Dynamics, paragraph 4.

-   Motion System, paragraph 6.

-   Sound System, paragraph 7.

-   Engineering Simulator Validation Data, paragraph 9.

-   Validation Test Tolerances, paragraph 11.

-   Validation Data Road Map, paragraph 12.

-   Acceptance Guidelines for Alternative Engines Data, paragraph 13.

-   Acceptance Guidelines for Alternative Avionics, paragraph 14.

-   Transport Delay Testing, paragraph 15.

-   Continuing Qualification Evaluation Validation Data Presentation,
    > paragraph 16.

> **End Information**

**4. Alternative Objective Data for FTD Level 5.**

**Begin QPS Requirements**

a\. This paragraph (including the following tables) is relevant only to
FTD Level 5. It is provided because this level is required to simulate
the performance and handling characteristics of a set of airplanes with
similar characteristics, such as normal airspeed/altitude operating
envelope and the same number and type of propulsion systems (engines).

b\. Tables B2B through B2E reflect FTD performance standards that are
acceptable to the FAA. A sponsor must demonstrate that a device performs
within these parameters, as applicable. If a device does not meet the
established performance parameters for some or for all of the applicable
tests listed in Tables B2B through B2E, the sponsor may use NSP accepted
flight test data for comparison purposes for those tests.

c\. Sponsors using the data from Tables B2B through B2E must comply with
the following:

\(1\) Submit a complete QTG, including results from all of the objective
tests appropriate for the level of qualification sought as set out in
Table B2A. The QTG must highlight those results that demonstrate the
performance of the FTD is within the allowable performance ranges
indicated in Tables B2B through B2E, as appropriate.

\(2\) The QTG test results must include all relevant information
concerning the conditions under which the test was conducted; e.g.,
gross weight, center of gravity, airspeed, power setting, altitude
(climbing, descending, or level), temperature, configuration, and any
other parameter that impacts the conduct of the test.

\(3\) The test results become the validation data against which the
initial and all subsequent continuing qualification evaluations are
compared. These subsequent evaluations will use the tolerances listed in
Table B2A.

\(4\) Subjective testing of the device must be performed to determine
that the device performs and handles like an airplane within the
appropriate set of airplanes.

**End QPS Requirements**

**Begin Information**

d\. The reader is encouraged to consult the Airplane Flight Simulator
Evaluation Handbook, Volumes I and II, published by the Royal
Aeronautical Society, London, UK, and AC 25-7, Flight Test Guide for
Certification of Transport Category Airplanes, and AC 23-8A, Flight Test
Guide for Certification of Part 23 Airplanes, as amended, for references
and examples regarding flight testing requirements and techniques.

**End Information**

+-----+------------------------------+---------------------------------+
| **1 | **Performance.**             |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | **Climb.**                   |                                 |
| *1. |                              |                                 |
| c** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Normal climb with nominal    | Climb rate = 500 - 1200 fpm     |
| *1. | gross weight, at best        | (2.5 - 6 m/sec).                |
| c.1 | rate-of-climb airspeed.      |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **  | **Engines.**                 |                                 |
| 1.f |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Acceleration; idle to        | 2 - 4 Seconds.                  |
| *1. | takeoff power.               |                                 |
| f.1 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Deceleration; takeoff power  | 2 - 4 Seconds.                  |
| *1. | to idle.                     |                                 |
| f.2 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **2 | **Handling Qualities.**      |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **  | **Longitudinal Tests.**      |                                 |
| 2.c |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Power change force.          |                                 |
| *2. |                              |                                 |
| c.1 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight at 80% of       | force (Pull).                   |
|     | normal cruise airspeed with  |                                 |
|     | necessary power. Reduce      |                                 |
|     | power to flight idle. Do not |                                 |
|     | change trim or               |                                 |
|     | configuration. After         |                                 |
|     | stabilized, record column    |                                 |
|     | force necessary to maintain  |                                 |
|     | original airspeed.           |                                 |
+-----+------------------------------+---------------------------------+
|     | **OR**                       |                                 |
+-----+------------------------------+---------------------------------+
|     | b\) Trim for straight and    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight at 80% of       | force (Push).                   |
|     | normal cruise airspeed with  |                                 |
|     | necessary power. Add power   |                                 |
|     | to maximum setting. Do not   |                                 |
|     | change trim or               |                                 |
|     | configuration. After         |                                 |
|     | stabilized, record column    |                                 |
|     | force necessary to maintain  |                                 |
|     | original airspeed.           |                                 |
+-----+------------------------------+---------------------------------+
| *   | Flap/slat change force.      |                                 |
| *2. |                              |                                 |
| c.2 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight with flaps      | force (Pull).                   |
|     | fully retracted at a         |                                 |
|     | 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    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight with flaps      | force (Push).                   |
|     | extended to 50% of 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 maintain original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Gear change force.           |                                 |
| *2. |                              |                                 |
| c.4 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 2 - 12 lbs (0.88 - 5.3 daN) of  |
|     | level flight with landing    | force (Pull).                   |
|     | gear retracted at 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 original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
|     | **OR**                       |                                 |
+-----+------------------------------+---------------------------------+
|     | b\) Trim for straight and    | 2 - 12 lbs (0.88 - 5.3 daN) of  |
|     | level flight with landing    | force (Push).                   |
|     | gear extended, at a constant |                                 |
|     | airspeed within the landing  |                                 |
|     | gear-extended airspeed       |                                 |
|     | range. Do not adjust trim or |                                 |
|     | power. Retract the landing   |                                 |
|     | gear. After stabilized,      |                                 |
|     | record stick force necessary |                                 |
|     | to maintain original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Longitudinal trim.           | Must be able to trim            |
| *2. |                              | longitudinal stick force to     |
| c.5 |                              | "zero" in each of the following |
| .** |                              | configurations: cruise;         |
|     |                              | approach; and landing.          |
+-----+------------------------------+---------------------------------+
| *   | Longitudinal static          | Must exhibit positive static    |
| *2. | stability.                   | stability.                      |
| c.7 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Stall warning (actuation of  |                                 |
| *2. | stall warning device) with   |                                 |
| c.8 | nominal gross weight; wings  |                                 |
| .** | level; and a deceleration    |                                 |
|     | rate of not more than three  |                                 |
|     | (3) knots per second.        |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Landing configuration.   | 40 - 60 knots; 5 of bank.       |
+-----+------------------------------+---------------------------------+
|     | b\) Clean configuration.     | Landing configuration speed +   |
|     |                              | 10 - 20%.                       |
+-----+------------------------------+---------------------------------+
| **2 | Phugoid dynamics.            | Must have a phugoid with a      |
| .c. |                              | period of 30 - 60 seconds. May  |
| 9.b |                              | not reach ½ or double amplitude |
| .** |                              | in less than 2 cycles.          |
+-----+------------------------------+---------------------------------+
| **  | Lateral Directional Tests.   |                                 |
| 2.d |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Roll response (rate).        | Must have a roll rate of 4° -   |
| *2. |                              | 25°/second.                     |
| d.2 | Roll rate must be measured   |                                 |
| .** | through at least 30° of      |                                 |
|     | roll. Aileron control must   |                                 |
|     | be deflected 1/3 (33.3       |                                 |
|     | percent) of maximum travel.  |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Spiral stability.            | Initial bank angle ( 5°) after  |
| .d. |                              | 20 seconds.                     |
| 4.b | Cruise configuration and     |                                 |
| .** | normal cruise airspeed.      |                                 |
|     | Establish a 20° - 30° bank.  |                                 |
|     | When stabilized, neutralize  |                                 |
|     | the aileron control and      |                                 |
|     | release. Must be completed   |                                 |
|     | in both directions of turn.  |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Rudder response.             | 2° - 6° /second yaw rate.       |
| .d. |                              |                                 |
| 6.b | Use 25 percent of maximum    |                                 |
| .** | rudder deflection.           |                                 |
|     |                              |                                 |
|     | (Applicable to approach or   |                                 |
|     | landing configuration.)      |                                 |
+-----+------------------------------+---------------------------------+
| *   | Dutch roll, yaw damper off.  | A period of 2 - 5 seconds; and  |
| *2. |                              | ½ - 2 cycles.                   |
| d.7 | (Applicable to cruise and    |                                 |
| .** | approach configurations.)    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Steady state sideslip.       | 2° - 10° of bank; 4° - 10° of   |
| *2. |                              | sideslip; and                   |
| d.8 | Use 50 percent rudder        |                                 |
| .** | deflection.                  | 2° -10° of aileron.             |
|     |                              |                                 |
|     | (Applicable to approach and  |                                 |
|     | landing configurations.)     |                                 |
+-----+------------------------------+---------------------------------+
| **6 | FTD System Response Time.    |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **  | Latency.                     | 300 milliseconds or less.       |
| 6.a |                              |                                 |
| .** | Flight deck instrument       |                                 |
|     | systems response to an       |                                 |
|     | abrupt pilot controller      |                                 |
|     | input. One test is required  |                                 |
|     | in each axis (pitch, roll,   |                                 |
|     | yaw).                        |                                 |
+-----+------------------------------+---------------------------------+

+-----+------------------------------+---------------------------------+
| 1\. | Performance.                 |                                 |
+-----+------------------------------+---------------------------------+
| *   | Climb.                       |                                 |
| *1. |                              |                                 |
| c** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Normal climb with nominal    | Climb airspeed = 95 -- 115      |
| *1. | gross weight, at best        | knots.                          |
| c.1 | rate-of-climb airspeed.      |                                 |
| .** |                              | Climb rate = 500 -- 1500 fpm    |
|     |                              | (2.5 -- 7.5 m/sec)              |
+-----+------------------------------+---------------------------------+
| **  | Engines.                     |                                 |
| 1.f |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Acceleration; idle to        | 2 - 5 Seconds.                  |
| *1. | takeoff power.               |                                 |
| f.1 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Deceleration; takeoff power  | 2 - 5 Seconds.                  |
| *1. | to idle.                     |                                 |
| f.2 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Handling Qualities.          |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **  | Longitudinal Tests.          |                                 |
| 2.c |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Power change force.          |                                 |
| *2. |                              |                                 |
| c.1 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 10 - 25 lbs (2.2 - 6.6 daN) of  |
|     | level flight at 80% of       | force (Pull).                   |
|     | normal cruise airspeed with  |                                 |
|     | necessary power. Reduce      |                                 |
|     | power to flight idle. Do not |                                 |
|     | change trim or               |                                 |
|     | configuration. After         |                                 |
|     | stabilized, record column    |                                 |
|     | force necessary to maintain  |                                 |
|     | original airspeed.           |                                 |
+-----+------------------------------+---------------------------------+
|     | ##### OR                     |                                 |
+-----+------------------------------+---------------------------------+
|     | b\) Trim for straight and    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight at 80% of       | force (Push).                   |
|     | normal cruise airspeed with  |                                 |
|     | necessary power. Add power   |                                 |
|     | to maximum setting. Do not   |                                 |
|     | change trim or               |                                 |
|     | configuration. After         |                                 |
|     | stabilized, record column    |                                 |
|     | force necessary to maintain  |                                 |
|     | original airspeed.           |                                 |
+-----+------------------------------+---------------------------------+
| *   | Flap/slat change force.      |                                 |
| *2. |                              |                                 |
| c.2 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight with flaps      | force (Pull).                   |
|     | fully retracted at a         |                                 |
|     | 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    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight with flaps      | force (Push).                   |
|     | extended to 50% of 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 maintain original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Gear change force.           |                                 |
| *2. |                              |                                 |
| c.4 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 2 - 12 lbs (0.88 - 5.3 daN) of  |
|     | level flight with landing    | force (Pull).                   |
|     | gear retracted at 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 original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
|     | ##### OR                     |                                 |
+-----+------------------------------+---------------------------------+
|     | b\) Trim for straight and    | 2 - 12 lbs (0.88 - 5.3 daN) of  |
|     | level flight with landing    | force (Push).                   |
|     | gear extended, at a constant |                                 |
|     | airspeed within the landing  |                                 |
|     | gear-extended airspeed       |                                 |
|     | range. Do not adjust trim or |                                 |
|     | power. Retract the landing   |                                 |
|     | gear. After stabilized,      |                                 |
|     | record stick force necessary |                                 |
|     | to maintain original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Longitudinal trim.           | Must be able to trim            |
| *2. |                              | longitudinal stick force to     |
| c.4 |                              | "zero" in each of the following |
| .** |                              | configurations: cruise;         |
|     |                              | approach; and landing.          |
+-----+------------------------------+---------------------------------+
| *   | Longitudinal static          | Must exhibit positive static    |
| *2. | stability.                   | stability.                      |
| c.7 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Stall warning (actuation of  |                                 |
| *2. | stall warning device) with   |                                 |
| c.8 | nominal gross weight; wings  |                                 |
| .** | level; and a deceleration    |                                 |
|     | rate of not more than three  |                                 |
|     | (3) knots per second.        |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Landing configuration.   | 60 - 90 knots; 5 of bank.       |
+-----+------------------------------+---------------------------------+
|     | b\) Clean configuration.     | Landing configuration speed +   |
|     |                              | 10 - 20%.                       |
+-----+------------------------------+---------------------------------+
| **2 | Phugoid dynamics.            | Must have a phugoid with a      |
| .c. |                              | period of 30 - 60 seconds. May  |
| 9.b |                              | not reach ½ or double amplitude |
| .** |                              | in less than 2 cycles.          |
+-----+------------------------------+---------------------------------+
| **  | Lateral Directional Tests.   |                                 |
| 2.d |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Roll response.               | Must have a roll rate of 4° -   |
| *2. |                              | 25° /second.                    |
| d.2 | Roll rate must be measured   |                                 |
| .** | through at least 30° of      |                                 |
|     | roll. Aileron control must   |                                 |
|     | be deflected 1/3 (33.3       |                                 |
|     | percent) of maximum travel.  |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Spiral stability.            | Initial bank angle ( 5°) after  |
| .d. |                              | 20 seconds.                     |
| 4.b | Cruise configuration and     |                                 |
| .** | normal cruise airspeed.      |                                 |
|     | Establish a 20° - 30° bank.  |                                 |
|     | When stabilized, neutralize  |                                 |
|     | the aileron control and      |                                 |
|     | release. Must be completed   |                                 |
|     | in both directions of turn.  |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Rudder response.             | 3° - 6° /second yaw rate.       |
| .d. |                              |                                 |
| 6.b | Use 25 percent of maximum    |                                 |
| .** | rudder deflection.           |                                 |
|     |                              |                                 |
|     | (Applicable to approach or   |                                 |
|     | landing configuration.)      |                                 |
+-----+------------------------------+---------------------------------+
| *   | Dutch roll, yaw damper off.  | A period of 2 - 5 seconds; and  |
| *2. |                              | ½ - 2 cycles.                   |
| d.7 | (Applicable to cruise and    |                                 |
| .** | approach configurations.)    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Steady state sideslip.       | 2° - 10° of bank; 4 - 10        |
| *2. |                              | degrees of sideslip; and        |
| d.8 | Use 50 percent rudder        |                                 |
| .** | deflection.                  | 2° -10° of aileron.             |
|     |                              |                                 |
|     | (Applicable to approach and  |                                 |
|     | landing configurations.)     |                                 |
+-----+------------------------------+---------------------------------+
| **6 | **FTD System Response        |                                 |
| .** | Time.**                      |                                 |
+-----+------------------------------+---------------------------------+
| **  | Flight deck instrument       | 300 milliseconds or less.       |
| 6.a | systems response to an       |                                 |
| .** | abrupt pilot controller      |                                 |
|     | input. One test is required  |                                 |
|     | in each axis (pitch, roll,   |                                 |
|     | yaw).                        |                                 |
+-----+------------------------------+---------------------------------+
|     |                              |                                 |
+-----+------------------------------+---------------------------------+

+-----+------------------------------+---------------------------------+
| 1\. | **Performance.**             |                                 |
+-----+------------------------------+---------------------------------+
| *   | Climb.                       |                                 |
| *1. |                              |                                 |
| c** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Normal climb with nominal    | Climb airspeed = 95 -- 115      |
| *1. | gross weight, at best        | knots.                          |
| c.1 | rate-of-climb airspeed.      |                                 |
| .** |                              | Climb rate = 800 -- 1800 fpm    |
|     |                              | (4 - 9 m/sec)                   |
+-----+------------------------------+---------------------------------+
| **  | Engines.                     |                                 |
| 1.f |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Acceleration; idle to        | 4 - 8 Seconds.                  |
| *1. | takeoff power.               |                                 |
| f.1 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Deceleration; takeoff power  | 3 - 7 Seconds.                  |
| *1. | to idle.                     |                                 |
| f.2 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Handling Qualities.          |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **  | Longitudinal Tests.          |                                 |
| 2.c |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Power change force.          |                                 |
| *2. |                              |                                 |
| c.1 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 8 lbs (3.5 daN) of Push force   |
|     | level flight at 80% of       | -- 8 lbs (3.5 daN) of Pull      |
|     | normal cruise airspeed with  | force.                          |
|     | necessary power. Reduce      |                                 |
|     | power to flight idle. Do not |                                 |
|     | change trim or               |                                 |
|     | configuration. After         |                                 |
|     | stabilized, record column    |                                 |
|     | force necessary to maintain  |                                 |
|     | original airspeed.           |                                 |
+-----+------------------------------+---------------------------------+
|     | OR                           |                                 |
+-----+------------------------------+---------------------------------+
|     | b\) Trim for straight and    | 12 - 22 lbs (5.3 -- 9.7 daN) of |
|     | level flight at 80% of       | force (Push).                   |
|     | normal cruise airspeed with  |                                 |
|     | necessary power. Add power   |                                 |
|     | to maximum setting. Do not   |                                 |
|     | change trim or               |                                 |
|     | configuration. After         |                                 |
|     | stabilized, record column    |                                 |
|     | force necessary to maintain  |                                 |
|     | original airspeed.           |                                 |
+-----+------------------------------+---------------------------------+
| *   | Flap/slat change force.      |                                 |
| *2. |                              |                                 |
| c.2 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight with flaps      | force (Pull).                   |
|     | fully retracted at a         |                                 |
|     | 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    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight with flaps      | force (Push).                   |
|     | extended to 50% of 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 maintain original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Gear change force.           |                                 |
| *2. |                              |                                 |
| c.4 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 2 - 12 lbs (0.88 - 5.3 daN) of  |
|     | level flight with landing    | force (Pull).                   |
|     | gear retracted at 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 original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
|     | OR                           |                                 |
+-----+------------------------------+---------------------------------+
|     | b\) Trim for straight and    | 2 - 12 lbs (0.88 - 5.3 daN) of  |
|     | level flight with landing    | force (Push).                   |
|     | gear extended, at a constant |                                 |
|     | airspeed within the landing  |                                 |
|     | gear-extended airspeed       |                                 |
|     | range. Do not adjust trim or |                                 |
|     | power. Retract the landing   |                                 |
|     | gear. After stabilized,      |                                 |
|     | record stick force necessary |                                 |
|     | to maintain original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Longitudinal trim.           | Must be able to trim            |
| *2. |                              | longitudinal stick force to     |
| b.5 |                              | "zero" in each of the following |
| .** |                              | configurations: cruise;         |
|     |                              | approach; and landing.          |
+-----+------------------------------+---------------------------------+
| *   | Longitudinal static          | Must exhibit positive static    |
| *2. | stability.                   | stability.                      |
| c.7 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Stall warning (actuation of  |                                 |
| *2. | stall warning device) with   |                                 |
| c.8 | nominal gross weight; wings  |                                 |
| .** | level; and a deceleration    |                                 |
|     | rate of not more than three  |                                 |
|     | (3) knots per second.        |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Landing configuration.   | 60 - 90 knots; 5 of bank.       |
+-----+------------------------------+---------------------------------+
|     | b\) Clean configuration.     | Landing configuration speed +   |
|     |                              | 10 - 20%.                       |
+-----+------------------------------+---------------------------------+
| **2 | Phugoid dynamics.            | Must have a phugoid with a      |
| .c. |                              | period of 30 - 60 seconds. May  |
| 8.b |                              | not reach ½ or double amplitude |
| .** |                              | in less than 2 cycles.          |
+-----+------------------------------+---------------------------------+
| **  | Lateral Directional Tests.   |                                 |
| 2.d |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Roll response.               | Must have a roll rate of 4° -   |
| *2. |                              | 25° /second.                    |
| d.2 | Roll rate must be measured   |                                 |
| .** | through at least 30° of      |                                 |
|     | roll. Aileron control must   |                                 |
|     | be deflected 1/3 (33.3       |                                 |
|     | percent) of maximum travel.  |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Spiral stability.            | Initial bank angle ( 5°) after  |
| .d. |                              | 20 seconds.                     |
| 4.b | Cruise configuration and     |                                 |
| .** | normal cruise airspeed.      |                                 |
|     | Establish a 20° - 30° bank.  |                                 |
|     | When stabilized, neutralize  |                                 |
|     | the aileron control and      |                                 |
|     | release. Must be completed   |                                 |
|     | in both directions of turn.  |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Rudder response.             | 3° - 6° /second yaw rate.       |
| .d. |                              |                                 |
| 6.b | Use 25 percent of maximum    |                                 |
| .** | rudder deflection.           |                                 |
|     |                              |                                 |
|     | (Applicable to approach or   |                                 |
|     | landing configuration.)      |                                 |
+-----+------------------------------+---------------------------------+
| *   | Dutch roll, yaw damper off.  | A period of 2 - 5 seconds; and  |
| *2. |                              | ½ - 3 cycles.                   |
| d.7 | (Applicable to cruise and    |                                 |
| .** | approach configurations.)    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Steady state sideslip.       | 2° - 10° of bank; 4° - 10° of   |
| *2. |                              | sideslip; and                   |
| d.8 | Use 50 percent rudder        |                                 |
| .** | deflection.                  | 2° -10° of aileron.             |
|     |                              |                                 |
|     | (Applicable to approach and  |                                 |
|     | landing configurations.)     |                                 |
+-----+------------------------------+---------------------------------+
| **6 | FTD System Response Time.    |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **  | Flight deck instrument       | 300 milliseconds or less.       |
| 6.a | systems response to an       |                                 |
| .** | abrupt pilot controller      |                                 |
|     | input. One test is required  |                                 |
|     | in each axis (pitch, roll,   |                                 |
|     | yaw).                        |                                 |
+-----+------------------------------+---------------------------------+
|     |                              |                                 |
+-----+------------------------------+---------------------------------+

+-----+------------------------------+---------------------------------+
| 1\. | **Performance.**             |                                 |
+-----+------------------------------+---------------------------------+
| *   | Climb.                       |                                 |
| *1. |                              |                                 |
| c** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Normal climb with nominal    | Climb airspeed = 120 -- 140     |
| *1. | gross weight, at best        | knots.                          |
| b.1 | rate-of-climb airspeed.      |                                 |
| .** |                              | Climb rate = 1000 -- 3000 fpm   |
|     |                              | (5 - 15 m/sec)                  |
+-----+------------------------------+---------------------------------+
| **  | Engines.                     |                                 |
| 1.f |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Acceleration; idle to        | 2 - 6 Seconds.                  |
| *1. | takeoff power.               |                                 |
| f.1 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Deceleration; takeoff power  | 1 - 5 Seconds.                  |
| *1. | to idle.                     |                                 |
| f.2 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Handling Qualities.          |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| **  | **Longitudinal Tests.**      |                                 |
| 2.c |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Power change force.          |                                 |
| *2. |                              |                                 |
| c.1 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 8 lbs (3.5 daN) of Push force   |
|     | level flight at 80% of       | to 8 lbs (3.5 daN) of Pull      |
|     | normal cruise airspeed with  | force.                          |
|     | necessary power. Reduce      |                                 |
|     | power to flight idle. Do not |                                 |
|     | change trim or               |                                 |
|     | configuration. After         |                                 |
|     | stabilized, record column    |                                 |
|     | force necessary to maintain  |                                 |
|     | original airspeed.           |                                 |
+-----+------------------------------+---------------------------------+
|     | **OR**                       |                                 |
+-----+------------------------------+---------------------------------+
|     | b\) Trim for straight and    | 12 - 22 lbs (5.3 -- 9.7 daN) of |
|     | level flight at 80% of       | force (Push).                   |
|     | normal cruise airspeed with  |                                 |
|     | necessary power. Add power   |                                 |
|     | to maximum setting. Do not   |                                 |
|     | change trim or               |                                 |
|     | configuration. After         |                                 |
|     | stabilized, record column    |                                 |
|     | force necessary to maintain  |                                 |
|     | original airspeed.           |                                 |
+-----+------------------------------+---------------------------------+
| *   | Flap/slat change force.      |                                 |
| *2. |                              |                                 |
| c.2 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight with flaps      | force (Pull).                   |
|     | fully retracted at a         |                                 |
|     | 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    | 5 - 15 lbs (2.2 - 6.6 daN) of   |
|     | level flight with flaps      | force (Push).                   |
|     | extended to 50% of 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 maintain original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Gear change force.           |                                 |
| *2. |                              |                                 |
| c.4 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Trim for straight and    | 2 - 12 lbs (0.88 - 5.3 daN) of  |
|     | level flight with landing    | force (Pull).                   |
|     | gear retracted at 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 original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
|     | **OR**                       |                                 |
+-----+------------------------------+---------------------------------+
|     | b\) Trim for straight and    | 2 - 12 lbs (0.88 - 5.3 daN) of  |
|     | level flight with landing    | force (Push).                   |
|     | gear extended, at a constant |                                 |
|     | airspeed within the landing  |                                 |
|     | gear-extended airspeed       |                                 |
|     | range. Do not adjust trim or |                                 |
|     | power. Retract the landing   |                                 |
|     | gear. After stabilized,      |                                 |
|     | record stick force necessary |                                 |
|     | to maintain original         |                                 |
|     | airspeed.                    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Longitudinal trim.           | Must be able to trim            |
| *2. |                              | longitudinal stick force to     |
| b.5 |                              | "zero" in each of the following |
| .** |                              | configurations: cruise;         |
|     |                              | approach; and landing.          |
+-----+------------------------------+---------------------------------+
| *   | Longitudinal static          | Must exhibit positive static    |
| *2. | stability.                   | stability.                      |
| c.7 |                              |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Stall warning (actuation of  |                                 |
| *2. | stall warning device) with   |                                 |
| c.8 | nominal gross weight; wings  |                                 |
| .** | level; and a deceleration    |                                 |
|     | rate of not more than three  |                                 |
|     | (3) knots per second.        |                                 |
+-----+------------------------------+---------------------------------+
|     | a\) Landing configuration.   | 80 - 100 knots; 5 of bank.      |
+-----+------------------------------+---------------------------------+
|     | b\) Clean configuration.     | Landing configuration speed +   |
|     |                              | 10 - 20%.                       |
+-----+------------------------------+---------------------------------+
| **2 | Phugoid dynamics.            | Must have a phugoid with a      |
| .c. |                              | period of 30 - 60 seconds. May  |
| 8.b |                              | not reach ½ or double amplitude |
| .** |                              | in less than 2 cycles.          |
+-----+------------------------------+---------------------------------+
| **  | **Lateral Directional        |                                 |
| 2.d | Tests.**                     |                                 |
| .** |                              |                                 |
+-----+------------------------------+---------------------------------+
| *   | Roll response.               | Must have a roll rate of 4-25   |
| *2. |                              | degrees/second.                 |
| d.2 | Roll rate must be measured   |                                 |
| .** | through at least 30° of      |                                 |
|     | roll. Aileron control must   |                                 |
|     | be deflected 1/3 (33.3       |                                 |
|     | percent) of maximum travel.  |                                 |
+-----+------------------------------+---------------------------------+
|     |                              |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Spiral stability.            | Initial bank angle ( 5°) after  |
| .d. |                              | 20 seconds.                     |
| 4.b | Cruise configuration and     |                                 |
| .** | normal cruise airspeed.      |                                 |
|     | Establish a 20° - 30° bank.  |                                 |
|     | When stabilized, neutralize  |                                 |
|     | the aileron control and      |                                 |
|     | release. Must be completed   |                                 |
|     | in both directions of turn.  |                                 |
+-----+------------------------------+---------------------------------+
| **2 | Rudder response.             | 3° - 6° /second yaw rate.       |
| .d. |                              |                                 |
| 6.b | Use 25 percent of maximum    |                                 |
| .** | rudder deflection.           |                                 |
|     |                              |                                 |
|     | (Applicable to approach or   |                                 |
|     | landing configuration.)      |                                 |
+-----+------------------------------+---------------------------------+
| *   | Dutch roll, yaw damper off.  | A period of 2 - 5 seconds; and  |
| *2. |                              | ½ - 2 cycles.                   |
| d.7 | (Applicable to cruise and    |                                 |
| .** | approach configurations.)    |                                 |
+-----+------------------------------+---------------------------------+
| *   | Steady state sideslip.       | 2° - 10° of bank;               |
| *2. |                              |                                 |
| d.8 | Use 50 percent rudder        | 4° - 10° of sideslip; and       |
| .** | deflection.                  |                                 |
|     |                              | 2° -10° of aileron.             |
|     | (Applicable to approach and  |                                 |
|     | landing configurations.)     |                                 |
+-----+------------------------------+---------------------------------+
| **6 | **FTD System Response        |                                 |
| .** | Time.**                      |                                 |
+-----+------------------------------+---------------------------------+
| **  | Flight deck instrument       | 300 milliseconds or less.       |
| 6.a | systems response to an       |                                 |
| .** | abrupt pilot controller      |                                 |
|     | input. One test is required  |                                 |
|     | in each axis (pitch, roll,   |                                 |
|     | yaw).                        |                                 |
+-----+------------------------------+---------------------------------+

**End QPS Requirements**

**Begin QPS Requirements**

**5. Alternative Data Sources, Procedures, and Instrumentation: Level 6
FTD Only**

a\. Sponsors are not required to use the alternative data sources,
procedures, and instrumentation. However, a sponsor may choose to use
one or more of the alternative sources, procedures, and instrumentation
described in Table B2F..

**End QPS Requirements**

**Begin Information**

b\. It has become standard practice for experienced FTD manufacturers to
use such techniques as a means of establishing data bases for new FTD
configurations while awaiting the availability of actual flight test
data; and then comparing this new data with the newly available flight
test data. The results of such comparisons have, as reported by some
recognized and experienced simulation experts, become increasingly
consistent and indicate that these techniques, applied with appropriate
experience, are becoming dependably accurate for the development of
aerodynamic models for use in Level 6 FTDs.

c\. In reviewing this history, the NSPM has concluded that, with proper
care, those who are experienced in the development of aerodynamic models
for FTD application can successfully use these modeling techniques to
acceptably alter the method by which flight test data may be acquired
and, when applied to Level 6 FTDs, does not compromise the quality of
that simulation.

d\. The information in the table that follows (Table of Alternative Data
Sources, Procedures, and Information: Level 6 FTD Only) is presented to
describe an acceptable alternative to data sources for Level 6 FTD
modeling and validation, and an acceptable alternative to the procedures
and instrumentation found in the flight test methods traditionally
accepted for gathering modeling and validation data.

\(1\) Alternative data sources that may be used for part or all of a
data requirement are the Airplane Maintenance Manual, the Airplane
Flight Manual (AFM), Airplane Design Data, the Type Inspection Report
(TIR), Certification Data or acceptable supplemental flight test data.

\(2\) The NSPM recommends that use of the alternative instrumentation
noted in Table B2F be coordinated with the NSPM prior to employment in a
flight test or data gathering effort.

e\. The NSPM position regarding the use of these alternative data
sources, procedures, and instrumentation is based on three primary
preconditions and presumptions regarding the objective data and FTD
aerodynamic program modeling.

\(1\) Data gathered through the alternative means does not require angle
of attack (AOA) measurements or control surface position measurements
for any flight test. AOA can be sufficiently derived if the flight test
program insures the collection of acceptable level, unaccelerated,
trimmed flight data. Angle of attack may be validated by conducting the
three basic "fly-by" trim tests. The FTD time history tests should begin
in level, unaccelerated, and trimmed flight, and the results should be
compared with the flight test pitch angle.

\(2\) A simulation controls system model should be rigorously defined
and fully mature. It should also include accurate gearing and cable
stretch characteristics (where applicable) that are determined from
actual aircraft measurements. Such a model does not require control
surface position measurements in the flight test objective data for
Level 6 FTD applications.

f\. Table B2F is not applicable to Computer Controlled Aircraft FTDs.

g\. Utilization of these alternate data sources, procedures, and
instrumentation does not relieve the sponsor from compliance with the
balance of the information contained in this document relative to Level
6 FTDs.

h\. The term "inertial measurement system" allows the use of a
functional global positioning system (GPS).

**End Information**

+----------------------+----------------------------+-----------------+
| **1.b.1.**           | Data may be acquired       | This test is    |
|                      | through a synchronized     | required only   |
| Performance.         | video recording of a stop  | if RTO is       |
|                      | watch and the calibrated   | sought.         |
| Takeoff.             | airplane airspeed          |                 |
|                      | indicator. Hand-record the |                 |
| Ground acceleration  | flight conditions and      |                 |
| time.                | airplane configuration.    |                 |
+----------------------+----------------------------+-----------------+
| **1.b.7.**           | Data may be acquired       | This test is    |
|                      | through a synchronized     | required only   |
| Performance.         | video recording of a stop  | if RTO is       |
|                      | watch and the calibrated   | sought.         |
| Takeoff.             | airplane airspeed          |                 |
|                      | indicator. Hand-record the |                 |
| Rejected takeoff.    | flight conditions and      |                 |
|                      | airplane configuration.    |                 |
+----------------------+----------------------------+-----------------+
| **1.c.1.**           | Data may be acquired with  |                 |
|                      | a synchronized video of    |                 |
| Performance.         | calibrated airplane        |                 |
|                      | instruments and engine     |                 |
| Climb.               | power throughout the climb |                 |
|                      | range.                     |                 |
| Normal climb all     |                            |                 |
| engines operating.   |                            |                 |
+----------------------+----------------------------+-----------------+
| **1.f.1.**           | Data may be acquired with  |                 |
|                      | a synchronized video       |                 |
| Performance.         | recording of engine        |                 |
|                      | instruments and throttle   |                 |
| Engines.             | position.                  |                 |
|                      |                            |                 |
| Acceleration         |                            |                 |
+----------------------+----------------------------+-----------------+
| **1.f.2.**           | Data may be acquired with  |                 |
|                      | a synchronized video       |                 |
| Performance.         | recording of engine        |                 |
|                      | instruments and throttle   |                 |
| Engines.             | position.                  |                 |
|                      |                            |                 |
| Deceleration         |                            |                 |
+----------------------+----------------------------+-----------------+
| **2.a.1.a.**         | Surface position data may  | For airplanes   |
|                      | be acquired from flight    | with reversible |
| Handling qualities.  | data recorder (FDR) sensor | control         |
|                      | or, if no FDR sensor, at   | systems,        |
| Static control       | selected, significant      | surface         |
| tests.               | column positions           | position data   |
|                      | (encompassing significant  | acquisition     |
| Pitch controller     | column position data       | should be       |
| position vs. force   | points), acceptable to the | accomplished    |
| and surface position | NSPM, using a control      | with winds less |
| calibration          | surface protractor on the  | than 5 kts.     |
|                      | ground. Force data may be  |                 |
|                      | acquired by using a hand   |                 |
|                      | held force gauge at the    |                 |
|                      | same column position data  |                 |
|                      | points.                    |                 |
+----------------------+----------------------------+-----------------+
| **2.a.2.a.**         | Surface position data may  | For airplanes   |
|                      | be acquired from flight    | with reversible |
| Handling qualities.  | data recorder (FDR) sensor | control         |
|                      | or, if no FDR sensor, at   | systems,        |
| Static control       | selected, significant      | surface         |
| tests.               | wheel positions            | position data   |
|                      | (encompassing significant  | acquisition     |
| Wheel position vs.   | wheel position data        | should be       |
| force and surface    | points), acceptable to the | accomplished    |
| position             | NSPM, using a control      | with winds less |
| calibration.         | surface protractor on the  | than 5 kts.     |
|                      | ground. Force data may be  |                 |
|                      | acquired by using a hand   |                 |
|                      | held force gauge at the    |                 |
|                      | same wheel position data   |                 |
|                      | points.                    |                 |
+----------------------+----------------------------+-----------------+
| **2.a.3.a.**         | Surface position data may  | For airplanes   |
|                      | be acquired from flight    | with reversible |
| Handling qualities.  | data recorder (FDR) sensor | control         |
|                      | or, if no FDR sensor, at   | systems,        |
| Static control       | selected, significant      | surface         |
| tests.               | rudder pedal positions     | position data   |
|                      | (encompassing significant  | acquisition     |
| Rudder pedal         | rudder pedal position data | should be       |
| position vs. force   | points), acceptable to the | accomplished    |
| and surface position | NSPM, using a control      | with winds less |
| calibration.         | surface protractor on the  | than 5 kts.     |
|                      | ground. Force data may be  |                 |
|                      | acquired by using a hand   |                 |
|                      | held force gauge at the    |                 |
|                      | same rudder pedal position |                 |
|                      | data points.               |                 |
+----------------------+----------------------------+-----------------+
| **2.a.4.**           | Breakout data may be       |                 |
|                      | acquired with a hand held  |                 |
| Handling qualities.  | force gauge. The remainder |                 |
|                      | of the force to the stops  |                 |
| Static control       | may be calculated if the   |                 |
| tests.               | force gauge and a          |                 |
|                      | protractor are used to     |                 |
| Nosewheel steering   | measure force after        |                 |
| force.               | breakout for at least 25%  |                 |
|                      | of the total displacement  |                 |
|                      | capability.                |                 |
+----------------------+----------------------------+-----------------+
| **2.a.5.**           | Data may be acquired       |                 |
|                      | through the use of force   |                 |
| Handling qualities.  | pads on the rudder pedals  |                 |
|                      | and a pedal position       |                 |
| Static control       | measurement device,        |                 |
| tests.               | together with design data  |                 |
|                      | for nosewheel position.    |                 |
| Rudder pedal         |                            |                 |
| steering             |                            |                 |
| calibration.         |                            |                 |
+----------------------+----------------------------+-----------------+
| **2.a.6.**           | Data may be acquired       |                 |
|                      | through calculations.      |                 |
| Handling qualities.  |                            |                 |
|                      |                            |                 |
| Static control       |                            |                 |
| tests.               |                            |                 |
|                      |                            |                 |
| Pitch trim indicator |                            |                 |
| vs. surface position |                            |                 |
| calibration.         |                            |                 |
+----------------------+----------------------------+-----------------+
| **2.a.8.**           | Data may be acquired       |                 |
|                      | through the use of a       |                 |
| Handling qualities.  | temporary throttle         |                 |
|                      | quadrant scale to document |                 |
| Static control       | throttle position. Use a   |                 |
| tests.               | synchronized video to      |                 |
|                      | record steady state        |                 |
| Alignment of power   | instrument readings or     |                 |
| lever angle vs.      | hand-record steady state   |                 |
| selected engine      | engine performance         |                 |
| parameter (e.g.,     | readings.                  |                 |
| EPR, N~1~, Torque,   |                            |                 |
| Manifold pressure).  |                            |                 |
+----------------------+----------------------------+-----------------+
| **2.a.9.**           | Use of design or predicted |                 |
|                      | data is acceptable. Data   |                 |
| Handling qualities.  | may be acquired by         |                 |
|                      | measuring deflection at    |                 |
| Static control       | "zero" and at "maximum."   |                 |
| tests.               |                            |                 |
|                      |                            |                 |
| Brake pedal position |                            |                 |
| vs. force.           |                            |                 |
+----------------------+----------------------------+-----------------+
| **2.c.1.**           | Data may be acquired by    | Power change    |
|                      | using an inertial          | dynamics test   |
| Handling qualities.  | measurement system and a   | is acceptable   |
| Longitudinal control | synchronized video of the  | using the same  |
| tests.               | calibrated airplane        | data            |
|                      | instruments, throttle      | acquisition     |
| Power change force.  | position, and the          | methodology.    |
|                      | force/position             |                 |
|                      | measurements of flight     |                 |
|                      | deck controls.             |                 |
+----------------------+----------------------------+-----------------+
| **2.c.2.**           | Data may be acquired by    | Flap/slat       |
|                      | using an inertial          | change dynamics |
| Handling qualities.  | measurement system and a   | test is         |
| Longitudinal control | synchronized video of      | acceptable      |
| tests.               | calibrated airplane        | using the same  |
|                      | instruments, flap/slat     | data            |
| Flap/slat change     | position, and the          | acquisition     |
| force.               | force/position             | methodology.    |
|                      | measurements of flight     |                 |
|                      | deck controls.             |                 |
+----------------------+----------------------------+-----------------+
| **2.c.4.**           | Data may be acquired by    | Gear change     |
|                      | using an inertial          | dynamics test   |
| Handling qualities.  | measurement system and a   | is acceptable   |
| Longitudinal control | synchronized video of the  | using the same  |
| tests.               | calibrated airplane        | data            |
|                      | instruments, gear          | acquisition     |
| Gear change force.   | position, and the          | methodology.    |
|                      | force/position             |                 |
|                      | measurements of flight     |                 |
|                      | deck controls.             |                 |
+----------------------+----------------------------+-----------------+
| **2.c.5.**           | Data may be acquired       |                 |
|                      | through use of an inertial |                 |
| Handling qualities.  | measurement system and a   |                 |
| Longitudinal control | synchronized video of      |                 |
| tests.               | flight deck controls       |                 |
|                      | position (previously       |                 |
| Longitudinal trim.   | calibrated to show related |                 |
|                      | surface position) and      |                 |
|                      | engine instrument          |                 |
|                      | readings.                  |                 |
+----------------------+----------------------------+-----------------+
| **2.c.6.**           | Data may be acquired       |                 |
|                      | through the use of an      |                 |
| Handling qualities.  | inertial measurement       |                 |
| Longitudinal control | system and a synchronized  |                 |
| tests.               | video of the calibrated    |                 |
|                      | airplane instruments; a    |                 |
| Longitudinal         | temporary, high resolution |                 |
| maneuvering          | bank angle scale affixed   |                 |
| stability (stick     | to the attitude indicator; |                 |
| force/g).            | and a wheel and column     |                 |
|                      | force measurement          |                 |
|                      | indication.                |                 |
+----------------------+----------------------------+-----------------+
| **2.c.7.**           | Data may be acquired       |                 |
|                      | through the use of a       |                 |
| Handling qualities.  | synchronized video of the  |                 |
| Longitudinal control | airplane flight            |                 |
| tests.               | instruments and a hand     |                 |
|                      | held force gauge.          |                 |
| Longitudinal static  |                            |                 |
| stability            |                            |                 |
+----------------------+----------------------------+-----------------+
| **2.c.8.**           | Data may be acquired       | Airspeeds may   |
|                      | through a synchronized     | be cross        |
| Handling qualities.  | video recording of a stop  | checked with    |
|                      | watch and the calibrated   | those in the    |
| Longitudinal control | airplane airspeed          | TIR and AFM.    |
| tests.               | indicator. Hand-record the |                 |
|                      | flight conditions and      |                 |
| Stall Warning        | airplane configuration.    |                 |
| (activation of stall |                            |                 |
| warning device).     |                            |                 |
+----------------------+----------------------------+-----------------+
| **2.c.9.a.**         | Data may be acquired by    |                 |
|                      | using an inertial          |                 |
| Handling qualities.  | measurement system and a   |                 |
| Longitudinal control | synchronized video of the  |                 |
| tests.               | calibrated airplane        |                 |
|                      | instruments and the        |                 |
| Phugoid dynamics.    | force/position             |                 |
|                      | measurements of flight     |                 |
|                      | deck controls.             |                 |
+----------------------+----------------------------+-----------------+
| **2.c.10.**          | Data may be acquired by    |                 |
|                      | using an inertial          |                 |
| Handling qualities.  | measurement system and a   |                 |
|                      | synchronized video of the  |                 |
| Longitudinal control | calibrated airplane        |                 |
| tests.               | instruments and the        |                 |
|                      | force/position             |                 |
| Short period         | measurements of flight     |                 |
| dynamics.            | deck controls.             |                 |
+----------------------+----------------------------+-----------------+
| **2.c.11.**          | May use design data,       |                 |
|                      | production flight test     |                 |
| Handling qualities.  | schedule, or maintenance   |                 |
|                      | specification, together    |                 |
| Longitudinal control | with an SOC.               |                 |
| tests.               |                            |                 |
|                      |                            |                 |
| Gear and flap/slat   |                            |                 |
| operating times.     |                            |                 |
+----------------------+----------------------------+-----------------+
| **2.d.2.**           | Data may be acquired by    |                 |
|                      | using an inertial          |                 |
| Handling qualities.  | measurement system and a   |                 |
|                      | synchronized video of the  |                 |
| Lateral directional  | calibrated airplane        |                 |
| tests.               | instruments and the        |                 |
|                      | force/position             |                 |
| Roll response        | measurements of flight     |                 |
| (rate).              | deck lateral controls.     |                 |
+----------------------+----------------------------+-----------------+
| **2.d.3.**           | Data may be acquired by    |                 |
|                      | using an inertial          |                 |
| Handling qualities.  | measurement system and a   |                 |
|                      | synchronized video of the  |                 |
| Lateral directional  | calibrated airplane        |                 |
| tests.               | instruments and the        |                 |
|                      | force/position             |                 |
| **(a)** Roll         | measurements of flight     |                 |
| overshoot.           | deck lateral controls.     |                 |
|                      |                            |                 |
| OR                   |                            |                 |
|                      |                            |                 |
| **(b)** Roll         |                            |                 |
| response to flight   |                            |                 |
| deck roll controller |                            |                 |
| step input.          |                            |                 |
+----------------------+----------------------------+-----------------+
| **2.d.4.**           | Data may be acquired by    |                 |
|                      | using an inertial          |                 |
| Handling qualities.  | measurement system and a   |                 |
|                      | synchronized video of the  |                 |
| Lateral directional  | calibrated airplane        |                 |
| tests.               | instruments; the           |                 |
|                      | force/position             |                 |
| Spiral stability.    | measurements of flight     |                 |
|                      | deck controls; and a stop  |                 |
|                      | watch.                     |                 |
+----------------------+----------------------------+-----------------+
| **2.d.6.a.**         | Data may be acquired by    |                 |
|                      | using an inertial          |                 |
| Handling qualities.  | measurement system and a   |                 |
|                      | synchronized video of the  |                 |
| Lateral directional  | calibrated airplane        |                 |
| tests.               | instruments; the           |                 |
|                      | force/position             |                 |
| Rudder response.     | measurements of rudder     |                 |
|                      | pedals.                    |                 |
+----------------------+----------------------------+-----------------+
| **2.d.7.**           | Data may be acquired by    |                 |
|                      | using an inertial          |                 |
| Handling qualities.  | measurement system and a   |                 |
|                      | synchronized video of the  |                 |
| Lateral directional  | calibrated airplane        |                 |
| tests.               | instruments and the        |                 |
|                      | force/position             |                 |
| Dutch roll, (yaw     | measurements of flight     |                 |
| damper OFF).         | deck controls.             |                 |
+----------------------+----------------------------+-----------------+
| **2.d.8.**           | Data may be acquired by    |                 |
|                      | using an inertial          |                 |
| Handling qualities.  | measurement system and a   |                 |
|                      | synchronized video of the  |                 |
| Lateral directional  | calibrated airplane        |                 |
| tests.               | instruments and the        |                 |
|                      | force/position             |                 |
| Steady state         | measurements of flight     |                 |
| sideslip.            | deck controls.             |                 |
+----------------------+----------------------------+-----------------+

**Attachment 3 to Appendix B to Part 60\--**

**FLIGHT TRAINING DEVICE (FTD) SUBJECTIVE EVALUATION**

**Begin Information**

**1**. **Discussion.**

a\. The subjective tests provide a basis for evaluating the capability
of the FTD to perform over a typical utilization period. The items
listed in the Table of Functions and Subjective Tests are used to
determine whether the FTD competently simulates each required maneuver,
procedure, or task; and verifying correct operation of the FTD controls,
instruments, and systems. The tasks do not limit or exceed the
authorizations for use of a given level of FTD as described on the SOQ
or as approved by the TPAA. All items in the following paragraphs are
subject to examination.

b\. All simulated airplane systems functions will be assessed for normal
and, where appropriate, alternate operations. Simulated airplane systems
are listed separately under \"Any Flight Phase\" to ensure appropriate
attention to systems checks. Operational navigation systems (including
inertial navigation systems, global positioning systems, or other
long-range systems) and the associated electronic display systems will
be evaluated if installed. The NSP pilot will include in his report to
the TPAA, the effect of the system operation and any system limitation.

c\. At the request of the TPAA, the NSP Pilot may assess the FTD for a
special aspect of a sponsor\'s training program during the functions and
subjective portion of an evaluation. Such an assessment may include a
portion of a specific operation (e.g., a Line Oriented Flight Training
(LOFT) scenario) or special emphasis items in the sponsor\'s training
program. Unless directly related to a requirement for the qualification
level, the results of such an evaluation would not affect the
qualification of the FTD.

**End Information**

+------+---------------------------------------------------------------+
|      | 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.                                    |
+------+---------------------------------------------------------------+
| **   | **Preflight.**                                                |
| 1.** |                                                               |
|      | Accomplish a functions check of all installed switches,       |
|      | indicators, systems, and equipment at all crewmembers\' and   |
|      | instructors\' stations, and determine that the flight deck    |
|      | (or flight deck area) design and functions replicate the      |
|      | appropriate airplane.                                         |
+------+---------------------------------------------------------------+
| **   | **Surface Operations (pre-takeoff).**                         |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **2. | Engine start:                                                 |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Normal start.                                                 |
| 2.a. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Alternative procedures start.                                 |
| 2.a. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Abnormal procedures start / shut down.                        |
| 2.a. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **2. | Pushback / Powerback (powerback requires visual system).      |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **   | **Takeoff** (requires appropriate visual system as set out in |
| 3.** | Table B1A, entry 6; Appendix B, Attachment 1.)**.**           |
+------+---------------------------------------------------------------+
| **3. | Instrument takeoff:                                           |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| *    | Engine checks (e.g., engine parameter relationships,          |
| *3.a | propeller/mixture controls).                                  |
| .1** |                                                               |
+------+---------------------------------------------------------------+
| **   | Acceleration characteristics.                                 |
| 3.a. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Nosewheel / rudder steering.                                  |
| 3.a. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Landing gear, wing flap, leading edge device operation.       |
| 3.a. |                                                               |
| 4.** |                                                               |
+------+---------------------------------------------------------------+
| **3. | Rejected takeoff                                              |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Deceleration characteristics.                                 |
| 3.b. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Brakes / engine reverser / ground spoiler operation.          |
| 3.b. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Nosewheel / rudder steering.                                  |
| 3.b. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **   | **In-Flight Operations.**                                     |
| 4.** |                                                               |
+------+---------------------------------------------------------------+
| **4. | Normal climb.                                                 |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **4. | Cruise:                                                       |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Demonstration of performance characteristics (speed vs.       |
| 4.b. | power).                                                       |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Normal turns                                                  |
| 4.b. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Demonstration of high altitude handling.                      |
| 4.b. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Demonstration of high airspeed handling / overspeed warning.  |
| 4.b. |                                                               |
| 4.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Demonstration of Mach effects on control and trim.            |
| 4.b. |                                                               |
| 5.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Steep turns.                                                  |
| 4.b. |                                                               |
| 6.** |                                                               |
+------+---------------------------------------------------------------+
| **   | In-Flight engine shutdown (procedures only).                  |
| 4.b. |                                                               |
| 7.** |                                                               |
+------+---------------------------------------------------------------+
| **   | In-Flight engine restart (procedures only).                   |
| 4.b. |                                                               |
| 8.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Specific flight characteristics                               |
| 4.b. |                                                               |
| 9.** |                                                               |
+------+---------------------------------------------------------------+
| **4  | Response to loss of flight control power.                     |
| .b.1 |                                                               |
| 0.** |                                                               |
+------+---------------------------------------------------------------+
| **4  | Response to other flight control system failure modes.        |
| .b.1 |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **4  | Operations during icing conditions.                           |
| .b.1 |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **4  | Effects of airframe / engine icing.                           |
| .b.1 |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **4  | Other flight phase                                            |
| .c** |                                                               |
+------+---------------------------------------------------------------+
| *    | Approach to stalls in the following configurations:           |
| *4.c |                                                               |
| .1** |                                                               |
+------+---------------------------------------------------------------+
| **4. | Cruise.                                                       |
| c.1. |                                                               |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **4. | Takeoff or approach.                                          |
| c.1. |                                                               |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **4. | Landing.                                                      |
| c.1. |                                                               |
| c.** |                                                               |
+------+---------------------------------------------------------------+
| **   | High angle of attack maneuvers in the following               |
| 4.c. | configurations:                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **4. | Cruise.                                                       |
| c.2. |                                                               |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **4. | Takeoff or approach.                                          |
| c.2. |                                                               |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **4. | Landing.                                                      |
| c.2. |                                                               |
| c.** |                                                               |
+------+---------------------------------------------------------------+
| *    | Slow flight.                                                  |
| *4.c |                                                               |
| .3** |                                                               |
+------+---------------------------------------------------------------+
| *    | Holding.                                                      |
| *4.c |                                                               |
| .4** |                                                               |
+------+---------------------------------------------------------------+
| **   | #### Approaches. {#approaches. .Title-Text-Block-Lvl-7}       |
| 5.** |                                                               |
+------+---------------------------------------------------------------+
| **5. | Non-precision Instrument Approaches:                          |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **   | With use of autopilot and autothrottle, as applicable.        |
| 5.a. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Without use of autopilot and autothrottle, as applicable.     |
| 5.a. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | With 10 knot tail wind.                                       |
| 5.a. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **   | With 10 knot crosswind.                                       |
| 5.a. |                                                               |
| 4.** |                                                               |
+------+---------------------------------------------------------------+
| **5. | Precision Instrument Approaches:                              |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **   | With use of autopilot, autothrottle, and autoland, as         |
| 5.b. | applicable.                                                   |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Without use of autopilot, autothrottle, and autoland, as      |
| 5.b. | applicable.                                                   |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | With 10 knot tail wind.                                       |
| 5.b. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **5. | With 10 knot crosswind.                                       |
| b.   |                                                               |
| 4.** |                                                               |
+------+---------------------------------------------------------------+
| **   | **Missed Approach.**                                          |
| 6.** |                                                               |
+------+---------------------------------------------------------------+
| **6. | Manually controlled.                                          |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **6. | Automatically controlled (if applicable).                     |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **   | **Any Flight Phase, as appropriate**                          |
| 7.** |                                                               |
+------+---------------------------------------------------------------+
| **7. | Normal system operation (installed systems)                   |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **7. | Abnormal/Emergency system operation (installed systems)       |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **7. | Flap operation.                                               |
| c.** |                                                               |
+------+---------------------------------------------------------------+
| **7. | Landing gear operation.                                       |
| d.** |                                                               |
+------+---------------------------------------------------------------+
| **7. | Engine Shutdown and Parking                                   |
| e.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Systems operation.                                            |
| 7.e. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Parking brake operation.                                      |
| 7.e. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | **Instructor Operating Station (IOS), as appropriate**.       |
| 8.** |                                                               |
|      | Functions in this section are subject to evaluation only if   |
|      | appropriate for the airplane and/or installed on the specific |
|      | FTD involved.                                                 |
+------+---------------------------------------------------------------+
| **8. | Power Switch(es).                                             |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **8. | Airplane conditions.                                          |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Gross weight, center of gravity, and fuel loading and         |
| 8.b. | allocation.                                                   |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Airplane systems status.                                      |
| 8.b. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Ground crew functions (e.g., external power, push back)       |
| 8.b. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **8. | Airports.                                                     |
| c.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Selection.                                                    |
| 8.c. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Runway selection.                                             |
| 8.c. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Preset positions (e.g., ramp, over FAF)                       |
| 8.c. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **8. | Environmental controls.                                       |
| d.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Temperature.                                                  |
| 8.d. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Climate conditions (e.g., ice, rain).                         |
| 8.d. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Wind speed and direction.                                     |
| 8.d. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **8. | Airplane system malfunctions.                                 |
| e.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Insertion / deletion.                                         |
| 8.e. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Problem clear.                                                |
| 8.e. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **8. | Locks, Freezes, and Repositioning.                            |
| f.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Problem (all) freeze / release.                               |
| 8.f. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Position (geographic) freeze / release.                       |
| 8.f. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Repositioning (locations, freezes, and releases).             |
| 8.f. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Ground speed control.                                         |
| 8.f. |                                                               |
| 4.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Remote IOS, if installed.                                     |
| 8.f. |                                                               |
| 5.** |                                                               |
+------+---------------------------------------------------------------+
| *    | **Sound Controls.** **On / off / adjustment**                 |
| *9** |                                                               |
+------+---------------------------------------------------------------+
| **1  | **Control Loading System (as applicable)** On / off /         |
| 0.** | emergency stop.                                               |
+------+---------------------------------------------------------------+
| **1  | **Observer Stations.**                                        |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **11 | > Position.                                                   |
| .a** |                                                               |
+------+---------------------------------------------------------------+
| *    | > Adjustments.                                                |
| *11. |                                                               |
| b.** |                                                               |
+------+---------------------------------------------------------------+

**End QPS Requirements**

+------+---------------------------------------------------------------+
|      | 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.                                    |
+------+---------------------------------------------------------------+
| **   | **Preflight.**                                                |
| 1.** |                                                               |
|      | Accomplish a functions check of all installed switches,       |
|      | indicators, systems, and equipment at all crewmembers\' and   |
|      | instructors\' stations, and determine that the flight deck    |
|      | (or flight deck area) design and functions replicate the      |
|      | appropriate airplane.                                         |
+------+---------------------------------------------------------------+
| **   | **Surface Operations (pre-takeoff).**                         |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **2. | Engine start (if installed):                                  |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Normal start.                                                 |
| 2.a. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Alternative procedures start.                                 |
| 2.a. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Abnormal/Emergency procedures start / shut down.              |
| 2.a. |                                                               |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **   | **In-Flight Operations.**                                     |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **3. | Normal climb.                                                 |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **3. | Cruise:                                                       |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Performance characteristics (speed vs. power).                |
| 3.b. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Normal turns.                                                 |
| 3.b. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **3. | Normal descent.                                               |
| c.** |                                                               |
+------+---------------------------------------------------------------+
| **   | **Approaches.**                                               |
| 4.** |                                                               |
+------+---------------------------------------------------------------+
| **4. | Coupled instrument approach maneuvers (as applicable for the  |
| a.** | systems installed).                                           |
+------+---------------------------------------------------------------+
| **   | **Any Flight Phase.**                                         |
| 5.** |                                                               |
+------+---------------------------------------------------------------+
| **5. | Normal system operation (Installed systems).                  |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **5. | Abnormal/Emergency system operation (installed systems).      |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **5. | Flap operation                                                |
| c.** |                                                               |
+------+---------------------------------------------------------------+
| **5. | Landing gear operation                                        |
| d.** |                                                               |
+------+---------------------------------------------------------------+
| **5. | Engine Shutdown and Parking (if installed).                   |
| e.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Systems operation.                                            |
| 5.e. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Parking brake operation.                                      |
| 5.e. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | **Instructor Operating Station (IOS)**.                       |
| 6.** |                                                               |
+------+---------------------------------------------------------------+
| **6. | Power Switch(es).                                             |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **6. | Preset positions -- ground, air.                              |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **6. | Airplane system malfunctions (Installed systems).             |
| c.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Insertion / deletion.                                         |
| 6.c. |                                                               |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Problem clear.                                                |
| 6.c. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+

  -------- ---------------------------------------------------------------
           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 operational
           system. The NSPM will accomplish a functions check of all
           installed systems, switches, indicators, and equipment at all
           crewmembers\' and instructors\' stations, and determine that
           the flight deck (or flight deck area) design and functions
           replicate the appropriate airplane.
  -------- ---------------------------------------------------------------

**Attachment 4 to Appendix B to Part 60\--**

**SAMPLE DOCUMENTS**

**Begin Information**

**Table of Contents**

Title of Sample

Figure B4A Sample Letter, Request for Initial, Upgrade, or Reinstatement
Evaluation.

Figure B4B Attachment: FTD Information Form

Figure B4C Sample Letter of Compliance

Figure B4D Sample Qualification Test Guide Cover Page

Figure B4E Sample Statement of Qualification - Certificate

Figure B4F Sample Statement of Qualification - Configuration List

Figure B4G Sample Statement of Qualification - List of Qualified Tasks

Figure B4H Sample Continuing Qualification Evaluation Requirements Page

Figure B4I Sample MQTG Index of Effective FTD Directives

+-----------------------------------------------------------------------+
| Date \_\_\_\_\_\_\_                                                   |
|                                                                       |
| Edward D. Cook, Ph.D.                                                 |
|                                                                       |
| Manager, National Simulator Program                                   |
|                                                                       |
| Federal Aviation Administration                                       |
|                                                                       |
| 100 Hartsfield Centre Parkway. Suite 400                              |
|                                                                       |
| Atlanta, GA 30354                                                     |
|                                                                       |
| Dear Dr. Cook:                                                        |
|                                                                       |
| **RE: Request for Initial/Upgrade Evaluation Date**                   |
|                                                                       |
| This is to advise you of our intent to request an (initial or         |
| upgrade) evaluation of our [(FTD Manufacturer)]{.underline},          |
| ([Aircraft Type/Level)]{.underline} Flight Training Device (FTD),     |
| (FAA ID Number, if previously qualified), located in [(City,          |
| State)]{.underline} at the [(Facility)]{.underline} on [(Proposed     |
| Evaluation Date)]{.underline}. (The proposed evaluation date shall    |
| not be more than 180 days following the date of this letter.) The FTD |
| will be sponsored by [(Name of Training Center/Air                    |
| Carrier)]{.underline}, FAA Designator [(4 Letter Code)]{.underline}.  |
| The FTD will be sponsored as follows; (Select One)                    |
|                                                                       |
| > The FTD will be used within the sponsor's FAA approved training     |
| > program and placed on the sponsor's Training/Operations             |
| > Specifications.                                                     |
| >                                                                     |
| > The FTD will be used for dry lease only.                            |
|                                                                       |
| We agree to provide the formal request for the evaluation to your     |
| staff as follows: (check one)                                         |
|                                                                       |
| > For QTG tests run at the factory, not later, than 45 days prior to  |
| > the proposed evaluation date with the additional "l/3 on-site"      |
| > tests provided not later than 14 days prior to the proposed         |
| > evaluation date.                                                    |
| >                                                                     |
| > For QTG tests run on-site, not later than 30 days prior to the      |
| > proposed evaluation date.                                           |
| >                                                                     |
| > We understand that the formal request will contain the following    |
| > documents:                                                          |
|                                                                       |
| 4.  Sponsor's Letter of Request (*Company Compliance Letter*).        |
|                                                                       |
| 5.  Principal Operations Inspector (POI) or Training Center Program   |
|     Manager's (TCPM) endorsement.                                     |
|                                                                       |
| 6.  Complete QTG.                                                     |
|                                                                       |
| If we are unable to meet the above requirements, we understand this   |
| may result in a significant delay, perhaps 45 days or more, in        |
| rescheduling and completing the evaluation.                           |
|                                                                       |
| (The sponsor should add additional comments as necessary).            |
|                                                                       |
| Please contact [(Name Telephone and Fax Number of Sponsor's           |
| Contact)]{.underline} to confirm the date for this initial            |
| evaluation. We understand a member of your National Simulator Program |
| staff will respond to this request within 14 days.                    |
|                                                                       |
| A copy of this letter of intent has been provided to (Name), the      |
| Principal Operations Inspector (POI) and/or Training Center Program   |
| Manager (TCPM).                                                       |
|                                                                       |
| Sincerely,                                                            |
|                                                                       |
| Attachment: FTD Information and Characteristics Form                  |
|                                                                       |
| cc: POI/TCPM                                                          |
+-----------------------------------------------------------------------+

<table style="width:100%;">
<colgroup>
<col style="width: 19%" />
<col style="width: 6%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 2%" />
<col style="width: 5%" />
<col style="width: 6%" />
<col style="width: 4%" />
<col style="width: 1%" />
<col style="width: 5%" />
<col style="width: 2%" />
<col style="width: 0%" />
<col style="width: 4%" />
<col style="width: 12%" />
<col style="width: 3%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 3%" />
<col style="width: 7%" />
<col style="width: 13%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="20"><strong>Date:</strong>
<strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="20"><h1
id="section-1.-fstd-information-and-characteristics-2"><strong>Section
1. FSTD Information and Characteristics</strong></h1></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Sponsor Name:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="9"><strong>FSTD Location</strong>:</td>
</tr>
<tr class="even">
<td colspan="3"><strong>Address:</strong></td>
<td colspan="8"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="3"><strong>Physical Address:</strong></td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>City:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>City:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>State:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>State:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Country:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>Country:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Manager</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>Sponsor ID No:<br />
</strong>(Four Letter FAA Designator)</td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><p><strong>Nearest Airport:</strong></p>
<p>(Airport Designator)</p></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Type of Evaluation Requested:</strong></td>
<td colspan="12"><p> <strong>Initial</strong> <strong>Upgrade</strong>
<strong>Continuing Qualification</strong> <strong>Special</strong></p>
<p> <strong>Reinstatement</strong></p></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Aircraft Make/model/series:</strong></td>
<td colspan="18"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="2"><p><strong>Initial Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date: <u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"><strong>Manufacturer’s Identification or Serial
Number</strong></td>
<td colspan="6"><strong><u>               </u></strong></td>
</tr>
<tr class="odd">
<td colspan="2"><p><strong>Upgrade Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date:</strong> <strong><u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"> <strong>eMQTG</strong></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="6" rowspan="2"><strong>Qualification Basis:
<u>               </u></strong></td>
<td colspan="3"> <strong>A</strong></td>
<td colspan="4"> <strong>B</strong></td>
<td colspan="4"> <strong>Interim C</strong></td>
<td colspan="2"> <strong>C</strong></td>
<td> <strong>D</strong></td>
</tr>
<tr class="odd">
<td colspan="3"> <strong>6</strong></td>
<td colspan="4"> <strong>7</strong></td>
<td colspan="4"> <strong>Provisional Status</strong></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="20"><strong>Other Technical Information:</strong></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>FAA FSTD ID No:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"><strong>FSTD Manufacturer:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Convertible FSTD:</strong></td>
<td colspan="7"><strong>Yes</strong>:</td>
<td colspan="4"><strong>Date of Manufacture</strong>:</td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>Related FAA ID No</strong>.</p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong>
<strong><u>     </u></strong> <strong><u>     </u></strong></td>
<td colspan="10"><strong>Sponsor FSTD ID No:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Engine model(s) and data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic model:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>FMS identification and revision level:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic coefficient
data:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Visual system manufacturer/model:</strong>
<u>     </u></td>
<td colspan="10"><strong>Aerodynamic data revision number:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>Flight control data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Visual system display:</strong>
<u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Mot ion system manufacturer/type:</strong>
<u>     </u></td>
<td colspan="10"><strong>FSTD computer(s) identification:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="3"><p>National Aviation Authority (NAA):</p>
<p>(If Applicable)</p></td>
<td colspan="17"><u>     </u></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA FSTD ID No:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"><strong>Last NAA Evaluation Date:</strong></td>
<td colspan="6"><u>     </u></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>NAA Qualification Level:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA Qualification Basis:</strong></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="4"><strong>Visual System</strong> M<strong>anufacturer and
Type:</strong></td>
<td colspan="3"><u>     </u></td>
<td colspan="5"><strong>FSTD Seats Available:</strong> <u>     </u></td>
<td colspan="6"><strong>Motion System Manufacturer and
Type:</strong></td>
<td colspan="2"><u>     </u>:</td>
</tr>
<tr class="odd">
<td><strong>Aircraft Equipment:</strong></td>
<td colspan="6"><p><strong>Engine Type(s):</strong></p>
<p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="9"><p><strong>Flight Instrumentation:</strong></p>
<p> <strong>EFIS</strong> <strong>HUD</strong> <strong>HGS</strong>
<strong>EFVS</strong></p>
<p> <strong>TCAS</strong> <strong>GPWS</strong> <strong>Plain
View</strong></p>
<p> <strong>GPS</strong> <strong>FMS Type:</strong> <u>     </u></p>
<p> <strong>WX Radar</strong> <strong>Other:</strong>
<u>     </u></p></td>
<td colspan="4"><p>Engine Instrumentation:</p>
<p> <strong>EICAS</strong> <strong>FADEC</strong></p>
<p> <strong>Other:</strong> <u>     </u></p></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Airport Models</strong>:</td>
<td colspan="5"><p>3.6.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.2 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.3 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
</tr>
<tr class="even">
<td colspan="5"><strong>Circle to Land</strong>:</td>
<td colspan="5"><p>3. 7.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3. 7.2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 7.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Visual Ground Segment</strong></td>
<td colspan="5"><p>3.8.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.8 .2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 8.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
</tbody>
</table>

+------------+---+---------------------+---+------+-------+---+-----------------+
| #          |   |                     |   |      |       |   |                 |
| **Section  |   |                     |   |      |       |   |                 |
| 2. Supplem |   |                     |   |      |       |   |                 |
| entary Inf |   |                     |   |      |       |   |                 |
| ormation** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FAA      |   |                     |   |      |       |   |                 |
| Training   |   |                     |   | **P  |       |   |                 |
| Program    |   |                     |   | OI** |       |   |                 |
| Approval   |   |                     |   | **TC |       |   |                 |
| Au         |   |                     |   | PM** |       |   |                 |
| thority:** |   |                     |   | **   |       |   |                 |
|            |   |                     |   | Othe |       |   |                 |
|            |   |                     |   | r**: |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  | [ |                     |   | **O  | [     |   |                 |
|            |   |                     |   | ffic |   ]{. |   |                 |
|            |   |                     |   | e:** | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa | [     |   |                 |
|            |   |                     |   | x:** |   ]{. |   |                 |
|            |   |                     |   |      | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Email:** | [ |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Scheduling |   |                     |   |      |       |   |                 |
| Person**:  |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  | [ |                     |   | *    |       |   | [               |
| 1:**       |   |                     |   | *Add |       |   |   ]{.underline} |
|            |   |                     |   | ress |       |   |                 |
|            |   |                     |   | 2**  |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Stat |       |   |   ]{.underline} |
|            |   |                     |   | e:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Emai |       |   |   ]{.underline} |
|            |   |                     |   | l:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa |       |   | [               |
|            |   |                     |   | x:** |       |   |   ]{.underline} |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Technical  |   |                     |   |      |       |   |                 |
| Contact:** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  |   | [     ]{.underline} | * |      |       | [ |                 |
| 1:**       |   |                     | * |      |       |   |                 |
|            |   |                     | A |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | r |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | s |      |       | { |                 |
|            |   |                     | s |      |       | . |                 |
|            |   |                     | 2 |      |       | u |                 |
|            |   |                     | * |      |       | n |                 |
|            |   |                     | * |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | S |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | E |      |       |   |                 |
|            |   |                     | m |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | i |      |       |   |                 |
|            |   |                     | l |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | F |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | x |      |       |   |                 |
|            |   |                     | : |      |       |   |                 |
|            |   |                     | * |      |       | ] |                 |
|            |   |                     | * |      |       | { |                 |
|            |   |                     |   |      |       | . |                 |
|            |   |                     |   |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+

+--------------------------------------+------+------------------------+
| # **Section 3. Training, T           |      |                        |
| esting and Checking Considerations** |      |                        |
+--------------------------------------+------+------------------------+
| **Area/Function/Maneuver**           | *    | **Remarks**            |
|                                      | *Req |                        |
|                                      | uest |                        |
|                                      | ed** |                        |
+--------------------------------------+------+------------------------+
| **Private Pilot - Training /         |      | [     ]{.underline}    |
| Checks:** (142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Commercial Pilot - Training        |      | [     ]{.underline}    |
| /Checks:**(142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Multi-Engine Rating - Training /   |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Instrument Rating -Training /      |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Type Rating - Training / Checks**  |      | [     ]{.underline}    |
| (135/121/142)                        |      |                        |
+--------------------------------------+------+------------------------+
| **Proficiency Checks** (135/121/142) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT I:** (RVR 2400/1800 ft. DH200  |      | [     ]{.underline}    |
| ft)                                  |      |                        |
+--------------------------------------+------+------------------------+
| **CAT II**: (RVR 1200 ft. DH 100 ft) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT III** \* (lowest minimum)      |      | [     ]{.underline}    |
| [     ]{.underline} RVR              |      |                        |
| [     ]{.underline} ft.              |      |                        |
|                                      |      |                        |
| **\*** State CAT III                 |      |                        |
| ([\<]{.underline} 700 ft.), CAT IIIb |      |                        |
| ([\<]{.underline} 150 ft.), or CAT   |      |                        |
| IIIc (0 ft.)                         |      |                        |
+--------------------------------------+------+------------------------+
| **Circling Approach**                |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training**:              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training** IAW           |      | [     ]{.underline}    |
| 121.409(d) (121 Turbojets Only)      |      |                        |
+--------------------------------------+------+------------------------+
| **Generic Unusual Attitudes and      |      | [     ]{.underline}    |
| Recoveries** **within the Normal     |      |                        |
| Flight Envelope**                    |      |                        |
+--------------------------------------+------+------------------------+
| **Specific Unusual Attitudes         |      | [     ]{.underline}    |
| Recoveries**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-coupled Approach/Auto Go      |      | [     ]{.underline}    |
| Around**                             |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-land / Roll Out Guidance**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **TCAS/ACAS I / II**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **WX-Radar**                         |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HUD**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HGS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **EFVS**                             |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Future Air Navigation Systems**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPWS / EGPWS**                     |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **ETOPS Capability**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **SMGCS**                            |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter Slope Landings**        |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter External Load           |      | [     ]{.underline}    |
| Operations**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Pinnacle Approach to    |      | [     ]{.underline}    |
| Landing**s                           |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Night Vision            |      | [     ]{.underline}    |
| Maneuvers**                          |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Category A Takeoffs**   |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+

([Date]{.underline})

Mr. ([Name of Training Program Approval Authority]{.underline}):

([Name of FAA FSDO]{.underline})

([Address]{.underline})

([City/State/Zip]{.underline})

Dear Mr. ([Name of TPAA]{.underline}):

**RE: Letter of Compliance**

([Operator Sponsor Name]{.underline}) requests evaluation of our
([Aircraft Type]{.underline}) FTD for Level ([\_\_]{.underline})
qualification. The ([FTD Manufacturer Name]{.underline}) FTD with
([Visual System Manufacturer Name/Model]{.underline}) system is fully
defined on the FTD Information page of the accompanying Qualification
Test Guide (QTG). We have completed the tests of the FTD and certify
that it meets all applicable requirements of FAR parts [121, 125, or
135]{.underline}), and the guidance of ([AC 120-40B or 14 CFR Part
60]{.underline}). Appropriate hardware and software configuration
control procedures have been established. Our Pilot(s),
([Name(s))]{.underline}, who are qualified on ([Aircraft
Type]{.underline}) aircraft have assessed the FTD and have found that it
conforms to the ([Operator/Sponsor]{.underline}) ([Aircraft
Type]{.underline}) flight deck configuration and that the simulated
systems and subsystems function equivalently to those in the aircraft.
The above named pilot(s) have also assessed the performance and the
flying qualities of the FTD and find that it represents the respective
aircraft.

([Added Comments may be placed here]{.underline})

Sincerely,

([Sponsor Representative]{.underline})

cc:

FAA, National Simulator Program

+-----------------------------------------------------------------------+
| SPONSOR NAME                                                          |
|                                                                       |
| SPONSOR ADDRESS                                                       |
|                                                                       |
| FAA QUALIFICATION TEST GUIDE                                          |
|                                                                       |
| (SPECIFIC AIRPLANE MODEL)                                             |
|                                                                       |
| *for example*                                                         |
|                                                                       |
| Stratos BA797-320A                                                    |
|                                                                       |
| (Type of FTD)                                                         |
|                                                                       |
| (FTD Identification Including Manufacturer, Serial Number, Visual     |
| System Used)                                                          |
|                                                                       |
| (FTD Level)                                                           |
|                                                                       |
| (Qualification Performance Standard Used)                             |
|                                                                       |
| (FTD Location)                                                        |
|                                                                       |
| FAA Initial Evaluation                                                |
|                                                                       |
| Date: \_\_\_\_\_\_\_\_\_\_\_\_\_                                      |
|                                                                       |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:            |
| \_\_\_\_\_\_\_\_\_\_\_                                                |
|                                                                       |
| (Sponsor)                                                             |
|                                                                       |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:            |
| \_\_\_\_\_\_\_\_\_\_\_                                                |
|                                                                       |
| Manager, National                                                     |
|                                                                       |
| Simulator Program, FAA                                                |
+-----------------------------------------------------------------------+

# 

# Federal Aviation Administration

# National Simulator Program

![](media/image8.png)

## *Certificate of Qualification*

# 

**This is to certify that representatives of the National Simulator
Program**

**Completed an evaluation of the**

## 

**Go-Fast Airlines**

**Farnsworth Z-100 Flight Training Device**

#### FAA Identification Number 998

# And pursuant to 14 CFR Part 60 found it to meet its original qualification basis, AC 120-45A (MM/DD/YY)

**The Master Qualification Test Guide and the attached**

**Configuration List and Restrictions List**

**Provide the Qualification Basis for this device to operate at**

## Level 6

**Until March 31, 2010**

**Unless sooner rescinded or extended by the National Simulator Program
Manager**

February 15, *2009 B. Williamson*

(date) (for the NSPM)

####### 

**CERTIFICATE OF QUALIFICATION**

**CONFIGURATION LIST**

<table style="width:100%;">
<colgroup>
<col style="width: 19%" />
<col style="width: 6%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 2%" />
<col style="width: 5%" />
<col style="width: 6%" />
<col style="width: 4%" />
<col style="width: 1%" />
<col style="width: 5%" />
<col style="width: 2%" />
<col style="width: 0%" />
<col style="width: 4%" />
<col style="width: 12%" />
<col style="width: 3%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 3%" />
<col style="width: 7%" />
<col style="width: 13%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="20"><strong>Date:</strong>
<strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="20"><h1
id="section-1.-fstd-information-and-characteristics-3"><strong>Section
1. FSTD Information and Characteristics</strong></h1></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Sponsor Name:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="9"><strong>FSTD Location</strong>:</td>
</tr>
<tr class="even">
<td colspan="3"><strong>Address:</strong></td>
<td colspan="8"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="3"><strong>Physical Address:</strong></td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>City:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>City:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>State:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>State:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Country:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>Country:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Manager</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>Sponsor ID No:<br />
</strong>(Four Letter FAA Designator)</td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><p><strong>Nearest Airport:</strong></p>
<p>(Airport Designator)</p></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Type of Evaluation Requested:</strong></td>
<td colspan="12"><p> <strong>Initial</strong> <strong>Upgrade</strong>
<strong>Continuing Qualification</strong> <strong>Special</strong></p>
<p> <strong>Reinstatement</strong></p></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Aircraft Make/model/series:</strong></td>
<td colspan="18"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="2"><p><strong>Initial Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date: <u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"><strong>Manufacturer’s Identification or Serial
Number</strong></td>
<td colspan="6"><strong><u>               </u></strong></td>
</tr>
<tr class="odd">
<td colspan="2"><p><strong>Upgrade Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date:</strong> <strong><u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"> <strong>eMQTG</strong></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="6" rowspan="2"><strong>Qualification Basis:
<u>               </u></strong></td>
<td colspan="3"> <strong>A</strong></td>
<td colspan="4"> <strong>B</strong></td>
<td colspan="4"> <strong>Interim C</strong></td>
<td colspan="2"> <strong>C</strong></td>
<td> <strong>D</strong></td>
</tr>
<tr class="odd">
<td colspan="3"> <strong>6</strong></td>
<td colspan="4"> <strong>7</strong></td>
<td colspan="4"> <strong>Provisional Status</strong></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="20"><strong>Other Technical Information:</strong></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>FAA FSTD ID No:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"><strong>FSTD Manufacturer:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Convertible FSTD:</strong></td>
<td colspan="7"><strong>Yes</strong>:</td>
<td colspan="4"><strong>Date of Manufacture</strong>:</td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>Related FAA ID No</strong>.</p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong>
<strong><u>     </u></strong> <strong><u>     </u></strong></td>
<td colspan="10"><strong>Sponsor FSTD ID No:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Engine model(s) and data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic model:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>FMS identification and revision level:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic coefficient
data:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Visual system manufacturer/model:</strong>
<u>     </u></td>
<td colspan="10"><strong>Aerodynamic data revision number:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>Flight control data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Visual system display:</strong>
<u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Mot ion system manufacturer/type:</strong>
<u>     </u></td>
<td colspan="10"><strong>FSTD computer(s) identification:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="3"><p>National Aviation Authority (NAA):</p>
<p>(If Applicable)</p></td>
<td colspan="17"><u>     </u></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA FSTD ID No:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"><strong>Last NAA Evaluation Date:</strong></td>
<td colspan="6"><u>     </u></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>NAA Qualification Level:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA Qualification Basis:</strong></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="4"><strong>Visual System</strong> M<strong>anufacturer and
Type:</strong></td>
<td colspan="3"><u>     </u></td>
<td colspan="5"><strong>FSTD Seats Available:</strong> <u>     </u></td>
<td colspan="6"><strong>Motion System Manufacturer and
Type:</strong></td>
<td colspan="2"><u>     </u>:</td>
</tr>
<tr class="odd">
<td><strong>Aircraft Equipment:</strong></td>
<td colspan="6"><p><strong>Engine Type(s):</strong></p>
<p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="9"><p><strong>Flight Instrumentation:</strong></p>
<p> <strong>EFIS</strong> <strong>HUD</strong> <strong>HGS</strong>
<strong>EFVS</strong></p>
<p> <strong>TCAS</strong> <strong>GPWS</strong> <strong>Plain
View</strong></p>
<p> <strong>GPS</strong> <strong>FMS Type:</strong> <u>     </u></p>
<p> <strong>WX Radar</strong> <strong>Other:</strong>
<u>     </u></p></td>
<td colspan="4"><p>Engine Instrumentation:</p>
<p> <strong>EICAS</strong> <strong>FADEC</strong></p>
<p> <strong>Other:</strong> <u>     </u></p></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Airport Models</strong>:</td>
<td colspan="5"><p>3.6.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.2 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.3 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
</tr>
<tr class="even">
<td colspan="5"><strong>Circle to Land</strong>:</td>
<td colspan="5"><p>3. 7.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3. 7.2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 7.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Visual Ground Segment</strong></td>
<td colspan="5"><p>3.8.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.8 .2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 8.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
</tbody>
</table>

+------------+---+---------------------+---+------+-------+---+-----------------+
| #          |   |                     |   |      |       |   |                 |
| **Section  |   |                     |   |      |       |   |                 |
| 2. Supplem |   |                     |   |      |       |   |                 |
| entary Inf |   |                     |   |      |       |   |                 |
| ormation** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FAA      |   |                     |   |      |       |   |                 |
| Training   |   |                     |   | **P  |       |   |                 |
| Program    |   |                     |   | OI** |       |   |                 |
| Approval   |   |                     |   | **TC |       |   |                 |
| Au         |   |                     |   | PM** |       |   |                 |
| thority:** |   |                     |   | **   |       |   |                 |
|            |   |                     |   | Othe |       |   |                 |
|            |   |                     |   | r**: |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  | [ |                     |   | **O  | [     |   |                 |
|            |   |                     |   | ffic |   ]{. |   |                 |
|            |   |                     |   | e:** | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
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|            | d |                     |   |      |       |   |                 |
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|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa | [     |   |                 |
|            |   |                     |   | x:** |   ]{. |   |                 |
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|            | ] |                     |   |      |       |   |                 |
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|            | . |                     |   |      |       |   |                 |
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|            | d |                     |   |      |       |   |                 |
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|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Email:** | [ |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Scheduling |   |                     |   |      |       |   |                 |
| Person**:  |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  | [ |                     |   | *    |       |   | [               |
| 1:**       |   |                     |   | *Add |       |   |   ]{.underline} |
|            |   |                     |   | ress |       |   |                 |
|            |   |                     |   | 2**  |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
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|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
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|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
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|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Stat |       |   |   ]{.underline} |
|            |   |                     |   | e:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
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|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
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|            | d |                     |   |      |       |   |                 |
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|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Emai |       |   |   ]{.underline} |
|            |   |                     |   | l:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
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|            | d |                     |   |      |       |   |                 |
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|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa |       |   | [               |
|            |   |                     |   | x:** |       |   |   ]{.underline} |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
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|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Technical  |   |                     |   |      |       |   |                 |
| Contact:** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  |   | [     ]{.underline} | * |      |       | [ |                 |
| 1:**       |   |                     | * |      |       |   |                 |
|            |   |                     | A |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | r |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | s |      |       | { |                 |
|            |   |                     | s |      |       | . |                 |
|            |   |                     | 2 |      |       | u |                 |
|            |   |                     | * |      |       | n |                 |
|            |   |                     | * |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | S |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | E |      |       |   |                 |
|            |   |                     | m |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | i |      |       |   |                 |
|            |   |                     | l |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | F |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | x |      |       |   |                 |
|            |   |                     | : |      |       |   |                 |
|            |   |                     | * |      |       | ] |                 |
|            |   |                     | * |      |       | { |                 |
|            |   |                     |   |      |       | . |                 |
|            |   |                     |   |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+

+--------------------------------------+------+------------------------+
| # **Section 3. Training, T           |      |                        |
| esting and Checking Considerations** |      |                        |
+--------------------------------------+------+------------------------+
| **Area/Function/Maneuver**           | *    | **Remarks**            |
|                                      | *Req |                        |
|                                      | uest |                        |
|                                      | ed** |                        |
+--------------------------------------+------+------------------------+
| **Private Pilot - Training /         |      | [     ]{.underline}    |
| Checks:** (142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Commercial Pilot - Training        |      | [     ]{.underline}    |
| /Checks:**(142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Multi-Engine Rating - Training /   |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Instrument Rating -Training /      |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Type Rating - Training / Checks**  |      | [     ]{.underline}    |
| (135/121/142)                        |      |                        |
+--------------------------------------+------+------------------------+
| **Proficiency Checks** (135/121/142) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT I:** (RVR 2400/1800 ft. DH200  |      | [     ]{.underline}    |
| ft)                                  |      |                        |
+--------------------------------------+------+------------------------+
| **CAT II**: (RVR 1200 ft. DH 100 ft) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT III** \* (lowest minimum)      |      | [     ]{.underline}    |
| [     ]{.underline} RVR              |      |                        |
| [     ]{.underline} ft.              |      |                        |
|                                      |      |                        |
| **\*** State CAT III                 |      |                        |
| ([\<]{.underline} 700 ft.), CAT IIIb |      |                        |
| ([\<]{.underline} 150 ft.), or CAT   |      |                        |
| IIIc (0 ft.)                         |      |                        |
+--------------------------------------+------+------------------------+
| **Circling Approach**                |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training**:              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training** IAW           |      | [     ]{.underline}    |
| 121.409(d) (121 Turbojets Only)      |      |                        |
+--------------------------------------+------+------------------------+
| **Generic Unusual Attitudes and      |      | [     ]{.underline}    |
| Recoveries** **within the Normal     |      |                        |
| Flight Envelope**                    |      |                        |
+--------------------------------------+------+------------------------+
| **Specific Unusual Attitudes         |      | [     ]{.underline}    |
| Recoveries**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-coupled Approach/Auto Go      |      | [     ]{.underline}    |
| Around**                             |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-land / Roll Out Guidance**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **TCAS/ACAS I / II**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **WX-Radar**                         |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HUD**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HGS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **EFVS**                             |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Future Air Navigation Systems**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPWS / EGPWS**                     |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **ETOPS Capability**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **SMGCS**                            |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter Slope Landings**        |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter External Load           |      | [     ]{.underline}    |
| Operations**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Pinnacle Approach to    |      | [     ]{.underline}    |
| Landing**s                           |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Night Vision            |      | [     ]{.underline}    |
| Maneuvers**                          |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Category A Takeoffs**   |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+

**CERTIFICATE OF QUALIFICATION**

**List of Qualified Tasks**

# Go Fast Airline Training \-- Farnsworth Z-100 \-- Level D \-- FAA ID# 999

+-----------------------------------------------------------------------+
| **The FTD is qualified to perform all of the tasks listed in**        |
|                                                                       |
| ######## **Appendix 1, Table B1B**                                    |
|                                                                       |
| **for its assigned level of qualification *except* for the following  |
| listed tasks.**                                                       |
+-----------------------------------------------------------------------+
|                                                                       |
+-----------------------------------------------------------------------+
| Qualified for all tasks in Table B1B, for which the sponsor has       |
| requested qualification, except for the following:                    |
|                                                                       |
| 4.e. Circling Approach                                                |
|                                                                       |
| 6\. (a) Emergency Descent (maximum rate)                              |
|                                                                       |
| 6\. (b) Inflight Fire and Smoke Removal                               |
|                                                                       |
| 6\. (c) Rapid Decompression                                           |
|                                                                       |
| 6\. (d) Emergency Evacuation                                          |
+-----------------------------------------------------------------------+
| Additional tasks for which this FTD is qualified (i.e., in addition   |
| to the list in Table B1B):                                            |
|                                                                       |
| NONE                                                                  |
+-----------------------------------------------------------------------+

+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| **Continuing qualification        |                                  |
| Evaluation Requirements**         |                                  |
|                                   |                                  |
| ***Completed at conclusion of     |                                  |
| Initial Evaluation***             |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations to be conducted each  | evaluations are due as follows:  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months                            | \_\_[(month)]{.underline}\_ and  |
|                                   | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
| Allotting \_\_\_\_\_\_ hours of   |                                  |
| FTD time.                         |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| **Revision:**                     |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Based on (enter reasoning):       |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations are to be conducted   | evaluations are due as follows:  |
| each                              |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months. Allotting \_\_\_\_\_\_    | \_\_[(month)]{.underline}\_ and  |
| hours.                            | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| **Revision:**                     |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Based on (enter reasoning):       |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations are to be conducted   | evaluations are due as follows:  |
| each                              |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months. Allotting \_\_\_\_\_\_    | \_\_[(month)]{.underline}\_ and  |
| hours.                            | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| (Repeat as Necessary)             |                                  |
+-----------------------------------+----------------------------------+

+----------+-----------------+---------------------+------------------+
| **Index  |                 |                     |                  |
| of       |                 |                     |                  |
| E        |                 |                     |                  |
| ffective |                 |                     |                  |
| FSTD     |                 |                     |                  |
| Dire     |                 |                     |                  |
| ctives** |                 |                     |                  |
|          |                 |                     |                  |
| **Filed  |                 |                     |                  |
| in this  |                 |                     |                  |
| S        |                 |                     |                  |
| ection** |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
| **       | **Effective     | **Date of           | **Details**      |
| Number** | Date**          | Notification**      |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+

Continue as Necessary\....

**Appendix C to Part 60---Qualification Performance Standards for**

**Helicopter Full Flight Simulators**

**Begin Information**

This appendix establishes the standards for Helicopter FFS evaluation
and qualification. The NSPM is responsible for the development,
application, and implementation of the standards contained within this
appendix. The procedures and criteria specified in this appendix will be
used by the NSPM, or a person assigned by the NSPM, when conducting
helicopter FFS evaluations.

**Table of Contents**

1\. Introduction.

2\. Applicability (§ 60.1) and (§ 60.2).

3\. Definitions (§ 60.3).

> 4\. Qualification Performance Standards (§ 60.4).

5\. Quality Management System (§ 60.5).

6\. Sponsor Qualification Requirements (§ 60.7).

7\. Additional Responsibilities of the Sponsor (§ 60.9).

8\. FFS Use (§ 60.11).

9\. FFS Objective Data Requirements (§ 60.13).

10\. Special Equipment and Personnel Requirements for Qualification of
the FFS (§ 60.14).

11\. Initial (and Upgrade) Qualification Requirements (§ 60.15).

12\. Additional Qualifications for a Currently Qualified FFSs (§ 60.16).

13\. Previously Qualified FFSs (§ 60.17).

14\. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (§ 60.19).

15\. Logging FFS Discrepancies (§ 60.20).

16\. Interim Qualification of FFSs for New Helicopter Types or Models
(§ 60.21).

17\. Modifications to FFSs (§ 60.23).

18\. Operations with Missing, Malfunctioning, or Inoperative Components
(§ 60.25).

19\. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (§ 60.27).

20\. Other Losses of Qualification and Procedures for Restoration of
Qualification (§ 60.29).

21\. Record Keeping and Reporting (§ 60.31).

22\. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (§ 60.33).

23\. **\[Reserved\]**.

24\. **\[Reserved\]**

25\. FFS Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (§ 60.37).

Attachment 1 to Appendix C to Part 60\--General Simulator Requirements.

Attachment 2 to Appendix C to Part 60\--FFS Objective Tests.

Attachment 3 to Appendix C to Part 60\--Simulator Subjective Evaluation.

Attachment 4 to Appendix C to Part 60\--Sample Documents.

Attachment 5 to Appendix C to Part 60\--FSTD Directives Applicable to
Helicopter FFSs

**End Information**

**1. Introduction.**

**Begin Information**

a\. This appendix contains background information as well as regulatory
and informative material as described later in this section. To assist
the reader in determining what areas are required and what areas are
permissive, the text in this appendix is divided into two sections: "QPS
Requirements" and "Information." The QPS Requirements sections contain
details regarding compliance with the part 60 rule language. These
details are regulatory, but are found only in this appendix. The
Information sections contain material that is advisory in nature, and
designed to give the user general information about the regulation.

b\. Questions regarding the contents of this publication should be sent
to the U.S. Department of Transportation, Federal Aviation
Administration, Flight Standards Service, National Simulator Program
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,
Georgia, 30354. Telephone contact numbers for the NSP are: phone,
404-832-4700; fax, 404-761-8906. The general email address for the NSP
office is: <9-aso-avr-sim-team@faa.gov>. The NSP Internet Web Site
address is:
<http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/>.
On this Web Site you will find an NSP personnel list with telephone and
email contact information for each NSP staff member, a list of qualified
flight simulation devices, ACs, a description of the qualification
process, NSP policy, and an NSP \"In-Works\" section. Also linked from
this site are additional information sources, handbook bulletins,
frequently asked questions, a listing and text of the Federal Aviation
Regulations, Flight Standards Inspector\'s handbooks, and other FAA
links.

c\. The NSPM encourages the use of electronic media for all
communication, including any record, report, request, test, or statement
required by this appendix. The electronic media used must have adequate
security provisions and be acceptable to the NSPM. The NSPM recommends
inquiries on system compatibility, and minimum system requirements are
also included on the NSP Website.

d\. Related Reading References.

\(1\) 14 CFR part 60.

\(2\) 14 CFR part 61.

\(3\) 14 CFR part 63.

\(4\) 14 CFR part 119.

\(5\) 14 CFR part 121.

\(6\) 14 CFR part 125.

\(7\) 14 CFR part 135.

\(8\) 14 CFR part 141.

\(9\) 14 CFR part 142.

\(10\) AC 120-35, as amended, Line Operational Simulations:
Line-Oriented Flight Training, Special Purpose Operational Training,
Line Operational Evaluation.

\(11\) AC 120-57, as amended, Surface Movement Guidance and Control
System (SMGCS).

\(12\) AC 120-63, as amended, Helicopter Simulator Qualification.

\(13\) AC 150/5300-13, as amended, Airport Design.

\(14\) AC 150/5340-1, as amended, Standards for Airport Markings.

\(15\) AC 150/5340-4, as amended, Installation Details for Runway
Centerline Touchdown Zone Lighting Systems.

\(16\) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.

\(17\) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting
System.

\(18\) AC 150/5345-28, as amended, Precision Approach Path Indicator
(PAPI) Systems

\(19\) AC 150/5390 - 2, as amended, Heliport Design

\(20\) International Air Transport Association document, "Flight
Simulator Design and Performance Data Requirements,\" as amended.

\(21\) AC 29-2, as amended, Flight Test Guide for Certification of
Transport Category Rotorcraft.

\(22\) AC 27-1, as amended, Flight Test Guide for Certification of
Normal Category Rotorcraft.

\(23\) International Civil Aviation Organization (ICAO) Manual of
Criteria for the Qualification of Flight Simulators, as amended.

\(24\) Airplane Flight Simulator Evaluation Handbook, Volume I, as
amended and Volume II, as amended, The Royal Aeronautical Society,
London, UK.

\(25\) FAA Publication FAA-S-8081 series (Practical Test Standards for
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and
Instrument Ratings).

\(26\) The FAA Aeronautical Information Manual (AIM). An electronic
version of the AIM is on the internet at <http://www.faa.gov/atpubs>.

\(27\) Aeronautical Radio, Inc. (ARINC) document number 436, titled
*Guidelines For Electronic Qualification Test Guide* (as amended).

\(28\) Aeronautical Radio, Inc. (ARINC) document 610, *Guidance for
Design and Integration of Aircraft Avionics Equipment in Simulators* (as
amended).

**End Information**

**2. Applicability (§§ 60.1 and 60.2)**

**Begin Information**

No additional regulatory or informational material applies to § 60.1,
Applicability, or to § 60.2, Applicability of sponsor rules to person
who are not sponsors and who are engaged in certain unauthorized
activities.

**End Information**

**3. Definitions (§ 60.3)**

**Begin Information**

See Appendix F of this part for a list of definitions and abbreviations
from part 1 and part 60, including the appropriate appendices of part
60.

**End Information**

**4. Qualification Performance Standards (§ 60.4)**

**Begin Information**

No additional regulatory or informational material applies to § 60.4,
Qualification Performance Standards.

**End Information**

5\. Quality Management System (§ 60.5).

**Begin Information**

See Appendix E of this part for additional regulatory and informational
material regarding Quality Management Systems.

**End Information**

**6. Sponsor Qualification Requirements (§ 60.7).**

**Begin Information**

a\. The intent of the language in § 60.7(b) is to have a specific FFS,
identified by the sponsor, used at least once in an FAA-approved flight
training program for the helicopter simulated during the 12-month period
described. The identification of the specific FFS may change from one
12-month period to the next 12-month period as long as that sponsor
sponsors and uses at least one FFS at least once during the prescribed
period. There is no minimum number of hours or minimum FFS periods
required.

b\. The following examples describe acceptable operational practices:

\(1\) Example One.

\(a\) A sponsor is sponsoring a single, specific FFS for its own use, in
its own facility or elsewhere -- this single FFS forms the basis for the
sponsorship. The sponsor uses that FFS at least once in each 12-month
period in that sponsor's FAA-approved flight training program for the
helicopter simulated. This 12-month period is established according to
the following schedule:

\(i\) If the FFS was qualified prior to May 30, 2008, the 12-month
period begins on the date of the first continuing qualification
evaluation conducted in accordance with § 60.19 after May 30, 2008, and
continues for each subsequent 12-month period;

\(ii\) A device qualified on or after May 30, 2008, will be required to
undergo an initial or upgrade evaluation in accordance with § 60.15.
Once the initial or upgrade evaluation is complete, the first continuing
qualification evaluation will be conducted within 6 months. The 12 month
continuing qualification evaluation cycle begins on that date and
continues for each subsequent 12-month period.

\(b\) There is no minimum number of hours of FFS use required.

\(c\) The identification of the specific FFS may change from one
12-month period to the next 12-month period as long as that sponsor
sponsors and uses at least one FFS at least once during the prescribed
period.

\(2\) Example Two.

\(a\) A sponsor sponsors an additional number of FFSs, in its facility
or elsewhere. Each additionally sponsored FFS must be --

\(i\) Used by the sponsor in the sponsor's FAA-approved flight training
program for the helicopter simulated (as described in § 60.7(d)(1));

OR

\(ii\) Used by another FAA certificate holder in that other certificate
holder's FAA-approved flight training program for the helicopter
simulated (as described in § 60.7(d)(1)). This 12-month period is
established in the same manner as in example one.

OR

\(iii\) Provided a statement each year from a qualified pilot, (after
having flown the helicopter, not the subject FFS or another FFS, during
the preceding 12-month period) stating that the subject FFS's
performance and handling qualities represent the helicopter (as
described in § 60.7(d)(2)). This statement is provided at least once in
each 12-month period established in the same manner as in example one.

\(b\) There is no minimum number of hours of FFS use required.

\(3\) Example Three.

\(a\) A sponsor in New York (in this example, a Part 142 certificate
holder) establishes "satellite" training centers in Chicago and Moscow.

\(b\) The satellite function means that the Chicago and Moscow centers
must operate under the New York center's certificate (in accordance with
all of the New York center's practices, procedures, and policies; e.g.,
instructor and/or technician training/checking requirements, record
keeping, QMS program).

\(c\) All of the FFSs in the Chicago and Moscow centers could be
dry-leased (i.e., the certificate holder does not have and use
FAA-approved flight training programs for the FFSs in the Chicago and
Moscow centers) because --

\(i\) Each FFS in the Chicago center and each FFS in the Moscow center
is used at least once each 12-month period by another FAA certificate
holder in that other certificate holder's FAA-approved flight training
program for the helicopter (as described in § 60.7(d)(1));

OR

\(ii\) A statement is obtained from a qualified pilot (having flown the
helicopter, not the subject FFS or another FFS during the preceding
12-month period) stating that the performance and handling qualities of
each FFS in the Chicago and Moscow centers represents the helicopter (as
described in § 60.7(d)(2)).

**End Information**

7\. Additional Responsibilities of the Sponsor (§ 60.9).

**Begin Information**

The phrase "as soon as practicable" in § 60.9(a) means without
unnecessarily disrupting or delaying beyond a reasonable time the
training, evaluation, or experience being conducted in the FFS.

**End Information**

8\. FFS Use (§ 60.11).

**Begin Information**

No additional regulatory or informational material applies to § 60.11,
FFS Use.

**End Information**

9\. FFS Objective Data Requirements (§ 60.13).

**Begin QPS Requirements**

a\. Flight test data used to validate FFS performance and handling
qualities must have been gathered in accordance with a flight test
program containing the following:

\(1\) A flight test plan consisting of:

\(a\) The maneuvers and procedures required for aircraft certification
and simulation programming and validation

\(b\) For each maneuver or procedure \--

\(i\) The procedures and control input the flight test pilot and/or
engineer used.

\(ii\) The atmospheric and environmental conditions.

\(iii\) The initial flight conditions.

\(iv\) The helicopter configuration, including weight and center of
gravity.

\(v\) The data to be gathered.

\(vi\) All other information necessary to recreate the flight test
conditions in the FFS.

\(2\) Appropriately qualified flight test personnel.

\(3\) An understanding of the accuracy of the data to be gathered using
appropriate alternative data sources, procedures, and instrumentation
that is traceable to a recognized standard as described in Attachment 2,
Table C2D of this appendix.

\(4\) Appropriate and sufficient data acquisition equipment or
system(s), including appropriate data reduction and analysis methods and
techniques, acceptable to the FAA's Aircraft Certification Service.

b\. The data, regardless of source, must be presented:

\(1\) in a format that supports the FFS validation process;

\(2\) in a manner that is clearly readable and annotated correctly and
completely;

\(3\) with resolution sufficient to determine compliance with the
tolerances set forth in Attachment 2, Table C2A of this appendix.

\(4\) with any necessary instructions or other details provided, such as
Stability Augmentation System (SAS) or throttle position; and

\(5\) without alteration, adjustments, or bias. Data may be corrected to
address known data calibration errors provided that an explanation of
the methods used to correct the errors appears in the QTG. The corrected
data may be re-scaled, digitized, or otherwise manipulated to fit the
desired presentation .

c\. After completion of any additional flight test, a flight test report
must be submitted in support of the validation data. The report must
contain sufficient data and rationale to support qualification of the
FFS at the level requested.

d\. As required by § 60.13(f), the sponsor must notify the NSPM when it
becomes aware that an addition to, an amendment to, or a revision of
data that may relate to FFS performance or handling characteristics is
available. The data referred to in this paragraph is data used to
validate the performance, handling qualities, or other characteristics
of the aircraft, including data related to any relevant changes
occurring after the type certificate was issued. The sponsor must --

\(1\) Within 10 calendar days, notify the NSPM of the existence of this
data; and

\(2\) Within 45 calendar days, notify the NSPM of --

\(a\) The schedule to incorporate this data into the FFS; or

\(b\) The reason for not incorporating this data into the FFS.

e\. In those cases where the objective test results authorize a
"snapshot test" or a "series of snapshot test results" in lieu of a
time-history result, the sponsor or other data provider must ensure that
a steady state condition exists at the instant of time captured by the
"snapshot." The steady state condition must exist from 4 seconds prior
to, through 1 second following, the instant of time captured by the snap
shot.

**End QPS Requirements**

**Begin Information**

f\. The FFS sponsor is encouraged to 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 who supplied the aircraft data package for the FFS in order to
facilitate the notification required by § 60.13(f).

g\. It is the intent of the NSPM that for new aircraft entering service,
at a point well in advance of preparation of the QTG, the sponsor should
submit to the NSPM for approval, a descriptive document (see Table C2D,
Sample Validation Data Roadmap for Helicopters) containing the plan for
acquiring the validation data, including data sources. This document
should clearly identify sources of data for all required tests, a
description of the validity of these data for a specific engine type and
thrust rating configuration, and the revision levels of all avionics
affecting the performance or flying qualities of the aircraft.
Additionally, this document should provide other information, such as
the rationale or explanation for cases where data or data parameters are
missing, instances where engineering simulation data are used or where
flight test methods require further explanations. It should also provide
a brief narrative describing the cause and effect of any deviation from
data requirements. The aircraft manufacturer may provide this document.

h\. There is no requirement for any flight test data supplier to submit
a flight test plan or program prior to gathering flight test data.
However, the NSPM notes that inexperienced data gatherers often provide
data that is irrelevant, improperly marked, or lacking adequate
justification for selection. Other problems include inadequate
information regarding initial conditions or test maneuvers. The NSPM has
been forced to refuse these data submissions as validation data for an
FFS evaluation. It is for this reason that the NSPM recommends that any
data supplier not previously experienced in this area review the data
necessary for programming and for validating the performance of the FFS,
and discuss the flight test plan anticipated for acquiring such data
with the NSPM well in advance of commencing the flight tests.

i\. The NSPM will consider, on a case-by-case basis, whether to approve
supplemental validation data derived from flight data recording systems
such as a Quick Access Recorder or Flight Data Recorder.

**End Information**

**10. Special Equipment and Personnel Requirements for Qualification of
the FFS (§ 60.14).**

**Begin Information**

a\. In the event that the NSPM determines that special equipment or
specifically qualified persons will be required to conduct an
evaluation, the NSPM will make every attempt to notify the sponsor at
least one (1) week, but in no case less than 72 hours, in advance of the
evaluation. Examples of special equipment include spot photometers,
flight control measurement devices, and sound analyzers. Examples of
specially qualified personnel include individuals specifically qualified
to install or use any special equipment when its use is required.

b\. Examples of a special evaluation include an evaluation conducted
after an FFS is moved, at the request of the TPAA, or as a result of
comments received from users of the FFS that raise questions about the
continued qualification or use of the FFS.

**End Information**

**11. Initial (and Upgrade) Qualification Requirements (§ 60.15).**

**Begin QPS Requirements**

a\. In order to be qualified at a particular qualification level, the
FFS must:

\(1\) Meet the general requirements listed in Attachment 1 of this
appendix;

\(2\) Meet the objective testing requirements listed in Attachment 2 of
this appendix; and

\(3\) Satisfactorily accomplish the subjective tests listed in
Attachment 3 of this appendix.

b\. The request described in § 60.15(a) must include all of the
following:

\(1\) A statement that the FFS meets all of the applicable provisions of
this part and all applicable provisions of the QPS.

\(2\) A confirmation that the sponsor will forward to the NSPM the
statement described in § 60.15(b) in such time as to be received no
later than 5 business days prior to the scheduled evaluation and may be
forwarded to the NSPM via traditional or electronic means.

\(3\) A QTG, acceptable to the NSPM, that includes all of the following:

\(a\) Objective data obtained from aircraft testing or another approved
source.

\(b\) Correlating objective test results obtained from the performance
of the FFS as prescribed in the appropriate QPS.

\(c\) The result of FFS subjective tests prescribed in the appropriate
QPS.

\(d\) A description of the equipment necessary to perform the evaluation
for initial qualification and the continuing qualification evaluations.

c\. The QTG described in paragraph (a)(3) of this section, must provide
the documented proof of compliance with the simulator objective tests in
Attachment 2, Table C2A of this appendix.

d\. The QTG is prepared and submitted by the sponsor, or the sponsor's
agent on behalf of the sponsor, to the NSPM for review and approval, and
must include, for each objective test:

\(1\) Parameters, tolerances, and flight conditions.

\(2\) Pertinent and complete instructions for the conduct of automatic
and manual tests.

\(3\) A means of comparing the FFS test results to the objective data.

\(4\) Any other information as necessary, to assist in the evaluation of
the test results.

\(5\) Other information appropriate to the qualification level of the
FFS.

e\. The QTG described in paragraphs (a)(3) and (b) of this section, must
include the following:

\(1\) A QTG cover page with sponsor and FAA approval signature blocks
(see Attachment 4, Figure C4C, of this appendix, for a sample QTG cover
page).

\(2\) A continuing qualification evaluation schedule requirements page.
This page will be used by the NSPM to establish and record the frequency
with which continuing qualification evaluations must be conducted and
any subsequent changes that may be determined by the NSPM in accordance
with § 60.19. See Attachment 4 of this appendix, Figure C4G, for a
sample Continuing Qualification Evaluation Requirements page.

\(3\) An FFS information page that provides the information listed in
this paragraph (see Attachment 4, Figure C4B, of this appendix for a
sample FFS information page). For convertible FFSs, the sponsor must
submit a separate page for each configuration of the FFS.

\(a\) The sponsor's FFS identification number or code.

\(b\) The helicopter model and series being simulated.

\(c\) The aerodynamic data revision number or reference.

\(d\) The source of the basic aerodynamic model and the aerodynamic
coefficient data used to modify the basic model.

\(e\) The engine model(s) and its data revision number or reference.

\(f\) The flight control data revision number or reference.

\(g\) The flight management system identification and revision level.

\(h\) The FFS model and manufacturer.

\(i\) The date of FFS manufacture.

\(j\) The FFS computer identification.

\(k\) The visual system model and manufacturer, including display type.

\(l\) The motion system type and manufacturer, including degrees of
freedom.

\(4\) A Table of Contents.

\(5\) A log of revisions and a list of effective pages.

\(6\) List of all relevant data references.

\(7\) A glossary of terms and symbols used (including sign conventions
and units).

\(8\) Statements of compliance and capability (SOCs) with certain
requirements.

\(9\) Recording procedures or equipment required to accomplish the
objective tests.

\(10\) The following information for each objective test designated in
Attachment 2 of this appendix, Table C2A, as applicable to the
qualification level sought:

\(a\) Name of the test.

\(b\) Objective of the test.

\(c\) Initial conditions.

\(d\) Manual test procedures.

\(e\) Automatic test procedures (if applicable).

\(f\) Method for evaluating FFS objective test results.

\(g\) List of all relevant parameters driven or constrained during the
automatically conducted test(s).

\(h\) List of all relevant parameters driven or constrained during the
manually conducted test(s).

\(i\) Tolerances for relevant parameters.

\(j\) Source of Validation Data (document and page number).

\(k\) Copy of the Validation Data (if located in a separate binder, a
cross reference for the identification and page number for pertinent
data location must be provided).

\(l\) Simulator Objective Test Results as obtained by the sponsor. Each
test result must reflect the date completed and must be clearly labeled
as a product of the device being tested.

f\. A convertible FFS is addressed as a separate FFS for each model and
series helicopter to which it will be converted and for the FAA
qualification level sought. If a sponsor seeks qualification for two or
more models of a helicopter type using a convertible FFS, the sponsor
must submit a QTG for each helicopter model, or a QTG for the first
helicopter model and a supplement to that QTG for each additional
helicopter model. The NSPM will conduct evaluations for each helicopter
model.

g\. Form and manner of presentation of objective test results in the
QTG:

\(1\) The sponsor\'s FFS test results must be recorded in a manner
acceptable to the NSPM, that allows easy comparison of the FFS test
results to the validation data (e.g., use of a multi-channel recorder,
line printer, cross plotting, overlays, transparencies).

\(2\) FFS results must be labeled using terminology common to helicopter
parameters as opposed to computer software identifications.

\(3\) Validation data documents included in a QTG may be
photographically reduced only if such reduction will not alter the
graphic scaling or cause difficulties in scale interpretation or
resolution.

\(4\) Scaling on graphical presentations must provide the resolution
necessary to evaluate the parameters shown in Attachment 2, Table C2A of
this appendix.

\(5\) Tests involving time histories, data sheets (or transparencies
thereof) and FFS test results must be clearly marked with appropriate
reference points to ensure an accurate comparison between the FFS and
the helicopter with respect to time. Time histories recorded via a line
printer are to be clearly identified for cross plotting on the
helicopter data. Over-plots must not obscure the reference data.

h\. The sponsor may elect to complete the QTG objective and subjective
tests at the manufacturer's facility or at the sponsor's training
facility. If the tests are conducted at the manufacturer's facility, the
sponsor must repeat at least one-third of the tests at the sponsor's
training facility in order to substantiate FFS performance. The QTG must
be clearly annotated to indicate when and where each test was
accomplished. Tests conducted at the manufacturer's facility and at the
sponsor's training facility must be conducted after the FFS is assembled
with systems and sub-systems functional and operating in an interactive
manner. The test results must be submitted to the NSPM.

i\. The sponsor must maintain a copy of the MQTG at the FFS location.

j\. All FFSs for which the initial qualification is conducted after May
30, 2014, must have an electronic MQTG (eMQTG) including all objective
data obtained from helicopter testing, or another approved source
(reformatted or digitized), together with correlating objective test
results obtained from the performance of the FFS (reformatted or
digitized) as prescribed in this appendix. The eMQTG must also contain
the general FFS performance or demonstration results (reformatted or
digitized) prescribed in this appendix, and a description of the
equipment necessary to perform the initial qualification evaluation and
the continuing qualification evaluations. The eMQTG must include the
original validation data used to validate FFS performance and handling
qualities in either the original digitized format from the data supplier
or an electronic scan of the original time-history plots that were
provided by the data supplier. A copy of the eMQTG must be provided to
the NSPM.

k\. All other FFSs not covered in subparagraph "j" must have an
electronic copy of the MQTG by May 30, 2014. An electronic copy of the
MQTG must be provided to the NSPM. This may be provided by an electronic
scan presented in a Portable Document File (PDF), or similar format
acceptable to the NSPM.

l\. During the initial (or upgrade) qualification evaluation conducted
by the NSPM, the sponsor must also provide a person who is a user of the
device (e.g., a qualified pilot or instructor pilot with flight time
experience in that aircraft) and knowledgeable about the operation of
the aircraft and the operation of the FFS.

**End QPS Requirements**

**Begin Information**

m\. Only those FFSs that are sponsored by a certificate holder as
defined in Appendix F of this part will be evaluated by the NSPM.
However, other FFS evaluations may be conducted on a case-by-case basis
as the Administrator deems appropriate, but only in accordance with
applicable agreements.

n\. The NSPM will conduct an evaluation for each configuration, and each
FFS must be evaluated as completely as possible. To ensure a thorough
and uniform evaluation, each FFS is subjected to the general simulator
requirements in Attachment 1 of this appendix, the objective tests
listed in Attachment 2 of this appendix, and the subjective tests listed
in Attachment 3 of this appendix. The evaluations described herein will
include, but not necessarily be limited to the following:

\(1\) Helicopter responses, including longitudinal and
lateral-directional control responses (see Attachment 2 of this
appendix).

\(2\) Performance in authorized portions of the simulated helicopter's
operating envelope, to include tasks evaluated by the NSPM in the areas
of surface operations, takeoff, climb, cruise, descent, approach, and
landing as well as abnormal and emergency operations (see Attachment 2
of this appendix).

\(3\) Control checks (see Attachment 1 and Attachment 2 of this
appendix).

\(4\) Flight deck configuration (see Attachment 1 of this appendix).

\(5\) Pilot, flight engineer, and instructor station functions checks
(see Attachment 1 and Attachment 3 of this appendix).

\(6\) Helicopter systems and sub-systems (as appropriate) as compared to
the helicopter simulated (see Attachment 1 and Attachment 3 of this
appendix).

\(7\) FFS systems and sub-systems, including force cueing (motion),
visual, and aural (sound) systems, as appropriate (see Attachment 1 and
Attachment 2 of this appendix).

\(8\) Certain additional requirements, depending upon the qualification
level sought, including equipment or circumstances that may become
hazardous to the occupants. The sponsor may be subject to Occupational
Safety and Health Administration requirements.

o\. The NSPM administers the objective and subjective tests, which
includes an examination of functions. The tests include a qualitative
assessment of the FFS by an NSP pilot. The NSP evaluation team leader
may assign other qualified personnel to assist in accomplishing the
functions examination and/or the objective and subjective tests
performed during an evaluation when required.

\(1\) Objective tests provide a basis for measuring and evaluating FFS
performance and determining compliance with the requirements of this
part.

\(2\) Subjective tests provide a basis for:

\(a\) Evaluating the capability of the FFS to perform over a typical
utilization period;

\(b\) Determining that the FFS satisfactorily simulates each required
task;

\(c\) Verifying correct operation of the FFS controls, instruments, and
systems; and

\(d\) Demonstrating compliance with the requirements of this part.

p\. The tolerances for the test parameters listed in Attachment 2 of
this appendix reflect the range of tolerances acceptable to the NSPM for
FFS validation and are not to be confused with design tolerances
specified for FFS manufacture. In making decisions regarding tests and
test results, the NSPM relies on the use of operational and engineering
judgment in the application of data (including consideration of the way
in which the flight test was flown and way the data was gathered and
applied), data presentations, and the applicable tolerances for each
test.

q\. In addition to the scheduled continuing qualification evaluation,
each FFS is subject to evaluations conducted by the NSPM at any time
without prior notification to the sponsor. Such evaluations would be
accomplished in a normal manner (i.e., requiring exclusive use of the
FFS for the conduct of objective and subjective tests and an examination
of functions) if the FFS is not being used for flight crewmember
training, testing, or checking. However, if the FFS were being used, the
evaluation would be conducted in a non-exclusive manner. This
non-exclusive evaluation will be conducted by the FFS evaluator
accompanying the check airman, instructor, Aircrew Program Designee
(APD), or FAA inspector aboard the FFS along with the student(s) and
observing the operation of the FFS during the training, testing, or
checking activities.

r\. Problems with objective test results are handled as follows:

\(1\) If a problem with an objective test result is detected by the NSP
evaluation team during an evaluation, the test may be repeated or the
QTG may be amended.

\(2\) If it is determined that the results of an objective test do not
support the level requested but do support a lower level, the NSPM may
qualify the FFS at that lower level. For example, if a Level D
evaluation is requested and the FFS fails to meet sound test tolerances,
it could be qualified at Level C.

s\. After an FFS is successfully evaluated, the NSPM issues a
certificate of qualification (COQ) to the sponsor. The NSPM recommends
the FFS to the TPAA, who will approve the FFS for use in a flight
training program. The COQ will be issued at the satisfactory conclusion
of the initial or continuing qualification evaluation and will list the
tasks for which the FFS is qualified, referencing the tasks described in
Table C1B in Attachment 1 of this appendix. However, it is the sponsor's
responsibility to obtain TPAA approval prior to using the FFS in an
FAA-approved flight training program.

t\. Under normal circumstances, the NSPM establishes a date for the
initial or upgrade evaluation within ten (10) working days after
determining that a complete QTG is acceptable. Unusual circumstances may
warrant establishing an evaluation date before this determination is
made. A sponsor may schedule an evaluation date as early as 6 months in
advance. However, there may be a delay of 45 days or more in
rescheduling and completing the evaluation if the sponsor is unable to
meet the scheduled date. See Attachment 4, of this appendix, Figure C4A,
Sample Request for Initial, Upgrade, or Reinstatement Evaluation.

u\. The numbering system used for objective test results in the QTG
should closely follow the numbering system set out in Attachment 2, FFS
Objective Tests, Table C2A of this appendix.

v\. Contact the NSPM or visit the NSPM website for additional
information regarding the preferred qualifications of pilots used to
meet the requirements of § 60.15(d).

w\. Examples of the exclusions for which the FFS might not have been
subjectively tested by the sponsor or the NSPM and for which
qualification might not be sought or granted, as described in
§ 60.15(g)(6), include takeoffs and landing from slopes and pinnacles.

**End Information**

**12. Additional Qualifications for a Currently Qualified FFS (§
60.16).**

No additional regulatory or informational material applies to § 60.16,
Additional Qualifications for a Currently Qualified FFS.

**13. Previously Qualified FFSs (§ 60.17).**

**Begin QPS Requirements**

a\. In instances where a sponsor plans to remove an FFS from active
status for a period of less than two years, the following procedures
apply:

\(1\) The NSPM must be notified in writing and the notification must
include an estimate of the period that the FFS will be inactive.

\(2\) Continuing Qualification evaluations will not be scheduled during
the inactive period.

\(3\) The NSPM will remove the FFS from the list of qualified FSTDs on a
mutually established date not later than the date on which the first
missed continuing qualification evaluation would have been scheduled.

\(4\) Before the FFS is restored to qualified status, it must be
evaluated by the NSPM. The evaluation content and the time required to
accomplish the evaluation is based on the number of continuing
qualification evaluations and sponsor-conducted quarterly inspections
missed during the period of inactivity.

\(5\) The sponsor must notify the NSPM of any changes to the original
scheduled time out of service.

b\. Simulators qualified prior to May 30, 2008, are not required to meet
the general simulation requirements, the objective test requirements,
and the subjective test requirements of attachments 1, 2, and 3, of this
appendix as long as the simulator continues to meet the test
requirements contained in the MQTG developed under the original
qualification basis.

c\. After May 30, 2009, each visual scene or airport model beyond the
minimum required for the FFS qualification level that is installed in
and available for use in a qualified FFS must meet the requirements
described in Attachment 3 of this appendix.

d\. Simulators qualified prior to May 30, 2008, may be updated. If an
evaluation is deemed appropriate or necessary by the NSPM after such an
update, the evaluation will not require an evaluation to standards
beyond those against which the simulator was originally qualified.

**End QPS Requirements**

**Begin Information**

e\. Other certificate holders or persons desiring to use an FFS may
contract with FFS sponsors to use FFSs previously qualified at a
particular level for a helicopter type and approved for use within an
FAA-approved flight training program. Such FFSs are not required to
undergo an additional qualification process, except as described in
§ 60.16.

f\. Each FFS user must obtain approval from the appropriate TPAA to use
any FFS in an FAA-approved flight training program.

g\. The intent of the requirement listed in § 60.17(b), for each FFS to
have an SOQ within 6 years, is to have the availability of that
statement (including the configuration list and the limitations to
authorizations) to provide a complete picture of the FFS inventory
regulated by the FAA. The issuance of the statement will not require any
additional evaluation or require any adjustment to the evaluation basis
for the FFS.

h\. Downgrading of an FFS is a permanent change in qualification level
and will necessitate the issuance of a revised SOQ to reflect the
revised qualification level, as appropriate. If a temporary restriction
is placed on an FFS because of a missing, malfunctioning, or inoperative
component or on-going repairs, the restriction is not a permanent change
in qualification level. Instead, the restriction is temporary and is
removed when the reason for the restriction has been resolved.

i\. The NSPM will determine the evaluation criteria for an FFS that has
been removed from active status. The criteria will be based on the
number of continuing qualification evaluations and quarterly inspections
missed during the period of inactivity. For example, if the FFS were out
of service for a 1 year period, it would be necessary to complete the
entire QTG, since all of the quarterly evaluations would have been
missed. The NSPM will also consider how the FFS was stored, whether
parts were removed from the FFS and whether the FFS was disassembled.

j\. The FFS will normally be requalified using the FAA-approved MQTG and
the criteria that was in effect prior to its removal from qualification.
However, inactive periods of 2 years or more will require
requalification under the standards in effect and current at the time of
requalification.

**End Information**

**14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (§ 60.19).**

**Begin QPS Requirements**

a\. The sponsor must conduct a minimum of four evenly spaced inspections
throughout the year. The objective test sequence and content of each
inspection must be developed by the sponsor and must be acceptable to
the NSPM.

b\. The description of the functional preflight check must be contained
in the sponsor's QMS.

c\. Record \"functional preflight\" in the FFS discrepancy log book or
other acceptable location, including any item found to be missing,
malfunctioning, or inoperative.

d\. During the continuing qualification evaluation conducted by the
NSPM, the sponsor must also provide a person knowledgeable about the
operation of the aircraft and the operation of the FFS.

e\. The NSPM will conduct continuing qualification evaluations every 12
months unless:

\(1\) The NSPM becomes aware of discrepancies or performance problems
with the device that warrants more frequent evaluations; or

\(2\) The sponsor implements a QMS that justifies less frequent
evaluations. However, in no case shall the frequency of a continuing
qualification evaluation exceed 36 months.

**End QPS Requirements**

**Begin Information**

f\. The sponsor's test sequence and the content of each quarterly
inspection required in § 60.19(a)(1) should include a balance and a mix
from the objective test requirement areas listed as follows:

\(1\) Performance.

\(2\) Handling qualities.

\(3\) Motion system (where appropriate).

\(4\) Visual system (where appropriate).

\(5\) Sound system (where appropriate).

\(6\) Other FFS systems.

g\. If the NSP evaluator plans to accomplish specific tests during a
normal continuing qualification evaluation that requires the use of
special equipment or technicians, the sponsor will be notified as far in
advance of the evaluation as practical; but not less than 72 hours.
Examples of such tests include latencies, control dynamics, sounds and
vibrations, motion, and/or some visual system tests.

h\. The continuing qualification evaluations, described in § 60.19(b),
will normally require 4 hours of FFS time. However, flexibility is
necessary to address abnormal situations or situations involving
aircraft with additional levels of complexity (e.g., computer controlled
aircraft). The sponsor should anticipate that some tests may require
additional time. The continuing qualification evaluations will consist
of the following:

\(1\) Review of the results of the quarterly inspections conducted by
the sponsor since the last scheduled continuing qualification
evaluation.

\(2\) A selection of approximately 8 to 15 objective tests from the MQTG
that provide an adequate opportunity to evaluate the performance of the
FFS. The tests chosen will be performed either automatically or manually
and should be able to be conducted within approximately one-third (1/3)
of the allotted FFS time.

\(3\) A subjective evaluation of the FFS to perform a representative
sampling of the tasks set out in attachment 3 of this appendix. This
portion of the evaluation should take approximately two-thirds (2/3) of
the allotted FFS time.

\(4\) An examination of the functions of the FFS may include the motion
system, visual system, sound system, instructor operating station, and
the normal functions and simulated malfunctions of the simulated
helicopter systems. This examination is normally accomplished
simultaneously with the subjective evaluation requirements.

**End Information**

**15. Logging FFS Discrepancies (§ 60.20).**

**Begin Information**

No additional regulatory or informational material applies to § 60.20.
Logging FFS Discrepancies.

**End Information**

**16. Interim Qualification of FFSs for New Helicopter Types or Models
(§ 60.21).**

**Begin Information**

No additional regulatory or informational material applies to § 60.21,
Interim Qualification of FFSs for New Helicopter Types or Models.

**End Information**

**17. Modifications to FFSs (§ 60.23).**

**Begin QPS Requirements**

a\. The notification described in § 60.23(c)(2) must include a complete
description of the planned modification, with a description of the
operational and engineering effect the proposed modification will have
on the operation of the FFS and the results that are expected with the
modification incorporated.

b\. Prior to using the modified FFS:

\(1\) All the applicable objective tests completed with the modification
incorporated, including any necessary updates to the MQTG (e.g.,
accomplishment of FSTD Directives) must be acceptable to the NSPM; and

\(2\) The sponsor must provide the NSPM with a statement signed by the
MR that the factors listed in § 60.15(b) are addressed by the
appropriate personnel as described in that section.

End QPS Requirements

**Begin Information**

\(3\) FSTD Directives are considered modifications of an FFS. See
Attachment 4 of this appendix for a sample index of effective FSTD
Directives. See Attachment 6 of this appendix for a list of all
effective FSTD Directives applicable to Helicopter FFSs.

**End Information**

**18. Operation with Missing, Malfunctioning, or Inoperative Components
(§ 60.25).**

**Begin Information**

a\. The sponsor's responsibility with respect to § 60.25(a) is satisfied
when the sponsor fairly and accurately advises the user of the current
status of an FFS, including any missing, malfunctioning, or inoperative
(MMI) component(s).

b\. It is the responsibility of the instructor, check airman, or
representative of the administrator conducting training, testing, or
checking to exercise reasonable and prudent judgment to determine if any
MMI component is necessary for the satisfactory completion of a specific
maneuver, procedure, or task.

c\. If the 29th or 30th day of the 30-day period described in § 60.25(b)
is on a Saturday, a Sunday, or a holiday, the FAA will extend the
deadline until the next business day.

d\. In accordance with the authorization described in § 60.25(b), the
sponsor may develop a discrepancy prioritizing system to accomplish
repairs based on the level of impact on the capability of the FFS.
Repairs having a larger impact on FFS capability to provide the required
training, evaluation, or flight experience will have a higher priority
for repair or replacement.

**End Information**

**19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (§ 60.27).**

**Begin Information**

If the sponsor provides a plan for how the FFS will be maintained during
its out-of-service period (e.g., periodic exercise of mechanical,
hydraulic, and electrical systems; routine replacement of hydraulic
fluid; control of the environmental factors in which the FFS is to be
maintained) there is a greater likelihood that the NSPM will be able to
determine the amount of testing required for requalification.

**End Information**

**20. Other Losses of Qualification and Procedures for Restoration of
Qualification (§ 60.29).**

**Begin Information**

If the sponsor provides a plan for how the FFS will be maintained during
its out-of-service period (e.g., periodic exercise of mechanical,
hydraulic, and electrical systems; routine replacement of hydraulic
fluid; control of the environmental factors in which the FFS is to be
maintained) there is a greater likelihood that the NSPM will be able to
determine the amount of testing required for requalification.

**End Information**

**21. Record Keeping and Reporting (§ 60.31).**

**Begin QPS Requirements**

a\. FFS modifications can include hardware or software changes. For FFS
modifications involving software programming changes, the record
required by § 60.31(a)(2) must consist of the name of the aircraft
system software, aerodynamic model, or engine model change, the date of
the change, a summary of the change, and the reason for the change.

b\. If a coded form for record keeping is used, it must provide for the
preservation and retrieval of information with appropriate security or
controls to prevent the inappropriate alteration of such records after
the fact.

**End QPS Requirements**

**22. Applications, Logbooks, Reports, and Records: Fraud,
Falsification, or Incorrect Statements (§ 60.33).**

**Begin Information**

No additional regulatory or informational material applies to § 60.33,
Applications, Logbooks, Reports, and Records: Fraud, Falsification, or
Incorrect Statements.

**23. \[Reserved\]**

**24. \[Reserved\]**

**25. FFS Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (§ 60.37).**

No additional regulatory or informational material applies to § 60.37,
FFS Qualification on the Basis of a Bilateral Aviation Safety Agreement
(BASA).

**End Information**

**Attachment 1 to Appendix C to Part 60\--**

**GENERAL SIMULATOR REQUIREMENTS**

**Begin QPS Requirements**

**1. Requirements.**

a\. Certain requirements included in this appendix must be supported
with an SOC as defined in Appendix F of this part, which may include
objective and subjective tests. The requirements for SOCs are indicated
in the "General Simulator Requirements" column in Table C1A of this
appendix.

b\. Table C1A describes the requirements for the indicated level of FFS.
Many devices include operational systems or functions that exceed the
requirements outlined in this section. However, all systems will be
tested and evaluated in accordance with this appendix to ensure proper
operation.

**End QPS Requirements**

**Begin Information**

2\. Discussion.

a\. This attachment describes the general simulator requirements for
qualifying a helicopter FFS. The sponsor should also consult the
objective tests in Attachment 2 of this appendix and the examination of
functions and subjective tests listed in Attachment 3 of this appendix
to determine the complete requirements for a specific level simulator.

b\. The material contained in this attachment is divided into the
following categories:

\(1\) General flight deck configuration.

\(2\) Simulator programming.

\(3\) Equipment operation.

\(4\) Equipment and facilities for instructor/evaluator functions.

\(5\) Motion system.

\(6\) Visual system.

\(7\) Sound system.

c\. Table C1A provides the standards for the General Simulator
Requirements.

d\. Table C1B provides the tasks that the sponsor will examine to
determine whether the FFS satisfactorily meets the requirements for
flight crew training, testing, and experience, and provides the tasks
for which the simulator may be qualified.

e\. Table C1C provides the functions that an instructor/check airman
must be able to control in the simulator.

f\. It is not required that all of the tasks that appear on the List of
Qualified Tasks (part of the SOQ) be accomplished during the initial or
continuing qualification evaluation.

g\. Table C1A addresses only Levels B, C, and D helicopter simulators
because there are no Level A Helicopter simulators.

**End Information**

<table style="width:100%;">
<colgroup>
<col style="width: 8%" />
<col style="width: 59%" />
<col style="width: 0%" />
<col style="width: 2%" />
<col style="width: 0%" />
<col style="width: 2%" />
<col style="width: 0%" />
<col style="width: 2%" />
<col style="width: 0%" />
<col style="width: 23%" />
</colgroup>
<tbody>
<tr class="odd">
<td><strong>1.</strong></td>
<td><strong>General Flight Deck Configuration.</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>1.a.</strong></td>
<td>The simulator must have a flight deck that is a replica of the
helicopter being simulated. The simulator must have controls, equipment,
observable flight deck indicators, circuit breakers, and bulkheads
properly located, functionally accurate and replicating the helicopter.
The direction of movement of controls and switches must be identical to
that in the helicopter. Pilot seats must afford the capability for the
occupant to be able to achieve the design “eye position” established for
the helicopter being simulated. Equipment for the operation of the
flight deck windows must be included, but the actual windows need not be
operable. 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
silhouette.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">For simulator purposes, the flight deck consists of all
that space forward of a cross section of the fuselage at the most
extreme aft setting of the pilots' seats including additional, required
flight crewmember duty stations and those required bulkheads aft of the
pilot seats. For clarification, bulkheads containing only items such as
landing gear pin storage compartments, fire axes and extinguishers,
spare light bulbs, and aircraft documents pouches are not considered
essential and may be omitted.</td>
</tr>
<tr class="odd">
<td><strong>1.b.</strong></td>
<td>Those circuit breakers that affect procedures or result in
observable flight deck indications must be properly located and
functionally accurate.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>2.</strong></td>
<td><strong>Programming.</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>2.a.</strong></td>
<td><p>A flight dynamics model that accounts for various combinations of
air speed and power normally encountered in flight must correspond to
actual flight conditions, including the effect of change in helicopter
attitude, aerodynamic and propulsive forces and moments, altitude,
temperature, mass, center of gravity location, and configuration.</p>
<h4 id="an-soc-is-required.">An SOC is required.</h4></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>2.b.</strong></td>
<td><p>The simulator must have the computer capacity, accuracy,
resolution, and dynamic response needed to meet the qualification level
sought.</p>
<p>An SOC is required.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>2.c.</strong></td>
<td>Ground handling (where appropriate) and aerodynamic programming must
include the following:</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><blockquote>
<p><strong>2.c.1.</strong></p>
</blockquote></td>
<td><p>Ground effect.</p>
<p>Level B does not require hover programming.</p>
<p>An SOC is required.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">Applicable areas include flare and touch down from a
running landing as well as for in-ground-effect (IGE) hover. A
reasonable simulation of ground effect includes modeling of lift, drag,
pitching moment, trim, and power while in ground effect.</td>
</tr>
<tr class="odd">
<td><blockquote>
<p><strong>2.c.2.</strong></p>
</blockquote></td>
<td><p>Ground reaction.</p>
<p>Level B does not require hover programming.</p>
<p>An SOC is required.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">Reaction of the helicopter upon contact with the landing
surface during landing (e.g., strut deflection, tire or skid friction,
side forces) may differ with changes in gross weight, airspeed, rate of
descent on touchdown, and slide slip.</td>
</tr>
<tr class="even">
<td><strong>2.d.</strong></td>
<td><p>The simulator must provide for manual and automatic testing of
simulator hardware and software programming to determine compliance with
simulator objective tests as prescribed in Attachment 2 of this
appendix.</p>
<p>An SOC is required.</p></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">This may include an automated system, which could be
used for conducting at least a portion of the QTG tests. Automatic
“flagging” of out-of-tolerance situations is encouraged.</td>
</tr>
<tr class="odd">
<td><h4 id="e." class="Title-Text-Block-Lvl-7">2.e.</h4></td>
<td>The relative responses of the motion system, visual system, and
flight deck instruments must be measured by latency tests or transport
delay tests. Motion onset 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:</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2" rowspan="3">The intent is to verify that the simulator
provides instrument, motion, and visual cues that are like the
helicopter responses within the stated time delays. It is preferable
motion onset occur before the start of the visual scene change (the
start of the scan of the first video field containing different
information). For helicopter response, acceleration in the appropriate
corresponding rotational axis is preferred.</td>
</tr>
<tr class="even">
<td><strong>2.e.1.</strong></td>
<td>Response must be within 150 milliseconds of the helicopter
response.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>2.e.2.</strong></td>
<td>Response must be within 100 milliseconds of the helicopter
response.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.f.</strong></td>
<td><p>The simulator must simulate brake and tire failure dynamics
(including antiskid failure, if appropriate).</p>
<p>An SOC is required.</p></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">The simulator should represent the motion (in the
appropriate axes) and the directional control characteristics of the
helicopter when experiencing simulated brake or tire failures.</td>
</tr>
<tr class="odd">
<td><strong>2.g.</strong></td>
<td><p>The aerodynamic modeling in the simulator must include:</p>
<p>(1) Ground effect,</p>
<p>(2) Effects of airframe and rotor icing (if applicable),</p>
<p>(3) Aerodynamic interference effects between the rotor wake and
fuselage,</p>
<p>(4) Influence of the rotor on control and stabilization systems,</p>
<p>(5) Representations of settling with power, and</p>
<p>(6) Retreating blade stall.</p>
<p>An SOC is required.</p></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">See Attachment 2 of this appendix for further
information on ground effect.</td>
</tr>
<tr class="even">
<td><strong>2.h.</strong></td>
<td><p>The simulator must provide for realistic mass properties,
including gross weight, center of gravity, and moments of inertia as a
function of payload and fuel loading</p>
<p>An SOC is required.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>3.</strong></td>
<td><strong>Equipment Operation.</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>3.a.</strong></td>
<td>All relevant instrument indications involved in the simulation of
the helicopter must automatically respond to control movement or
external disturbances to the simulated helicopter; e.g., turbulence or
windshear. Numerical values must be presented in the appropriate
units.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>3.b.</strong></td>
<td>Communications, navigation, caution, and warning equipment must be
installed and operate within the tolerances applicable for the
helicopter being simulated.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">See Attachment 3 of this appendix for further
information regarding long-range navigation equipment.</td>
</tr>
<tr class="even">
<td><strong>3.c.</strong></td>
<td>Simulated helicopter systems must operate as the helicopter systems
operate under normal, abnormal, and emergency operating conditions on
the ground and in flight.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>3.d.</strong></td>
<td>The simulator must provide pilot controls with control forces and
control travel that correspond to the simulated helicopter. The
simulator must also react in the same manner as the helicopter under the
same flight conditions.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>3.e.</strong></td>
<td>Simulator control feel dynamics must replicate the helicopter
simulated. This must be determined by comparing a recording of the
control feel dynamics of the simulator to helicopter measurements. For
initial and upgrade evaluations, the control dynamic characteristics
must be measured and recorded directly from the flight deck controls,
and must be accomplished in takeoff, cruise, and landing conditions and
configurations.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>4.</strong></td>
<td><strong>Instructor / Evaluator Facilities.</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>4.a.</strong></td>
<td>In addition to the flight crewmember stations, the simulator must
have at least two suitable seats for the instructor/check airman and FAA
inspector. These 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 helicopter but must be adequately secured
to the floor and equipped with similar positive restraint devices.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">The NSPM will consider alternatives to this standard for
additional seats based on unique flight deck configurations</td>
</tr>
<tr class="odd">
<td><strong>4.b.</strong></td>
<td>The simulator must have controls that enable the
instructor/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-approved training program, or
as described in the relevant operating manual as appropriate.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>4.c.</strong></td>
<td>The simulator must have instructor controls for all environmental
effects expected to be available at the IOS; e.g., clouds, visibility,
icing, precipitation, temperature, storm cells, and wind speed and
direction.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>4.d.</strong></td>
<td>The simulator must provide the instructor or evaluator the ability
to present ground and air hazards.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">For example, another aircraft crossing the active runway
and converging airborne traffic.</td>
</tr>
<tr class="even">
<td><strong>4.e.</strong></td>
<td colspan="2">The simulator must provide the instructor or evaluator
the ability to present the effect of re-circulating dust, water vapor,
or snow conditions that develop as a result of rotor downwash.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td>This is a selectable condition that is not required for all
operations on or near the surface.</td>
</tr>
<tr class="odd">
<td><strong>5.</strong></td>
<td><strong>Motion System.</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>5.a.</strong></td>
<td>The simulator must have motion (force) cues perceptible to the pilot
that are representative of the motion in a helicopter.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">For example, touchdown cues should be a function of the
rate of descent (RoD) of the simulated helicopter.</td>
</tr>
<tr class="odd">
<td><strong>5.b.</strong></td>
<td><p>The simulator must have a motion (force cueing) system with a
minimum of three degrees of freedom (at least pitch, roll, and
heave).</p>
<p>An SOC is required.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>5.c.</strong></td>
<td><p>The simulator must have a motion (force cueing) system 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).</p>
<p>An SOC is required.</p></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>5.d.</strong></td>
<td><p>The simulator must provide for the recording of the motion system
response time.</p>
<p>An SOC is required.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td rowspan="3"><strong>5.e.</strong></td>
<td>The simulator must provide motion effects programming to include the
following:</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><p>(1) Runway rumble, oleo deflections, effects of ground speed,
uneven runway, characteristics.</p>
<p>(2) Buffets due to transverse flow effects.</p>
<p>(3) Buffet during extension and retraction of landing gear.</p>
<p>(4) Buffet due to retreating blade stall.</p>
<p>(5) Buffet due to vortex ring (settling with power).</p>
<p>(6) Representative cues resulting from touchdown.</p>
<p>(7) High speed rotor vibrations.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><p>(8) Tire failure dynamics.</p>
<p>(9) Engine malfunction and engine damage.</p>
<p>(10) Airframe ground strike.</p></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td></td>
<td>(11) Motion vibrations that result from atmospheric
disturbances.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">For air turbulence, general purpose disturbance models
are acceptable if, when used, they produce test results that approximate
demonstrable flight test data.</td>
</tr>
<tr class="even">
<td><strong>5.f.</strong></td>
<td>The simulator must provide characteristic motion vibrations that
result from operation of the helicopter (for example, retreating blade
stall, extended landing gear, settling with power) in so far as
vibration marks an event or helicopter state, which can be sensed in the
flight deck.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">The simulator should be programmed and instrumented in
such a manner that the characteristic buffet modes can be measured and
compared to helicopter data.</td>
</tr>
<tr class="odd">
<td><strong>6.</strong></td>
<td><strong>Visual System.</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2">Additional horizontal field-of-view capability may be
added at the sponsor’s discretion provided the minimum field-of-view is
retained.</td>
</tr>
<tr class="even">
<td><strong>6.a.</strong></td>
<td>The simulator must have a visual system providing an
out-of-the-flight deck view.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>6.b.</strong></td>
<td><p>The simulator must provide a continuous field-of-view of at least
75 horizontally and 30 vertically per pilot seat. Both pilot seat visual
systems must be operable simultaneously. The minimum horizontal
field-of-view coverage must be plus and minus one-half (½) of the
minimum continuous field-of-view requirement, centered on the zero
degree azimuth line relative to the aircraft fuselage. An SOC must
explain the geometry of the installation.</p>
<p>An SOC is required.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>6.c.</strong></td>
<td><p>The simulator must provide a continuous visual field-of-view of
at least 146° horizontally and 36° vertically per pilot seat. Both pilot
seat visual systems must be operable simultaneously. Horizontal
field-of-view is centered on the zero degree azimuth line relative to
the aircraft fuselage. The minimum horizontal field-of-view coverage
must be plus and minus one-half (½) of the minimum continuous
field-of-view requirement, centered on the zero degree azimuth line
relative to the aircraft fuselage. An SOC must explain the geometry of
the installation. Capability for a field-of-view in excess of the
minimum is not required for qualification at Level C. However, where
specific tasks require extended fields of view beyond the 146º by 36º
(e.g., to accommodate the use of “chin windows” where the accommodation
is either integral with or separate from the primary visual system
display), then the extended fields of view must be provided. When
considering the installation and use of augmented fields of view, the
sponsor must meet with the NSPM to determine the training, testing,
checking, and experience tasks for which the augmented field-of-view
capability may be required.</p>
<p>An SOC is required.</p></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="2"><p>Optimization of the vertical field-of-view may be
considered with respect to the specific helicopter flight deck cut-off
angle.</p>
<p>The sponsor may request the NSPM to evaluate the FFS for specific
authorization(s) for the following:</p>
<p>(1) Specific areas within the database needing higher resolution to
support landings, take-offs and ground cushion exercises and training
away from a heliport, including elevated heliport, helidecks and
confined areas.</p>
<p>(2) For cross-country flights, sufficient scene details to allow for
ground to map navigation over a sector length equal to 30 minutes at an
average cruise speed.</p>
<p>(3) For offshore airborne radar approaches (ARA), harmonized
visual/radar representations of installations.</p></td>
</tr>
<tr class="odd">
<td><strong>6.d.</strong></td>
<td><p>The simulator must provide a continuous visual field-of-view of
at least 176° horizontally and 56° vertically per pilot seat. Both pilot
seat visual systems must be operable simultaneously. Horizontal
field-of-view is centered on the zero degree azimuth line relative to
the aircraft fuselage. The minimum horizontal field-of-view coverage
must be plus and minus one-half (½) of the minimum continuous
field-of-view requirement, centered on the zero degree azimuth line
relative to the aircraft fuselage. An SOC must explain the geometry of
the installation. Capability for a field-of-view in excess of the
minimum is not required for qualification at Level D. However, where
specific tasks require extended fields of view beyond the 176º by 56º
(e.g., to accommodate the use of “chin windows” where the accommodation
is either integral with or separate from the primary visual system
display), then the extended fields of view must be provided. When
considering the installation and use of augmented fields of view, the
sponsor must meet with the NSPM to determine the training, testing,
checking, and experience tasks for which the augmented field-of-view
capability may be required.</p>
<p>An SOC is required.</p></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><p>Optimization of the vertical field-of-view may be
considered with respect to the specific helicopter flight deck cut-off
angle.</p>
<p>The sponsor may request the NSPM to evaluate the FFS for specific
authorization(s) for the following:</p>
<p>(1) Specific areas within the database needing higher resolution to
support landings, take-offs and ground cushion exercises and training
away from a heliport, including elevated heliport, helidecks and
confined areas.</p>
<p>(2) For cross-country flights, sufficient scene details to allow for
ground to map navigation over a sector length equal to 30 minutes at an
average cruise speed.</p>
<p>(3) For offshore airborne radar approaches (ARA), harmonized
visual/radar representations of installations.</p></td>
</tr>
<tr class="even">
<td><strong>6.e.</strong></td>
<td>The visual system must be free from optical discontinuities and
artifacts that create non-realistic cues.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">Non-realistic cues might include image “swimming” and
image “roll-off,” that may lead a pilot to make incorrect assessments of
speed, acceleration and/or situational awareness.</td>
</tr>
<tr class="odd">
<td><strong>6.f.</strong></td>
<td><p>The simulator must have operational landing lights for night
scenes.</p>
<p>Where used, dusk (or twilight) scenes require operational landing
lights.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>6.g.</strong></td>
<td><p>The simulator must have instructor controls for the
following:</p>
<p>(1) Visibility in statute miles (kilometers) and runway visual range
(RVR) in ft. (meters).</p>
<p>(2) Airport or landing area selection.</p>
<p>(3) Airport or landing area lighting.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>6.h.</strong></td>
<td><p>Each airport scene displayed must include the following:</p>
<p>(1) Airport runways and taxiways.</p>
<p>(2) Runway definition:</p>
<p>(a) Runway surface and markings.</p>
<p>(b) Lighting for the runway in use, including runway threshold, edge,
centerline, touchdown zone, VASI (or PAPI), and approach lighting of
appropriate colors, as appropriate.</p>
<p>(c) Taxiway lights.</p></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>6.i.</strong></td>
<td>The simulator must provide visual system compatibility with dynamic
response programming.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>6.j.</strong></td>
<td>The simulator must show that the segment of the ground visible from
the simulator flight deck is the same as from the helicopter flight deck
(within established tolerances) when at the correct airspeed and
altitude above the touchdown zone.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">This will show the modeling accuracy of the scene with
respect to a pre-determined position from the end of the runway “in
use.”</td>
</tr>
<tr class="even">
<td><strong>6.k.</strong></td>
<td>The simulator must provide visual cues necessary to assess rate of
change of height, height AGL, and translational displacement and rates
during takeoffs and landings.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>6.l.</strong></td>
<td>The simulator must provide visual cues necessary to assess rate of
change of height, height AGL, as well as translational displacement and
rates during takeoff, low altitude/low airspeed maneuvering, hover, and
landing.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>6.m.</strong></td>
<td>The simulator must provide for accurate portrayal of the visual
environment relating to the simulator attitude.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">Visual attitude vs. simulator attitude is a comparison
of pitch and roll of the horizon as displayed in the visual scene
compared to the display on the attitude indicator</td>
</tr>
<tr class="odd">
<td><strong>6.n</strong></td>
<td><p>The simulator must provide for quick confirmation of visual
system color, RVR, focus, and intensity.</p>
<p>An SOC is required.</p></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>6.o.</strong></td>
<td>The simulator must be capable of producing at least 10 levels of
occulting.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>6.p.</strong></td>
<td>Night Visual Scenes. The simulator must provide night 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. Night scenes, as a minimum,
must provide presentations of sufficient surfaces with appropriate
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 movement (taxi). Scenes must include a
definable horizon and typical terrain characteristics such as fields,
roads and bodies of water and surfaces illuminated by helicopter landing
lights.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>6.q.</strong></td>
<td><p>Dusk (Twilight) Visual Scenes. 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. Dusk (or twilight) scenes, as a minimum, must provide full
color presentations of reduced ambient intensity, sufficient surfaces
with appropriate textural cues that include self-illuminated 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
representative 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 produced by 10,000 visible textured
surfaces and 15,000 visible lights with sufficient system capacity to
display 16 simultaneously moving objects.</p>
<p>An SOC is required.</p></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>6.r.</strong></td>
<td><p>Daylight Visual Scenes. The simulator must have daylight 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. No ambient
lighting may “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 sufficient system capacity to
display 16 simultaneously moving objects. The visual display must be
free of apparent and distracting quantization and other distracting
visual effects while the simulator is in motion.</p>
<p>An SOC is required.</p></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>6.s</strong></td>
<td>The simulator must provide operational visual scenes that portray
physical relationships known to cause landing illusions to pilots.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">For example: short runways, landing approaches over
water, uphill or downhill runways, rising terrain on the approach path,
unique topographic features.</td>
</tr>
<tr class="odd">
<td><strong>6.t.</strong></td>
<td>The simulator must provide special weather representations 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 airport.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>6.u.</strong></td>
<td>The simulator must present visual scenes of wet and snow-covered
runways, including runway lighting reflections for wet conditions, and
partially obscured lights for snow conditions.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2">The NSPM will consider suitable alternative
effects.</td>
</tr>
<tr class="odd">
<td><strong>6.v.</strong></td>
<td>The simulator must present realistic color and directionality of all
airport lighting.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>7.</strong></td>
<td><strong>Sound System.</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>7.a.</strong></td>
<td>The simulator must provide flight deck sounds that result from pilot
actions that correspond to those that occur in the helicopter.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>7.b.</strong></td>
<td>Volume control, if installed, must have an indication of the sound
level setting.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>7.c.</strong></td>
<td><p>The simulator must accurately simulate the sound of
precipitation, 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.</p>
<p>An SOC is required.</p></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td><strong>7.d.</strong></td>
<td>The simulator must provide realistic amplitude and frequency of
flight deck 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.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
</tr>
</tbody>
</table>

+-----+------------------------------------------+---+---+---+--------+
| ### | #### Preflight Procedures. {#prefli      |   |   |   |        |
| # 1 | ght-procedures. .Title-Text-Block-Lvl-7} |   |   |   |        |
| . { |                                          |   |   |   |        |
| #se |                                          |   |   |   |        |
| cti |                                          |   |   |   |        |
| on- |                                          |   |   |   |        |
| 25  |                                          |   |   |   |        |
| .Ti |                                          |   |   |   |        |
| tle |                                          |   |   |   |        |
| -Te |                                          |   |   |   |        |
| xt- |                                          |   |   |   |        |
| Blo |                                          |   |   |   |        |
| ck- |                                          |   |   |   |        |
| Lvl |                                          |   |   |   |        |
| -7} |                                          |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Preflight Inspection (Flight deck Only)  | * | * | * |        |
| 1.a | switches, indicators, systems, and       | * | * | * |        |
| .** | equipment.                               | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | APU/Engine start and run-up.             |   |   |   |        |
| 1.b |                                          |   |   |   |        |
| .** |                                          |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | Normal start procedures.                 | * | * | * |        |
| *1. |                                          | * | * | * |        |
| b.1 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | Alternate start procedures.              | * | * | * |        |
| *1. |                                          | * | * | * |        |
| b.2 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | Abnormal starts and shutdowns (hot       | * | * | * |        |
| *1. | start, hung start).                      | * | * | * |        |
| b.3 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Taxiing -- Ground.                       | * | * | * |        |
| 1.c |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Taxiing -- Hover.                        | * | * | * |        |
| 1.d |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Pre-takeoff Checks.                      | * | * | * |        |
| 1.e |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **2 | #### Take                                |   |   |   |        |
| .** | off and Departure Phase. {#takeoff-and-d |   |   |   |        |
|     | eparture-phase. .Title-Text-Block-Lvl-7} |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Normal takeoff.                          |   |   |   |        |
| 2.a |                                          |   |   |   |        |
| .** |                                          |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | From ground.                             | * | * | * |        |
| *2. |                                          | * | * | * |        |
| a.1 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | From hover.                              |   | * | * |        |
| *2. |                                          |   | * | * |        |
| a.2 |                                          |   | X | X |        |
| .** |                                          |   | * | * |        |
|     |                                          |   | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **2 | Running.                                 | * | * | * |        |
| .a. |                                          | * | * | * |        |
| 3** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Instrument.                              | * | * | * |        |
| 2.b |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Powerplant Failure During Takeoff.       | * | * | * |        |
| 2.c |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Rejected Takeoff.                        | * | * | * |        |
| 2.d |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Instrument Departure.                    | * | * | * |        |
| 2.e |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **3 | ####                                     |   |   |   |        |
| .** | Climb. {#climb. .Title-Text-Block-Lvl-7} |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Normal.                                  | * | * | * |        |
| 3.a |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Obstacle clearance.                      | * | * | * |        |
| 3.b |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Vertical.                                | * | * | * |        |
| 3.c |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | One engine inoperative.                  | * | * | * |        |
| 3.d |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **4 | #### In-flight Maneuvers. {#in-fl        |   |   |   |        |
| .** | ight-maneuvers. .Title-Text-Block-Lvl-7} |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Turns (timed, normal, steep).            | * | * | * |        |
| 4.a |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Powerplant Failure - Multiengine         | * | * | * |        |
| 4.b | Helicopters.                             | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Powerplant Failure - Single-Engine       | * | * | * |        |
| 4.c | Helicopters.                             | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Recovery From Unusual Attitudes.         | * | * | * |        |
| 4.d |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Settling with Power.                     | * | * | * |        |
| 4.e |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Specific Flight Characteristics          | * | * | * |        |
| 4.f | incorporated into the user's FAA         | * | * | * |        |
| .** | approved flight training program.        | A | A | A |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **5 | #### Instrument Procedures. {#instrum    |   |   |   |        |
| .** | ent-procedures. .Title-Text-Block-Lvl-7} |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Instrument Arrival.                      | * | * | * |        |
| 5.a |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Holding.                                 | * | * | * |        |
| 5.b |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Precision Instrument Approach.           |   |   |   |        |
| 5.c |                                          |   |   |   |        |
| .** |                                          |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | Normal - All engines operating.          | * | * | * |        |
| *5. |                                          | * | * | * |        |
| c.1 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | Manually controlled - One or more        | * | * | * |        |
| *5. | engines inoperative.                     | * | * | * |        |
| c.2 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Non-precision Instrument Approach.       | * | * | * |        |
| 5.d |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Missed Approach.                         |   |   |   |        |
| 5.e |                                          |   |   |   |        |
| .** |                                          |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | All engines operating.                   | * | * | * |        |
| *5. |                                          | * | * | * |        |
| e.1 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | One or more engines inoperative.         | * | * | * |        |
| *5. |                                          | * | * | * |        |
| e.2 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | Stability augmentation system failure.   | * | * | * |        |
| *5. |                                          | * | * | * |        |
| e.3 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **6 | #### Landings and Approac                |   |   |   |        |
| .** | hes to Landings. {#landings-and-approach |   |   |   |        |
|     | es-to-landings. .Title-Text-Block-Lvl-7} |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Visual Approaches (normal, steep,        | * | * | * |        |
| 6.a | shallow).                                | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Landings.                                |   |   |   |        |
| 6.b |                                          |   |   |   |        |
| .** |                                          |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | Normal/crosswind.                        |   |   |   |        |
| *6. |                                          |   |   |   |        |
| b.1 |                                          |   |   |   |        |
| .** |                                          |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| **6 | Running.                                 | * | * | * |        |
| .b. |                                          | * | * | * |        |
| 1.a |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **6 | From Hover.                              |   | * | * |        |
| .b. |                                          |   | * | * |        |
| 1.b |                                          |   | X | X |        |
| .** |                                          |   | * | * |        |
|     |                                          |   | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | One or more engines inoperative.         | * | * | * |        |
| *6. |                                          | * | * | * |        |
| b.2 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | Rejected Landing.                        | * | * | * |        |
| *6. |                                          | * | * | * |        |
| b.3 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **7 | **Normal and Abnormal Procedures.**      |   |   |   |        |
| .** |                                          |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Powerplant.                              | * | * | * |        |
| 7.a |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Fuel System.                             | * | * | * |        |
| 7.b |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Electrical System.                       | * | * | * |        |
| 7.c |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Hydraulic System.                        | * | * | * |        |
| 7.d |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Environmental System(s).                 | * | * | * |        |
| 7.e |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Fire Detection and Extinguisher Systems. | * | * | * |        |
| 7.f |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Navigation and Aviation Systems.         | * | * | * |        |
| 7.g |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| ### | Automatic Flight Control System,         | * | * | * |        |
| # 7 | Electronic Flight Instrument System,     | * | * | * |        |
| .h. |                                          | X | X | X |        |
|  {# | and Related Subsystems.                  | * | * | * |        |
| h.  |                                          | * | * | * |        |
| .Ti |                                          |   |   |   |        |
| tle |                                          |   |   |   |        |
| -Te |                                          |   |   |   |        |
| xt- |                                          |   |   |   |        |
| Blo |                                          |   |   |   |        |
| ck- |                                          |   |   |   |        |
| Lvl |                                          |   |   |   |        |
| -7} |                                          |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Flight Control Systems.                  | * | * | * |        |
| 7.i |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Anti-ice and Deice Systems.              | * | * | * |        |
| 7.j |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Aircraft and Personal Emergency          | * | * | * |        |
| 7.k | Equipment.                               | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Special Missions tasks (e.g., Night      | * | * | * |        |
| 7.l | Vision goggles, Forward Looking Infrared | * | * | * |        |
| .** | System, External Loads and as listed on  | A | A | X |        |
|     | the SOQ.)                                | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **8 | #### Emergency procedures                |   |   |   |        |
| .** |  (as applicable). {#emergency-procedures |   |   |   |        |
|     | -as-applicable. .Title-Text-Block-Lvl-7} |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Emergency Descent.                       | * | * | * |        |
| 8.a |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Inflight Fire and Smoke Removal.         | * | * | * |        |
| 8.b |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Emergency Evacuation.                    | * | * | * |        |
| 8.c |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Ditching.                                | * | * | * |        |
| 8.d |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Autorotative Landing.                    | * | * | * |        |
| 8.e |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Retreating blade stall recovery.         | * | * | * |        |
| 8.f |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Mast bumping.                            | * | * | * |        |
| 8.g |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Loss of tail rotor effectiveness.        | * | * | * |        |
| 8.h |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Vortex recovery                          | * | * | * |        |
| 8.i |                                          | * | * | * |        |
| .** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **9 | #### Postflight Procedures. {#postfli    |   |   |   |        |
| .** | ght-procedures. .Title-Text-Block-Lvl-7} |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | After-Landing Procedures.                | * | * | * |        |
| *9. |                                          | * | * | * |        |
| a** |                                          | X | X | X |        |
|     |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| **  | Parking and Securing.                    |   |   |   |        |
| 9.b |                                          |   |   |   |        |
| .** |                                          |   |   |   |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | Rotor brake operation.                   | * | * | * |        |
| *9. |                                          | * | * | * |        |
| b.1 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+
| *   | Abnormal/emergency procedures.           | * | * | * |        |
| *9. |                                          | * | * | * |        |
| b.2 |                                          | X | X | X |        |
| .** |                                          | * | * | * |        |
|     |                                          | * | * | * |        |
+-----+------------------------------------------+---+---+---+--------+

Note: An "A" in the table indicates that the system, task, or procedure
may be examined if the appropriate aircraft system or control is
simulated in the FFS and is working properly.

  ---------- ------------------------------------------ ------- ------- ------- -------------
  **1.**     **Instructor Operating Station (IOS), as                           
             appropriate.**                                                     

  **1.a.**   Power switch(es).                          **X**   **X**   **X**   

  **1.b.**   Helicopter conditions.                     **X**   **X**   **X**   e.g., GW, CG,
                                                                                Fuel loading,
                                                                                Systems,
                                                                                Ground. Crew

  **1.c.**   Airports / Heliports / Helicopter Landing  **X**   **X**   **X**   e.g.,
             Areas                                                              Selection,
                                                                                Surface,
                                                                                Presets,
                                                                                Lighting
                                                                                controls.

  **1.d.**   Environmental controls.                    **X**   **X**   **X**   e.g., Clouds,
                                                                                Visibility,
                                                                                RVR, Temp,
                                                                                Wind, Ice,
                                                                                Snow, Rain,
                                                                                and
                                                                                Windshear.

  **1.e.**   Helicopter system malfunctions (Insertion  **X**   **X**   **X**   
             / deletion)                                                        

  **1.f.**   Locks, Freezes, and Repositioning.         **X**   **X**   **X**   

  **2.**     **Sound Controls.**                                                

  **2.a.**   On / off / adjustment                      **X**   **X**   **X**   

  **3.**     **Motion / Control Loading System.**                               

  **3.a.**   On / off / emergency stop                  **X**   **X**   **X**   

  **4.**     **Observer Seats / Stations.**                                     

  **4.a.**   Position / Adjustment / Positive restraint **X**   **X**   **X**   
             system.                                                            
  ---------- ------------------------------------------ ------- ------- ------- -------------

**Attachment 2 to Appendix C to Part 60\--**

**FFS OBJECTIVE TESTS**

**Begin Information**

Table of Contents

+------------+---------------------------------------------------------+
| **P        | #### Title                                              |
| aragraph** |                                                         |
|            |                                                         |
| **Number** |                                                         |
+------------+---------------------------------------------------------+
|            | #                                                       |
+------------+---------------------------------------------------------+
|            | #                                                       |
+------------+---------------------------------------------------------+
| **1.**     | # **Introduction**                                      |
+------------+---------------------------------------------------------+
|            |                                                         |
+------------+---------------------------------------------------------+
| **2.**     | # **Test Requirements**                                 |
+------------+---------------------------------------------------------+
|            | Table C2A, Objective Tests                              |
+------------+---------------------------------------------------------+
| **3.**     | ####### General                                         |
+------------+---------------------------------------------------------+
| **4.**     | Control Dynamics                                        |
+------------+---------------------------------------------------------+
| **5.**     | \[Reserved\]                                            |
+------------+---------------------------------------------------------+
| **6.**     | Motion System                                           |
+------------+---------------------------------------------------------+
| **7.**     | Sound System                                            |
+------------+---------------------------------------------------------+
| **8.**     | Additional Information About Flight Simulator           |
|            | Qualification for New or Derivative Helicopters         |
+------------+---------------------------------------------------------+
| **9.**     | Engineering Simulator -- Validation Data                |
+------------+---------------------------------------------------------+
| **10.**    | \[Reserved\]                                            |
+------------+---------------------------------------------------------+
| **11.**    | Validation Test Tolerances                              |
+------------+---------------------------------------------------------+
| **12.**    | Validation Data Roadmap                                 |
+------------+---------------------------------------------------------+
| **13.**    | Acceptance Guidelines for Alternative Engines Data      |
+------------+---------------------------------------------------------+
| **14.**    | Acceptance Guidelines for Alternative Avionics          |
|            | (Flight-Related Computers and Controllers)              |
+------------+---------------------------------------------------------+
| **15.**    | Transport Delay Testing                                 |
+------------+---------------------------------------------------------+
| **16.**    | Continuing Qualification Evaluations -- Validation Test |
|            | Data Presentation                                       |
+------------+---------------------------------------------------------+
| **17.**    | Alternative Data Sources, Procedures, and               |
|            | Instrumentation: Level A and Level B Simulators Only    |
+------------+---------------------------------------------------------+

**1. Introduction**

a\. If relevant winds are present in the objective data, the wind vector
(magnitude and direction) should be clearly noted as part of the data
presentation, expressed in conventional terminology, and related to the
runway being used for the test.

b\. The NSPM will not evaluate any simulator unless the required SOC
indicates that the motion system is designed and manufactured to safely
operate within the simulator\'s maximum excursion, acceleration, and
velocity capabilities (see Motion System in the following table).

c\. Table C2A addresses helicopter simulators at Levels B, C, and D
because there are no Level A Helicopter simulators.

**End Information**

**Begin QPS Requirements**

**2. Test requirements.**

a\. The ground and flight tests required for qualification are listed in
Table of C2A, FFS Objective Tests. Computer generated simulator test
results must be provided for each test except where an alternative test
is specifically authorized by the NSPM. If a flight condition or
operating condition is required for the test but does not apply to the
helicopter being simulated or to the qualification level sought, it may
be disregarded (e.g., an engine out missed approach for a single-engine
helicopter, or a hover test for a Level B simulator). Each test result
is compared against the validation data described in § 60.13 and in this
appendix. Although use of a driver program designed to automatically
accomplish the tests is encouraged for all simulators and required for
Level C and Level D simulators, each test must be able to be
accomplished manually while recording all appropriate parameters. The
results must be produced on an appropriate recording device acceptable
to the NSPM and must include simulator number, date, time, conditions,
tolerances, and appropriate dependent variables portrayed in comparison
to the validation data. Time histories are required unless otherwise
indicated in Table C2A. All results must be labeled using the tolerances
and units given.

b\. Table C2A sets out the test results required, including the
parameters, tolerances, and flight conditions for simulator validation.
Tolerances are provided for the listed tests because mathematical
modeling and acquisition/development of reference data are often
inexact. All tolerances listed in the following tables are applied to
simulator performance. When two tolerance values are given for a
parameter, the less restrictive value may be used unless otherwise
indicated. In those cases where a tolerance is expressed only as a
percentage, the tolerance percentage applies to the maximum value of
that parameter within its normal operating range as measured from the
neutral or zero position unless otherwise indicated.

c\. Certain tests included in this attachment must be supported with an
SOC. In Table C2A, requirements for SOCs are indicated in the "Test
Details" column.

d\. When operational or engineering judgment is used in making
assessments for flight test data applications for simulator validity,
such judgment may not be limited to a single parameter. For example,
data that exhibit rapid variations of the measured parameters may
require interpolations or a "best fit" data selection. All relevant
parameters related to a given maneuver or flight condition must be
provided to allow overall interpretation. When it is difficult or
impossible to match simulator to helicopter data throughout a time
history, differences must be justified by providing a comparison of
other related variables for the condition being assessed.

e\. The FFS may not be programmed so that the mathematical modeling is
correct only at the validation test points. Unless noted otherwise,
simulator tests must represent helicopter performance and handling
qualities at operating weights and centers of gravity (CG) typical of
normal operation. If a test is supported by helicopter data at one
extreme weight or CG, another test supported by helicopter data at
mid-conditions or as close as possible to the other extreme must be
included. Certain tests that are relevant only at one extreme CG or
weight condition need not be repeated at the other extreme. Tests of
handling qualities must include validation of augmentation devices.

f\. When comparing the parameters listed to those of the helicopter,
sufficient data must also be provided to verify the correct flight
condition and helicopter configuration changes. For example, to show
that control force is within ±0.5 pound (0.22 daN) in a static stability
test, data to show the correct airspeed, power, thrust or torque,
helicopter configuration, altitude, and other appropriate datum
identification parameters must also be given. If comparing short period
dynamics, normal acceleration may be used to establish a match to the
helicopter, but airspeed, altitude, control input, helicopter
configuration, and other appropriate data must also be given. All
airspeed values must be properly annotated (e.g., indicated versus
calibrated). In addition, the same variables must be used for comparison
(e.g., compare inches to inches rather than inches to centimeters).

g\. The QTG provided by the sponsor must clearly describe how the
simulator will be set up and operated for each test. Each simulator
subsystem may be tested independently, but overall integrated testing of
the simulator must be accomplished to assure that the total simulator
system meets the prescribed standards. A manual test procedure with
explicit and detailed steps for completing each test must also be
provided.

h\. For previously qualified simulators, the tests and tolerances of
this attachment may be used in subsequent continuing qualification
evaluations for any given test if the sponsor has submitted a proposed
MQTG revision to the NSPM and has received NSPM approval.

i\. Motion System Tests:

\(a\) The minimum excursions, accelerations, and velocities for pitch,
roll, and yaw must be measurable about a single, common reference point
and must be achieved by driving one degree of freedom at a time.

\(b\) The minimum excursions, accelerations, and velocities for heave,
sway, and surge may be measured about different, identifiable reference
points and must be achieved by driving one degree of freedom at a time.

j\. Tests of handling qualities must include validation of augmentation
devices. FFSs for highly augmented helicopters will be validated both in
the unaugmented configuration (or failure state with the maximum
permitted degradation in handling qualities) and the augmented
configuration. Where various levels of handling qualities result from
failure states, validation of the effect of the failure is necessary.
For those performance and static handling qualities tests where the
primary concern is control position in the unaugmented configuration,
unaugmented data are not required if the design of the system precludes
any affect on control position. In those instances where the unaugmented
helicopter response is divergent and non-repeatable, it may not be
feasible to meet the specified tolerances. Alternative requirements for
testing will be mutually agreed upon by the sponsor and the NSPM on a
case-by-case basis.

k\. Some tests will not be required for helicopters using helicopter
hardware in the simulator flight deck (e.g., "helicopter modular
controller"). These exceptions are noted in Table C2A of this
attachment. However, in these cases, the sponsor must provide a
statement that the helicopter hardware meets the appropriate
manufacturer's specifications and the sponsor must have supporting
information to that fact available for NSPM review.

l\. In cases where light-class helicopters are being simulated, prior
coordination with the NSPM on acceptable weight ranges is required. The
terms "light," "medium," and "near maximum," as defined in Appendix F of
this part, may not be appropriate for the simulation of light-class
helicopters.

**End QPS Requirements**

**Begin Information**

m\. In those cases where the objective test results authorize a
"snapshot test" or a "series of snapshot test results" in lieu of a
time-history result, the sponsor or other data provider must ensure that
a steady state condition exists at the instant of time captured by the
"snapshot." The steady state condition must exist from 4 seconds prior
to, through 1 second following, the instant of time captured by the snap
shot.

n\. For references on basic operating weight, see AC 120-27, Aircraft
Weight and Balance; and FAA- H-8083-1, Aircraft Weight and Balance
Handbook.

**End Information**

<table>
<colgroup>
<col style="width: 7%" />
<col style="width: 13%" />
<col style="width: 14%" />
<col style="width: 0%" />
<col style="width: 11%" />
<col style="width: 0%" />
<col style="width: 24%" />
<col style="width: 4%" />
<col style="width: 4%" />
<col style="width: 4%" />
<col style="width: 14%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="11"><strong>1. Performance</strong></td>
</tr>
<tr class="even">
<td><strong>1.a.</strong></td>
<td colspan="6"><strong>Engine Assessment</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.a.1.</strong></td>
<td colspan="6">Start Operations</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.a.1.a</strong></td>
<td>Engine start and acceleration (transient).</td>
<td colspan="2"><p>Light Off Time -</p>
<p>±10% or ±1 sec., Torque - ±5%,</p>
<p>Rotor Speed - ±3%,</p>
<p>Fuel Flow - ±10%,</p>
<p>Gas Generator Speed - ±5%, Power Turbine Speed - ±5%,</p>
<p>Gas Turbine Temp. - ±30C</p></td>
<td colspan="2">Ground with the Rotor Brake Used and Not Used, if
applicable.</td>
<td>Record each engine start from the initiation of the start sequence
to steady state idle and from steady state idle to operating RPM.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.a.1.b.</strong></td>
<td>Steady State Idle and Operating RPM conditions.</td>
<td colspan="2"><p>Torque - ±3%,</p>
<p>Rotor Speed - ±1.5%,</p>
<p>Fuel Flow - ±5%,</p>
<p>Gas Generator Speed - ±2%, Power Turbine Speed - ±2%,</p>
<p>Turbine Gas Temp. - ±20C.</p></td>
<td colspan="2">Ground</td>
<td><p>Record both steady state idle and operating RPM conditions.</p>
<p>May be a series of snapshot tests.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.a.2.</strong></td>
<td>Power Turbine Speed Trim</td>
<td colspan="2"><p>±10% of total change of power turbine speed,</p>
<p>or</p>
<p>±0.5% change of rotor speed.</p></td>
<td colspan="2">Ground</td>
<td>Record engine response to trim system actuation in both
directions.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.a.3.</strong></td>
<td>Engine and Rotor Speed Governing</td>
<td colspan="2"><p>Torque - ±5%,</p>
<p>Rotor Speed - 1.5%.</p></td>
<td colspan="2">Climb and descent</td>
<td><p>Record results using a step input to the collective.</p>
<p>May be conducted concurrently with climb and descent performance
tests.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.b.</strong></td>
<td colspan="6"><strong>Surface Operations</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.b.1.</strong></td>
<td>Minimum Radius Turn</td>
<td colspan="2">±3 ft. (0.9m) or 20% of helicopter turn radius.</td>
<td colspan="2">Ground</td>
<td>If brakes are used, brake pedal position and brake system pressure
must be matched to the helicopter flight test value.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.b.2.</strong></td>
<td>Rate of Turn vs. Pedal Deflection, Brake Application, or Nosewheel
Angle, as applicable</td>
<td colspan="2"><p>±10% or</p>
<p>±2º/sec. Turn Rate.</p></td>
<td colspan="2"><p>Ground</p>
<p>Takeoff</p></td>
<td>If brakes are used, brake pedal position and brake system pressure
must be matched to the helicopter flight test value.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.b.3.</strong></td>
<td>Taxi</td>
<td colspan="2"><p>Pitch Angle - ±1.5º,</p>
<p>Torque - ±3%,</p>
<p>Longitudinal Control Position - ±5%,</p>
<p>Lateral Control Position - ±5%,</p>
<p>Directional Control Position ±5%,</p>
<p>Collective Control Position - ±5%</p></td>
<td colspan="2">Ground</td>
<td>Record results for control position and pitch attitude during ground
taxi for a specific ground speed, wind speed and direction, and density
altitude.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.b.4.</strong></td>
<td>Brake Effectiveness</td>
<td colspan="2">±10% of time and distance.</td>
<td colspan="2">Ground</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.c.</strong></td>
<td colspan="6"><p><strong>Takeoff</strong></p>
<p>When the speed range for the following tests is less than 40 knots,
the applicable airspeed tolerance may be applied to either airspeed or
ground speed, as appropriate.</p></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.c.1.</strong></td>
<td>All Engines</td>
<td colspan="2"><p>Airspeed - ±3 kt,</p>
<p>Altitude - ±20 ft (6.1m), Torque - ±3%,</p>
<p>Rotor Speed - ±1.5%,</p>
<p>Vertical Velocity - ±100 fpm (0.50m/sec) or 10%, Pitch Attitude -
±1.5º, Bank Attitude - ±2º, Heading - ±2º, Longitudinal Control Position
- ±10%, Lateral Control Position - ±10%, Directional Control Position -
±10%,</p>
<p>Collective Control Position - ±10%.</p></td>
<td colspan="2">Ground / Takeoff and Initial Segment of Climb.</td>
<td>Record results of takeoff flight path as appropriate to helicopter
model simulated (running takeoff for Level B, takeoff from a hover for
Level C and D). For Level B, the criteria apply only to those segments
at airspeeds above effective translational lift. Results must be
recorded from the initiation of the takeoff to at least 200 ft (61m)
AGL.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.c.2.</strong></td>
<td>One Engine Inoperative continued takeoff.</td>
<td colspan="2"><p>Airspeed - ±3 kt,</p>
<p>Altitude - ±20 ft (6.1m), Torque - ±3%,</p>
<p>Rotor Speed - ±1.5%,</p>
<p>Vertical Velocity - ±100 fpm (0.50m/sec) or 10%, Pitch Attitude -
±1.5º, Bank Attitude - ±2º, Heading - ±2º, Longitudinal Control Position
- ±10%</p>
<p>Lateral Control Position - ±10%,</p>
<p>Directional Control Position - ±10%,</p>
<p>Collective Control Position - ±10%.</p></td>
<td colspan="2">Ground/Takeoff; and Initial Segment of Climb.</td>
<td>Record takeoff flight path as appropriate to helicopter model
simulated. Results must be recorded from the initiation of the takeoff
to at least 200 ft (61m) AGL.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Because several kinds of takeoff procedures can be performed, the
specific type of takeoff profile should be recorded to ensure the proper
takeoff profile comparison test is used.</td>
</tr>
<tr class="even">
<td><strong>1.c.3.</strong></td>
<td>One Engine inoperative, rejected take off.</td>
<td colspan="2"><p>Airspeed ± 3 kt</p>
<p>Altitude ± 20 ft (6.1m)</p>
<p>Torque ± 3%</p>
<p>Rotor Speed ± 1.5%</p>
<p>Pitch Attitude ± 1.5°</p>
<p>Roll angle ± 1.5°</p>
<p>Heading ± 2°</p>
<p>Longitudinal Control Position ± 10%</p>
<p>Lateral Control Position ± 10%</p>
<p>Directional Control Position ± 10%</p>
<p>Collective Control Position ± 10%</p>
<p>Distance: ± 7.5% or ± 30m (100ft).</p></td>
<td colspan="2">Ground, Takeoff.</td>
<td>Time history from the take off point to touch down. Test conditions
near limiting performance.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.d.</strong></td>
<td colspan="6"><strong>Hover</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td>Performance</td>
<td colspan="2"><p>Torque - ±3%, Pitch Attitude - ±1.5º, Bank Attitude -
±1.5º, Longitudinal Control Position - ±5%, Lateral Control Position -
±5%,</p>
<p>Directional Control Position - ±5%,</p>
<p>Collective Control Position - ±5%.</p></td>
<td colspan="2">In Ground Effect (IGE); and Out of Ground Effect
(OGE).</td>
<td>Record results for light and heavy gross weights. May be a series of
snapshot tests.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.e.</strong></td>
<td colspan="6"><strong>Vertical Climb</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td>Performance</td>
<td colspan="2">Vertical Velocity - ±100 fpm (0.50 m/sec) or ±10%,
Directional Control Position - ±5%, Collective Control Position -
±5%.</td>
<td colspan="2">From OGE Hover.</td>
<td>Record results for light and heavy gross weights. May be a series of
snapshot tests.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>.</td>
</tr>
<tr class="odd">
<td><strong>1.f.</strong></td>
<td colspan="6"><strong>Level Flight</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td>Performance and Trimmed Flight Control Positions.</td>
<td colspan="2"><p>Torque - ±3%, Pitch Attitude - ±1.5º, Sideslip Angle
- ±2º,</p>
<p>Longitudinal Control Position - ±5%, Lateral Control Position - ±5%,
Directional Control Position - ±5%, Collective Control Position -
±5%.</p></td>
<td colspan="2"><p>Cruise</p>
<p>(Augmentation On and Off).</p></td>
<td>Record results for two gross weight and CG combinations with varying
trim speeds throughout the airspeed envelope. May be a series of
snapshot tests.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>This test validates performance at speeds above maximum endurance
airspeed.</td>
</tr>
<tr class="odd">
<td><strong>1.g.</strong></td>
<td colspan="6"><strong>Climb</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td>Performance and Trimmed Flight Control Positions.</td>
<td colspan="2"><p>Vertical Velocity - ±100 fpm (6.1m/sec) or ±10%,
Pitch Attitude - ±1.5º, Sideslip Angle - ±2º,</p>
<p>Longitudinal Control Position - ±5%, Lateral Control Position - ±5%,
Directional Control Position - ±5%, Collective Control Position -
±5%.</p></td>
<td colspan="2">All engines operating; One engine inoperative;
Augmentation System(s) On and Off.</td>
<td>Record results for two gross weight and CG combinations. The data
presented must be for normal climb power conditions. May be a series of
snapshot tests.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.h.</strong></td>
<td colspan="6"><strong>Descent.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.h.1.</strong></td>
<td>Descent Performance and Trimmed Flight Control Positions.</td>
<td colspan="2"><p>Torque - ±3%, Pitch Attitude - ±1.5º, Sideslip Angle
- ±2, º</p>
<p>Longitudinal Control Position - ±5%, Lateral Control Position - ±5%,
Directional Control Position - ±5%, Collective Control Position -
±5%.</p></td>
<td colspan="2">At or near 1,000 fpm (5 m/sec) rate of descent (RoD) at
normal approach speed. Augmentation System(s) On and Off.</td>
<td>Results must be recorded for two gross weight and CG combinations.
May be a series of snapshot tests.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.h.2.</strong></td>
<td>Autorotation Performance and Trimmed Flight Control Positions.</td>
<td colspan="2"><p>Pitch Attitude - ±1.5º, Sideslip Angle - ±2º,
Longitudinal Control Position - ±5%, Lateral Control Position - ±5%,
Directional Control Position - ±5%, Collective Control Position -
±5%</p>
<p>Vertical Velocity ±100 fpm or 10%,</p>
<p>Rotor Speed ±1.5%.</p></td>
<td colspan="2">Steady descents. Augmentation System(s) On and Off.</td>
<td>Record results for two gross weight conditions. Data must be
recorded for normal operating RPM. (Rotor speed tolerance applies only
if collective control position is full down.) Data must be recorded for
speeds from 50 kts, ±5 kts, through at least maximum glide distance
airspeed, or maximum allowable autorotation airspeed, whichever is
slower. May be a series of snapshot tests.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.i.</strong></td>
<td colspan="6"><strong>Autorotation.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td>Entry<strong>.</strong></td>
<td colspan="2"><p>Rotor Speed - ±3%</p>
<p>Pitch Attitude ±2º</p>
<p>Roll Attitude - ±3º</p>
<p>Yaw Attitude - ±5º</p>
<p>Airspeed - ±5 kts.</p>
<p>Vertical Velocity - ±200 fpm (1.00 m/sec) or 10%.</p></td>
<td colspan="2">Cruise or Climb.</td>
<td>Record results of a rapid throttle reduction to idle. If the cruise
condition is selected, comparison must be made for the maximum range
airspeed. If the climb condition is selected, comparison must be made
for the maximum rate of climb airspeed at or near maximum continuous
power.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.j.</strong></td>
<td colspan="6"><p><strong>Landing.</strong></p>
<p>When the speed range for tests 1.j.1., 1.j.2., or 1.j.3. is less than
40 knots, the applicable airspeed tolerance may be applied to either
airspeed or ground speed, as appropriate.</p></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.j.1.</strong></td>
<td>All Engines.</td>
<td colspan="2">Airspeed - ±3 kts., Altitude - ±20 ft. (6.1m), Torque -
±3%, Rotor Speed - ±1.5%, Pitch Attitude - ±1.5º, Bank Attitude - ±1.5º,
Heading - ±2º, Longitudinal Control Position -±10%, Lateral Control
Position - ±10%, Directional Control Position - ±10%, Collective Control
Position - ±10%.</td>
<td colspan="2">Approach.</td>
<td>Record results of the approach and landing profile as appropriate to
the helicopter model simulated (running landing for Level B, or approach
to a hover for Level C and D). For Level B, the criteria apply only to
those segments at airspeeds above effective translational lift.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.j.2.</strong></td>
<td>One Engine Inoperative.</td>
<td colspan="2">Airspeed - ±3 kts., Altitude - ±20 ft. (6.1m), Torque -
±3%, Rotor Speed - ±1.5%, Pitch Attitude - ±1.5º, Bank Attitude - ±1.5º,
Heading - ±2º, Longitudinal Control Position - ±10%, Lateral Control
Position - ±10%, Directional Control Position - ±10%, Collective Control
Position - ±10%.</td>
<td colspan="2">Approach.</td>
<td>Record results for both Category A and Category B approaches and
landing as appropriate to helicopter model simulated. For Level B, the
criteria apply only to those segments at airspeeds above effective
translational lift.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.j.3.</strong></td>
<td>Balked Landing</td>
<td colspan="2">Airspeed - ±3 kts, Altitude - ±20 ft. (6.1m), Torque -
±3%, Rotor Speed - ±1.5%, Pitch Attitude - ±1.5º, Bank Attitude - ±1.5º,
Heading - ±2º, Longitudinal Control Position - ±10%, Lateral Control
Position - ±10%, Directional Control Position - ±10%, Collective Control
Position - ±10%.</td>
<td colspan="2">Approach.</td>
<td>Record the results for the maneuver initiated from a stabilized
approach at the landing decision point (LDP).</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.j.4.</strong></td>
<td>Autorotational Landing.</td>
<td colspan="2">Torque - ±3%, Rotor Speed - ±3%, Vertical Velocity -
±100 fpm (0.50m/sec) or 10%, Pitch Attitude - ±2º, Bank Attitude - ±2º,
Heading - ±5º, Longitudinal Control Position - ±10%, Lateral Control
Position - ±10%, Directional Control Position - ±10%, Collective Control
Position - ±10%.</td>
<td colspan="2">Landing.</td>
<td><p>Record the results of an autorotational deceleration and landing
from a stabilized autorotational descent, to touch down.</p>
<p>If flight test data containing all required parameters for a complete
power-off landing is not available from the aircraft manufacturer for
this test and other qualified flight test personnel are not available to
acquire this data, the sponsor may coordinate with the NSPM to determine
if it is appropriate to accept alternative testing means.</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Alternative approaches for acquiring this data may be acceptable,
depending on the aircraft as well as the personnel and the data
recording, reduction, and interpretation facilities to be used, are: 1)
a simulated autorotational flare and reduction of rate of descent (ROD)
at altitude; or 2) a power-on termination following an autorotational
approach and flare.</td>
</tr>
<tr class="odd">
<td colspan="11"><strong>2. Handling Qualities.</strong></td>
</tr>
<tr class="even">
<td><strong>2.a.</strong></td>
<td colspan="6"><strong>Control System Mechanical
Characteristics.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td colspan="6">For simulators requiring Static or Dynamic tests at the
controls (i.e., cyclic, collective, and pedal), special test fixtures
will not be required during initial or upgrade evaluations if the
sponsor's QTG/MQTG shows both test fixture results and the results of an
alternative approach, such as computer plots produced concurrently
showing satisfactory agreement. Repeat of the alternative method during
the initial or upgrade evaluation satisfies this test requirement. For
initial and upgrade evaluations, the control dynamic characteristics
must be measured at and recorded directly from the flight deck controls,
and must be accomplished in hover, climb, cruise, and autorotation.</td>
<td></td>
<td></td>
<td></td>
<td>Contact the NSPM for clarification of any issue regarding
helicopters with reversible controls or where the required validation
data is not attainable.</td>
</tr>
<tr class="even">
<td><strong>2.a.1.</strong></td>
<td>Cyclic.</td>
<td colspan="2"><p>Breakout - ±0.25 lbs. (0.112 daN) or 25%;</p>
<p>Force - ±1.0 lb. (0.224 daN) or 10%.</p></td>
<td colspan="2"><p>Ground; Static conditions with the hydraulic system
(if applicable) pressurized; supplemental hydraulic pressurization
system may be used. Trim On and Off.</p>
<p>Friction Off</p>
<p>Augmentation (if applicable) On and Off.</p></td>
<td>Record results for an uninterrupted control sweep to the stops.
(This test does not apply if aircraft hardware modular controllers are
used.)</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><p>Flight Test Data for this test does not require the rotor to be
engaged/turning.</p>
<p>The phrase “if applicable” regarding stability augmentation systems
means if an augmentation system is available and if this system may be
operational on the ground under static conditions as described
here.</p></td>
</tr>
<tr class="odd">
<td><strong>2.a.2.</strong></td>
<td>Collective / Pedals</td>
<td colspan="2">Breakout - ±0.5 lb. (0.224 daN) or 25%; Force - ±1.0 lb.
(0.224 daN) or 10%.</td>
<td colspan="2">Ground; Static conditions with the hydraulic system (if
applicable) pressurized; supplemental hydraulic pressurization system
may be used. Trim On and Off. Friction Off. Augmentation (if applicable)
On and Off.</td>
<td>Record results for an uninterrupted control sweep to the stops.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><p>Flight Test Data for this test does not require the rotor to be
engaged/turning.</p>
<p>The phrase “if applicable” regarding stability augmentation system
means if a stability augmentation system is available and if this system
may be operational on the ground under static conditions as described
here.”</p></td>
</tr>
<tr class="even">
<td><strong>2.a.3.</strong></td>
<td>Brake Pedal Force vs. Position.</td>
<td colspan="2">±5 lbs. (2.224 daN) or 10%.</td>
<td colspan="2">Ground; Static conditions.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.a.4.</strong></td>
<td>Trim System Rate (all applicable systems)</td>
<td colspan="2">Rate - ±10%.</td>
<td colspan="2">Ground; Static conditions. Trim On, Friction Off.</td>
<td>The tolerance applies to the recorded value of the trim rate.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.a.5.</strong></td>
<td>Control Dynamics (all axes)</td>
<td colspan="2"><p>±10% of time for first zero crossing and</p>
<p>±10 (N+1)% of period thereafter, ±10% of amplitude of first
overshoot, 20% of amplitude of 2<sup>nd</sup> and subsequent overshoots
greater than 5% of initial displacement, ±1 overshoot.</p></td>
<td colspan="2">Hover/Cruise, Trim On, Friction Off.</td>
<td>Results must be recorded for a normal control displacement in both
directions in each axis</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Typically, control displacement of 25% to 50% is necessary for
proper excitation. Control Dynamics for irreversible control systems may
be evaluated in a ground/static condition. Additional information on
control dynamics is found later in this attachment. “N” is the
sequential period of a full cycle of oscillation.</td>
</tr>
<tr class="odd">
<td><strong>2.a.6.</strong></td>
<td>Control System Freeplay</td>
<td colspan="2">±0.10 inches (±2.5 mm).</td>
<td colspan="2">Ground; Static conditions; with the hydraulic system (if
applicable) pressurized; supplemental hydraulic pressurization system
may be used.</td>
<td>Record and compare results for all controls.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Flight Test Data for this test does not require the rotor to be
engaged/turning.</td>
</tr>
<tr class="even">
<td><strong>2.b.</strong></td>
<td colspan="6"><strong>Low Airspeed Handling Qualities.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.b.1.</strong></td>
<td>Trimmed Flight Control Positions.</td>
<td colspan="2"><p>Torque - ±3%</p>
<p>Pitch Attitude - ±1.5º</p>
<p>Bank Attitude - ±2º</p>
<p>Longitudinal Control Position - ±5%.</p>
<p>Lateral Control Position - ±5%</p>
<p>Directional Control Position - ±5%</p>
<p>Collective Control Position - ±5%.</p></td>
<td colspan="2"><p>Translational Flight IGE - Sideward, rearward, and
forward flight.</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record results for several airspeed increments to the
translational airspeed limits and for 45 kts. forward airspeed.</p>
<p>May be a series of snapshot tests.</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.b.2.</strong></td>
<td>Critical Azimuth</td>
<td colspan="2"><p>Torque - ±3%</p>
<p>Pitch Attitude - ±1.5º,</p>
<p>Bank Attitude - ±2º,</p>
<p>Longitudinal Control Position - ±5%, Lateral Control Position - ±5%,
Directional Control Position - ±5%, Collective Control Position -
±5%.</p></td>
<td colspan="2"><p>Stationary Hover.</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for three relative wind directions (including the
most critical case) in the critical quadrant. May be a series of
snapshot tests.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.b.3.</strong></td>
<td colspan="6">Control Response</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.b.3.a.</strong></td>
<td>Longitudinal</td>
<td colspan="2"><p>Pitch Rate - ±10% or ±2º/sec.</p>
<p>Pitch Attitude Change - ±10% or 1.5º.</p></td>
<td colspan="2"><p>Hover.</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>This is a “short time” test conducted in a hover, in ground effect,
without entering translational flight, to provide better visual
reference.</td>
</tr>
<tr class="odd">
<td><strong>2.b.3.b.</strong></td>
<td>Lateral</td>
<td colspan="2"><p>Roll Rate - ±10% or ±3º/sec.</p>
<p>Roll Attitude Change - ±10% or ±3º.</p></td>
<td colspan="2"><p>Hover</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>This is a “short time” test conducted in a hover, in ground effect,
without entering translational flight, to provide better visual
reference.</td>
</tr>
<tr class="even">
<td><strong>2.b.3.c.</strong></td>
<td>Directional</td>
<td colspan="2"><p>Yaw Rate - ±10% or</p>
<p>±2º/sec.</p>
<p>Heading Change - ±10% or ±2º.</p></td>
<td colspan="2"><p>Hover</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>This is a “short time” test conducted in a hover, in ground effect,
without entering translational flight, to provide better visual
reference.</td>
</tr>
<tr class="odd">
<td><strong>2.b.3.d.</strong></td>
<td>Vertical</td>
<td colspan="2">Normal Acceleration - ±0.1 g.</td>
<td colspan="2"><p>Hover</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.c.</strong></td>
<td colspan="6"><strong>Longitudinal Handling Qualities.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.c.1.</strong></td>
<td>Control Response</td>
<td colspan="2">Pitch Rate - ±10% or ±2º/sec., Pitch Attitude Change -
±10% or ±1.5º.</td>
<td colspan="2">Cruise Augmentation On and Off.</td>
<td>Results must be recorded for two cruise airspeeds to include minimum
power required speed. Record data for a step control input. The Off-axis
response must show correct trend for unaugmented cases.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.c.2.</strong></td>
<td>Static Stability</td>
<td colspan="2"><p>Longitudinal Control Position: ±10% of change from
trim or ±0.25 in. (6.3 mm) or</p>
<p>Longitudinal Control Force : ±0.5 lb. (0.223 daN) or ±10%.</p></td>
<td colspan="2"><p>Cruise or Climb.</p>
<p>Autorotation.</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record results for a minimum of two speeds on each side of the
trim speed.</p>
<p>May be a series of snapshot tests.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.c.3.</strong></td>
<td colspan="6">Dynamic Stability</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.c.3.a.</strong></td>
<td>Long Term Response.</td>
<td colspan="2"><p>±10% of calculated period, ±10% of time to ½ or
double amplitude, or ±0.02 of damping ratio.</p>
<p>For non-periodic responses, the time history must be matched within
±3º pitch; and ±5 kts airspeed over a 20 sec period following release of
the controls.</p></td>
<td colspan="2"><p>Cruise</p>
<p>Augmentation On and Off.</p></td>
<td><p>For periodic responses, record results for three full cycles (6
overshoots after input completed) or that sufficient to determine time
to ½ or double amplitude, whichever is less.</p>
<p>The test may be terminated prior to 20 sec. if the test pilot
determines that the results are becoming uncontrollably
divergent.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><p>The response may be unrepeatable throughout the stated time for
certain helicopters. In these cases, the test should show at least that
a divergence is identifiable. For example: displacing the cyclic for a
given time normally excites this test or until a given pitch attitude is
achieved and then return the cyclic to the original position.</p>
<p>For non-periodic responses, results should show the same convergent
or divergent character as the flight test data.</p></td>
</tr>
<tr class="odd">
<td><strong>2.c.3.b.</strong></td>
<td>Short Term Response.</td>
<td colspan="2"><p>±1.5º Pitch or</p>
<p>±2º/sec. Pitch Rate.</p>
<p>±0.1 g Normal Acceleration.</p></td>
<td colspan="2"><p>Cruise or Climb.</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for at least two airspeeds.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>A control doublet inserted at the natural frequency of the aircraft
normally excites this test. However, while input doublets are preferred
over pulse inputs for Augmentation-Off tests, for Augmentation-On tests,
when the short term response exhibits 1st-order or deadbeat
characteristics, longitudinal pulse inputs may produce a more coherent
response.</td>
</tr>
<tr class="even">
<td><strong>2.c.4.</strong></td>
<td>Maneuvering Stability.</td>
<td colspan="2"><p>Longitudinal Control Position - ±10% of change from
trim or ±0.25 in. (6.3 mm) or</p>
<p>Longitudinal Control Forces - ±0.5 lb. (0.223 daN) or ±10%.</p></td>
<td colspan="2"><p>Cruise or Climb.</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for at least two airspeeds at 30º-45º roll angle. The
force may be shown as a cross plot for irreversible systems. May be a
series of snapshot tests.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.d.</strong></td>
<td colspan="6"><strong>Lateral and Directional Handling
Qualities.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.d.1.</strong></td>
<td colspan="6">Control Response.</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.d.1.a</strong></td>
<td>Lateral.</td>
<td colspan="2">Roll Rate - ±10% or ±3º/sec., Roll Attitude Change -
±10% or ±3º.</td>
<td colspan="2"><p>Cruise</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record results for at least two airspeeds, including the speed at
or near the minimum power required airspeed.</p>
<p>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.d.1.b.</strong></td>
<td>Directional.</td>
<td colspan="2">Yaw Rate - ±10% or ±2º/sec., Yaw Attitude Change - ±10%
or ±2º.</td>
<td colspan="2"><p>Cruise</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record data for at least two airspeeds, including the speed at or
near the minimum power required airspeed.</p>
<p>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.d.2.</strong></td>
<td>Directional Static Stability.</td>
<td colspan="2"><p>Lateral Control Position - ±10% of change from trim
or ±0.25 in. (6.3 mm) or Lateral Control Force - ±0.5 lb. (0.223 daN) or
10%, Roll Attitude - ±1.5,</p>
<p>Directional Control Position - ±10% of change from trim or ±0.25 in.
(6.3 mm) or Directional Control Force - ±1 lb. (0.448 daN) or 10%.,</p>
<p>Longitudinal Control Position - ±10% of change from trim or ±0.25 in.
(6.3 mm), Vertical Velocity - ±100 fpm (0.50m/sec) or 10%.</p></td>
<td colspan="2">Cruise; or Climb (may use Descent instead of Climb if
desired), Augmentation On and Off.</td>
<td>Record results for at least two sideslip angles on either side of
the trim point. The force may be shown as a cross plot for irreversible
systems. May be a series of snapshot tests.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>This is a steady heading sideslip test at a fixed collective
position.</td>
</tr>
<tr class="even">
<td><strong>2.d.3.</strong></td>
<td colspan="6">Dynamic Lateral and Directional Stability</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.d.3.a.</strong></td>
<td>Lateral-Directional Oscillations.</td>
<td colspan="2"><p>±0.5 sec. or ±10% of period , ±10% of time to ½ or
double amplitude or ±0.02 of damping ratio, ±20% or ±1 sec of time
difference between peaks of bank and sideslip.</p>
<p>For non-periodic responses, the time history must be matched within
±10 knots Airspeed;</p>
<p>±5º/s Roll Rate or ±5º Roll Attitude;</p>
<p>±4º/s Yaw Rate or ±4º Yaw Angle</p>
<p>over a 20 sec period roll angle following release of the
controls.</p></td>
<td colspan="2"><p>Cruise or Climb.</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record results for at least two airspeeds. The test must be
initiated with a cyclic or a pedal doublet input. Record results for six
full cycles (12 overshoots after input completed) or that sufficient to
determine time to ½ or double amplitude, whichever is less.</p>
<p>The test may be terminated prior to 20 sec if the test pilot
determines that the results are becoming uncontrollably
divergent.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.d.3.b.</strong></td>
<td>Spiral Stability.</td>
<td colspan="2">±2º or ±10% roll angle.</td>
<td colspan="2"><p>Cruise or Climb.</p>
<p>Augmentation On and Off.</p></td>
<td>Record the results of a release from pedal only or cyclic only turns
for 20 sec. Results must be recorded from turns in both directions.
Terminate check at zero roll angle or when the test pilot determines
that the attitude is becoming uncontrollably divergent.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.d.3.c.</strong></td>
<td>Adverse/Proverse Yaw.</td>
<td colspan="2">Correct Trend, ±2º transient sideslip angle.</td>
<td colspan="2"><p>Cruise or Climb.</p>
<p>Augmentation On and Off.</p></td>
<td>Record the time history of initial entry into cyclic only turns,
using only a moderate rate for cyclic input. Results must be recorded
for turns in both directions.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>3.</strong></td>
<td><strong>Motion System.</strong></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>3.a.</strong></td>
<td colspan="6"><strong>Frequency response.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td></td>
<td colspan="2">Based on Simulator Capability.</td>
<td colspan="2">N/A</td>
<td><p>Required as part of the MQTG.</p>
<p>The test must demonstrate frequency response of the motion system as
specified by the applicant for flight simulator
qualification<strong>.</strong></p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>3.b.</strong></td>
<td colspan="6"><strong>Leg Balance.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td>Leg Balance.</td>
<td colspan="2">Based on Simulator Capability.</td>
<td colspan="2">N/A</td>
<td><p>Required as part of the MQTG.</p>
<p>The test must demonstrate motion system leg balance as specified by
the applicant for flight simulator qualification.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>3.c.</strong></td>
<td colspan="6"><strong>Turn Around.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td>Turn Around.</td>
<td colspan="2">Based on Simulator Capability.</td>
<td colspan="2">N/A</td>
<td><p>Required as part of the MQTG.</p>
<p>The test must demonstrate a smooth turn-around (shift to opposite
direction of movement) of the motion system as specified by the
applicant for flight simulator qualification<strong>.</strong></p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><h4 id="d" class="Title-Text-Block-Lvl-7">3.d</h4></td>
<td colspan="6"><strong>Motion system repeatability.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td></td>
<td colspan="2">With the same input signal, the test results must be
repeatable to within ±0.05g actual platform linear acceleration in each
axis.</td>
<td colspan="2">Accomplished in both the “ground” mode and in the
“flight” mode of the motion system operation.</td>
<td>Required as part of the the MQTG. The test is accomplished by
injecting a motion signal to generate movement of the platform. The
input must be such that the rotational accelerations, rotational rates,
and linear accelerations are inserted before the transfer from
helicopter center of gravity to the pilot reference point with a minimum
amplitude of 5º/sec/sec, 10º/sec and 0.3g, respectively.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><p>See Paragraph 6.c. in this attachment for additional
information.</p>
<p>Note: if there is no difference in the model for “ground” and
“flight” operation of the motion system, this should be described in an
SOC and will not require tests in both modes.</p></td>
</tr>
<tr class="odd">
<td><strong>3.e.</strong></td>
<td colspan="6"><h4 id="motion-cueing-performance-signature."
class="Title-Text-Block-Lvl-7">Motion cueing performance
signature.</h4></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td>Required as part of MQTG. These tests must be run with the motion
buffet mode disabled.</td>
<td></td>
<td></td>
<td></td>
<td>See paragraph 6.d., of this attachment, Motion cueing performance
signature.</td>
</tr>
<tr class="odd">
<td><h4 id="e.1." class="Title-Text-Block-Lvl-7">3.e.1.</h4></td>
<td>Takeoff (all engines).</td>
<td colspan="2">As specified by the sponsor for flight simulator
qualification.</td>
<td colspan="2">Ground.</td>
<td>Pitch attitude due to initial climb must dominate over cab tilt due
to longitudinal acceleration.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated to test number 1.c.1.</td>
</tr>
<tr class="even">
<td><strong>3.e.2.</strong></td>
<td>Hover performance (IGE and OGE).</td>
<td colspan="2">As specified by the sponsor for flight simulator
qualification.</td>
<td colspan="2">Ground.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated to test number 1.d.</td>
</tr>
<tr class="odd">
<td><strong>3.e.3.</strong></td>
<td>Autorotation (entry).</td>
<td colspan="2">As specified by the sponsor for flight simulator
qualification.</td>
<td colspan="2">Flight.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated to test number 1.i.</td>
</tr>
<tr class="even">
<td><strong>3.e.4.</strong></td>
<td>Landing (all engines).</td>
<td colspan="2">As specified by the sponsor for flight simulator
qualification.</td>
<td colspan="2">Flight.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated to test number 1.j.1.</td>
</tr>
<tr class="odd">
<td><strong>3.e.5.</strong></td>
<td>Autorotation (landing).</td>
<td colspan="2">As specified by the sponsor for flight simulator
qualification.</td>
<td colspan="2">Flight.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated to test number 1.j.4.</td>
</tr>
<tr class="even">
<td><h4 id="e.6." class="Title-Text-Block-Lvl-7">3.e.6.</h4></td>
<td colspan="6">Control Response <strong>-</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>3.e.6.a.</strong></td>
<td>Longitudinal.</td>
<td>As specified by the sponsor for flight simulator qualification.</td>
<td colspan="2">Flight.</td>
<td colspan="2"></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated to test number 2.c.1.</td>
</tr>
<tr class="even">
<td><strong>3.e.6.b.</strong></td>
<td>Lateral.</td>
<td>As specified by the sponsor for flight simulator qualification.</td>
<td colspan="2">Ground.</td>
<td colspan="2"></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated to test number 2.d.1.a.</td>
</tr>
<tr class="odd">
<td><strong>3.e.6.c.</strong></td>
<td>Directional.</td>
<td>As specified by the sponsor for flight simulator qualification.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Associated to test number 2.d.1.c.</td>
</tr>
<tr class="even">
<td><strong>3.f.</strong></td>
<td colspan="6"><h4 id="characteristic-motion-vibration-cues"
class="Title-Text-Block-Lvl-7">Characteristic Motion (Vibration) Cues –
</h4>
<h4
id="for-all-of-the-following-tests-the-simulator-test-results-must-exhibit-the-overall-appearance-and-trends-of-the-helicopter-data-with-at-least-three-3-of-the-predominant-frequency-spikes-being-present-within-2-hz."
class="Title-Text-Block-Lvl-7">For all of the following tests, the
simulator test results must exhibit the overall appearance and trends of
the helicopter data, with at least three (3) of the predominant
frequency “spikes” being present within ±2 Hz.</h4>
<h4 id="section-28" class="Title-Text-Block-Lvl-7"> </h4></td>
<td></td>
<td></td>
<td></td>
<td>Characteristic motion cues may be separate from the “main” motion
system.</td>
</tr>
<tr class="odd">
<td><h4 id="f.1." class="Title-Text-Block-Lvl-7">3.f.1.</h4></td>
<td><p>Vibrations –</p>
<p>to include 1/Rev and n/Rev vibrations (where “n” is the number of
main rotor blades).</p></td>
<td><p>+3db to -6db or</p>
<p>±10% of nominal vibration level in flight cruise and correct trend
(see comment)</p></td>
<td colspan="2"><p>a) On ground (idle);</p>
<p>b) In flight</p></td>
<td colspan="2"><p>Characteristic vibrations include those that result
from operation of the helicopter (for example, high airspeed, retreating
blade stall, extended landing gear, vortex ring or settling with power)
in so far as vibration marks an event or helicopter state, which can be
sensed in the flight deck.</p>
<p><strong>[See Table C1A, table entries 5.e. and
5.f.]</strong></p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><p>Correct trend refers to a comparison of vibration amplitudes
between different maneuvers; e.g., if the 1/rev vibration amplitude in
the helicopter is higher during steady state turns than in level flight
this increasing trend should be demonstrated in the simulator.</p>
<p>Additional examples of vibrations may include:</p>
<p>a) Low &amp; High speed transition to and from hover;</p>
<p>b) Level flight;</p>
<p>c) Climb and descent (including vertical climb;</p>
<p>d) Auto-rotation;</p>
<p>e) Steady Turns.</p></td>
</tr>
<tr class="even">
<td><strong>3.f.2.</strong></td>
<td><p>Buffet –</p>
<p>Test against recorded results for characteristic buffet motion that
can be sensed in the flight deck.</p></td>
<td><p>+3db to -6db or</p>
<p>±10% of nominal vibration level in flight cruise and correct trend
(see comment)</p></td>
<td colspan="2">On ground and in flight.</td>
<td colspan="2"><p>Characteristic buffets include those that result from
operation of the helicopter (for example, high airspeed, retreating
blade stall, extended landing gear, vortex ring or settling with power)
in so far as a buffet marks an event or helicopter state, which can be
sensed in the flight deck.</p>
<p><strong>[See Table C1A, table entries 5.e. and
5.f.]</strong></p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><p>The recorded test results for characteristic buffets should allow
the checking of relative amplitude for different frequencies.</p>
<p>For atmospheric disturbance, general purpose models are acceptable
which approximate demonstrable flight test data.</p></td>
</tr>
<tr class="odd">
<td><strong>4.</strong></td>
<td colspan="6"><strong>Visual System</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.a.</strong></td>
<td colspan="6">Visual System Response Time: (Choose either test 4.a.1.
or 4.a.2. to satisfy test 4.a., Visual System Response Time Test. This
test is also sufficient for motion system response timing and flight
deck instrument response timing.)</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>4.a.1.</strong></td>
<td colspan="6"><strong>Latency.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td rowspan="2"></td>
<td></td>
<td colspan="2">150 ms (or less) after helicopter response.</td>
<td colspan="2">Takeoff, climb, and descent.</td>
<td>One test is required in each axis (pitch, roll and yaw) for each of
the three conditions (take-off, cruise, and approach or landing).</td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td colspan="2">100 ms (or less) after helicopter response.</td>
<td colspan="2">Climb, cruise, descent, and hover.</td>
<td>One test is required in each axis (pitch, roll and yaw) for each of
the three conditions (take-off, cruise, and approach or landing).</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.a.2.</strong></td>
<td colspan="6"><strong>Transport Delay</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td colspan="6"></td>
<td></td>
<td></td>
<td></td>
<td>If Transport Delay is the chosen method to demonstrate relative
responses, the sponsor and the NSPM will use the latency values to
ensure proper simulator response when reviewing those existing tests
where latency can be identified (e.g., short period, roll response,
rudder response).</td>
</tr>
<tr class="even">
<td></td>
<td></td>
<td colspan="2">150 ms (or less) after controller movement.</td>
<td colspan="2">N/A</td>
<td>A separate test is required in each axis (pitch, roll, and
yaw).</td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td></td>
<td colspan="2">100 ms (or less) after controller movement.</td>
<td colspan="2">N/A</td>
<td>A separate test is required in each axis (pitch, roll, and
yaw).</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.b.</strong></td>
<td colspan="6"><strong>Field-of-view</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>4.b.1.</strong></td>
<td>Continuous field-of-view.</td>
<td colspan="2">The simulator must provide a continuous field-of-view of
at least 75<strong>°</strong> horizontally and 30<strong>°</strong>
vertically per pilot seat or the number of degrees necessary to meet the
visual ground segment requirement, whichever is greater. Both pilot seat
visual systems must be operable simultaneously. Wide-angle systems
providing cross-flight deck viewing (for both pilots simultaneously)
must provide a minimum field-of-view of at least 146 horizontally and
36<strong>°</strong> vertically. Any geometric error between the Image
Generator eye point and the pilot eye point must be 8° or less.</td>
<td colspan="2">N/A</td>
<td><p>An SOC is required and must explain the geometry of the
installation.</p>
<p>Additional horizontal field-of-view capability may be added at the
sponsor’s discretion provided the minimum field-of-view is
retained.</p></td>
<td><h1 id="x-45">X</h1></td>
<td></td>
<td></td>
<td><p>Horizontal field-of-view is centered on the zero degree azimuth
line relative to the aircraft fuselage.</p>
<p>Field-of-view may be measured using a visual test pattern filling the
entire visual scene (all channels) with a matrix of black and white 5°
squares.</p></td>
</tr>
<tr class="even">
<td><strong>4.b.2.</strong></td>
<td>Continuous field-of-view.</td>
<td colspan="2"><p>The simulator must provide a continuous field-of-view
of at least 146° horizontally and 36° vertically or the number of
degrees necessary to meet the visual ground segment requirement,
whichever is greater. The minimum horizontal field-of-view coverage must
be plus and minus one-half (½) of the minimum continuous field-of-view
requirement, centered on the zero degree azimuth line relative to the
aircraft fuselage.</p>
<p>Any geometric error between the Image Generator eye point and the
pilot eye point must be 8º or less.</p></td>
<td colspan="2">N/A</td>
<td><p>An SOC is required and must explain the geometry of the
installation.</p>
<p>Horizontal field-of-view of at least 146º (including not less than
73º measured either side of the center of the design eye point).
Additional horizontal field-of-view capability may be added at the
sponsor’s discretion provided the minimum field-of-view is retained.</p>
<p>Vertical field-of-view of at least 36º measured from the pilot’s and
co-pilot’s eye point.</p></td>
<td></td>
<td><h1 id="x-46">X</h1></td>
<td></td>
<td>Horizontal field-of-view is centered on the zero degree azimuth line
relative to the aircraft fuselage. Field-of-view may be measured using a
visual test pattern filling the entire visual scene (all channels) with
a matrix of black and white 5° squares.</td>
</tr>
<tr class="odd">
<td><strong>4.b.3.</strong></td>
<td>Continuous field-of-view.</td>
<td colspan="2">Continuous field-of-view of at least 176° horizontal and
56° vertical field-of-view for each pilot simultaneously. Any geometric
error between the Image Generator eye point and the pilot eye point must
be 8° or less.</td>
<td colspan="2">N/A</td>
<td><p>An SOC is required and must explain the geometry of the
installation.</p>
<p>Horizontal field-of-view is centered on the zero degree azimuth line
relative to the aircraft fuselage. Horizontal field-of-view must be at
least 176º (including not less than 88º either side of the center of the
design eye point). Additional horizontal field-of-view capability may be
added at the sponsor’s discretion provided the minimum field-of-view is
retained.</p>
<p>Vertical field-of-view must not be less than a total of 56º measured
from the pilot’s and co-pilot’s eye point.</p></td>
<td></td>
<td></td>
<td><h1 id="x-47">X</h1></td>
<td>The horizontal field-of-view is traditionally described as a 180º
field-of-view. However, the field-of-view is technically no less than
176º. Field-of-view may be measured using a visual test pattern filling
the entire visual scene (all channels) with a matrix of black and white
5° squares.</td>
</tr>
<tr class="even">
<td><strong>4.c.</strong></td>
<td>Surface contrast ratio.</td>
<td colspan="2">Not less than 5:1.</td>
<td colspan="2">N/A</td>
<td>The ratio is calculated by dividing the brightness level of the
center, bright square (providing at least 2 foot-lamberts or 7 cd/m2) by
the brightness level of any adjacent dark square.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>Measurements may be made using a 1° spot photometer and a raster
drawn test pattern filling the entire visual scene (all channels) with a
test pattern of black and white squares, 5 per square, with a white
square in the center of each channel. During contrast ratio testing,
simulator aft-cab and flight deck ambient light levels should be
zero.</td>
</tr>
<tr class="odd">
<td><strong>4.d.</strong></td>
<td>Highlight brightness.</td>
<td colspan="2">Not less than six (6) foot-lamberts (20
cd/m<sup>2</sup>).</td>
<td colspan="2">N/A</td>
<td>Measure the brightness of the center, white square while
superimposing a highlight on that white square. The use of calligraphic
capabilities to enhance the raster brightness is acceptable; however,
measuring light points is not acceptable.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>Measurements may be made using a 1° spot photometer and a raster
drawn test pattern filling the entire visual scene (all channels) with a
test pattern of black and white squares, 5 per square, with a white
square in the center of each channel.</td>
</tr>
<tr class="even">
<td><strong>4.e.</strong></td>
<td>Surface resolution.</td>
<td colspan="2">Not greater than two (2) arc minutes.</td>
<td colspan="2">N/A</td>
<td>An SOC is required and must include the appropriate calculations and
an explanation of those calculations. Level B requires surface
resolution not greater than three (3) arc minutes.</td>
<td></td>
<td>X</td>
<td>X</td>
<td><p>When the eye is positioned on a 3° glide slope at the slant range
distances indicated with white runway markings on a black runway
surface, the eye will subtend two (2) arc minutes:</p>
<p>(1) A slant range of 6,876 ft with stripes 150 ft long and 16 ft
wide, spaced 4 ft apart.</p>
<p>(2) For Configuration A; a slant range of 5,157 feet with stripes 150
ft long and 12 ft wide, spaced 3 ft apart.</p>
<p>(3) For Configuration B; a slant range of 9,884 feet, with stripes
150 ft long and 5.75 ft wide, spaced 5.75 ft apart.</p></td>
</tr>
<tr class="odd">
<td><strong>4.f.</strong></td>
<td>Light point size.</td>
<td colspan="2">Not greater than five (5) arc-minutes.</td>
<td colspan="2">N/A</td>
<td>An SOC is required and must include the relevant calculations and an
explanation of those calculations.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Light point size may be measured using a test pattern consisting of
a centrally located single row of light points reduced in length until
modulation is just discernible in each visual channel. A row of 48
lights will form a 4° angle or less.</td>
</tr>
<tr class="even">
<td><strong>4.g.</strong></td>
<td>Light point contrast ratio.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>A 1° spot photometer may be used to measure a square of at least 1°
filled with light points (where light point modulation is just
discernible) and compare the results to the measured adjacent
background. During contrast ratio testing, simulator aft-cab and flight
deck ambient light levels should be zero.</td>
</tr>
<tr class="odd">
<td><strong>4.g.1.</strong></td>
<td></td>
<td colspan="2">Not less than 10:1.</td>
<td colspan="2">N/A</td>
<td>An SOC is required and must include the relevant calculations.</td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.g.2.</strong></td>
<td></td>
<td colspan="2">Not less than 25:1.</td>
<td colspan="2">N/A</td>
<td>An SOC is required and must include the relevant calculations.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>4.h.</strong></td>
<td colspan="6"><strong>Visual ground segment.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td></td>
<td colspan="2">The visible segment in the simulator must be ±20% of the
segment computed to be visible from the helicopter flight deck. This
tolerance may be applied at the far end of the displayed segment.
However, lights and ground objects computed to be visible from the
helicopter flight deck at the near end of the visible segment must be
visible in the simulator.</td>
<td colspan="2">Landing configuration, with the aircraft trimmed for the
appropriate airspeed, where the MLG are at 100 ft (30m) above the plane
of the touchdown zone, on the electronic glide slope with an RVR value
set at 1,200 ft (350m).</td>
<td><p>The QTG must contain appropriate calculations and a drawing
showing the data used to establish the helicopter location and the
segment of the ground that is visible considering design eyepoint, the
helicopter attitude, flight deck cut-off angle, and a visibility of 1200
ft (350 m) RVR. Simulator performance must be measured against the QTG
calculations.</p>
<p>The data submitted must include at least the following:</p>
<p>(1) Static helicopter dimensions as follows:</p>
<p>(i) Horizontal and vertical distance from main landing gear (MLG) to
glideslope reception antenna.</p>
<p>(ii) Horizontal and vertical distance from MLG to pilot's
eyepoint.</p>
<p>(iii) Static flight deck cutoff angle.</p>
<p>(2) Approach data as follows:</p>
<p>(i) Identification of runway.</p>
<p>(ii) Horizontal distance from runway threshold to glideslope
intercept with runway.</p>
<p>(iii) Glideslope angle.</p>
<p>(iv) Helicopter pitch angle on approach.</p>
<p>(3) Helicopter data for manual testing:</p>
<p>(i) Gross weight.</p>
<p>(ii) Helicopter configuration.</p>
<p>(iii) Approach airspeed.</p>
<p>If non-homogenous fog is used to obscure visibility, the vertical
variation in horizontal visibility must be described and be included in
the slant range visibility calculation used in the
computations.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>Pre-position for this test is encouraged, and may be achieved via
manual or autopilot control to the desired position.</td>
</tr>
<tr class="odd">
<td><strong>5.</strong></td>
<td colspan="6"><strong>Sound system.</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td colspan="6">The sponsor will not be required to repeat the
helicopter tests (i.e., tests 5.a.1. through 5.a.8. (or 5.b.1. through
5.b.9.) and 5.c., as appropriate) during continuing qualification
evaluations if frequency response and background noise test results are
within tolerance when compared to the initial qualification evaluation
results, and the sponsor shows that no software changes have occurred
that will affect the helicopter test results. If the frequency response
test method is chosen and fails, the sponsor may elect to fix the
frequency response problem and repeat the test or the sponsor may elect
to repeat the helicopter tests. If the helicopter tests are repeated
during continuing qualification evaluations, the results may be compared
against initial qualification evaluation results or helicopter master
data. All tests in this section must be presented using an unweighted
1/3-octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum
20 second average must be taken at the location corresponding to the
helicopter data set. The helicopter and flight simulator results must be
produced using comparable data analysis techniques.</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>5.a.</strong></td>
<td colspan="6">Basic requirements:</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><h4 id="a.1." class="Title-Text-Block-Lvl-7">5.a.1.</h4></td>
<td>Ready for engine start.</td>
<td colspan="2">5 dB per 1/3 octave band.</td>
<td colspan="2">Ground.</td>
<td>Normal condition prior to engine start. The APU must be on if
appropriate.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>5.a.2.</strong></td>
<td>All engines at idle; rotor not turning (if applicable) and rotor
turning.</td>
<td colspan="2">5 dB per 1/3 octave band.</td>
<td colspan="2">Ground.</td>
<td>Normal condition prior to lift-off.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>5.a.3.</strong></td>
<td>Hover.</td>
<td colspan="2">5 dB per 1/3 octave band.</td>
<td colspan="2">Hover.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>5.a.4.</strong></td>
<td>Climb.</td>
<td colspan="2">5 dB per 1/3 octave band.</td>
<td colspan="2">En-route climb.</td>
<td>Medium altitude.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>5.a.5.</strong></td>
<td>Cruise.</td>
<td colspan="2">5 dB per 1/3 octave band.</td>
<td colspan="2">Cruise.</td>
<td>Normal cruise configuration.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>5.a.6.</strong></td>
<td>Final approach.</td>
<td colspan="2">5 dB per 1/3 octave band.</td>
<td colspan="2">Landing.</td>
<td>Constant airspeed, gear down.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>5.b.</strong></td>
<td colspan="6">Special cases.</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td></td>
<td colspan="2">±5 dB per 1/3 octave band.</td>
<td colspan="2">As appropriate.</td>
<td></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>These special cases are identified as particularly significant
during critical phases of flight and ground operations for a specific
helicopter type or model.</td>
</tr>
<tr class="even">
<td><strong>5.c.</strong></td>
<td colspan="6">Background noise.</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td></td>
<td colspan="2">±3 dB per 1/3 octave band.</td>
<td colspan="2">As appropriate.</td>
<td>Results of the background noise at initial qualification must be
included in the MQTG. Measurements must be made with the simulation
running, the sound muted, and a "dead" flight deck.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>The simulated sound will be evaluated to ensure that the background
noise does not interfere with training, testing, or checking.</td>
</tr>
<tr class="even">
<td><strong>5.d.</strong></td>
<td colspan="6">Frequency response.</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td></td>
<td colspan="2"><p>±5 dB on three (3) consecutive bands when compared to
initial evaluation; and</p>
<p>±2 dB when comparing the average of the absolute differences between
initial and continuing qualification evaluation.</p></td>
<td colspan="2"></td>
<td><p>Applicable only to Continuing Qualification Evaluations.</p>
<p>If frequency response plots are provided for each channel at the
initial evaluation, these plots may be repeated at the continuing
qualification evaluation with the following tolerances applied:</p>
<p>(a) The continuing qualification 1/3 octave band amplitudes must not
exceed 5 dB for three consecutive bands when compared to initial
results.</p>
<p>(b) The average of the sum of the absolute differences between
initial and continuing qualification results must not exceed 2 dB (refer
to table C2C in Appendix C).</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>Measurements are compared to those taken during initial
qualification evaluation.</td>
</tr>
</tbody>
</table>

**Begin Information**

**3. General.**

a\. If relevant winds are present in the objective data, the wind vector
should be clearly noted as part of the data presentation, expressed in
conventional terminology, and related to the runway being used for test
near the ground.

b\. The reader is encouraged to review the Airplane Flight Simulator
Evaluation Handbook, Volumes I and II, published by the Royal
Aeronautical Society, London, UK, and FAA AC 25-7, as amended, Flight
Test Guide for Certification of Transport Category Airplanes, and AC
23-8, as amended, Flight Test Guide for Certification of Part 23
Airplanes, for references and examples regarding flight testing
requirements and techniques.

**4. Control Dynamics.**

a\. General. The characteristics of a helicopter flight control system
have a major effect on the handling qualities. A significant
consideration in pilot acceptability of a helicopter is the "feel"
provided through the flight controls. Considerable effort is expended on
helicopter feel system design so that pilots will be comfortable and
will consider the helicopter desirable to fly. In order for an FFS to be
representative, it should "feel" like the helicopter being simulated.
Compliance with this requirement is determined by comparing a recording
of the control feel dynamics of the FFS to actual helicopter
measurements in the hover and cruise configurations.

\(1\) Recordings such as free response to an impulse or step function
are classically used to estimate the dynamic properties of
electromechanical systems. In any case, it is only possible to estimate
the dynamic properties as a result of only being able to estimate true
inputs and responses. Therefore, it is imperative that the best possible
data be collected since close matching of the FFS control loading system
to the helicopter system is essential. The required dynamic control
tests are described in Table C2A of this attachment.

\(2\) For initial and upgrade evaluations, the QPS requires that control
dynamics characteristics be measured and recorded directly from the
flight controls (Handling Qualities - Table C2A). This procedure is
usually accomplished by measuring the free response of the controls
using a step or impulse input to excite the system. The procedure should
be accomplished in the hover and cruise flight conditions and
configurations.

\(3\) For helicopters with irreversible control systems, measurements
may be obtained on the ground if proper pitot-static inputs are provided
to represent airspeeds typical of those encountered in flight. Likewise,
it may be shown that for some helicopters, hover, climb, cruise, and
autorotation have like effects. Thus, one may suffice for another. If
either or both considerations apply, engineering validation or
helicopter manufacturer rationale should be submitted as justification
for ground tests or for eliminating a configuration. For FFSs requiring
static and dynamic tests at the controls, special test fixtures will not
be required during initial and upgrade evaluations if the QTG shows both
test fixture results and the results of an alternate approach (e.g.,
computer plots that were produced concurrently and show satisfactory
agreement). Repeat of the alternate method during the initial evaluation
satisfies this test requirement.

b\. Control Dynamics Evaluations. The dynamic properties of control
systems are often stated in terms of frequency, damping, and a number of
other classical measurements. In order to establish a consistent means
of validating test results for FFS control loading, criteria are needed
that will clearly define the measurement interpretation and the applied
tolerances. Criteria are needed for underdamped, critically damped and
overdamped systems. In the case of an underdamped system with very light
damping, the system may be quantified in terms of frequency and damping.
In critically damped or overdamped systems, the frequency and damping
are not readily measured from a response time history. Therefore, the
following suggested measurements may be used:

\(1\) For Levels C and D simulators. Tests to verify that control feel
dynamics represent the helicopter should show that the dynamic damping
cycles (free response of the controls) match those of the helicopter
within specified tolerances. The NSPM recognizes that several different
testing methods may be used to verify the control feel dynamic response.
The NSPM will consider the merits of testing methods based on
reliability and consistency. One acceptable method of evaluating the
response and the tolerance to be applied is described below for the
underdamped and critically damped cases. A sponsor using this method to
comply with the QPS requirements should perform the tests as follows:

\(a\) Underdamped Response. Two measurements are required for the
period, the time to first zero crossing (in case a rate limit is
present) and the subsequent frequency of oscillation. It is necessary to
measure cycles on an individual basis in case there are non-uniform
periods in the response. Each period will be independently compared to
the respective period of the helicopter control system and,
consequently, will enjoy the full tolerance specified for that period.
The damping tolerance will be applied to overshoots on an individual
basis. Care should be taken when applying the tolerance to small
overshoots since the significance of such overshoots becomes
questionable. Only those overshoots larger than 5 percent of the total
initial displacement should be considered significant. The residual
band, labeled T(A~d~) on Figure C2A is ±5 percent of the initial
displacement amplitude A~d~ from the steady state value of the
oscillation. Only oscillations outside the residual band are considered
significant. When comparing FFS data to helicopter data, the process
should begin by overlaying or aligning the FFS and helicopter steady
state values and then comparing amplitudes of oscillation peaks, the
time of the first zero crossing, and individual periods of oscillation.
The FFS should show the same number of significant overshoots to within
one when compared against the helicopter data. The procedure for
evaluating the response is illustrated in Figure C2A.

\(b\) Critically damped and Overdamped Response. Due to the nature of
critically damped and overdamped responses (no overshoots), the time to
reach 90 percent of the steady state (neutral point) value should be the
same as the helicopter within ±10 percent. The simulator response must
be critically damped also. Figure C2B illustrates the procedure.

\(c\) Special considerations. Control systems that exhibit
characteristics other than classical overdamped or underdamped responses
should meet specified tolerances. In addition, special consideration
should be given to ensure that significant trends are maintained.

\(2\) Tolerances.

\(a\) The following summarizes the tolerances, "T" for underdamped
systems, and "n" is the sequential period of a full cycle of
oscillation. See Figure C2A of this attachment for an illustration of
the referenced measurements.

T(P~0~) ±10% of P~0~

T(P~1~) ±20% of P~1~

T(P~2~) ±30% of P~2~

T(P~n~) ±10(n+1)% of P~n~

T(A~n~) ±10% of A~1,~ ± 20% of Subsequent Peaks

T(A~d~) ±5% of A~d~ = residual band

Significant overshoots First overshoot and ±1 subsequent overshoots

\(b\) The following tolerance applies to critically damped and
overdamped systems only. See Figure C2B for an illustration of the
reference measurements:

T(P~0~) ±10% of P~0~

**End Information**

**Begin QPS Requirement**

c\. Alternative method for control dynamics evaluation.

\(1\) An alternative means for validating control dynamics for aircraft
with hydraulically powered flight controls and artificial feel systems
is by the measurement of control force and rate of movement. For each
axis of pitch, roll, and yaw, the control must be forced to its maximum
extreme position for the following distinct rates. These tests are
conducted under normal flight and ground conditions.

\(a\) Static test -- Slowly move the control so that a full sweep is
achieved within 95-105 seconds. A full sweep is defined as movement of
the controller from neutral to the stop, usually aft or right stop, then
to the opposite stop, then to the neutral position.

\(b\) Slow dynamic test -- Achieve a full sweep within 8-12 seconds.

\(c\) Fast dynamic test -- Achieve a full sweep in within 3-5 seconds.

Note: Dynamic sweeps may be limited to forces not exceeding 100 lbs.
(44.5 daN).

\(d\) Tolerances

\(i\) Static test -- see Table C2A, FFS Objective Tests, Entries 2.a.1.,
2.a.2., and 2.a.3.

\(ii\) Dynamic test -- ± 2 lbs (0.9 daN) or ± 10% on dynamic increment
above static test.

**End QPS Requirement**

**Begin Information**

d\. The FAA is open to alternative means that are justified and
appropriate to the application. For example, the method described here
may not apply to all manufacturers' systems and certainly not to
aircraft with reversible control systems. Each case is considered on its
own merit on an ad hoc basis. If the FAA finds that alternative methods
do not result in satisfactory performance, more conventionally accepted
methods will have to be used.

+-----------------------------------------------------------------------+
| **Attachment 2 to Appendix C to Part 60---**                          |
|                                                                       |
| **Figure C2A. Under-Damped Step Response**                            |
+-----------------------------------------------------------------------+
|                                                                       |
+-----------------------------------------------------------------------+
| **Attachment 2 to Appendix C to Part 60---**                          |
|                                                                       |
| **Figure C2B. Critically-Damped Step Response**                       |
+-----------------------------------------------------------------------+
| ![](media/image2.jpeg){width="5.777083333333334in"                    |
| height="3.548611111111111in"}                                         |
+-----------------------------------------------------------------------+
|                                                                       |
+-----------------------------------------------------------------------+

**End Information**

**5. \[Reserved\]**

**Begin Information**

**6. Motion System.**

a\. General.

\(1\) Pilots use continuous information signals to regulate the state of
the helicopter. In concert with the instruments and outside-world visual
information, whole-body motion feedback is essential in assisting the
pilot to control the helicopter dynamics, particularly in the presence
of external disturbances. The motion system should meet basic objective
performance criteria, and be subjectively tuned at the pilot\'s seat
position to represent the linear and angular accelerations of the
helicopter during a prescribed minimum set of maneuvers and conditions.
The response of the motion cueing system should be repeatable.

\(2\) The Motion System tests in Section 3 of Table C2A are intended to
qualify the FFS motion cueing system from a mechanical performance
standpoint. Additionally, the list of motion effects provides a
representative sample of dynamic conditions that should be present in
the flight simulator. An additional list of representative,
training-critical maneuvers, selected from Section 1, (Performance
tests) and Section 2, (Handling Qualities tests) in Table C2A, that
should be recorded during initial qualification (but without tolerance)
to indicate the flight simulator motion cueing performance signature
have been identified (reference Section 3.e). These tests are intended
to help improve the overall standard of FFS motion cueing.

b\. Motion System Checks. The intent of test 3a, Frequency Response,
test 3b, Leg Balance, and test 3c, Turn-Around Check, as described in
the Table of Objective Tests, is to demonstrate the performance of the
motion system hardware, and to check the integrity of the motion set-up
with regard to calibration and wear. These tests are independent of the
motion cueing software and should be considered robotic tests.

c\. Motion System Repeatability. The intent of this test is to ensure
that the motion system software and motion system hardware have not
degraded or changed over time. This diagnostic test should be completed
during continuing qualification checks in lieu of the robotic tests.
This will allow an improved ability to determine changes in the software
or determine degradation in the hardware. The following information
delineates the methodology that should be used for this test.

\(1\) Input: The inputs should be such that rotational accelerations,
rotational rates, and linear accelerations are inserted before the
transfer from helicopter center of gravity to pilot reference point with
a minimum amplitude of 5 deg/sec/sec, 10 deg/sec and 0.3 g,
respectively, to provide adequate analysis of the output.

\(2\) Recommended output:

\(a\) Actual platform linear accelerations; the output will comprise
accelerations due to both the linear and rotational motion acceleration;

\(b\) Motion actuators position.

d\. Motion Cueing Performance Signature.

\(1\) Background. The intent of this test is to provide quantitative
time history records of motion system response to a selected set of
automated QTG maneuvers during initial qualification. It is not intended
to be a comparison of the motion platform accelerations against the
flight test recorded accelerations (i.e., not to be compared against
helicopter cueing). If there is a modification to the initially
qualified motion software or motion hardware (e.g., motion washout
filter, simulator payload change greater than 10%) then a new baseline
may need to be established.

\(2\) Test Selection. The conditions identified in Section 3.e. in Table
C2A are those maneuvers where motion cueing is the most discernible.
They are general tests applicable to all types of helicopters and should
be completed for motion cueing performance signature at any time
acceptable to the NSPM prior to or during the initial qualification
evaluation, and the results included in the MQTG.

\(3\) Priority. Motion system should be designed with the intent of
placing greater importance on those maneuvers that directly influence
pilot perception and control of the helicopter motions. For the
maneuvers identified in section 3.e. in Table C2A, the flight simulator
motion cueing system should have a high tilt co-ordination gain, high
rotational gain, and high correlation with respect to the helicopter
simulation model.

\(4\) Data Recording. The minimum list of parameters provided should
allow for the determination of the flight simulator's motion cueing
performance signature for the initial qualification evaluation. The
following parameters are recommended as being acceptable to perform such
a function:

\(a\) Flight model acceleration and rotational rate commands at the
pilot reference point;

\(b\) Motion actuators position;

\(c\) Actual platform position;

\(d\) Actual platform acceleration at pilot reference point.

e\. Motion Vibrations.

\(1\) Presentation of results. The characteristic motion vibrations may
be used to verify that the flight simulator can reproduce the frequency
content of the helicopter when flown in specific conditions. The test
results should be presented as a Power Spectral Density (PSD) plot with
frequencies on the horizontal axis and amplitude on the vertical axis.
The helicopter data and flight simulator data should be presented in the
same format with the same scaling. The algorithms used for generating
the flight simulator data should be the same as those used for the
helicopter data. If they are not the same then the algorithms used for
the flight simulator data should be proven to be sufficiently
comparable. As a minimum the results along the dominant axes should be
presented and a rationale for not presenting the other axes should be
provided.

\(2\) Interpretation of results. The overall trend of the PSD plot
should be considered while focusing on the dominant frequencies. Less
emphasis should be placed on the differences at the high frequency and
low amplitude portions of the PSD plot. During the analysis, certain
structural components of the flight simulator have resonant frequencies
that are filtered and may not appear in the PSD plot. If filtering is
required, the notch filter bandwidth should be limited to 1 Hz to ensure
that the buffet feel is not adversely affected. In addition, a rationale
should be provided to explain that the characteristic motion vibration
is not being adversely affected by the filtering. The amplitude should
match helicopter data as described below. However, if the PSD plot was
altered for subjective reasons, a rationale should be provided to
justify the change. If the plot is on a logarithmic scale it may be
difficult to interpret the amplitude of the buffet in terms of
acceleration. For example, a 1x10^-3^ g-rms^2^/Hz would describe a heavy
buffet and may be seen in the deep stall regime. Alternatively, a
1x10^-6^ g-rms^2^/Hz buffet is almost imperceptable; but may represent a
flap buffet at low speed. The previous two examples differ in magnitude
by 1000. On a PSD plot this represents three decades (one decade is a
change in order of magnitude of 10; and two decades is a change in order
of magnitude of 100).

Note: In the example, "g-rms^2^ is the mathematical expression for "g's
root mean squared."

f\. Table C2B, Motion System Recommendations for Level C and Level D
Helicopter Simulators, contains a description of the parameters that
should be present in simulator motion systems to provide adequate onset
motion cues to helicopter pilots. The information provided covers the
six axes of motion (pitch, roll, yaw, vertical, lateral, and
longitudinal) and addresses displacement, velocity, and acceleration.
Also included is information about the parameters for initial rotational
and linear acceleration. The parameters listed in this table apply only
to Level C and Level D simulators, and are presented here as recommended
targets for motion system capability. They are not requirements.

**Table C2B**

**Motion System Recommendations for Level C and Level D Helicopter
Simulators**

+--------------+----------------------------+--------------------------+
| **a.**       | **Motion System Envelope** |                          |
+--------------+----------------------------+--------------------------+
| **a.1.**     | Pitch                      |                          |
+--------------+----------------------------+--------------------------+
| **a.1.a.**   | Displacement               | ±25º                     |
+--------------+----------------------------+--------------------------+
| **a.1.b.**   | Velocity                   | ±20º/sec                 |
+--------------+----------------------------+--------------------------+
| **a.1.c.**   | Acceleration               | ±100º/sec^2^             |
+--------------+----------------------------+--------------------------+
| **a.2.**     | Roll                       |                          |
+--------------+----------------------------+--------------------------+
| **a.2.a.**   | Displacement               | ±25º                     |
+--------------+----------------------------+--------------------------+
| **a.2.b.**   | Velocity                   | ±20º/sec                 |
+--------------+----------------------------+--------------------------+
| **a.2.c.**   | Acceleration               | ±100º/sec^2^             |
+--------------+----------------------------+--------------------------+
| **a.3.**     | Yaw                        |                          |
+--------------+----------------------------+--------------------------+
| **a.3.a.**   | Displacement               | ±25º                     |
+--------------+----------------------------+--------------------------+
| **a.3.b.**   | Velocity -                 | ±20º/sec                 |
+--------------+----------------------------+--------------------------+
| **a.3.c.**   | Acceleration               | ±100º/sec^2^             |
+--------------+----------------------------+--------------------------+
| **a.4.**     | Vertical                   |                          |
+--------------+----------------------------+--------------------------+
| **a.4.a.**   | Displacement               | ±34 in.                  |
+--------------+----------------------------+--------------------------+
| **a.4.b.**   | Velocity                   | ±24 in.                  |
+--------------+----------------------------+--------------------------+
| **a.4.c.**   | Acceleration               | ±0.8 g.                  |
+--------------+----------------------------+--------------------------+
| **a.5.**     | Lateral                    |                          |
+--------------+----------------------------+--------------------------+
| **a.5.a.**   | Displacement               | ±45 in                   |
+--------------+----------------------------+--------------------------+
| **a.5.b.**   | Velocity                   | ±28 in/sec.              |
+--------------+----------------------------+--------------------------+
| **a.5.c.**   | Acceleration               | ±0.6 g.                  |
+--------------+----------------------------+--------------------------+
| **a.6.**     | Longitudinal               |                          |
+--------------+----------------------------+--------------------------+
| **a.6.a.**   | Displacement               | ±34 in                   |
+--------------+----------------------------+--------------------------+
| **a.6.b.**   | Velocity                   | ±28 in/sec.              |
+--------------+----------------------------+--------------------------+
| **a.6.c.**   | Acceleration               | ±0.6 g.                  |
+--------------+----------------------------+--------------------------+
| **a.7.**     | Initial Rotational         |                          |
|              | Acceleration Ratio.        |                          |
+--------------+----------------------------+--------------------------+
|              |                            | All axes                 |
|              |                            |                          |
|              |                            | 300º/ sec^2^/sec         |
+--------------+----------------------------+--------------------------+
| **a.8.**     | Initial Linear             |                          |
|              | Acceleration Ratio.        |                          |
+--------------+----------------------------+--------------------------+
| **a.8.a.**   | Vertical                   | ±6g/sec                  |
+--------------+----------------------------+--------------------------+
| **a.8.b.**   | Lateral                    | ±3g/sec                  |
+--------------+----------------------------+--------------------------+
| **a.8.c.**   | Longitudinal               | ±3g/sec                  |
+--------------+----------------------------+--------------------------+

+-----------------------------------------------------------------------+
| **Attachment 2 to Appendix C to Part 60---**                          |
|                                                                       |
| **Figure C2C. Acceleration Test Signals**                             |
+-----------------------------------------------------------------------+
| ![](media/image9.png)                                                 |
+-----------------------------------------------------------------------+
| **Attachment 2 to Appendix C to Part 60---**                          |
|                                                                       |
| **Figure C2D. Test Signal Characteristics**                           |
+-----------------------------------------------------------------------+
| ![](media/image10.png){width="4.389583333333333in"                    |
| height="3.1055555555555556in"}                                        |
+-----------------------------------------------------------------------+

NOTE: Motion system baseline performance repeatability tests should be
repeated if the simulator weight changes for any reason (i.e., visual
change or structural change). The new results should be used for future
comparison.

**7. Sound System**

a\. General. The total sound environment in the helicopter is very
complex, and changes with atmospheric conditions, helicopter
configuration, airspeed, altitude, and power settings. Flight deck
sounds are an important component of the flight deck operational
environment and provide valuable information to the flight crew. These
aural cues can either assist the crew (as an indication of an abnormal
situation), or hinder the crew (as a distraction or nuisance). For
effective training, the flight simulator should provide flight deck
sounds that are perceptible to the pilot during normal and abnormal
operations, and that are comparable to those of the helicopter. The
flight simulator operator should carefully evaluate background noises in
the location where the device will be installed. To demonstrate
compliance with the sound requirements, the objective or validation
tests in this attachment were selected to provide a representative
sample of normal static conditions typically experienced by a pilot.

b\. Alternate propulsion. For FFS with multiple propulsion
configurations, any condition listed in Table C2A in this attachment
should be presented for evaluation as part of the QTG if identified by
the helicopter manufacturer or other data supplier as significantly
different due to a change in propulsion system (engine or propeller).

c\. Data and Data Collection System.

\(1\) Information provided to the flight simulator manufacturer should
comply be presented in the format suggested by the \"International Air
Transport Association (IATA) Flight Simulator Design and Performance
Data Requirements,\" as amended. This information should contain
calibration and frequency response data.

\(2\) The system used to perform the tests listed in Table C2A should
comply with the following standards:

\(a\) The specifications for octave, half octave, and third octave band
filter sets may be found in American National Standards Institute (ANSI)
S1.11-1986.

\(b\) Measurement microphones should be type WS2 or better, as described
in International Electrotechnical Commission (IEC) 1094-4-1995.

\(3\) Headsets. If headsets are used during normal operation of the
helicopter they should also be used during the flight simulator
evaluation.

\(4\) Playback equipment. Playback equipment and recordings of the QTG
conditions should be provided during initial evaluations.

\(5\) Background noise.

\(a\) Background noise is the noise in the flight simulator that is not
associated with the helicopter, but is caused by the flight simulator\'s
cooling and hydraulic systems and extraneous noise from other locations
in the building. Background noise can seriously impact the correct
simulation of helicopter sounds, and should be kept below the helicopter
sounds. In some cases, the sound level of the simulation can be
increased to compensate for the background noise. However, this approach
is limited by the specified tolerances and by the subjective
acceptability of the sound environment to the evaluation pilot.

\(b\) The acceptability of the background noise levels is dependent upon
the normal sound levels in the helicopter being represented. Background
noise levels that fall below the lines defined by the following points,
may be acceptable:

\(i\) 70 dB @ 50 Hz;

\(ii\) 55 dB @ 1000 Hz;

\(iii\) 30 dB @ 16 kHz.

(Note: These limits are for unweighted 1/3 octave band sound levels.
Meeting these limits for background noise does not ensure an acceptable
flight simulator. Helicopter sounds that fall below this limit require
careful review and may require lower limits on background noise.)

\(6\) Validation testing. Deficiencies in helicopter recordings should
be considered when applying the specified tolerances to ensure that the
simulation is representative of the helicopter. Examples of typical
deficiencies are:

\(a\) Variation of data between tail numbers.

\(b\) Frequency response of microphones.

\(c\) Repeatability of the measurements.

**Table C2C**

**Example of continuing qualification frequency response test
tolerance.**

  ------------------ ---------------- ------------------ ------------------
  **Band Center      **Initial        **Continuing       **Absolute
  Frequency**        Results          qualification      Difference**
                     (dBSPL)**        Results (dBSPL)**  

                                                         

  **50**             **75.0**         **73.8**           **1.2**

  **63**             **75.9**         **75.6**           **0.3**

  **80**             **77.1**         **76.5**           **0.6**

  **100**            **78.0**         **78.3**           **0.3**

  **125**            **81.9**         **81.3**           **0.6**

  **160**            **79.8**         **80.1**           **0.3**

  **200**            **83.1**         **84.9**           **1.8**

  **250**            **78.6**         **78.9**           **0.3**

  **315**            **79.5**         **78.3**           **1.2**

  **400**            **80.1**         **79.5**           **0.9**

  **500**            **80.7**         **79.8**           **0.9**

  **630**            **81.9**         **80.4**           **1.5**

  **800**            **73.2**         **74.1**           **0.9**

  **1000**           **79.2**         **80.1**           **0.9**

  **1250**           **80.7**         **82.8**           **2.1**

  **1600**           **81.6**         **78.6**           **3.0**

  **2000**           **76.2**         **74.4**           **1.8**

  **2500**           **79.5**         **80.7**           **1.2**

  **3150**           **80.1**         **77.1**           **3.0**

  **4000**           **78.9**         **78.6**           **0.3**

  **5000**           **80.1**         **77.1**           **3.0**

  **6300**           **80.7**         **80.4**           **0.3**

  **8000**           **84.3**         **85.5**           **1.2**

  **10000**          **81.3**         **79.8**           **1.5**

  **12500**          **80.7**         **80.1**           **0.6**

  **16000**          **71.1**         **71.1**           **0.0**

                     **Average**                         **1.1**
  ------------------ ---------------- ------------------ ------------------

**8. Additional Information About Flight Simulator Qualification for New
or Derivative Helicopters.**

a\. Typically, a helicopter manufacturer's approved final data for
performance, handling qualities, systems or avionics is not available
until well after a new or derivative helicopter has entered service.
However, flight crew training and certification often begins several
months prior to the entry of the first helicopter into service.
Consequently, it may be necessary to use preliminary data provided by
the helicopter manufacturer for interim qualification of flight
simulators.

b\. In these cases, the NSPM may accept certain partially validated
preliminary helicopter and systems data, and early release ('red label')
avionics data in order to permit the necessary program schedule for
training, certification, and service introduction.

c\. Simulator sponsors seeking qualification based on preliminary data
should consult the NSPM to make special arrangements for using
preliminary data for flight simulator qualification. The sponsor should
also consult the helicopter and flight simulator manufacturers to
develop a data plan and flight simulator qualification plan.

d\. The procedure to be followed to gain NSPM acceptance of preliminary
data will vary from case to case and between helicopter manufacturers.
Each helicopter manufacturer's new helicopter development and test
program is designed to suit the needs of the particular project and may
not contain the same events or sequence of events as another
manufacturer's program or even the same manufacturer's program for a
different helicopter. Therefore, there cannot be a prescribed invariable
procedure for acceptance of preliminary data; instead there should be a
statement describing the final sequence of events, data sources, and
validation procedures agreed by the simulator sponsor, the helicopter
manufacturer, the flight simulator manufacturer, and the NSPM.

Note: A description of helicopter manufacturer-provided data needed for
flight simulator modeling and validation is to be found in the "Royal
Aeronautical Society Data Package Requirements for Design and
Performance Evaluation of Rotary Wing Synthetic Training Devices."

e\. The preliminary data should be the manufacturer's best
representation of the helicopter, with assurance that the final data
will not deviate significantly from the preliminary estimates. Data
derived from these predictive or preliminary techniques should be
validated by available sources including, at least, the following:

\(1\) Manufacturer's engineering report. The report should explain the
predictive method used and illustrate past success of the method on
similar projects. For example, the manufacturer could show the
application of the method to an earlier helicopter model or predict the
characteristics of an earlier model and compare the results to final
data for that model.

\(2\) Early flight test results. This data is often derived from
helicopter certification tests and should be used to maximum advantage
for early flight simulator validation. Certain critical tests that would
normally be done early in the helicopter certification program should be
included to validate essential pilot training and certification
maneuvers. These tests include cases where a pilot is expected to cope
with a helicopter failure mode or an engine failure. The early data
available will depend on the helicopter manufacturer's flight test
program design and may not be the same in each case. The flight test
program of the helicopter manufacturer should include provisions for
generation of very early flight tests results for flight simulator
validation.

f\. The use of preliminary data is not indefinite. The helicopter
manufacturer's final data should be available within 12 months after the
helicopter first entry into service or as agreed by the NSPM, the
simulator sponsor, and the helicopter manufacturer. When applying for
interim qualification using preliminary data, the simulator sponsor and
the NSPM should agree on the update program. This includes specifying
that the final data update will be installed in the flight simulator
within a period of 12 months following the final data release, unless
special conditions exist and a different schedule is acceptable. The
flight simulator performance and handling validation would then be based
on data derived from flight tests. Initial helicopter systems data
should be updated after engineering tests. Final helicopter systems data
should also be used for flight simulator programming and validation.

g\. Flight simulator avionics should stay essentially in step with
helicopter avionics (hardware and software) updates. The permitted time
lapse between helicopter and flight simulator updates should be minimal.
It may depend on the magnitude of the update and whether the QTG and
pilot training and certification are affected. Differences in helicopter
and flight simulator avionics versions and the resulting effects on
flight simulator qualification should be agreed between the simulator
sponsor and the NSPM. Consultation with the flight simulator
manufacturer is desirable throughout the qualification process.

h\. The following describes an example of the design data and sources
that might be used in the development of an interim qualification plan.

\(1\) The plan should consist of the development of a QTG based upon a
mix of flight test and engineering simulation data. For data collected
from specific helicopter flight tests or other flights the required
design model or data changes necessary to support an acceptable Proof of
Match (POM) should be generated by the helicopter manufacturer.

\(2\) For proper validation of the two sets of data,, the helicopter
manufacturer should compare their simulation model responses against the
flight test data, when driven by the same control inputs and subjected
to the same atmospheric conditions as recorded in the flight test. The
model responses should result from a simulation where the following
systems are run in an integrated fashion and are consistent with the
design data released to the flight simulator manufacturer:

\(a\) Propulsion.

\(b\) Aerodynamics.

\(c\) Mass properties.

\(d\) Flight controls.

\(e\) Stability augmentation.

\(f\) Brakes/landing gear.

i\. A qualified test pilot should be used to assess handling qualities
and performance evaluations for the qualification of flight simulators
of new helicopter types.

**End Information**

**Begin QPS Requirement**

**9. Engineering Simulator -- Validation Data**

a\. When a fully validated simulation (i.e., validated with flight test
results) is modified due to changes to the simulated helicopter
configuration, the helicopter manufacturer or other acceptable data
supplier must coordinate with the NSPM to supply validation data from an
"audited" engineering simulator/simulation to selectively supplement
flight test data. The NSPM must be provided an opportunity to audit the
use of the engineering simulation or the engineering simulator during
the acquisition of the data that will be used as validation data.
Audited data may be used for changes that are incremental in nature.
Manufacturers or other data suppliers must be able to demonstrate that
the predicted changes in helicopter performance are based on acceptable
aeronautical principles with proven success history and valid outcomes.
This must include comparisons of predicted and flight test validated
data.

b\. Helicopter manufacturers or other acceptable data suppliers seeking
to use an engineering simulator for simulation validation data as an
alternative to flight-test derived validation data, must contact the
NSPM and provide the following:

\(1\) A description of the proposed aircraft changes, a description of
the proposed simulation model changes, and the use of an integral
configuration management process, including an audit of the actual
simulation model modifications that includes a step-by-step description
leading from the original model(s) to the current model(s).

\(2\) A schedule for review by the NSPM of the proposed plan and the
subsequent validation data to establish acceptability of the proposal.

\(3\) Validation data from an audited engineering simulator/simulation
to supplement specific segments of the flight test data.

c\. To be qualified to supply engineering simulator validation data, for
aerodynamic, engine, flight control, or ground handling models, a
helicopter manufacturer or other acceptable data supplier must:

\(1\) Be able to verify their ability able to:

\(a\) Develop and implement high fidelity simulation models; and

\(b\) Predict the handling and performance characteristics of a
helicopter with sufficient accuracy to avoid additional flight test
activities for those handling and performance characteristics.

\(2\) Have an engineering simulator that:

\(a\) Is a physical entity, complete with a flight deck representative
of the simulated class of helicopter;

\(b\) Has controls sufficient for manual flight;

\(c\) Has models that run in an integrated manner;

\(d\) Had fully flight-test validated simulation models as the original
or baseline simulation models;

\(e\) Has an out-of-the-flight deck visual system;

\(f\) Has actual avionics boxes interchangeable with the equivalent
software simulations to support validation of released software;

\(g\) Uses the same models as released to the training community (which
are also used to produce stand-alone proof-of-match and checkout
documents);

\(h\) Is used to support helicopter development and certification; and

\(i\) Has been found to be a high fidelity representation of the
helicopter by the manufacturer's pilots (or other acceptable data
supplier), certificate holders, and the NSPM.

\(3\) Use the engineering simulator to produce a representative set of
integrated proof-of-match cases.

\(4\) Use a configuration control system covering hardware and software
for the operating components of the engineering simulator.

\(5\) Demonstrate that the predicted effects of the change(s) are within
the provisions of sub-paragraph "a" of this section, and confirm that
additional flight test data are not required.

d\. Additional Requirements for Validation Data

\(1\) When used to provide validation data, an engineering simulator
must meet the simulator standards currently applicable to training
simulators except for the data package.

\(2\) The data package used must be:

\(a\) Comprised of the engineering predictions derived from the
helicopter design, development, or certification process;

\(b\) Based on acceptable aeronautical principles with proven success
history and valid outcomes for aerodynamics, engine operations, avionics
operations, flight control applications, or ground handling;

\(c\) Verified with existing flight-test data; and

\(d\) Applicable to the configuration of a production helicopter, as
opposed to a flight-test helicopter.

\(3\) Where engineering simulator data are used as part of a QTG, an
essential match must exist between the training simulator and the
validation data.

\(4\) Training flight simulator(s) using these baseline and modified
simulation models must be qualified to at least internationally
recognized standards, such as contained in the ICAO Document 9625, the
"Manual of Criteria for the Qualification of Flight Simulators."

**End QPS Requirement**

**10. \[Reserved\]**

####  {#section-29}

**11. Validation Test Tolerances**

**Begin Information**

a\. Non-Flight-Test Tolerances. If engineering simulator data or other
non-flight-test data are used as an allowable form of reference
validation data for the objective tests listed in Table C2A of this
attachment, the data provider must supply a well-documented mathematical
model and testing procedure that enables a replication of the
engineering simulation results within 20% of the corresponding flight
test tolerances.

b\. Background

\(1\) The tolerances listed in Table C2A of this attachment are designed
to measure the quality of the match using flight-test data as a
reference.

\(2\) Good engineering judgment should be applied to all tolerances in
any test. A test is failed when the results fall outside of the
prescribed tolerance(s).

\(3\) Engineering simulator data are acceptable because the same
simulation models used to produce the reference data are also used to
test the flight training simulator (i.e., the two sets of results should
be "essentially" similar).

\(4\) The results from the two sources may differ for the following
reasons:

\(a\) Hardware (avionics units and flight controls);

\(b\) Iteration rates;

\(c\) Execution order;

\(d\) Integration methods;

\(e\) Processor architecture;

\(f\) Digital drift, including:

\(i\) Interpolation methods;

\(ii\) Data handling differences;

\(iii\) Auto-test trim tolerances.

\(5\) The tolerance limit between the reference data and the flight
simulator results is generally 20% of the corresponding 'flight-test'
tolerances. However, there may be cases where the simulator models used
are of higher fidelity, or the manner in which they are cascaded in the
integrated testing loop have the effect of a higher fidelity, than those
supplied by the data provider. Under these circumstances, it is possible
that an error greater than 20% may be generated. An error greater than
20% may be acceptable if the simulator sponsor can provide an adequate
explanation.

\(6\) Guidelines are needed for the application of tolerances to
engineering-simulator-generated validation data because:

\(a\) Flight-test data are often not available due to sound technical
reasons;

\(b\) Alternative technical solutions are being advanced; and

\(c\) The costs are high.

**12. Validation Data Roadmap.**

a\. Helicopter manufacturers or other data suppliers should supply a
validation data roadmap (VDR) document as part of the data package. A
VDR document contains guidance material from the helicopter validation
data supplier recommending the best possible sources of data to be used
as validation data in the QTG. A VDR is of special value when requesting
interim qualification, qualification of simulators for helicopters
certificated prior to 1992, and qualification of alternate engine or
avionics fits. A sponsor seeking to have a device qualified in
accordance with the standards contained in this QPS appendix should
submit a VDR to the NSPM as early as possible in the planning stages.
The NSPM is the final authority to approve the data to be used as
validation material for the QTG. The NSPM and the Joint Aviation
Authorities' Synthetic Training Devices Advisory Board have committed to
maintain a list of agreed VDRs.

b\. The VDR should identify (in matrix format) sources of data for all
required tests. It should also provide guidance regarding the validity
of these data for a specific engine type, thrust rating configuration,
and the revision levels of all avionics affecting helicopter handling
qualities and performance. The VDR should include rationale or
explanation in cases where data or parameters are missing, engineering
simulation data are to be used, flight test methods require explanation,
or where there is any deviation from data requirements. Additionally,
the document should refer to other appropriate sources of validation
data (e.g., sound and vibration data documents).

c\. The Sample Validation Data Roadmap (VDR) for helicopters, shown in
Table C2D, depicts a generic roadmap matrix identifying sources of
validation data for an abbreviated list of tests. This sample document
uses fixed wing parameters instead of helicopter values. It is merely a
sample and does not provide actual data. A complete matrix should
address all test conditions for helicopter application and provide
actual data and data sources.

d\. Two examples of rationale pages are presented in Appendix F of IATA
Flight Simulator Design and Performance Data Requirements document.
These illustrate the type of helicopter and avionics configuration
information and descriptive engineering rationale used to describe data
anomalies or provide an acceptable basis for using alternative data for
QTG validation requirements.

**End Information**

<table>
<colgroup>
<col style="width: 6%" />
<col style="width: 25%" />
<col style="width: 3%" />
<col style="width: 3%" />
<col style="width: 4%" />
<col style="width: 4%" />
<col style="width: 3%" />
<col style="width: 4%" />
<col style="width: 3%" />
<col style="width: 5%" />
<col style="width: 4%" />
<col style="width: 29%" />
</colgroup>
<tbody>
<tr class="odd">
<td><strong>ICAO or IATA #</strong></td>
<td><strong>Test Description</strong></td>
<td></td>
<td colspan="2"><strong>Validation Source</strong></td>
<td colspan="6"><strong>Validation Document</strong></td>
<td><strong>Comments</strong></td>
</tr>
<tr class="even">
<td colspan="2"><p><em>Notes:</em></p>
<p>1. Only one page is shown; and some test conditions were deleted for
brevity.</p>
<p>2. Relevant regulatory material should be consulted and all
applicable tests addressed.</p>
<p>3. Validation source, document and comments provided herein are for
reference only and do not constitute approval for use.</p>
<p>4. CCA mode must be described for each test condition.</p>
<p>5. If more than one aircraft type (e.g., derivative and baseline) are
used as validation data more columns may be necessary.</p></td>
<td><blockquote>
<p>CCA Mode</p>
</blockquote></td>
<td><blockquote>
<p>Aircraft Flight Test Data</p>
</blockquote></td>
<td><blockquote>
<p>Engineering Simulator Data (DEF-73 Engines)</p>
</blockquote></td>
<td><blockquote>
<p>Aerodynamics POM</p>
<p>Doc.#xxx123, Rev. A</p>
</blockquote></td>
<td><blockquote>
<p>Flight Controls POM Doc.#xxx456, NEW</p>
</blockquote></td>
<td><blockquote>
<p>Ground Handling POM Doc. #xxx789, Rev. B</p>
</blockquote></td>
<td><blockquote>
<p>Propulsion POM</p>
<p>Doc. #321, Rev. C</p>
</blockquote></td>
<td><blockquote>
<p>Integrated POM</p>
<p>Doc. #xxx654, Rev. A</p>
</blockquote></td>
<td><blockquote>
<p>Appendix to this VDR</p>
<p>Doc. #xxx987, NEW</p>
</blockquote></td>
<td><p><em>Legend:</em></p>
<p>D71 = Engine Type (Thrust Rating of 71.5K)</p>
<p>D73 = Engine Type (Thrust Rating of 73K)</p>
<p>Bold upper case = primary validation source.</p>
<p>Lower case, within parentheses = alternative validation source.</p>
<p>R = Rationale included in the data package Appendix.</p></td>
</tr>
<tr class="odd">
<td>1.a.1.</td>
<td>Minimum Radius Turn.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td>1.a.2.</td>
<td>Rate of Turn vs. Nosewheel Angle (2 speeds).</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>1.b.1.</td>
<td>Ground Acceleration Time and Distance.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
<td>(d73)</td>
<td></td>
<td><strong>D73</strong></td>
<td></td>
<td>Primary data contained in IPOM.</td>
</tr>
<tr class="even">
<td>1.b.2.</td>
<td>Minimum Control Speed, Ground (Vmcg).</td>
<td></td>
<td>(x)</td>
<td><strong>X</strong></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>See engineering rationale for test data in VDR.</td>
</tr>
<tr class="odd">
<td>1.b.3.</td>
<td>Minimum Unstick Speed (Vmu).</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td>1.b.4.</td>
<td>Normal Takeoff.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d73)</td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td></td>
<td>Primary data contained in IPOM.</td>
</tr>
<tr class="odd">
<td>1.b.5.</td>
<td>Critical Engine Failure on Takeoff.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>Alternative engine thrust rating flight test data in VDR.</td>
</tr>
<tr class="even">
<td>1.b.6.</td>
<td>Crosswind Takeoff.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>Alternative engine thrust rating flight test data in VDR.</td>
</tr>
<tr class="odd">
<td>1.b.7.</td>
<td>Rejected Takeoff.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>R</strong></td>
<td>Test procedure anomaly; see rationale.</td>
</tr>
<tr class="even">
<td>1.b.8.</td>
<td>Dynamic Engine Failure After Takeoff.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>No flight test data available; see rationale.</td>
</tr>
<tr class="odd">
<td>1.c.1.</td>
<td>Normal Climb – All Engines.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td>Primary data contained in IPOM.</td>
</tr>
<tr class="even">
<td>1.c.2.</td>
<td>Climb – Engine-out, Second Segment.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>Alternative engine thrust rating flight test data in VDR.</td>
</tr>
<tr class="odd">
<td>1.c.3.</td>
<td>Climb – Engine-out, Enroute.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>AFM data available (73K).</td>
</tr>
<tr class="even">
<td>1.c.4.</td>
<td>Engine-out, Approach Climb.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>1.c.5.a.</td>
<td>Level Flight Acceleration.</td>
<td></td>
<td>(x)</td>
<td><strong>X</strong></td>
<td>(d73)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>Eng sim data w/ modified EEC accel rate in VDR.</td>
</tr>
<tr class="even">
<td>1.c.5.b.</td>
<td>Level Flight Deceleration.</td>
<td></td>
<td>(x)</td>
<td><strong>X</strong></td>
<td>(d73)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>Eng sim data w/ modified EEC accel rate in VDR.</td>
</tr>
<tr class="odd">
<td>1.d.1.</td>
<td>Cruise Performance.</td>
<td></td>
<td><strong>X</strong></td>
<td></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td>1.e.1.a.</td>
<td colspan="2"><p>Stopping Time &amp; Distance</p>
<p>(Wheel brakes / Light weight).</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>(d73)</td>
<td>No flight test data available; see rationale.</td>
</tr>
<tr class="odd">
<td>1.e.1.b.</td>
<td colspan="2"><p>Stopping Time &amp; Distance</p>
<p>(Wheel brakes/ Med. weight).</p></td>
<td><strong>X</strong></td>
<td>(x)</td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>(d73)</td>
<td></td>
</tr>
<tr class="even">
<td>1.e.1.c.</td>
<td colspan="2"><p>Stopping Time &amp; Distance</p>
<p>(Wheel brakes / Heavy weight).</p></td>
<td><strong>X</strong></td>
<td>(x)</td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>(d73)</td>
<td></td>
</tr>
<tr class="odd">
<td>1.e.2.a.</td>
<td colspan="2"><p>Stopping Time &amp; Distance</p>
<p>(Reverse thrust / Light weight).</p></td>
<td><strong>X</strong></td>
<td>(x)</td>
<td><strong>D71</strong></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>(d73)</td>
<td></td>
</tr>
<tr class="even">
<td>1.e.2.b.</td>
<td colspan="2"><p>Stopping Time &amp; Distance</p>
<p>(Reverse thrust / Med. Weight).</p></td>
<td></td>
<td><strong>X</strong></td>
<td>(d71)</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td><strong>D73</strong></td>
<td>No flight test data available; see rationale.</td>
</tr>
</tbody>
</table>

**Begin Information**

**13. \[Reserved\]**

**14. Acceptance Guidelines for Alternative Avionics (Flight-Related
Computers and Controllers).**

a\. Background

\(1\) For a new helicopter type, the majority of flight validation data
are collected on the first helicopter configuration with a "baseline"
flight-related avionics ship-set; (see subparagraph b.(2) of this
section.) These data are then used to validate all flight simulators
representing that helicopter type.

\(2\) Additional validation data may be needed for flight simulators
representing a helicopter with avionics of a different hardware design
than the baseline, or a different software revision than that of
previously validated configurations.

\(3\) When a flight simulator with additional or alternate avionics
configurations is to be qualified, the QTG should contain tests against
validation data for selected cases where avionics differences are
expected to be significant.

b\. Approval Guidelines For Validating Alternate Avionics

\(1\) The following guidelines apply to flight simulators representing
helicopters with a revised avionics configuration, or more than one
avionics configuration.

\(2\) The baseline validation data should be based on flight test data,
except where other data are specifically allowed (e.g., engineering
flight simulator data).

\(3\) The helicopter avionics can be segmented into two groups, systems
or components whose functional behavior contributes to the aircraft
response presented in the QTG results, and systems that do not. The
following avionics are examples of contributory systems for which
hardware design changes or software revisions may lead to significant
differences in the aircraft response relative to the baseline avionics
configuration: flight control computers and controllers for engines,
autopilot, braking system, and nosewheel steering system, if applicable.
Related avionics such as augmentation systems should also be considered.

\(4\) The acceptability of validation data used in the QTG for an
alternative avionics fit should be determined as follows:

\(a\) For changes to an avionics system or component that do not affect
QTG validation test response, the QTG test can be based on validation
data from the previously validated avionics configuration.

\(b\) For an avionics change to a contributory system, where a specific
test is not affected by the change (e.g., the avionics change is a Built
In Test Equipment (BITE) update or a modification in a different flight
phase), the QTG test can be based on validation data from the
previously-validated avionics configuration. The QTG should include
authoritative justification (e.g., from the helicopter manufacturer or
system supplier) that this avionics change does not affect the test.

\(c\) For an avionics change to a contributory system, the QTG may be
based on validation data from the previously-validated avionics
configuration if no new functionality is added and the impact of the
avionics change on the helicopter response is based on acceptable
aeronautical principles with proven success history and valid outcomes.
This should be supplemented with avionics-specific validation data from
the helicopter manufacturer's engineering simulation, generated with the
revised avionics configuration. The QTG should include an explanation of
the nature of the change and its effect on the helicopter response.

\(d\) For an avionics change to a contributory system that significantly
affects some tests in the QTG, or where new functionality is added, the
QTG should be based on validation data from the previously validated
avionics configuration and supplemental avionics-specific flight test
data sufficient to validate the alternate avionics revision. Additional
flight test validation data may not be needed if the avionics changes
were certified without the need for testing with a comprehensive flight
instrumentation package. The helicopter manufacturer should coordinate
flight simulator data requirements in advance with the NSPM.

\(5\) A matrix or "roadmap" should be provided with the QTG indicating
the appropriate validation data source for each test. The roadmap should
include identification of the revision state of those contributory
avionics systems that could affect specific test responses.

**15. Transport Delay Testing.**

a\. This paragraph describes how to determine the introduced transport
delay through the flight simulator system so that it does not exceed a
specific time delay. The transport delay should be measured from control
inputs through the interface, through each of the host computer modules
and back through the interface to motion, flight instrument, and visual
systems. The transport delay should not exceed the maximum allowable
interval.

b\. Four specific examples of transport delay are:

\(1\) Simulation of classic non-computer controlled aircraft;

\(2\) Simulation of Computer Controlled Aircraft using real helicopter
black boxes;

\(3\) Simulation of Computer Controlled Aircraft using software
emulation of helicopter boxes;

\(4\) Simulation using software avionics or re-hosted instruments.

c\. Figure C2C illustrates the total transport delay for a
non-computer-controlled helicopter or the classic transport delay test.
Since there are no helicopter-induced delays for this case, the total
transport delay is equivalent to the introduced delay.

d\. Figure C2D illustrates the transport delay testing method using the
real helicopter controller system.

e\. To obtain the induced transport delay for the motion, instrument and
visual signal, the delay induced by the helicopter controller should be
subtracted from the total transport delay. This difference represents
the introduced delay and should not exceed the standards prescribed in
Table C1A.

f\. Introduced transport delay is measured from the flight deck control
input to the reaction of the instruments and motion and visual systems
(See Figure C2C).

g\. The control input may also be introduced after the helicopter
controller system input and the introduced transport delay may be
measured directly from the control input to the reaction of the
instruments, and simulator motion and visual systems (See Figure C2D).

h\. Figure C2E illustrates the transport delay testing method used on a
flight simulator that uses a software emulated helicopter controller
system.

i\. It is not possible to measure the introduced transport delay using
the simulated helicopter controller system architecture for the pitch,
roll and yaw axes. Therefore, the signal should be measured directly
from the pilot controller. The flight simulator manufacturer should
measure the total transport delay and subtract the inherent delay of the
actual helicopter components because the real helicopter controller
system has an inherent delay provided by the helicopter manufacturer.
The flight simulator manufacturer should ensure that the introduced
delay does not exceed the standards prescribed in Table C1A.

j\. Special measurements for instrument signals for flight simulators
using a real helicopter instrument display system instead of a simulated
or re-hosted display. For flight instrument systems, the total transport
delay should be measured and the inherent delay of the actual helicopter
components subtracted to ensure that the introduced delay does not
exceed the standards prescribed in Table C1A.

\(1\) Figure C2FA illustrates the transport delay procedure without
helicopter display simulation. The introduced delay consists of the
delay between the control movement and the instrument change on the data
bus.

\(2\) Figure C2FB illustrates the modified testing method required to
measure introduced delay due to software avionics or re-hosted
instruments. The total simulated instrument transport delay is measured
and the helicopter delay should be subtracted from this total. This
difference represents the introduced delay and should not exceed the
standards prescribed in Table C1A. The inherent delay of the helicopter
between the data bus and the displays is indicated in figure C2FA. The
display manufacturer should provide this delay time.

k\. Recorded signals. The signals recorded to conduct the transport
delay calculations should be explained on a schematic block diagram. The
flight simulator manufacturer should also provide an explanation of why
each signal was selected and how they relate to the above descriptions.

l\. Interpretation of results. Flight simulator results vary over time
from test to test due to "sampling uncertainty." All flight simulators
run at a specific rate where all modules are executed sequentially in
the host computer. The flight controls input can occur at any time in
the iteration, but these data will not be processed before the start of
the new iteration. For example, a flight simulator running at 60 Hz may
have a difference of as much as 16.67 msec between results. This does
not mean that the test has failed. Instead, the difference is attributed
to variation in input processing. In some conditions, the host simulator
and the visual system do not run at the same iteration rate, so the
output of the host computer to the visual system will not always be
synchronized.

m\. The transport delay test should account for both daylight and night
modes of operation of the visual system. In both cases, the tolerances
prescribed in Table C1A should be met and the motion response should
occur before the end of the first video scan containing new information.

**Figure C2E**

**Transport Delay for simulation of classic non-Computer Controlled
Aircraft**.

![](media/image3.wmf)

**Figure C2F**

**Transport Delay for simulation of Computer Controlled Aircraft using
real helicopter black boxes**

![](media/image11.wmf)

.

**Figure C2G**

**Transport Delay for simulation of Computer Controlled Aircraft using
software emulation of helicopter boxes**

![](media/image5.wmf)

**Figure C2HA and C2HB**

**Transport delay for simulation of helicopters using real or re-hosted
instrument drivers**

![](media/image12.wmf)

**16. Continuing Qualification Evaluations - Validation Test Data
Presentation**

a\. Background

\(1\) The MQTG is created during the initial evaluation of a flight
simulator. This is the master document, as amended, to which flight
simulator continuing qualification evaluation test results are compared.

\(2\) The currently accepted method of presenting continuing
qualification evaluation test results is to provide flight simulator
results over-plotted with reference data. Test results are carefully
reviewed to determine if the test is within the specified tolerances.
This can be a time consuming process, particularly when reference data
exhibits rapid variations or an apparent anomaly requiring engineering
judgment in the application of the tolerances. In these cases, the
solution is to compare the results to the MQTG. The continuing
qualification results are compared to the results in the MQTG for
acceptance. The flight simulator operator and the NSPM should look for
any change in the flight simulator performance since initial
qualification.

b\. Continuing Qualification Evaluation Test Results Presentation

\(1\) Flight simulator operators are encouraged to over-plot continuing
qualification validation test results with MQTG flight simulator results
recorded during the initial evaluation and as amended. Any change in a
validation test will be readily apparent. In addition to plotting
continuing qualification validation test and MQTG results, operators may
elect to plot reference data.

\(2\) There are no suggested tolerances between flight simulator
continuing qualification and MQTG validation test results. Investigation
of any discrepancy between the MQTG and continuing qualification flight
simulator performance is left to the discretion of the flight simulator
operator and the NSPM.

\(3\) Differences between the two sets of results, other than variations
attributable to repeatability issues that cannot be explained should be
investigated.

\(4\) The flight simulator should retain the ability to over-plot both
automatic and manual validation test results with reference data.

**End Information**

**Begin QPS Requirements**

**17. Alternative Data Sources, Procedures, and Instrumentation: Level B
Simulators Only**

a\. Sponsors are not required to use the alternative data sources,
procedures, and instrumentation. However, any sponsor choosing to use
alternative sources must comply with the requirements in Table C2E.

**End QPS Requirements**

**Begin Information**

b\. It has become standard practice for experienced simulator
manufacturers to use such techniques as a means of establishing data
bases for new simulator configurations while awaiting the availability
of actual flight test data. The data generated from the aerodynamic
modeling techniques is then compared to the flight test data when it
becomes available. The results of such comparisons have become
increasingly consistent, indicating that these techniques, applied with
appropriate experience, are dependable and accurate for the development
of aerodynamic models for use in Level B simulators.

c\. Based on this history of successful comparisons, the NSPM has
concluded that those who are experienced in the development of
aerodynamic models for simulator application can successfully use these
modeling techniques to alter the method for acquiring flight test data
for Level B simulators.

d\. The information in Table C2E (Alternative Data Sources, Procedures,
and Information) is presented to describe an acceptable alternative to
data sources for simulator modeling and validation and an acceptable
alternative to the procedures and instrumentation traditionally used to
gather such modeling and validation data.

\(1\) Alternative data sources that may be used for part or all of a
data requirement are the Helicopter Maintenance Manual, the Rotorcraft
Flight Manual (RFM), Helicopter Design Data, the Type Inspection Report
(TIR), Certification Data or acceptable supplemental flight test data.

\(2\) The sponsor should coordinate with the NSPM prior to using
alternative data sources in a flight test or data gathering effort.

e\. The NSPM position on the use of these alternative data sources,
procedures, and instrumentation is based on the use of a rigorously
defined and fully mature simulation controls system model that includes
accurate gearing and cable stretch characteristics (where applicable),
determined from actual aircraft measurements. The model does not require
control surface position measurements in the flight test objective data
in these limited applications.

f\. Data may be acquired by using an inertial measurement system and a
synchronized video of the calibrated helicopter instruments, including
the inclinometer; the force/position measurements of flight deck
controls; and a clear visual directional reference for a known magnetic
bearing (e.g., a runway centerline). Ground track and wind corrected
heading may be used for sideslip angle.

g\. The sponsor is urged to contact the NSPM for clarification of any
issue regarding helicopters with reversible control systems. This table
is not applicable to Computer Controlled Aircraft flight simulators.

h\. Use of these alternate data sources, procedures, and instrumentation
does not relieve the sponsor from compliance with the balance of the
information contained in this document relative to Level B FFSs.

i\. The term "inertial measurement system" is used in table C2E include
the use of a functional global positioning system (GPS).

j\. Synchronized video for the use of alternative data sources,
procedures, and instrumentation should have:

\(1\) sufficient resolution to allow magnification of the display to
make appropriate measurement and comparisons; and

\(2\) sufficient size and incremental marking to allow similar
measurement and comparison. The detail provided by the video should
provide sufficient clarity and accuracy to measure the necessary
parameter(s) to at least ½ of the tolerance authorized for the specific
test being conducted and allow an integration of the parameter(s) in
question to obtain a rate of change.

**End Information**

+--------------------+-----+--------------------------+---------------+
| #### 1.a.1.        | **  | Data may be acquired     |               |
| a. {#a.1.a. .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video recording of all   |               |
|                    |     | engine instruments,      |               |
| Performance.       |     | start buttons, means for |               |
| Engine Start and   |     | fuel introduction and    |               |
| Accelerations      |     | means for moving from    |               |
|                    |     | "idle" to "flight." A    |               |
|                    |     | stopwatch is necessary.  |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.a.1.        | **  | Data may be acquired     |               |
| b. {#a.1.b. .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video recording of all   |               |
|                    |     | engine instruments, and  |               |
| Performance.       |     | include the status of    |               |
| Steady State Idle  |     | the means for moving     |               |
| and Operating RPM  |     | from "idle" to "flight." |               |
| Conditions         |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.            | **  | Data may be acquired     |               |
| a.2. {#a.2. .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video recording of all   |               |
|                    |     | engine instruments.      |               |
| Performance. Power |     | Speed trim actuator      |               |
| Turbine Speed Trim |     | position may be hand     |               |
|                    |     | recorded.                |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.a           | **  | Data may be acquired by  |               |
| .3.  {#a.3. .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video of the calibrated  |               |
|                    |     | helicopter instruments   |               |
| Performance.       |     | and the force/position   |               |
| Engine and Rotor   |     | measurements of flight   |               |
| Speed Governing    |     | deck controls.           |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.            | **  | TIR, AFM, or Design data |               |
| b.1. {#b.1. .Title | X** | may be used.             |               |
| -Text-Block-Lvl-7} |     |                          |               |
|                    |     |                          |               |
| Performance. On    |     |                          |               |
| Surface Taxi.      |     |                          |               |
|                    |     |                          |               |
| Minimum Radius     |     |                          |               |
| turn               |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.            | **  | Data may be acquired by  | A single      |
| b.2. {#b.2. .Title | X** | using a constant tiller  | procedure may |
| -Text-Block-Lvl-7} |     | position (measured with  | not be        |
|                    |     | a protractor), or full   | adequate for  |
| Performance. On    |     | pedal application for    | all           |
| Surface Taxi       |     | steady state turn, and   | rotorcraft    |
|                    |     | synchronized video of    | steering      |
| Rate of Turn vs.   |     | heading indicator. If    | systems.      |
| Nosewheel Steering |     | less than full pedal is  | Appropriate   |
| Angle              |     | used, pedal position     | measurement   |
|                    |     | must be recorded.        | procedures    |
|                    |     |                          | must be       |
|                    |     |                          | devised and   |
|                    |     |                          | proposed for  |
|                    |     |                          | NSPM          |
|                    |     |                          | concurrence.  |
+--------------------+-----+--------------------------+---------------+
| ####               | **  | Data may be acquired by  |               |
| 1.b.3 {#b.3 .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video of the calibrated  |               |
|                    |     | helicopter instruments   |               |
| Performance. Taxi  |     | and the force/position   |               |
|                    |     | measurements of flight   |               |
|                    |     | deck controls.           |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.            | **  | Data may be acquired     |               |
| b.4. {#b.4. .Title | X** | using a stopwatch and a  |               |
| -Text-Block-Lvl-7} |     | means for measuring      |               |
|                    |     | distance such as runway  |               |
| Performance. Brake |     | distance markers         |               |
|                    |     | conforming with runway   |               |
|                    |     | distance marker          |               |
|                    |     | standards.               |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.            | **  | Preliminary              |               |
| c.1. {#c.1. .Title | X** | certification data may   |               |
| -Text-Block-Lvl-7} |     | be used. Data may be     |               |
|                    |     | acquired by using a      |               |
| Performance.       |     | synchronized video of    |               |
| Running Takeoff    |     | the calibrated           |               |
|                    |     | helicopter instruments   |               |
|                    |     | and the force/position   |               |
|                    |     | measurements of flight   |               |
|                    |     | deck controls.           |               |
|                    |     | Collective, cyclic, and  |               |
|                    |     | pedal position time      |               |
|                    |     | history must be recorded |               |
|                    |     | from the start of        |               |
|                    |     | collective movement      |               |
|                    |     | through to normal climb. |               |
|                    |     | Indicated torque         |               |
|                    |     | settings may be hand     |               |
|                    |     | recorded at the moment   |               |
|                    |     | of lift-off and in a     |               |
|                    |     | steady normal climb.     |               |
+--------------------+-----+--------------------------+---------------+
| **1.c.2**          | **  | Data may be acquired by  |               |
|                    | X** | using a synchronized     |               |
| Performance. One   |     | video of the calibrated  |               |
| Engine Inoperative |     | helicopter instruments   |               |
| (OEI), continued   |     | and the force/position   |               |
| takeoff            |     | measurements of flight   |               |
|                    |     | deck controls.           |               |
|                    |     | Collective, cyclic, and  |               |
|                    |     | pedal position time      |               |
|                    |     | history must be recorded |               |
|                    |     | from the start of        |               |
|                    |     | collective movement      |               |
|                    |     | through to normal OEI    |               |
|                    |     | climb. Indicated torque  |               |
|                    |     | settings may be hand     |               |
|                    |     | recorded at the moment   |               |
|                    |     | of lift-off and in a     |               |
|                    |     | steady normal OEI climb. |               |
+--------------------+-----+--------------------------+---------------+
| ###                | **  | Data may be acquired by  |               |
| # 1.f. {#f. .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video of the calibrated  |               |
|                    |     | helicopter instruments   |               |
| Performance. Level |     | and the force/position   |               |
| Flight. Trimmed    |     | measurements of flight   |               |
| Flight Control     |     | deck controls.           |               |
| Positions.         |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| 1.g.               | **  | Data may be acquired by  |               |
|                    | X** | using a synchronized     |               |
| Performance.       |     | video of the calibrated  |               |
| Normal Climb.      |     | helicopter instruments   |               |
| Trimmed Flight     |     | and the force/position   |               |
| Control Positions  |     | measurements of flight   |               |
|                    |     | deck controls.           |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.            | **  | Data may be acquired by  |               |
| h.1. {#h.1. .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video of the calibrated  |               |
|                    |     | helicopter instruments   |               |
| Descent            |     | and the force/position   |               |
| Performance and    |     | measurements of flight   |               |
| Trimmed Flight     |     | deck controls.           |               |
| Control Positions. |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.            | **  | Data may be acquired by  |               |
| h.2. {#h.2. .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video of the calibrated  |               |
|                    |     | helicopter instruments   |               |
| Autorotation       |     | and the force/position   |               |
| Performance and    |     | measurements of flight   |               |
| Trimmed Flight     |     | deck controls.           |               |
| Control Positions. |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.            | **  | Data may be acquired by  |               |
| j.1. {#j.1. .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video of the calibrated  |               |
|                    |     | helicopter instruments   |               |
| Performance.       |     | and the force/position   |               |
| Running Landing    |     | measurements of flight   |               |
| All Engines        |     | deck controls.           |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.            | **  | Data may be acquired by  |               |
| j.2. {#j.2. .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video of the calibrated  |               |
|                    |     | helicopter instruments   |               |
| Performance.       |     | and the force/position   |               |
| Running Landing    |     | measurements of flight   |               |
| One Engine         |     | deck controls.           |               |
| Inoperative.       |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| #### 1.            | **  | Data may be acquired by  |               |
| j.3. {#j.3. .Title | X** | using a synchronized     |               |
| -Text-Block-Lvl-7} |     | video of the calibrated  |               |
|                    |     | helicopter instruments   |               |
| Performance.       |     | and the force/position   |               |
| Balked Landing     |     | measurements of flight   |               |
|                    |     | deck controls. The       |               |
|                    |     | synchronized video must  |               |
|                    |     | record the time of the   |               |
|                    |     | "balk landing" decision. |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.a.          | **  | Control positions can be |               |
| 1. {#a.1.-1 .Title | X** | obtained using           |               |
| -Text-Block-Lvl-7} |     | continuous control       |               |
|                    |     | position recordings.     |               |
| Handling           |     | Force data may be        |               |
| Qualities.         |     | acquired by using a hand |               |
|                    |     | held force gauge so that |               |
| Static Control     |     | the forces can be        |               |
| Checks.            |     | cross-plotted against    |               |
|                    |     | control position in each |               |
| Cyclic Controller  |     | of the control axes.     |               |
| Position vs.       |     |                          |               |
| Force.             |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| **2.a.2.**         | **  | Control positions can be |               |
| Handling           | X** | obtained using           |               |
| Qualities.         |     | continuous control       |               |
|                    |     | position recordings.     |               |
| Static Control     |     | Force data may be        |               |
| Checks.            |     | acquired by using a hand |               |
|                    |     | held force gauge so that |               |
| Collective/Pedals  |     | the forces can be        |               |
| vs. Force          |     | cross-plotted against    |               |
|                    |     | control position in each |               |
|                    |     | of the control axes.     |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.a.          | **  | Brake pedal positions    |               |
| 3. {#a.3.-1 .Title | X** | can be obtained using    |               |
| -Text-Block-Lvl-7} |     | continuous position      |               |
|                    |     | recordings. Force data   |               |
| Handling           |     | may be acquired by using |               |
| Qualities.         |     | a hand held force gauge  |               |
|                    |     | so that the forces can   |               |
| Brake Pedal Force  |     | be cross-plotted against |               |
| vs. Position       |     | brake pedal position.    |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.            | **  | Control positions can be |               |
| a.4. {#a.4. .Title | X** | obtained using           |               |
| -Text-Block-Lvl-7} |     | continuous control       |               |
|                    |     | position recordings      |               |
| Handling           |     | plotted against time to  |               |
| Qualities.         |     | provide rate in each     |               |
|                    |     | applicable system.       |               |
| Trim System Rate   |     |                          |               |
| (all applicable    |     |                          |               |
| systems)           |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| **2.a.6.**         | **  | Data may be acquired by  |               |
|                    | X** | direct measurement.      |               |
| Handling           |     |                          |               |
| Qualities.         |     |                          |               |
|                    |     |                          |               |
| Control System     |     |                          |               |
| Freeplay           |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.c.          | **  | Data may be acquired by  |               |
| 1. {#c.1.-1 .Title | X** | using an inertial        |               |
| -Text-Block-Lvl-7} |     | measurement system, a    |               |
|                    |     | synchronized video of    |               |
| Longitudinal       |     | the calibrated           |               |
| Handling           |     | helicopter instruments   |               |
| qualities. Control |     | and the force/position   |               |
| Response.          |     | measurements of flight   |               |
|                    |     | deck controls.           |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.            | **  | Data may be acquired by  |               |
| c.2. {#c.2. .Title | X** | using an inertial        |               |
| -Text-Block-Lvl-7} |     | measurement system, a    |               |
|                    |     | synchronized video of    |               |
| Longitudinal       |     | the calibrated           |               |
| Handling           |     | helicopter instruments   |               |
| qualities. Static  |     | and the force/position   |               |
| Stability          |     | measurements of flight   |               |
|                    |     | deck controls.           |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.c.          | **  | Data may be acquired by  |               |
| 3.a {#c.3.a .Title | X** | using an inertial        |               |
| -Text-Block-Lvl-7} |     | measurement system, a    |               |
|                    |     | synchronized video of    |               |
| Longitudinal       |     | the calibrated           |               |
| Handling           |     | helicopter instruments   |               |
| qualities. Dynamic |     | and the force/position   |               |
| Stability, Long    |     | measurements of flight   |               |
| Term Response      |     | deck controls.           |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.c.3.        | **  | Data may be acquired by  |               |
| b. {#c.3.b. .Title | X** | using an inertial        |               |
| -Text-Block-Lvl-7} |     | measurement system, a    |               |
|                    |     | synchronized video of    |               |
| Longitudinal       |     | the calibrated           |               |
| Handling           |     | helicopter instruments   |               |
| qualities. Dynamic |     | and the force/position   |               |
| Stability, Short   |     | measurements of flight   |               |
| Term Response      |     | deck controls.           |               |
+--------------------+-----+--------------------------+---------------+
| **2.c.4.**         | **  | Data may be acquired by  |               |
|                    | X** | using an inertial        |               |
| Longitudinal       |     | measurement system, a    |               |
| Handling           |     | synchronized video of    |               |
| qualities.         |     | the calibrated           |               |
|                    |     | helicopter instruments   |               |
| Maneuvering        |     | and the force/position   |               |
| stability          |     | measurements of flight   |               |
|                    |     | deck controls.           |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.d.          | **  | Data may be acquired by  |               |
| 1.a {#d.1.a .Title | X** | using an inertial        |               |
| -Text-Block-Lvl-7} |     | measurement system, a    |               |
|                    |     | synchronized video of    |               |
| Lateral Handling   |     | the calibrated           |               |
| qualities.         |     | helicopter instruments   |               |
|                    |     | and the force/position   |               |
| Control Response   |     | measurements of flight   |               |
|                    |     | deck controls.           |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.d.          | **  | Data may be acquired by  |               |
| 1.b {#d.1.b .Title | X** | using an inertial        |               |
| -Text-Block-Lvl-7} |     | measurement system and a |               |
|                    |     | synchronized video of    |               |
| Directional        |     | calibrated helicopter    |               |
| Handling           |     | instruments and          |               |
| qualities.         |     | force/position           |               |
|                    |     | measurements of flight   |               |
| Control response.  |     | deck directional         |               |
|                    |     | controls.                |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.            | **  | Data may be acquired by  |               |
| d.2. {#d.2. .Title | X** | using an inertial        |               |
| -Text-Block-Lvl-7} |     | measurement system and a |               |
|                    |     | synchronized video of    |               |
| Handling           |     | calibrated helicopter    |               |
| qualities.         |     | instruments and          |               |
|                    |     | force/position           |               |
| Directional Static |     | measurements of flight   |               |
| Stability          |     | deck directional         |               |
|                    |     | controls.                |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.d.          | **  | Data may be acquired by  |               |
| 3.a {#d.3.a .Title | X** | using an inertial        |               |
| -Text-Block-Lvl-7} |     | measurement system and a |               |
|                    |     | synchronized video of    |               |
| Handling qualities |     | the calibrated           |               |
|                    |     | helicopter instruments,  |               |
| Dynamic Lateral    |     | the force/position       |               |
| and Directional    |     | measurements of flight   |               |
| Stability          |     | deck controls, and a     |               |
|                    |     | stop watch.              |               |
| L                  |     |                          |               |
| ateral-Directional |     |                          |               |
| Oscillations.      |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.d.3.        | **  | Data may be acquired by  |               |
| b. {#d.3.b. .Title | X** | using an inertial        |               |
| -Text-Block-Lvl-7} |     | measurement system and a |               |
|                    |     | synchronized video of    |               |
| Handling qualities |     | the calibrated           |               |
|                    |     | helicopter instruments,  |               |
| Dynamic Lateral    |     | the force/position       |               |
| and Directional    |     | measurements of flight   |               |
| Stability          |     | deck controls, and a     |               |
|                    |     | stop watch.              |               |
| Spiral Stability.  |     |                          |               |
+--------------------+-----+--------------------------+---------------+
| #### 2.d.          | **  | Data may be acquired by  |               |
| 3.c {#d.3.c .Title | X** | using an inertial        |               |
| -Text-Block-Lvl-7} |     | measurement system and a |               |
|                    |     | synchronized video of    |               |
| Handling           |     | the calibrated           |               |
| qualities.         |     | helicopter instruments,  |               |
|                    |     | the force/position       |               |
| Dynamic Lateral    |     | measurements of flight   |               |
| and Directional    |     | deck controls.           |               |
| Stability.         |     |                          |               |
|                    |     |                          |               |
| Adverse/Proverse   |     |                          |               |
| Yaw                |     |                          |               |
+--------------------+-----+--------------------------+---------------+

**Begin Information**

**18. Visual Display Systems.**

a\. Basic principles of a FFS collimated display:

\(1\) The essential feature of a collimated display is that light rays
coming from a given point in a picture are parallel. There are two main
implications of the parallel rays:

\(a\) The viewer's eyes focus at infinity and have zero convergence,
providing a cue that the object is distant; and

\(b\) The angle to any given point in the picture does not change when
viewed from a different position so the object behaves geometrically as
though it were located at a significant distance from the viewer. These
cues are self-consistent, and are appropriate for any object that has
been modeled as being at a significant distance from the viewer.

\(2\) In an ideal situation the rays are perfectly parallel, but most
implementations provide only an approximation to the ideal. Typically,
an FFS display provides an image located not closer than about 20--33 ft
(6-10 m) from the viewer, with the distance varying over the
field-of-view. A schematic representation of a collimated display is
provided in Figure C2A.

\(3\) Collimated displays are well suited to many simulation
applications as the area of interest is relatively distant from the
observer so the angles to objects should remain independent of viewing
position. Consider the view of the runway seen by the flight crew lined
up on an approach. In the real world, the runway is distant and the
light rays from the runway to the eyes are parallel. The runway appears
to be straight ahead to both crew members. This situation is well
simulated by a collimated display and is presented in Figure C2B. Note
that the distance to the runway has been shortened for clarity. If drawn
to scale, the runway would be farther away and the rays from the two
seats would be closer to being parallel.

\(4\) While the horizontal field-of-view of a collimated display can be
extended to approximately 210º - 220º, the vertical field-of-view has
been limited to about 40º - 45º. These limitations result from tradeoffs
in optical quality and interference between the display components and
flight deck structures, but were sufficient to meet FFS regulatory
approval for Helicopter FFSs. However, recent designs have been
introduced with vertical fields of view of up to 60º for helicopter
applications.

b\. Basic principles of a FFS dome (or non-collimated) display:

\(1\) The situation in a dome display is shown in Figure C2C. As the
angles can be correct for only one eye point at a time, the visual
system in the figure has been aligned for the right seat eye point
position. The runway appears to be straight ahead of the aircraft for
this viewer. For the left seat viewer, however, the runway appears to be
somewhat to the right of the aircraft. As the aircraft is still moving
towards the runway, the perceived velocity vector will be directed
towards the runway and this will be interpreted as the aircraft having
some yaw offset.

\(2\) The situation is substantially different for near field objects
encountered in helicopter operations close to the ground. In those
cases, objects that should be interpreted as being close to the viewer
will be misinterpreted as being distant in a collimated display. The
errors can actually be reduced in a dome display.

\(3\) The field-of-view possible with a dome display can be larger than
that of a collimated display. Depending on the configuration, a
field-of-view of 240º by 90º is possible and can be exceeded.

c\. Additional display considerations

\(1\) While the situations described above are for discrete viewing
positions, the same arguments can be extended to moving eye points
produced by the viewer's head movement. In the real world, the parallax
effects resulting from head movement provide distance cues. The effect
is particularly strong for relative movement of flight deck structure in
the near field and modeled objects in the distance. Collimated displays
will provide accurate parallax cues for distant objects, but
increasingly inaccurate cues for near field objects. The situation is
reversed for dome displays.

\(2\) Stereopsis cues resulting from the different images presented to
each eye for objects relatively close to the viewer also provide depth
cues. Again, the collimated and dome displays provide more or less
accurate cues depending on the modeled distance of the objects being
viewed.

d\. Training implications

\(1\) In view of the basic principles described above, it is clear that
neither display approach provides a completely accurate image for all
possible object distances. The sponsor should consider the training role
of the FFS when configuring the display system to make the optimum
choice. Factors that should be considered include relative importance of
training tasks at low altitudes, the role of the two crew members in the
flying tasks, and the field-of-view required for specific training
tasks.

**Plan Views of Collimated and Dome (or Non-collimated) Visual Display
Systems**

![](media/image13.wmf){width="6.697222222222222in"
height="2.561111111111111in"}

**Figure C2I - Collimated display**

![](media/image14.wmf){width="5.454166666666667in"
height="1.8138888888888889in"}

**Figure C2J - Runway view in a collimated display**

![](media/image15.wmf){width="5.53125in" height="1.64375in"}

**Figure C2K - Runway view in a dome display**

**End Information**

**Attachment 3 to Appendix C to Part 60---**

**SIMULATOR SUBJECTIVE EVALUATION**

**Begin QPS Requirements**

**1. Requirements.**

a\. Except for special use airport models, all airport models required
by this part must be representations of real-world, operational airports
or representations of fictional airports and must meet the requirements
set out in Tables C3B or C3C of this attachment, as appropriate.

b\. If fictional airports are used, the sponsor must ensure that
navigational aids and all appropriate maps, charts, and other
navigational reference material for the fictional airports (and
surrounding areas as necessary) are compatible, complete, and accurate
with respect to the visual presentation and airport model of this
fictional airport. An SOC must be submitted that addresses navigation
aid installation and performance and other criteria (including
obstruction clearance protection) for all instrument approaches to the
fictional airports that are available in the simulator. The SOC must
reference and account for information in the terminal instrument
procedures manual and the construction and availability of the required
maps, charts, and other navigational material. This material must be
clearly marked \"for training purposes only.\"

c\. When the simulator is being used by an instructor or evaluator for
purposes of training, checking, or testing under this chapter, only
airport models classified as Class I, Class II, or Class III may be used
by the instructor or evaluator. Detailed descriptions / definitions of
these classifications are found in Appendix F of this part.

d\. When a person sponsors an FFS maintained by a person other than a
U.S. certificate holder, the sponsor is accountable for that FFS
originally meeting, and continuing to meet, the criteria under which it
was originally qualified and the appropriate Part 60 criteria, including
the visual scenes and airport models that may be used by instructors or
evaluators for purposes of training, checking, or testing under this
chapter.

e\. Neither Class II nor Class III airport visual models are required to
appear on the SOQ, and the method used for keeping instructors and
evaluators apprised of the airport models that meet Class II or
Class III requirements on any given simulator is at the option of the
sponsor, but the method used must be available for review by the TPAA.

f\. When an airport model represents a real world airport and a
permanent change is made to that real world airport (e.g., a new runway,
an extended taxiway, a new lighting system, a runway closure) without a
written extension grant from the NSPM (described in paragraph 1.g., of
this section), an update to that airport model must be made in
accordance with the following time limits:

\(1\) For a new airport runway, a runway extension, a new airport
taxiway, a taxiway extension, or a runway/taxiway closure -- within 90
days of the opening for use of the new airport runway, runway extension,
new airport taxiway, or taxiway extension; or within 90 days of the
closure of the runway or taxiway.

\(2\) For a new or modified approach light system -- within 45 days of
the activation of the new or modified approach light system.

\(3\) For other facility or structural changes on the airport (e.g., new
terminal, relocation of Air Traffic Control Tower) -- within 180 days of
the opening of the new or changed facility or structure.

g\. If a sponsor desires an extension to the time limit for an update to
a visual scene or airport model or has an objection to what must be
updated in the specific airport model requirement, the sponsor must
provide a written extension request to the NSPM stating the reason for
the update delay and a proposed completion date or provide an
explanation for the objection, explaining why the identified airport
change will not have an impact on flight training, testing, or checking.
A copy of this request or objection must also be sent to the POI/TCPM.
The NSPM will send the official response to the sponsor and a copy to
the POI/TCPM; however, if there is an objection, after consultation with
the appropriate POI/TCPM regarding the training, testing, or checking
impact, the NSPM will send the official response to the sponsor and a
copy to the POI/TCPM.

**End QPS Requirements**

**Begin Information**

**2. Discussion.**

a\. The subjective tests provide a basis for evaluating the capability
of the simulator to perform over a typical utilization period;
determining that the simulator competently simulates each required
maneuver, procedure, or task; and verifying correct operation of the
simulator controls, instruments, and systems. The items listed in the
following Tables are for simulator evaluation purposes only. They may
not be used to limit or exceed the authorizations for use of a given
level of simulator as described on the SOQ or as approved by the TPAA.
All items in the following paragraphs are subject to an examination.

b\. The tests in Table C3A, Operations Tasks, in this attachment address
pilot functions, including maneuvers and procedures (called flight
tasks), and are divided by flight phases. The performance of these tasks
by the NSPM includes an operational examination of the visual system and
special effects. There are flight tasks included to address some
features of advanced technology helicopters and innovative training
programs.

c\. The tests in Table C3A, Operations Tasks, and Table C3G, Instructor
Operating Station, in this attachment address the overall function and
control of the simulator including the various simulated environmental
conditions; simulated helicopter system operation (normal, abnormal, and
emergency); visual system displays; and special effects necessary to
meet flight crew training, evaluation, or flight experience
requirements.

d\. All simulated helicopter systems functions will be assessed for
normal and, where appropriate, alternate operations. Normal, abnormal,
and emergency operations associated with a flight phase will be assessed
during the evaluation of flight tasks or events within that flight
phase. Simulated helicopter systems are listed separately under \"Any
Flight Phase\" to ensure appropriate attention to systems checks.
Operational navigation systems (including inertial navigation systems,
global positioning systems, or other long-range systems) and the
associated electronic display systems will be evaluated if installed.
The NSP pilot will include in his report to the TPAA, the effect of the
system operation and any system limitation.

e\. Simulators demonstrating a satisfactory circling approach will be
qualified for the circling approach maneuver and may be approved for
such use by the TPAA in the sponsor's FAA-approved flight training
program. To be considered satisfactory, the circling approach will be
flown at maximum gross weight for landing, with minimum visibility for
the helicopter approach category, and must allow proper alignment with a
landing runway at least 90° different from the instrument approach
course while allowing the pilot to keep an identifiable portion of the
airport in sight throughout the maneuver (reference - 14 CFR 91.175(e)).

f\. At the request of the TPAA, the NSP Pilot may assess the simulator
for a special aspect of a sponsor\'s training program during the
functions and subjective portion of an evaluation. Such an assessment
may include a portion of a Line Oriented Flight Training (LOFT) scenario
or special emphasis items in the sponsor\'s training program. Unless
directly related to a requirement for the qualification level, the
results of such an evaluation would not affect the qualification of the
simulator.

g\. This appendix addresses helicopter simulators at Levels B, C, and D
because there are no Level A Helicopter simulators.

h\. The FAA intends to allow the use of Class III airport models on a
limited basis when the sponsor provides the TPAA (or other regulatory
authority) an appropriate analysis of the skills, knowledge, and
abilities (SKAs) necessary for competent performance of the tasks in
which this particular media element is used. The analysis should
describe the ability of the FFS/visual media to provide an adequate
environment in which the required SKAs are satisfactorily performed and
learned. The analysis should also include the specific media element,
such as the visual scene or airport model. Additional sources of
information on the conduct of task and capability analysis may be found
on the FAA's Advanced Qualification Program (AQP) website at:
<http://www.faa.gov/education_research/training/aqp/>.

h\. The TPAA may accept Class III airport models without individual
observation provided the sponsor provides the TPAA with an acceptable
description of the process for determining the acceptability of a
specific airport model, outlines the conditions under which such an
airport model may be used, and adequately describes what restrictions
will be applied to each resulting airport or landing area model.
Examples of situations that may warrant Class[ ]{.underline}III model
designation by the TPAA include the following:

\(a\) Training, testing, or checking on very low visibility operations,
including SMGCS operations.

\(b\) Instrument operations training (including instrument takeoff,
departure, arrival, approach, and missed approach training, testing, or
checking) using --

\(i\) A specific model that has been geographically "moved" to a
different location and aligned with an instrument procedure for another
airport.

\(ii\) A model that does not match changes made at the real-world
airport (or landing area for helicopters) being modeled.

\(iii\) A model generated with an "off-board" or an "on-board" model
development tool (by providing proper latitude/longitude reference;
correct runway or landing area orientation, length, width, marking, and
lighting information; and appropriate adjacent taxiway location) to
generate a facsimile of a real world airport or landing area.

i\. Previously qualified simulators with certain early generation
Computer Generated Image (CGI) visual systems, are limited by the
capability of the Image Generator or the display system used. These
systems are:

\(1\) Early CGI visual systems that are exempt from the necessity of
including runway numbers as a part of the specific runway marking
requirements are:

\(a\) Link NVS and DNVS.

\(b\) Novoview 2500 and 6000.

\(c\) FlightSafety VITAL series up to, and including, VITAL III, but not
beyond.

\(d\) Redifusion SP1, SP1T, and SP2.

\(2\) Early CGI visual systems are excepted from the necessity of
including runway numbers unless the runways used for LOFT training
sessions. These LOFT airport models require runway numbers, but only for
the specific runway end (one direction) used in the LOFT session. The
systems required to display runway numbers only for LOFT scenes are:

\(a\) FlightSafety VITAL IV.

\(b\) Redifusion SP3 and SP3T.

\(c\) Link-Miles Image II.

\(3\) The following list of previously qualified CGI and display systems
are incapable of generating blue lights. These systems are not required
to have accurate taxi-way edge lighting are:

\(a\) Redifusion SP1 and SP1T.

\(b\) FlightSafety Vital IV.

\(c\) Link-Miles Image II and Image IIT

\(d\) XKD displays (even though the XKD image generator is capable of
generating blue colored lights, the display cannot accommodate that
color).

**End Information**

+---------+-----------------------------------------------+---+---+---+
| Tasks   |                                               |   |   |   |
| in this |                                               |   |   |   |
| table   |                                               |   |   |   |
| are     |                                               |   |   |   |
| subject |                                               |   |   |   |
| to      |                                               |   |   |   |
| eva     |                                               |   |   |   |
| luation |                                               |   |   |   |
| if      |                                               |   |   |   |
| appr    |                                               |   |   |   |
| opriate |                                               |   |   |   |
| for the |                                               |   |   |   |
| hel     |                                               |   |   |   |
| icopter |                                               |   |   |   |
| si      |                                               |   |   |   |
| mulated |                                               |   |   |   |
| as      |                                               |   |   |   |
| in      |                                               |   |   |   |
| dicated |                                               |   |   |   |
| in the  |                                               |   |   |   |
| SOQ     |                                               |   |   |   |
| Config  |                                               |   |   |   |
| uration |                                               |   |   |   |
| List or |                                               |   |   |   |
| the     |                                               |   |   |   |
| level   |                                               |   |   |   |
| of      |                                               |   |   |   |
| si      |                                               |   |   |   |
| mulator |                                               |   |   |   |
| qualif  |                                               |   |   |   |
| ication |                                               |   |   |   |
| in      |                                               |   |   |   |
| volved. |                                               |   |   |   |
| Items   |                                               |   |   |   |
| not     |                                               |   |   |   |
| in      |                                               |   |   |   |
| stalled |                                               |   |   |   |
| or not  |                                               |   |   |   |
| fun     |                                               |   |   |   |
| ctional |                                               |   |   |   |
| on the  |                                               |   |   |   |
| si      |                                               |   |   |   |
| mulator |                                               |   |   |   |
| and,    |                                               |   |   |   |
| the     |                                               |   |   |   |
| refore, |                                               |   |   |   |
| not     |                                               |   |   |   |
| ap      |                                               |   |   |   |
| pearing |                                               |   |   |   |
| on the  |                                               |   |   |   |
| SOQ     |                                               |   |   |   |
| Config  |                                               |   |   |   |
| uration |                                               |   |   |   |
| List,   |                                               |   |   |   |
| are not |                                               |   |   |   |
| r       |                                               |   |   |   |
| equired |                                               |   |   |   |
| to be   |                                               |   |   |   |
| listed  |                                               |   |   |   |
| as      |                                               |   |   |   |
| exc     |                                               |   |   |   |
| eptions |                                               |   |   |   |
| on the  |                                               |   |   |   |
| SOQ.    |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| **1.    |                                               |   |   |   |
| Prep    |                                               |   |   |   |
| aration |                                               |   |   |   |
| for     |                                               |   |   |   |
| Fl      |                                               |   |   |   |
| ight.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > *     | Flight deck check: switches, indicators,      | * | * | * |
| *1.a.** | systems, and equipment.                       | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **2.  |                                               |   |   |   |
| > APU   |                                               |   |   |   |
| /Engine |                                               |   |   |   |
| > start |                                               |   |   |   |
| > and   |                                               |   |   |   |
| > ru    |                                               |   |   |   |
| n-up.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > *     | Normal start procedures.                      | * | * | * |
| *2.a.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Alternate start procedures.                   | * | * | * |
| *2.b.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Abnormal starts and shutdowns (e.g., hot      | * | * | * |
| *2.c.** | start, hung start)                            | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Rotor engagement.                             | * | * | * |
| *2.d.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | System checks.                                | * | * | * |
| *2.e.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **3.  |                                               |   |   |   |
| >       |                                               |   |   |   |
| Taxiing |                                               |   |   |   |
| > --    |                                               |   |   |   |
| > G     |                                               |   |   |   |
| round** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| #### 3  | Power required to taxi.                       | * | * | * |
| .a. {#a |                                               | * | * | * |
| .-1 .Ti |                                               | X | X | X |
| tle-Tex |                                               | * | * | * |
| t-Block |                                               | * | * | * |
| -Lvl-7} |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > *     | Brake effectiveness.                          | * | * | * |
| *3.b.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Ground handling.                              | * | * | * |
| *3.c.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Water handling (if applicable).               |   | * | * |
| *3.d.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Abnormal/emergency procedures:                |   |   |   |
| *3.e.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **3   | Brake system failure.                         | * | * | * |
| .e.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **3   | Ground resonance.                             |   | * | * |
| .e.2.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **3   | Dynamic rollover.                             |   | * | * |
| .e.3.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **3   | Deployment of emergency floats / water        |   | * | * |
| .e.4.** | landing.                                      |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **3   | Others listed on the SOQ.                     | # | * | * |
| .e.5.** |                                               | # | * | * |
|         |                                               |   | X | X |
|         |                                               | A | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4.  |                                               |   |   |   |
| >       |                                               |   |   |   |
| Taxiing |                                               |   |   |   |
| > --    |                                               |   |   |   |
| >       |                                               |   |   |   |
| Hover** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > *     | Takeoff to a hover.                           | * | * | * |
| *4.a.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Instrument response.                          |   |   |   |
| *4.b.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Engine instruments.                           | * | * | * |
| .b.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Flight instruments.                           | * | * | * |
| .b.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Hovering turns.                               | * | * | * |
| .b.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Hover power checks.                           |   |   |   |
| *4.c.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **4   | In ground effect (IGE).                       | * | * | * |
| .c.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Out of ground effect (OGE).                   | * | * | * |
| .c.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Crosswind/tailwind hover.                     | * | * | * |
| *4.d.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Translating tendency.                         | * | * | * |
| *4.e.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | External load operations.                     |   |   |   |
| *4.f.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Hookup.                                       |   | * | * |
| .f.1.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Release.                                      |   | * | * |
| .f.2.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Winch operations.                             |   | * | * |
| .f.3.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Abnormal/emergency procedures:                |   |   |   |
| *4.g.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Engine failure.                               | * | * | * |
| .g.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Fuel governing system failure.                | * | * | * |
| .g.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Settling with power (OGE).                    | * | * | * |
| .g.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Hovering autorotation.                        |   | * | * |
| .g.4.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Stability augmentation system failure.        | * | * | * |
| .g.5.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Directional control malfunction.              | * | * | * |
| .g.6.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Loss of tail rotor effectiveness (LTE).       |   | * | * |
| .g.7.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **4   | Others listed on the SOQ.                     | * | * | * |
| .g.8.** |                                               | * | * | * |
|         |                                               | A | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Pre-takeoff checks.                           | * | * | * |
| *4.h.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **5.  |                                               |   |   |   |
| >       |                                               |   |   |   |
| Takeoff |                                               |   |   |   |
| > /     |                                               |   |   |   |
| >       |                                               |   |   |   |
|  Transl |                                               |   |   |   |
| ational |                                               |   |   |   |
| > Fl    |                                               |   |   |   |
| ight.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| #### 5  | Forward (up to effective translational lift). |   | * | * |
| .a. {#a |                                               |   | * | * |
| .-2 .Ti |                                               |   | X | X |
| tle-Tex |                                               |   | * | * |
| t-Block |                                               |   | * | * |
| -Lvl-7} |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| #### 5  | Sideward (up to limiting airspeed).           |   | * | * |
| .b. {#b |                                               |   | * | * |
| .-1 .Ti |                                               |   | X | X |
| tle-Tex |                                               |   | * | * |
| t-Block |                                               |   | * | * |
| -Lvl-7} |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| ####    | Rearward (up to limiting airspeed).           |   | * | * |
|  5.c. { |                                               |   | * | * |
| #c. .Ti |                                               |   | X | X |
| tle-Tex |                                               |   | * | * |
| t-Block |                                               |   | * | * |
| -Lvl-7} |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **6.  |                                               |   |   |   |
| >       |                                               |   |   |   |
| Takeoff |                                               |   |   |   |
| > and   |                                               |   |   |   |
| > De    |                                               |   |   |   |
| parture |                                               |   |   |   |
| > P     |                                               |   |   |   |
| hase.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > *     | Normal.                                       | * | * | * |
| *6.a.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | From ground.                                  | * | * | * |
| .a.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | From hover.                                   | * | * | * |
| .a.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6.a | Cat A.                                        | * | * | * |
| .2.a.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6.a | Cat B.                                        | * | * | * |
| .2.b.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | Running.                                      | * | * | * |
| .a.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | Crosswind/tailwind.                           | * | * | * |
| .a.4.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | Maximum performance.                          | * | * | * |
| .a.5.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | Instrument.                                   | * | * | * |
| .a.6.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | Takeoff from a confined area.                 | * | * | * |
| .a.7.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | Takeoff from a pinnacle / platform.           | * | * | * |
| .a.8.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | Takeoff from a slope.                         | * | * | * |
| .a.9.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6.  | External load operations.                     |   | * | * |
| a.10.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Abnormal/emergency procedures:                | * | * | * |
| *6.b.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | Takeoff with engine failure after critical    | * | * | * |
| .b.1.** | decision point (CDP).                         | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6.b | Cat A.                                        |   | * | * |
| .1.a.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6.b | Cat B.                                        |   | * | * |
| .1.b.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Rejected takeoff.                             |   |   |   |
| *6.c.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **6   | Land                                          | * | * | * |
| .c.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **6   | Water (if appropriate)                        | * | * | * |
| .c.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Instrument departure                          | * | * | * |
| *6.d.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Others as listed on the SOQ.                  | * | * | * |
| *6.e.** |                                               | * | * | * |
|         |                                               | A | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **7.  |                                               |   |   |   |
| > C     |                                               |   |   |   |
| limb.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > *     | Normal.                                       | * | * | * |
| *7.a.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Obstacle clearance.                           | * | * | * |
| *7.b.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Vertical.                                     |   | * | * |
| *7.c.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | One engine inoperative.                       | * | * | * |
| *7.d.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Others as listed on the SOQ.                  | * | * | * |
| *7.e.** |                                               | * | * | * |
|         |                                               | A | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8.  |                                               |   |   |   |
| > C     |                                               |   |   |   |
| ruise** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| >       | Performance.                                  | * | * | * |
| **8.a** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Flying qualities.                             | * | * | * |
| *8.b.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Turns.                                        | * | * | * |
| *8.c.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Timed.                                        | * | * | * |
| .c.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Normal.                                       | * | * | * |
| .c.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Steep.                                        | * | * | * |
| .c.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Accelerations and decelerations.              | * | * | * |
| *8.d.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | High speed vibrations.                        | * | * | * |
| *8.e.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | External Load Operations (see entry 4.f. of   |   | * | * |
| *8.f.** | this table)                                   |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Abnormal/emergency procedures                 | * | * | * |
| *8.g.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Engine fire.                                  | * | * | * |
| .g.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **    | Engine failure.                               | * | * | * |
| 8.g.2** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Inflight engine shutdown and restart.         | * | * | * |
| .g.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Fuel governing system failures.               | * | * | * |
| .g.4.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Directional control malfunction.              | * | * | * |
| .g.5.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Hydraulic failure.                            | * | * | * |
| .g.6.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Stability system failure.                     | * | * | * |
| .g.7.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Rotor vibrations.                             | * | * | * |
| .g.8.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **8   | Recovery from unusual attitudes               | * | * | * |
| .g.9.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **9.  |                                               |   |   |   |
| > Des   |                                               |   |   |   |
| cent.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > *     | Normal.                                       | * | * | * |
| *9.a.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Maximum rate.                                 | * | * | * |
| *9.b.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Autorotative.                                 |   |   |   |
| *9.c.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **9   | Straight-in.                                  | * | * | * |
| .c.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **9   | With turn.                                    | * | * | * |
| .c.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | External Load                                 |   | * | * |
| *9.d.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **10. |                                               |   |   |   |
| > Appr  |                                               |   |   |   |
| oach.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **    | Non-precision.                                | * | * | * |
| 10.a.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **10  | All engines operating.                        | * | * | * |
| .a.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **10  | One or more engines inoperative.              | * | * | * |
| .a.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **10  | Approach procedures:                          | * | * | * |
| .a.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | NDB                                           | * | * | * |
|  **10.a |                                               | * | * | * |
| .3.a.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | VOR, RNAV, TACAN                              | * | * | * |
|  **10.a |                                               | * | * | * |
| .3.b.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | ASR                                           | * | * | * |
|  **10.a |                                               | * | * | * |
| .3.c.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | Circling                                      | * | * | * |
|  **10.a |                                               | * | * | * |
| .3.d.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | Helicopter only.                              | * | * | * |
|  **10.a |                                               | * | * | * |
| .3.e.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **10  | Missed approach.                              | * | * | * |
| .a.4.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | All engines operating.                        | * | * | * |
|  **10.a |                                               | * | * | * |
| .4.a.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | One or more engines inoperative.              | * | * | * |
|  **10.a |                                               | * | * | * |
| .4.b.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **    | Precision.                                    | * | * | * |
| 10.b.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **10  | All engines operating.                        | * | * | * |
| .b.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **10  | Manually controlled - one or more engines     | * | * | * |
| .b.2.** | inoperative.                                  | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **10  | Approach procedures:                          | * | * | * |
| .b.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | PAR                                           | * | * | * |
|  **10.b |                                               | * | * | * |
| .3.a.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | MLS                                           | * | * | * |
|  **10.b |                                               | * | * | * |
| .3.b.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | ILS                                           | * | * | * |
|  **10.b |                                               | * | * | * |
| .3.c.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | \(1\) Manual (raw data).                      | * | * | * |
|  **10.b |                                               | * | * | * |
| .3.c.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | \(2\) Flight director only.                   | * | * | * |
|  **10.b |                                               | * | * | * |
| .3.c.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | \(3\) Autopilot\*only.                        | * | * | * |
|  **10.b |                                               | * | * | * |
| .3.c.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | \(4\) Cat I.                                  | * | * | * |
|  **10.b |                                               | * | * | * |
| .3.c.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | \(5\) Cat II.                                 | * | * | * |
|  **10.b |                                               | * | * | * |
| .3.c.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **10  | Missed approach.                              |   |   |   |
| .b.4.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| >       | All engines operating.                        | * | * | * |
|  **10.b |                                               | * | * | * |
| .4.a.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | One or more engines inoperative.              | * | * | * |
|  **10.b |                                               | * | * | * |
| .4.b.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | Stability system failure.                     | * | * | * |
|  **10.b |                                               | * | * | * |
| .4.c.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **    | Others as listed on the SOQ                   | * | * | * |
| 10.c.** |                                               | * | * | * |
|         |                                               | A | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11. |                                               |   |   |   |
| > L     |                                               |   |   |   |
| andings |                                               |   |   |   |
| > and   |                                               |   |   |   |
| > App   |                                               |   |   |   |
| roaches |                                               |   |   |   |
| > to    |                                               |   |   |   |
| > Land  |                                               |   |   |   |
| ings.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **    | Visual Approaches                             |   |   |   |
| 11.a.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Normal.                                       | * | * | * |
| .a.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Steep.                                        | * | * | * |
| .a.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Shallow.                                      | * | * | * |
| .a.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Crosswind.                                    | * | * | * |
| .a.4.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Category A profile.                           |   | * | * |
| .a.5.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Category B profile.                           |   | * | * |
| .a.6.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | External Load.                                |   | * | * |
| .a.7.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **    | Abnormal/emergency procedures:                |   |   |   |
| 11.b.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Directional control failure.                  | * | * | * |
| .b.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Hydraulics failure.                           | * | * | * |
| .b.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Fuel governing failure.                       | * | * | * |
| .b.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Autorotation.                                 | * | * | * |
| .b.4.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Stability system failure.                     | * | * | * |
| .b.5.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Others listed on the SOQ.                     | * | * | * |
| .b.6.** |                                               | * | * | * |
|         |                                               | A | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > *     | Landings.                                     |   |   |   |
| *11c.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Normal.                                       |   |   |   |
| .c.1.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| >       | Running.                                      | X | * | X |
|  **11.c |                                               |   | * |   |
| .1.a.** |                                               |   | X |   |
|         |                                               |   | * |   |
|         |                                               |   | * |   |
+---------+-----------------------------------------------+---+---+---+
| >       | From Hover.                                   | * | * | * |
|  **11.c |                                               | * | * | * |
| .1.b.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Pinnacle/platform.                            | * | * | * |
| .c.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Confined area                                 | * | * | * |
| .c.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Slope.                                        |   | * | * |
| .c.4.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Crosswind.                                    | * | * | * |
| .c.5.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Tailwind.                                     | * | * | * |
| .c.6.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Rejected Landing.                             | * | * | * |
| .c.7.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Abnormal/emergency procedures:                |   |   |   |
| .c.8.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| >       | From autorotation.                            |   | * | * |
|  **11.c |                                               |   | * | * |
| .8.a.** |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | One or more engines inoperative.              | * | * | * |
|  **11.c |                                               | * | * | * |
| .8.b.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | Directional control failure.                  | * | * | * |
|  **11.c |                                               | * | * | * |
| .8.c.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | Hydraulics failure.                           | * | * | * |
|  **11.c |                                               | * | * | * |
| .8.d.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| >       | Stability augmentation system failure.        | * | * | * |
|  **11.c |                                               | * | * | * |
| .8.e.** |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **11  | Other (listed on the SOQ).                    | * | * | * |
| .c.9.** |                                               | * | * | * |
|         |                                               | A | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12. |                                               |   |   |   |
| > Any   |                                               |   |   |   |
| >       |                                               |   |   |   |
|  Flight |                                               |   |   |   |
| > P     |                                               |   |   |   |
| hase.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Air conditioning.                             | * | * | * |
| .a.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Anti-icing/deicing.                           | * | * | * |
| .a.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Auxiliary power-plant.                        | * | * | * |
| .a.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Communications.                               | * | * | * |
| .a.4.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Electrical.                                   | * | * | * |
| .a.5.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Fire detection and suppression.               | * | * | * |
| .a.6.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Stabilizer.                                   | * | * | * |
| .a.7.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Flight controls.                              | * | * | * |
| .a.8.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Fuel and oil.                                 | * | * | * |
| .a.9.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12. | Hydraulic.                                    | * | * | * |
| a.10.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12. | Landing gear.                                 | * | * | * |
| a.11.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12. | Oxygen.                                       | * | * | * |
| a.12.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12. | Pneumatic.                                    | * | * | * |
| a.13.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12. | Powerplant.                                   | * | * | * |
| a.14.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12. | Flight control computers.                     | * | * | * |
| a.15.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12. | Stability and control augmentation.           | * | * | * |
| a.16.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **    | Flight management and guidance system.        |   |   |   |
| 12.b.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Airborne radar.                               | * | * | * |
| .b.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Automatic landing aids.                       | * | * | * |
| .b.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Autopilot.                                    | * | * | * |
| .b.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Collision avoidance system.                   | * | * | * |
| .b.4.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Flight data displays.                         | * | * | * |
| .b.5.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Flight management computers.                  | * | * | * |
| .b.6.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Heads-up displays.                            | * | * | * |
| .b.7.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | Navigation systems.                           | * | * | * |
| .b.8.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **    | Airborne procedures.                          |   |   |   |
| 12.c.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **12  | > Holding.                                    | * | * | * |
| .c.1.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | > Air hazard avoidance.                       | * | * | * |
| .c.2.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | > Retreating blade stall recovery.            | * | * | * |
| .c.3.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | > Mast bumping.                               | * | * | * |
| .c.4.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **1   | > Loss of directional control.                | * | * | * |
| 2.c.5** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | > Loss of tail rotor effectiveness.           |   | * | * |
| .c.6.** |                                               |   | * | * |
|         |                                               |   | X | X |
|         |                                               |   | * | * |
|         |                                               |   | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **12  | > Other (listed on the SOQ).                  | * | * | * |
| .c.7.** |                                               | * | * | * |
|         |                                               | A | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **13. |                                               |   |   |   |
| >       |                                               |   |   |   |
|  Engine |                                               |   |   |   |
| > S     |                                               |   |   |   |
| hutdown |                                               |   |   |   |
| > and   |                                               |   |   |   |
| > Par   |                                               |   |   |   |
| king.** |                                               |   |   |   |
+---------+-----------------------------------------------+---+---+---+
| > **    | Engine and systems operation.                 | * | * | * |
| 13.a.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **    | Parking brake operation.                      | * | * | * |
| 13.b.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **    | Rotor brake operation.                        | * | * | * |
| 13.c.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+
| > **    | Abnormal/emergency procedures.                | * | * | * |
| 13.d.** |                                               | * | * | * |
|         |                                               | X | X | X |
|         |                                               | * | * | * |
|         |                                               | * | * | * |
+---------+-----------------------------------------------+---+---+---+

\* "Autopilot" means attitude retention mode of operation.

**Note: An "A" in the table indicates that the system, task, or
procedure may be examined if the appropriate aircraft system or control
is simulated in the FFS and is working properly.**

  -----------------------------------------------------------------------
  This table specifies the minimum airport visual model content and
  functionality to qualify a simulator at the indicated level. This table
  applies only to the airport scenes required for simulator
  qualification; i.e., two helicopter landing area models for Level B
  simulators; four helicopter landing area models for Level C and Level D
  simulators.

  -----------------------------------------------------------------------

<table>
<colgroup>
<col style="width: 12%" />
<col style="width: 63%" />
<col style="width: 3%" />
<col style="width: 0%" />
<col style="width: 7%" />
<col style="width: 3%" />
<col style="width: 3%" />
<col style="width: 1%" />
<col style="width: 1%" />
<col style="width: 3%" />
</colgroup>
<tbody>
<tr class="odd">
<td><h4 id="section-30" class="Title-Text-Block-Lvl-7">1.</h4></td>
<td colspan="9"><h4 id="functional-test-content-requirements."
class="Title-Text-Block-Lvl-7">Functional test content
requirements.</h4>
<p>The following is the minimum airport/landing area model content
requirement to satisfy visual capability tests, and provides suitable
visual cues to allow completion of all functions and subjective tests
described in this attachment for simulators at Level B.</p></td>
</tr>
<tr class="even">
<td><strong>1.a.</strong></td>
<td colspan="3">A minimum of one (1) representative airport and one (1)
representative helicopter landing area model. The airport and the
helicopter landing area may be contained within the same model. If but
if this option is selected, the approach path to the airport runway(s)
and the approach path to the helicopter landing area must be different.
The model(s) used to meet the following requirements may be demonstrated
at either a fictional or a real-world airport or helicopter landing
area, but each must be acceptable to the sponsor’s TPAA, selectable from
the IOS, and listed on the SOQ.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="odd">
<td><strong>1.b.</strong></td>
<td colspan="3">The fidelity of the visual scene must be sufficient for
the aircrew to visually identify the airport and/or helicopter landing
area; determine the position of the simulated helicopter within the
visual scene; successfully accomplish take-offs, approaches, and
landings; and maneuver around the airport on the ground, or hover taxi,
as necessary.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td><strong>1.c.</strong></td>
<td colspan="9">Runways:</td>
</tr>
<tr class="odd">
<td><h4 id="c.1.-2" class="Title-Text-Block-Lvl-7">1.c.1.</h4></td>
<td colspan="3">Visible runway number.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td><blockquote>
<p><strong>1.c.2.</strong></p>
</blockquote></td>
<td colspan="3">Runway threshold elevations and locations must be
modeled to provide sufficient correlation with helicopter systems (e.g.,
altimeter).</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="odd">
<td><blockquote>
<p><strong>1.c.3.</strong></p>
</blockquote></td>
<td colspan="3">Runway surface and markings.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td><blockquote>
<p><strong>1.c.4.</strong></p>
</blockquote></td>
<td colspan="3">Lighting for the runway in use including runway edge and
centerline.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="odd">
<td><blockquote>
<p><strong>1.c.5.</strong></p>
</blockquote></td>
<td colspan="3">Lighting, visual approach aid (VASI or PAPI) and
approach lighting of appropriate colors.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td><blockquote>
<p><strong>1.c.6.</strong></p>
</blockquote></td>
<td colspan="3">Representative taxiway lights.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="odd">
<td><blockquote>
<p><strong>1.d.</strong></p>
</blockquote></td>
<td colspan="9">Other helicopter landing area:</td>
</tr>
<tr class="even">
<td><blockquote>
<p><strong>1.d.1.</strong></p>
</blockquote></td>
<td colspan="3">Standard heliport designation (“H”) marking, properly
sized and oriented.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="odd">
<td><blockquote>
<p><strong>1.d.2.</strong></p>
</blockquote></td>
<td colspan="3">Perimeter markings for the Touchdown and Lift-Off Area
(TLOF) or the Final Approach and Takeoff Area (FATO), as
appropriate.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td><blockquote>
<p><strong>1.d.3.</strong></p>
</blockquote></td>
<td colspan="3">Perimeter lighting for the TLOF or the FATO areas, as
appropriate.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="odd">
<td><blockquote>
<p><strong>1.d.4.</strong></p>
</blockquote></td>
<td colspan="3">Appropriate markings and lighting to allow movement from
the runway or helicopter landing area to another part of the landing
facility.</td>
<td><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td><strong>2.</strong></td>
<td colspan="9"><h4
id="functional-test-content-requirements-for-level-c-and-level-d-simulators.-1"
class="Title-Text-Block-Lvl-7">Functional test content requirements for
Level C and Level D simulators.</h4>
<p>The following is the minimum airport/landing area model content
requirement to satisfy visual capability tests, and provide suitable
visual cues to allow completion of all functions and subjective tests
described in this attachment for simulators at Level C and Level D. Not
all of the elements described in this section must be found in a single
airport/landing area scene. However, all of the elements described in
this section must be found throughout a combination of the four (4)
airport/landing area models described in entry 2.a. The representations
of the hazards (as described in 2.d.) must be “hard objects” that
interact as such if contacted by the simulated helicopter. Additionally,
surfaces on which the helicopter lands must be “hard surfaces.” The
model(s) used to meet the following requirements must be demonstrated at
either a fictional or a real-world airport or helicopter landing area,
and each must be acceptable to the sponsor’s TPAA, selectable from the
IOS, and listed on the SOQ.</p></td>
</tr>
<tr class="odd">
<td><strong>2.a.</strong></td>
<td colspan="9">There must be at least the following airport/helicopter
landing areas</td>
</tr>
<tr class="even">
<td><strong>2.a.1.</strong></td>
<td colspan="3">At least one (1) representative airport.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>2.a.2.</strong></td>
<td colspan="9">At least three representative non-airport landing areas,
as follows:</td>
</tr>
<tr class="even">
<td><strong>2.a.2.a</strong></td>
<td colspan="3">At least one (1) representative helicopter landing area
situated on a substantially elevated surface with respect to the
surrounding structures or terrain (e.g., building top, offshore oil
rig).</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>2.a.2.b.</strong></td>
<td colspan="3">At least one (1) helicopter landing area that meets the
definition of a “confined landing area.”</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.a.2.c.</strong></td>
<td colspan="3">At least one (1) helicopter landing area on a sloped
surface where the slope is at least 2½°.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>2.b.</strong></td>
<td colspan="3">For each of the airport/helicopter landing areas
described in 2.a., the simulator must be able to provide at least the
following:</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.b.1.</strong></td>
<td colspan="3">A night and twilight (dusk) environment.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>2.b.2.</strong></td>
<td colspan="3">A daylight environment.</td>
<td></td>
<td colspan="2"></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.c.</strong></td>
<td colspan="9">Non-airport helicopter landing areas must have the
following:</td>
</tr>
<tr class="odd">
<td><strong>2.c.1.</strong></td>
<td colspan="3">Representative buildings, structures, and lighting
within appropriate distances.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.c.2.</strong></td>
<td colspan="3">Representative moving and static clutter (e.g., other
aircraft, power carts, tugs, fuel trucks).</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>2.c.3.</strong></td>
<td colspan="3">Representative depiction of terrain and obstacles as
well as significant and identifiable natural and cultural features,
within 25 NM of the reference landing area.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.c.4.</strong></td>
<td colspan="3">Standard heliport designation (“H”) marking, properly
sized and oriented.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>2.c.5.</strong></td>
<td colspan="3">Perimeter markings for the Touchdown and Lift-Off Area
(TLOF) or the Final Approach and Takeoff Area (FATO), as
appropriate.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.c.6.</strong></td>
<td colspan="3">Perimeter lighting for the TLOF or the FATO areas, as
appropriate.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>2.c.7.</strong></td>
<td colspan="3">Appropriate markings and lighting to allow movement from
the area to another part of the landing facility, if appropriate.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.c.8.</strong></td>
<td colspan="3">Representative markings, lighting, and signage,
including a windsock that gives appropriate wind cues.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>2.c.9.</strong></td>
<td colspan="3">Appropriate markings, lighting, and signage necessary
for position identification, and to allow movement from the landing area
to another part of the landing facility.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.c.10.</strong></td>
<td colspan="3">Representative moving and static ground traffic (e.g.,
vehicular and aircraft), including the ability to present surface
hazards (e.g., conflicting traffic, vehicular or aircraft, on or
approaching the landing area).</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>2.c.11.</strong></td>
<td colspan="3">Portrayal of landing surface contaminants, including
lighting reflections when wet and partially obscured lights when snow is
present, or suitable alternative effects.</td>
<td></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.d.</strong></td>
<td colspan="9">All of the following three (3) hazards must be presented
in a combination of the three (3) non-airport landing areas (described
in entry 2.a.2. of this table) and each of these non-airport landing
areas must have at least one of the following hazards:</td>
</tr>
<tr class="odd">
<td><strong>2.d.1.</strong></td>
<td colspan="2">Other airborne traffic.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.d.2.</strong></td>
<td colspan="2">Buildings, trees, or other vertical obstructions in the
immediate landing area.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><p id="x-48" class="heading"><strong>X</strong></p></td>
</tr>
<tr class="odd">
<td><strong>2.d.3.</strong></td>
<td colspan="2">Suspended wires in the immediate landing area.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.e.</strong></td>
<td colspan="9">Airport applications. Each airport must have the
following:</td>
</tr>
<tr class="odd">
<td><strong>2.e.1.</strong></td>
<td colspan="2">At least one runway designated as “in-use,”
appropriately marked and capable of being lighted fully.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.e.2.</strong></td>
<td colspan="2">Runway threshold elevations and locations must be
modeled to provide sufficient correlation with helicopter systems (e.g.,
HGS, GPS, altimeter). Slopes in runways, taxiways, and ramp areas, if
depicted in the visual scene, may not cause distracting or unrealistic
effects, including pilot eye-point height variation.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>2.e.3.</strong></td>
<td colspan="2">Appropriate approach lighting systems and airfield
lighting for a VFR circuit and landing, non-precision approaches and
landings, and precision approaches and landings, as appropriate.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>2.e.4.</strong></td>
<td colspan="2">Representative taxiway lights.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>3.</strong></td>
<td colspan="9"><p><strong>Airport or landing area model
management.</strong></p>
<p>The following is the minimum visual scene management
requirements.</p></td>
</tr>
<tr class="even">
<td><strong>3.a.</strong></td>
<td colspan="2">Runway and helicopter landing area approach lighting
must fade into view in accordance with the environmental conditions set
in the simulator.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>3.b.</strong></td>
<td colspan="2">The direction of strobe lights, approach lights, runway
edge lights, visual landing aids, runway centerline lights, threshold
lights, touchdown zone lights, and TLOF or FATO lights must be
replicated.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>4.</strong></td>
<td colspan="9"><h4 id="visual-feature-recognition."
class="Title-Text-Block-Lvl-7">Visual feature recognition.</h4>
<p>The following are the minimum distances at which runway features must
be visible. Distances are measured from runway threshold or a helicopter
landing area to a helicopter aligned with the runway or helicopter
landing area on an extended 3 glide-slope in simulated meteorological
conditions. For circling approaches, all tests apply to the runway used
for the initial approach and to the runway of intended
landing<em>.</em></p></td>
</tr>
<tr class="odd">
<td><h4 id="a.-3" class="Title-Text-Block-Lvl-7">4.a.</h4></td>
<td colspan="2">For runways: runway definition, strobe lights, approach
lights, and runway edge lights from 5 sm (8 km) of the runway
threshold.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>4.b.</strong></td>
<td colspan="2">For runways: centerline lights and taxiway definition
from 3 sm (5 km).</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>4.c.</strong></td>
<td colspan="2">For runways: Visual Approach Aid lights (VASI or PAPI)
from 3 sm (5 km) of the threshold.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td><strong>4.d.</strong></td>
<td colspan="2">For runways: Visual Approach Aid lights (VASI or PAPI)
from 5 sm (8 km) of the threshold.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>4.e.</strong></td>
<td colspan="2">For runways: runway threshold lights and touchdown zone
lights from 2 sm (3 km).</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>4.f.</strong></td>
<td colspan="2">For runways and helicopter landing areas: markings
within range of landing lights for night/twilight scenes and the surface
resolution test on daylight scenes, as required.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>4.g.</strong></td>
<td colspan="2">For circling approaches, the runway of intended landing
and associated lighting must fade into view in a non-distracting
manner.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>4.h.</strong></td>
<td colspan="2">For helicopter landing areas: landing direction lights
and raised FATO lights from 1 sm (1.5 km).</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>4.i.</strong></td>
<td colspan="2">For helicopter landing areas: Flush mounted FATO lights,
TOFL lights, and the lighted windsock from 0.5 sm (750 m).</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="3"><p id="x-49" class="heading"><strong>X</strong></p></td>
</tr>
<tr class="even">
<td><strong>4.j.</strong></td>
<td colspan="2">Hover taxiway lighting (yellow/blue/yellow cylinders)
from TOFL area.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>5.</strong></td>
<td colspan="9"><h4
id="airport-or-helicopter-landing-area-model-content."
class="Title-Text-Block-Lvl-7">Airport or Helicopter Landing Area Model
Content. </h4>
<p>The following prescribes the minimum requirements for an
airport/helicopter landing area model and identifies other aspects of
the environment that must correspond with that model for simulators at
Level B, Level C, and Level D. For circling approaches, all tests apply
to the runway used for the initial approach and to the runway of
intended landing. If all runways or landing areas in a visual model used
to meet the requirements of this attachment are not designated as “in
use,” then the “in use” runways/landing areas must be listed on the SOQ
(e.g., KORD, Rwys 9R, 14L, 22R). Models of airports or helicopter
landing areas with more than one runway or landing area must have all
significant runways or landing areas not “in-use” visually depicted for
airport runway/landing area recognition purposes. The use of white or
off-white light strings that identify the runway or landing area for
twilight and night scenes are acceptable for this requirement; and
rectangular surface depictions are acceptable for daylight scenes. A
visual system’s capabilities must be balanced between providing visual
models with an accurate representation of the airport and a realistic
representation of the surrounding environment. Each runway or helicopter
landing area designated as an “in-use” runway or area must include the
following detail that is developed using airport pictures, construction
drawings and maps, or other similar data, or developed in accordance
with published regulatory material; however, this does not require that
such models contain details that are beyond the design capability of the
currently qualified visual system. Only one “primary” taxi route from
parking to the runway end or helicopter takeoff/landing area will be
required for each “in-use” runway or helicopter takeoff/landing
area.</p></td>
</tr>
<tr class="even">
<td><h4 id="a.-4" class="Title-Text-Block-Lvl-7">5.a.</h4></td>
<td colspan="9">The surface and markings for each “in-use” runway or
helicopter landing area must include the following:</td>
</tr>
<tr class="odd">
<td><strong>5.a.1.</strong></td>
<td colspan="2">For airports: runway threshold markings, runway numbers,
touchdown zone markings, fixed distance markings, runway edge markings,
and runway centerline stripes.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>5.a.2.</strong></td>
<td colspan="2">For helicopter landing areas: markings for standard
heliport identification (“H”) and TOFL, FATO, and safety areas.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>5.b.</strong></td>
<td colspan="9">The lighting for each “in-use” runway or helicopter
landing area must include the following:</td>
</tr>
<tr class="even">
<td><strong>5.b.1.</strong></td>
<td colspan="2">For airports: runway approach, threshold, edge, end,
centerline (if applicable), touchdown zone (if applicable), leadoff, and
visual landing aid lights or light systems for that runway.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>5.b.2.</strong></td>
<td colspan="2">For helicopter landing areas: landing direction, raised
and flush FATO, TOFL, windsock lighting.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>5.c.</strong></td>
<td colspan="9">The taxiway surface and markings associated with each
“in-use” runway or helicopter landing area must include the
following:</td>
</tr>
<tr class="odd">
<td><strong>5.c.1.</strong></td>
<td colspan="2">For airports: taxiway edge, centerline (if appropriate),
runway hold lines, and ILS critical area(s),</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>5.c.2.</strong></td>
<td colspan="2">For helicopter landing areas: taxiways, taxi routes, and
aprons.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>5.d.</strong></td>
<td colspan="9">The taxiway lighting associated with each “in-use”
runway or helicopter landing area must include the following:</td>
</tr>
<tr class="even">
<td><strong>5.d.1.</strong></td>
<td colspan="2">For airports: runway edge, centerline (if appropriate),
runway hold lines, ILS critical areas.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>5.d.2.</strong></td>
<td colspan="2">For helicopter landing areas: taxiways, taxi routes, and
aprons.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>5.d.3.</strong></td>
<td colspan="2">For airports: taxiway lighting of correct color.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="3"><p id="x-50" class="heading"><strong>X</strong></p></td>
</tr>
<tr class="odd">
<td><strong>5.e.</strong></td>
<td colspan="9">Airport signage associated with each “in-use” runway or
helicopter landing area must include the following:</td>
</tr>
<tr class="even">
<td><strong>5.e.1.</strong></td>
<td colspan="2">For airports: signs for runway distance remaining,
intersecting runway with taxiway, and intersecting taxiway with
taxiway.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>5.e.2.</strong></td>
<td colspan="2">For helicopter landing areas: as appropriate for the
model used.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>5.f.</strong></td>
<td colspan="9">Required visual model correlation with other aspects of
the airport or helicopter landing environment simulation:</td>
</tr>
<tr class="odd">
<td><strong>5.f.1.</strong></td>
<td colspan="2">The airport or helicopter landing area model must be
properly aligned with the navigational aids that are associated with
operations at the “in-use” runway or helicopter landing area.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>5.f.2.</strong></td>
<td colspan="2">The simulation of runway or helicopter landing area
contaminants must be correlated with the displayed runway surface and
lighting where applicable.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>6.</strong></td>
<td colspan="9"><h4
id="correlation-with-helicopter-and-associated-equipment."
class="Title-Text-Block-Lvl-7">Correlation with helicopter and
associated equipment.</h4>
<p>The following are the minimum correlation comparisons that must be
made for simulators at Level B, Level C, and Level D.</p></td>
</tr>
<tr class="even">
<td><h4 id="a.-5" class="Title-Text-Block-Lvl-7">6.a.</h4></td>
<td colspan="2">Visual system compatibility with aerodynamic
programming.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>6.b.</strong></td>
<td colspan="2">Visual cues to assess sink rate and depth perception
during landings.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>6.c.</strong></td>
<td colspan="2">Accurate portrayal of environment relating to flight
simulator attitudes.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>6.d.</strong></td>
<td colspan="2">The visual scene must correlate with integrated
helicopter systems (e.g., terrain, traffic and weather avoidance systems
and Head-up Guidance System (HGS)).</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>6.e.</strong></td>
<td colspan="2">Representative visual effects for each visible,
own-ship, helicopter external light(s) – taxi and landing light lobes
(including independent operation, if appropriate).</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>6.f.</strong></td>
<td colspan="2">The effect of rain removal devices.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><h4 id="section-31" class="Title-Text-Block-Lvl-7">7.</h4></td>
<td colspan="9"><h4 id="scene-quality."
class="Title-Text-Block-Lvl-7">Scene quality.</h4>
<p>The following are the minimum scene quality tests that must be
conducted for simulators at Level B, Level C, and Level D.</p></td>
</tr>
<tr class="odd">
<td><strong>7.a.</strong></td>
<td colspan="2">Surfaces and textural cues must be free from apparent
and distracting quantization (aliasing).</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>7.b.</strong></td>
<td colspan="2">System capable of portraying full color realistic
textural cues.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>7.c.</strong></td>
<td colspan="2">The system light points must be free from distracting
jitter, smearing or streaking.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>7.d.</strong></td>
<td colspan="2">Demonstration of occulting through each channel of the
system in an operational scene.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>7.e.</strong></td>
<td colspan="2">Demonstration of a minimum of ten levels of occulting
through each channel of the system in an operational scene.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>7.f.</strong></td>
<td colspan="2">System capable of providing focus effects that simulate
rain.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>7.g.</strong></td>
<td colspan="2">System capable of providing focus effects that simulate
light point perspective growth.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><h4 id="h.-1" class="Title-Text-Block-Lvl-7">7.h.</h4></td>
<td colspan="2">Runway light controls capable of six discrete light
steps (0-5).</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>8.</strong></td>
<td colspan="9"><p><strong>Environmental effects.</strong></p>
<p>The following are the minimum environmental effects that must be
available in simulators at Level B, Level C, and Level D.</p></td>
</tr>
<tr class="even">
<td><strong>8.a.</strong></td>
<td colspan="2">The displayed scene corresponding to the appropriate
surface contaminants and include appropriate lighting reflections for
wet, partially obscured lights for snow, or alternative effects.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="3"><blockquote>
<p><strong>X</strong></p>
</blockquote></td>
</tr>
<tr class="odd">
<td><strong>8.b.</strong></td>
<td colspan="9"><strong>Special weather representations which
include:</strong></td>
</tr>
<tr class="even">
<td><strong>8.b.1.</strong></td>
<td colspan="2">The sound, motion and visual effects of light, medium
and heavy precipitation near a thunderstorm on take-off, approach, and
landings at and below an altitude of 2,000 ft (600 m) above the surface
and within a radius of 10 sm (16 km) from the airport or helicopter
landing area.</td>
<td colspan="2"></td>
<td colspan="2"><p id="section-32" class="heading"></p></td>
<td colspan="3"><p id="x-51" class="heading"><strong>X</strong></p></td>
</tr>
<tr class="odd">
<td><strong>8.b.2.</strong></td>
<td colspan="2">One airport or helicopter landing area with a snow scene
to include terrain snow and snow-covered surfaces.</td>
<td colspan="2"></td>
<td colspan="2"><p id="section-33" class="heading"></p></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><h4 id="c.-1" class="Title-Text-Block-Lvl-7">8.c.</h4></td>
<td colspan="2">In - cloud effects such as variable cloud density, speed
cues and ambient changes.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>8.d.</strong></td>
<td colspan="2">The effect of multiple cloud layers representing few,
scattered, broken and overcast conditions giving partial or complete
obstruction of the ground scene.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>8.e.</strong></td>
<td colspan="2">Visibility and RVR measured in terms of distance.
Visibility/RVR checked at 2,000 ft (600 m) above the airport or
helicopter landing area and at two heights below 2,000 ft with at least
500 ft of separation between the measurements. The measurements must be
taken within a radius of 10 sm (16 km) from the airport or helicopter
landing area.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><h4 id="f.-1" class="Title-Text-Block-Lvl-7">8.f.</h4></td>
<td colspan="2">Patchy fog giving the effect of variable RVR.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>8.g.</strong></td>
<td colspan="2">Effects of fog on airport lighting such as halos and
defocus.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>8.h.</strong></td>
<td colspan="2">Effect of own-ship lighting in reduced visibility, such
as reflected glare, including landing lights, strobes, and beacons.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>8.i.</strong></td>
<td colspan="2">Wind cues to provide the effect of blowing snow or sand
across a dry runway or taxiway selectable from the instructor
station.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>8.j.</strong></td>
<td colspan="2">“White-out” or “Brown-out” effects due to rotor downwash
beginning at a distance above the ground equal to the rotor
diameter.</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><h4 id="section-34" class="Title-Text-Block-Lvl-7">9.</h4></td>
<td colspan="9"><p><strong>Instructor control of the
following:</strong></p>
<p>The following are the minimum instructor controls that must be
available in Level B, Level C, and Level D simulators, as
indicated.</p></td>
</tr>
<tr class="odd">
<td><strong>9.a.</strong></td>
<td colspan="2">Environmental effects, e.g. cloud base, cloud effects,
cloud density, visibility in statute miles/ kilometers and RVR in
feet/meters.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>9.b.</strong></td>
<td colspan="2">Airport or helicopter landing area selection.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td><strong>9.c.</strong></td>
<td colspan="2">Airport or helicopter landing area lighting, including
variable intensity.</td>
<td colspan="2"><strong>X</strong></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="even">
<td><strong>9.d.</strong></td>
<td colspan="2">Dynamic effects including ground and flight
traffic.</td>
<td colspan="2"></td>
<td colspan="2"><strong>X</strong></td>
<td colspan="3"><strong>X</strong></td>
</tr>
<tr class="odd">
<td></td>
<td><p id="end-qps-requirement-1" class="heading"><strong>End QPS
Requirement</strong></p></td>
<td></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td><p id="begin-information-1" class="heading"><strong>Begin
Information</strong></p></td>
<td></td>
<td colspan="2"></td>
<td colspan="3"></td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td><strong>10.</strong></td>
<td colspan="9"><p>An example of being able to “combine two airport
models to achieve two “in-use” runways:</p>
<p>One runway designated as the “in-use” runway in the first model of
the airport, and the second runway designated as the “in-use” runway in
the second model of the same airport. For example, the clearance is for
the ILS approach to Runway 27, Circle to Land on Runway 18 right. Two
airport visual models might be used: the first with Runway 27 designated
as the “in use” runway for the approach to runway 27, and the second
with Runway 18 Right designated as the “in use” runway. When the pilot
breaks off the ILS approach to runway 27, the instructor may change to
the second airport visual model in which runway 18 Right is designated
as the “in use” runway, and the pilot would make a visual approach and
landing. This process is acceptable to the FAA as long as the temporary
interruption due to the visual model change is not distracting to the
pilot.</p></td>
</tr>
<tr class="even">
<td><strong>11.</strong></td>
<td>Sponsors are not required to provide every detail of a runway, but
the detail that is provided should be correct within reasonable
limits.</td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="odd">
<td></td>
<td><p id="end-information" class="heading"><strong>End
Information</strong></p></td>
<td></td>
<td colspan="2"></td>
<td colspan="3"></td>
<td colspan="2"></td>
</tr>
</tbody>
</table>

+-------+--------------------------------------------------+---+---+---+
| This  |                                                  |   |   |   |
| table |                                                  |   |   |   |
| spec  |                                                  |   |   |   |
| ifies |                                                  |   |   |   |
| the   |                                                  |   |   |   |
| mi    |                                                  |   |   |   |
| nimum |                                                  |   |   |   |
| ai    |                                                  |   |   |   |
| rport |                                                  |   |   |   |
| or    |                                                  |   |   |   |
| helic |                                                  |   |   |   |
| opter |                                                  |   |   |   |
| la    |                                                  |   |   |   |
| nding |                                                  |   |   |   |
| area  |                                                  |   |   |   |
| v     |                                                  |   |   |   |
| isual |                                                  |   |   |   |
| model |                                                  |   |   |   |
| co    |                                                  |   |   |   |
| ntent |                                                  |   |   |   |
| and   |                                                  |   |   |   |
| fun   |                                                  |   |   |   |
| ction |                                                  |   |   |   |
| ality |                                                  |   |   |   |
| nece  |                                                  |   |   |   |
| ssary |                                                  |   |   |   |
| to    |                                                  |   |   |   |
| add   |                                                  |   |   |   |
| v     |                                                  |   |   |   |
| isual |                                                  |   |   |   |
| m     |                                                  |   |   |   |
| odels |                                                  |   |   |   |
| to a  |                                                  |   |   |   |
| s     |                                                  |   |   |   |
| imula |                                                  |   |   |   |
| tor's |                                                  |   |   |   |
| v     |                                                  |   |   |   |
| isual |                                                  |   |   |   |
| model |                                                  |   |   |   |
| li    |                                                  |   |   |   |
| brary |                                                  |   |   |   |
| (     |                                                  |   |   |   |
| i.e., |                                                  |   |   |   |
| b     |                                                  |   |   |   |
| eyond |                                                  |   |   |   |
| those |                                                  |   |   |   |
| nece  |                                                  |   |   |   |
| ssary |                                                  |   |   |   |
| for   |                                                  |   |   |   |
| qua   |                                                  |   |   |   |
| lific |                                                  |   |   |   |
| ation |                                                  |   |   |   |
| at    |                                                  |   |   |   |
| the   |                                                  |   |   |   |
| s     |                                                  |   |   |   |
| tated |                                                  |   |   |   |
| l     |                                                  |   |   |   |
| evel) |                                                  |   |   |   |
| wi    |                                                  |   |   |   |
| thout |                                                  |   |   |   |
| the   |                                                  |   |   |   |
| nece  |                                                  |   |   |   |
| ssity |                                                  |   |   |   |
| of    |                                                  |   |   |   |
| fu    |                                                  |   |   |   |
| rther |                                                  |   |   |   |
| i     |                                                  |   |   |   |
| nvolv |                                                  |   |   |   |
| ement |                                                  |   |   |   |
| of    |                                                  |   |   |   |
| the   |                                                  |   |   |   |
| NSPM  |                                                  |   |   |   |
| or    |                                                  |   |   |   |
| TPAA. |                                                  |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| *     | **Airport or landing area model management.**    |   |   |   |
| *1.** |                                                  |   |   |   |
|       | The following is the minimum visual scene        |   |   |   |
|       | management requirements for simulators at        |   |   |   |
|       | Levels B, C, and D.                              |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **1   | The installation and direction of the following  |   |   |   |
| .a.** | lights must be replicated for the "in-use"       |   |   |   |
|       | surface:                                         |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **1.a | For "in-use" runways: strobe lights, approach    | * | * | * |
| .1.** | lights, runway edge lights, visual landing aids, | * | * | * |
|       | runway centerline lights, threshold lights, and  | X | X | X |
|       | touchdown zone lights.                           | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **1.a | For "in-use" helicopter landing areas: ground    | * | * | * |
| .2.** | level TLOF perimeter lights, elevated TLOF       | * | * | * |
|       | perimeter lights (if applicable), Optional TLOF  | X | X | X |
|       | lights (if applicable), ground FATO perimeter    | * | * | * |
|       | lights, elevated TLOF lights (if applicable),    | * | * | * |
|       | landing direction lights.                        |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| *     | **Visual feature recognition.**                  |   |   |   |
| *2.** |                                                  |   |   |   |
|       | The following are the minimum distances at which |   |   |   |
|       | runway or landing area features must be visible  |   |   |   |
|       | for simulators at Level B, C, and D. Distances   |   |   |   |
|       | are measured from runway threshold or a          |   |   |   |
|       | helicopter landing area to an aircraft aligned   |   |   |   |
|       | with the runway or helicopter landing area on a  |   |   |   |
|       | 3 glide-slope from the aircraft to the touchdown |   |   |   |
|       | point, in simulated meteorological conditions.   |   |   |   |
|       | For circling approaches, all tests apply to the  |   |   |   |
|       | runway used for the initial approach and to the  |   |   |   |
|       | runway of intended landing.                      |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **2   | #### For                                         |   |   |   |
| .a.** |  Runways: {#for-runways .Title-Text-Block-Lvl-7} |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **2.a | Strobe lights, approach lights, and edge lights  | * | * | * |
| .1.** | from 5 sm (8 km) of the threshold.               | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **2.a | Centerline lights and taxiway definition from    | * | * | * |
| .2.** | 3 sm (5 km).                                     | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **2.a | Visual Approach Aid lights (VASI or PAPI) from   | * |   |   |
| .3.** | 3 sm (5 km) of the threshold.                    | * |   |   |
|       |                                                  | X |   |   |
|       |                                                  | * |   |   |
|       |                                                  | * |   |   |
+-------+--------------------------------------------------+---+---+---+
| **2.a | Visual Approach Aid lights (VASI or PAPI) from   |   | * | * |
| .4.** | 5 sm (8 km) of the threshold.                    |   | * | * |
|       |                                                  |   | X | X |
|       |                                                  |   | * | * |
|       |                                                  |   | * | * |
+-------+--------------------------------------------------+---+---+---+
| **2.a | Threshold lights and touchdown zone lights from  | * | * | * |
| .5.** | 2 sm (3 km).                                     | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **2.a | Markings within range of landing lights for      | * | * | * |
| .6.** | night/twilight (dusk) scenes and as required by  | * | * | * |
|       | the surface resolution test on daylight scenes.  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **2.a | For circling approaches, the runway of intended  | * | * | * |
| .7.** | landing and associated lighting must fade into   | * | * | * |
|       | view in a non-distracting manner.                | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **2   | #### For Helicopter landing areas: {#for-h       |   |   |   |
| .b.** | elicopter-landing-areas .Title-Text-Block-Lvl-7} |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **2.b | Landing direction lights and raised FATO lights  | * | * | * |
| .1.** | from 1 sm (1.5 km).                              | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **2.b | Flush mounted FATO lights, TOFL lights, and the  |   | * | * |
| .2.** | lighted windsock from 0.5 sm (750 m)             |   | * | * |
|       |                                                  |   | X | X |
|       |                                                  |   | * | * |
|       |                                                  |   | * | * |
+-------+--------------------------------------------------+---+---+---+
| **2.b | Hover taxiway lighting (yellow/blue/yellow       |   | * | * |
| .3.** | cylinders) from TOFL area.                       |   | * | * |
|       |                                                  |   | X | X |
|       |                                                  |   | * | * |
|       |                                                  |   | * | * |
+-------+--------------------------------------------------+---+---+---+
| **2.b | Markings within range of landing lights for      | * | * | * |
| .4.** | night/twilight (dusk) scenes and as required by  | * | * | * |
|       | the surface resolution test on daylight scenes.  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| *     | **Airport or Helicopter Landing Area Model       |   |   |   |
| *3.** | Content.**                                       |   |   |   |
|       |                                                  |   |   |   |
|       | The following prescribes the minimum             |   |   |   |
|       | requirements for what must be provided in an     |   |   |   |
|       | airport visual model and identifies other        |   |   |   |
|       | aspects of the airport environment that must     |   |   |   |
|       | correspond with that model for simulators at     |   |   |   |
|       | Level B, C, and D. The detail must be developed  |   |   |   |
|       | using airport pictures, construction drawings    |   |   |   |
|       | and maps, or other similar data, or developed in |   |   |   |
|       | accordance with published regulatory material;   |   |   |   |
|       | however, this does not require that airport or   |   |   |   |
|       | helicopter landing area models contain details   |   |   |   |
|       | that are beyond the designed capability of the   |   |   |   |
|       | currently qualified visual system. For circling  |   |   |   |
|       | approaches, all requirements of this section     |   |   |   |
|       | apply to the runway used for the initial         |   |   |   |
|       | approach and to the runway of intended landing.  |   |   |   |
|       | Only one "primary" taxi route from parking to    |   |   |   |
|       | the runway end or helicopter takeoff/landing     |   |   |   |
|       | area will be required for each "in-use" runway   |   |   |   |
|       | or helicopter takeoff/landing area.              |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **3   | The surface and markings for each "in-use"       |   |   |   |
| .a.** | runway or helicopter landing area must include   |   |   |   |
|       | the following:                                   |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **3.a | For airports: runway threshold markings, runway  | * | * | * |
| .1.** | numbers, touchdown zone markings, fixed distance | * | * | * |
|       | markings, runway edge markings, and runway       | X | X | X |
|       | centerline stripes.                              | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **3.a | For helicopter landing areas: Standard heliport  | * | * | * |
| .2.** | marking ("H"), TOFL, FATO, and safety areas.     | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **3   | The lighting for each "in-use" runway or         |   |   |   |
| .b.** | helicopter landing area must include the         |   |   |   |
|       | following:                                       |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **3.b | For airports: runway approach, threshold, edge,  | * | * | * |
| .1.** | end, centerline (if applicable), touchdown zone  | * | * | * |
|       | (if applicable), leadoff, and visual landing aid | X | X | X |
|       | lights or light systems for that runway.         | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **3.b | For helicopter landing areas: landing direction, | * | * | * |
| .2.** | raised and flush FATO, TOFL, windsock lighting.  | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **3   | The taxiway surface and markings associated with |   |   |   |
| .c.** | each "in-use" runway or helicopter landing area  |   |   |   |
|       | must include the following:                      |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **3.c | For airports: taxiway edge, centerline (if       | * | * | * |
| .1.** | appropriate), runway hold lines, and ILS         | * | * | * |
|       | critical area(s).                                | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **3.c | For helicopter landing areas: taxiways, taxi     | * | * | * |
| .2.** | routes, and aprons.                              | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **3   | The taxiway lighting associated with each        |   |   |   |
| .d.** | "in-use" runway or helicopter landing area must  |   |   |   |
|       | include the following:                           |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **3.d | For airports: runway edge, centerline (if        | * | * | * |
| .1.** | appropriate), runway hold lines, ILS critical    | * | * | * |
|       | areas.                                           | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **3.d | For helicopter landing areas: taxiways, taxi     | * | * | * |
| .2.** | routes, and aprons.                              | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **3.d | For airports: taxiway lighting of correct color. |   |   | * |
| .3.** |                                                  |   |   | * |
|       |                                                  |   |   | X |
|       |                                                  |   |   | * |
|       |                                                  |   |   | * |
+-------+--------------------------------------------------+---+---+---+
| *     | **Required visual model correlation with other   |   |   |   |
| *4.** | aspects of the airport environment simulation.** |   |   |   |
|       |                                                  |   |   |   |
|       | The following are the minimum visual model       |   |   |   |
|       | correlation tests that must be conducted for     |   |   |   |
|       | Level B, Level C, and Level D simulators, as     |   |   |   |
|       | indicated.                                       |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **4   | The airport model must be properly aligned with  | * | * | * |
| .a.** | the navigational aids that are associated with   | * | * | * |
|       | operations at the "in-use" runway.               | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **4   | Slopes in runways, taxiways, and ramp areas, if  | # | * | * |
| .b.** | depicted in the visual scene, must not cause     | # | * | * |
|       | distracting or unrealistic effects.              | # | X | X |
|       |                                                  | # | * | * |
|       |                                                  | # | * | * |
|       |                                                  | # |   |   |
|       |                                                  |   |   |   |
|       |                                                  | X |   |   |
|       |                                                  |   |   |   |
|       |                                                  | { |   |   |
|       |                                                  | # |   |   |
|       |                                                  | x |   |   |
|       |                                                  | - |   |   |
|       |                                                  | 5 |   |   |
|       |                                                  | 2 |   |   |
|       |                                                  | } |   |   |
+-------+--------------------------------------------------+---+---+---+
| *     | **Correlation with helicopter and associated     |   |   |   |
| *5.** | equipment.**                                     |   |   |   |
|       |                                                  |   |   |   |
|       | The following are the minimum correlation        |   |   |   |
|       | comparisons that must be made for simulators at  |   |   |   |
|       | Level B, C, and D.                               |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **5   | Visual system compatibility with aerodynamic     | * | * | * |
| .a.** | programming.                                     | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **5   | Accurate portrayal of environment relating to    | * | * | * |
| .b.** | flight simulator attitudes.                      | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **5   | Visual cues to assess sink rate and depth        | * | * | * |
| .c.** | perception during landings.                      | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| *     | **Scene quality.**                               |   |   |   |
| *6.** |                                                  |   |   |   |
|       | The following are the minimum scene quality      |   |   |   |
|       | tests that must be conducted for simulators at   |   |   |   |
|       | Level B, C, and D.                               |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **6   | Light points free from distracting jitter,       | * | * | * |
| .a.** | smearing or streaking.                           | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **6   | Surfaces and textural cues free from apparent    |   | * | * |
| .b.** | and distracting quantization (aliasing).         |   | * | * |
|       |                                                  |   | X | X |
|       |                                                  |   | * | * |
|       |                                                  |   | * | * |
+-------+--------------------------------------------------+---+---+---+
| **6   | Correct color and realistic textural cues.       |   |   | * |
| .c.** |                                                  |   |   | * |
|       |                                                  |   |   | X |
|       |                                                  |   |   | * |
|       |                                                  |   |   | * |
+-------+--------------------------------------------------+---+---+---+
| *     | **Instructor controls of the following:**        |   |   |   |
| *7.** |                                                  |   |   |   |
|       | the following are the minimum instructor         |   |   |   |
|       | controls that must be available in Level B,      |   |   |   |
|       | Level C, and Level D simulators, as indicated.   |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| **7   | Environmental effects, e.g., cloud base (if      | * | * | * |
| .a.** | used), cloud effects, cloud density, visibility  | * | * | * |
|       | in statute miles/kilometers and RVR in           | X | X | X |
|       | feet/meters.                                     | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **7   | Airport/Heliport selection.                      | * | * | * |
| .b.** |                                                  | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **7   | Airport lighting including variable intensity.   | * | * | * |
| .c.** |                                                  | * | * | * |
|       |                                                  | X | X | X |
|       |                                                  | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+
| **7   | Dynamic effects including ground and flight      |   | * | * |
| .d.** | traffic.                                         |   | * | * |
|       |                                                  |   | X | X |
|       |                                                  |   | * | * |
|       |                                                  |   | * | * |
+-------+--------------------------------------------------+---+---+---+
|       | **End QPS Requirements**                         |   |   |   |
+-------+--------------------------------------------------+---+---+---+
|       | **Begin Information**                            |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| *     | Sponsors are not required to provide every       | * | * | * |
| *8.** | detail of a runway or helicopter landing area,   | * | * | * |
|       | but the detail that is provided must be correct  | X | X | X |
|       | within the capabilities of the system.           | * | * | * |
|       |                                                  | * | * | * |
+-------+--------------------------------------------------+---+---+---+

**End Information**

+-----+-------------------------------------+---+---+---+----------------+
| **\ |                                     |   |   |   |                |
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| cab |                                     |   |   |   |                |
| le, |                                     |   |   |   |                |
| fli |                                     |   |   |   |                |
| ght |                                     |   |   |   |                |
| sim |                                     |   |   |   |                |
| ula |                                     |   |   |   |                |
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| ter |                                     |   |   |   |                |
| ist |                                     |   |   |   |                |
| ics |                                     |   |   |   |                |
| m   |                                     |   |   |   |                |
| ust |                                     |   |   |   |                |
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| pre |                                     |   |   |   |                |
| sen |                                     |   |   |   |                |
| tat |                                     |   |   |   |                |
| ive |                                     |   |   |   |                |
| of  |                                     |   |   |   |                |
| the |                                     |   |   |   |                |
| he  |                                     |   |   |   |                |
| lic |                                     |   |   |   |                |
| opt |                                     |   |   |   |                |
| er. |                                     |   |   |   |                |
+-----+-------------------------------------+---+---+---+----------------+
| **1 | #### Runway                         | * | * | * | If time        |
| .** | rumble, oleo deflection, ground spe | * | * | * | permits,       |
|     | ed, uneven runway, runway and taxiw | X | X | X | different      |
|     | ay centerline light characteristics | * | * | * | gross weights  |
|     | :  {#runway-rumble-oleo-deflection- | * | * | * | can also be    |
|     | ground-speed-uneven-runway-runway-a |   |   |   | selected as    |
|     | nd-taxiway-centerline-light-charact |   |   |   | this may also  |
|     | eristics-1 .Title-Text-Block-Lvl-7} |   |   |   | affect the     |
|     |                                     |   |   |   | associated     |
|     | Procedure: After the helicopter has |   |   |   | vibrations     |
|     | been pre-set to the takeoff         |   |   |   | depending on   |
|     | position and then released, taxi at |   |   |   | helicopter     |
|     | various speeds with a smooth runway |   |   |   | type. The      |
|     | and note the general                |   |   |   | associated     |
|     | characteristics of the simulated    |   |   |   | motion effects |
|     | runway rumble effects of oleo       |   |   |   | for the above  |
|     | deflections. Repeat the maneuver    |   |   |   | tests should   |
|     | with a runway roughness of 50%,     |   |   |   | also include   |
|     | then with maximum roughness. Note   |   |   |   | an assessment  |
|     | the associated motion vibrations    |   |   |   | of the effects |
|     | affected by ground speed and runway |   |   |   | of rolling     |
|     | roughness.                          |   |   |   | over           |
|     |                                     |   |   |   | centerline     |
|     |                                     |   |   |   | lights,        |
|     |                                     |   |   |   | surface        |
|     |                                     |   |   |   | d              |
|     |                                     |   |   |   | iscontinuities |
|     |                                     |   |   |   | of uneven      |
|     |                                     |   |   |   | runways, and   |
|     |                                     |   |   |   | various        |
|     |                                     |   |   |   | taxiway        |
|     |                                     |   |   |   | ch             |
|     |                                     |   |   |   | aracteristics. |
+-----+-------------------------------------+---+---+---+----------------+
| **2 | #### Fricti                         |   | * | * |                |
| .** | on Drag from Skid-type Landing Gear |   | * | * |                |
|     | : {#friction-drag-from-skid-type-la |   | X | X |                |
|     | nding-gear .Title-Text-Block-Lvl-7} |   | * | * |                |
|     |                                     |   | * | * |                |
|     | Procedure: Perform a running        |   |   |   |                |
|     | takeoff or a running landing and    |   |   |   |                |
|     | note an increase in a fuselage      |   |   |   |                |
|     | vibration (as opposed to rotor      |   |   |   |                |
|     | vibration) due to the friction of   |   |   |   |                |
|     | dragging the skid along the         |   |   |   |                |
|     | surface. This vibration will lessen |   |   |   |                |
|     | as the ground speed decreases.      |   |   |   |                |
+-----+-------------------------------------+---+---+---+----------------+
| **3 | #### Rotor Out-of-Track and/        | # | * | * | Does not       |
| .** | or Out-of-Balance condition: {#roto | # | * | * | require        |
|     | r-out-of-track-andor-out-of-balance | # | X | X | becoming       |
|     | -condition .Title-Text-Block-Lvl-7} | # | * | * | airborne. The  |
|     |                                     | # | * | * | abnormal       |
|     | Procedure: Select the malfunction   | # |   |   | vibration for  |
|     | or condition from the IOS. Start    |   |   |   | Out-of-Track   |
|     | the engine(s) normally and check    | X |   |   | and            |
|     | for an abnormal vibration for an    |   |   |   | Out-of-Balance |
|     | Out-of-Track condition and check    | { |   |   | conditions     |
|     | for an abnormal vibration for an    | # |   |   | should be      |
|     | Out-of-Balance condition.           | x |   |   | recognized in  |
|     |                                     | - |   |   | the frequency  |
|     |                                     | 5 |   |   | range of the   |
|     |                                     | 3 |   |   | inverse of the |
|     |                                     | } |   |   | period for     |
|     |                                     |   |   |   | each; i.e.,    |
|     |                                     |   |   |   | 1/P for        |
|     |                                     |   |   |   | vertical       |
|     |                                     |   |   |   | vibration, and |
|     |                                     |   |   |   | 1/P for        |
|     |                                     |   |   |   | lateral        |
|     |                                     |   |   |   | vibration.     |
+-----+-------------------------------------+---+---+---+----------------+
| **4 | #### Bum                            | * | * | * | When the       |
| .** | ps associated with the landing gear | * | * | * | landing gear   |
|     | :  {#bumps-associated-with-the-land | X | X | X | is extended or |
|     | ing-gear-1 .Title-Text-Block-Lvl-7} | * | * | * | retracted,     |
|     |                                     | * | * | * | motion bumps   |
|     | Procedure: Perform a normal         |   |   |   | can be felt    |
|     | take-off paying special attention   |   |   |   | when the gear  |
|     | to the bumps that could be          |   |   |   | locks into     |
|     | perceptible due to maximum oleo     |   |   |   | position.      |
|     | extension after lift-off.           |   |   |   |                |
+-----+-------------------------------------+---+---+---+----------------+
| **5 | ####                                | * | * | * |                |
| .** | Buffet during extension and retract | * | * | * |                |
|     | ion of landing gear:  {#buffet-duri | X | X | X |                |
|     | ng-extension-and-retraction-of-land | * | * | * |                |
|     | ing-gear-1 .Title-Text-Block-Lvl-7} | * | * | * |                |
|     |                                     |   |   |   |                |
|     | Procedure: Operate the landing      |   |   |   |                |
|     | gear. Check that the motion cues of |   |   |   |                |
|     | the buffet experienced represent    |   |   |   |                |
|     | the actual helicopter.              |   |   |   |                |
+-----+-------------------------------------+---+---+---+----------------+
| **6 | #### Failure of Dynamic Vibration   | * | * | * |                |
| .** |  Absorber or similar system as appr | * | * | * |                |
|     | opriate for the helicopter (e.g., d | X | X | X |                |
|     | roop stop or static stop):  {#failu | * | * | * |                |
|     | re-of-dynamic-vibration-absorber-or | * | * | * |                |
|     | -similar-system-as-appropriate-for- |   |   |   |                |
|     | the-helicopter-e.g.-droop-stop-or-s |   |   |   |                |
|     | tatic-stop .Title-Text-Block-Lvl-7} |   |   |   |                |
|     |                                     |   |   |   |                |
|     | Procedure: May be accomplished any  |   |   |   |                |
|     | time the rotor is engaged. Select   |   |   |   |                |
|     | the appropriate failure at the IOS, |   |   |   |                |
|     | note an appropriate increase in     |   |   |   |                |
|     | vibration and check that the        |   |   |   |                |
|     | vibration intensity and frequency   |   |   |   |                |
|     | increases with an increase in RPM   |   |   |   |                |
|     | and an increase in collective       |   |   |   |                |
|     | application.                        |   |   |   |                |
+-----+-------------------------------------+---+---+---+----------------+
| **7 | #### Tail Rot                       | * | * | * | The tail rotor |
| .** | or Drive Failure:  {#tail-rotor-dri | * | * | * | operates in    |
|     | ve-failure .Title-Text-Block-Lvl-7} | X | X | X | the medium     |
|     |                                     | * | * | * | frequency      |
|     | Procedure: With the engine(s)       | * | * | * | range,         |
|     | running and the rotor engaged --    |   |   |   | normally       |
|     | select the malfunction and note the |   |   |   | estimated by   |
|     | immediate increase of medium        |   |   |   | multiplying    |
|     | frequency vibration.                |   |   |   | the tail rotor |
|     |                                     |   |   |   | gear box ratio |
|     |                                     |   |   |   | by the main    |
|     |                                     |   |   |   | rotor RPM. The |
|     |                                     |   |   |   | failure can be |
|     |                                     |   |   |   | recognized by  |
|     |                                     |   |   |   | an increase in |
|     |                                     |   |   |   | the vibrations |
|     |                                     |   |   |   | in this        |
|     |                                     |   |   |   | frequency      |
|     |                                     |   |   |   | range.         |
+-----+-------------------------------------+---+---+---+----------------+
| **8 | #### T                              | * | * | * |                |
| .** | ouchdown cues for main and nose gea | * | * | * |                |
|     | r:  {#touchdown-cues-for-main-and-n | X | X | X |                |
|     | ose-gear-1 .Title-Text-Block-Lvl-7} | * | * | * |                |
|     |                                     | * | * | * |                |
|     | Procedure: Conduct several normal   |   |   |   |                |
|     | approaches with various rates of    |   |   |   |                |
|     | descent. Check that the motion cues |   |   |   |                |
|     | for the touchdown bumps for each    |   |   |   |                |
|     | descent rate are representative of  |   |   |   |                |
|     | the actual helicopter.              |   |   |   |                |
+-----+-------------------------------------+---+---+---+----------------+
| **9 | #### Tire                           |   | * | * | The pilot may  |
| .** |  failure dynamics:  {#tire-failure- |   | * | * | notice some    |
|     | dynamics-1 .Title-Text-Block-Lvl-7} |   | X | X | yawing with a  |
|     |                                     |   | * | * | multiple tire  |
|     | Procedure: Simulate a single tire   |   | * | * | failure        |
|     | failure and a multiple tire         |   |   |   | selected on    |
|     | failure.                            |   |   |   | the same side. |
|     |                                     |   |   |   | This should    |
|     |                                     |   |   |   | require the    |
|     |                                     |   |   |   | use of the     |
|     |                                     |   |   |   | pedal to       |
|     |                                     |   |   |   | maintain       |
|     |                                     |   |   |   | control of the |
|     |                                     |   |   |   | helicopter.    |
|     |                                     |   |   |   |                |
|     |                                     |   |   |   | Dependent on   |
|     |                                     |   |   |   | helicopter     |
|     |                                     |   |   |   | type, a single |
|     |                                     |   |   |   | tire failure   |
|     |                                     |   |   |   | may not be     |
|     |                                     |   |   |   | noticed by the |
|     |                                     |   |   |   | pilot and may  |
|     |                                     |   |   |   | not cause any  |
|     |                                     |   |   |   | special motion |
|     |                                     |   |   |   | effect. Sound  |
|     |                                     |   |   |   | or vibration   |
|     |                                     |   |   |   | may be         |
|     |                                     |   |   |   | associated     |
|     |                                     |   |   |   | with the       |
|     |                                     |   |   |   | actual tire    |
|     |                                     |   |   |   | losing         |
|     |                                     |   |   |   | pressure.      |
+-----+-------------------------------------+---+---+---+----------------+
| *   | ###                                 | * | * | * |                |
| *10 | # Engine malfunction and engine dam | * | * | * |                |
| .** | age: {#engine-malfunction-and-engin | X | X | X |                |
|     | e-damage-1 .Title-Text-Block-Lvl-7} | * | * | * |                |
|     |                                     | * | * | * |                |
|     | Procedure: The characteristics of   |   |   |   |                |
|     | an engine malfunction as prescribed |   |   |   |                |
|     | in the malfunction definition       |   |   |   |                |
|     | document for the particular flight  |   |   |   |                |
|     | simulator must describe the special |   |   |   |                |
|     | motion effects felt by the pilot.   |   |   |   |                |
|     | Note the associated engine          |   |   |   |                |
|     | instruments varying according to    |   |   |   |                |
|     | the nature of the malfunction and   |   |   |   |                |
|     | note the replication of the effects |   |   |   |                |
|     | of the airframe vibration.          |   |   |   |                |
+-----+-------------------------------------+---+---+---+----------------+
| *   | #### Tail boom strikes: {#tail-bo   | * | * | * | The motion     |
| *11 | om-strikes .Title-Text-Block-Lvl-7} | * | * | * | effect should  |
| .** |                                     | X | X | X | be felt as a   |
|     | Procedure: Tail-strikes can be      | * | * | * | noticeable     |
|     | checked by over-rotation of the     | * | * | * | nose down      |
|     | helicopter at a quick stop or       |   |   |   | pitching       |
|     | autorotation to the ground.         |   |   |   | moment.        |
+-----+-------------------------------------+---+---+---+----------------+
| *   | ####                                |   | * | * | When the       |
| *12 | Vortex Ring State (Settling with Po |   | * | * | aircraft       |
| .** | wer): {#vortex-ring-state-settling- |   | X | X | begins to      |
|     | with-power .Title-Text-Block-Lvl-7} |   | * | * | shudder, the   |
|     |                                     |   | * | * | application of |
|     | Procedure: Specific procedures may  |   |   |   | additional up  |
|     | differ between helicopters and may  |   |   |   | collective     |
|     | be prescribed by the Helicopter     |   |   |   | increases the  |
|     | Manufacturer or other subject       |   |   |   | vibration and  |
|     | matter expert. However, the         |   |   |   | sink rate. One |
|     | following information is provided   |   |   |   | recovery       |
|     | for illustrative purposes ...To     |   |   |   | method is to   |
|     | enter the maneuver, reduce power    |   |   |   | decrease       |
|     | below hover power. Hold altitude    |   |   |   | collective to  |
|     | with aft cyclic until the airspeed  |   |   |   | enter vertical |
|     | approaches 20 knots. Then allow the |   |   |   | autorotation   |
|     | sink rate to increase to 300 feet   |   |   |   | and/or use     |
|     | per minute or more as the attitude  |   |   |   | cyclic inputs  |
|     | is adjusted to obtain an airspeed   |   |   |   | to gain        |
|     | of less than 10 knots.              |   |   |   | horizontal     |
|     |                                     |   |   |   | airspeed and   |
|     |                                     |   |   |   | exit from      |
|     |                                     |   |   |   | vortex ring    |
|     |                                     |   |   |   | state.         |
+-----+-------------------------------------+---+---+---+----------------+
| *   | #### Ret                            |   | * | * | Correct        |
| *13 | reating Blade Stall: {#retreating-b |   | * | * | recovery from  |
| .** | lade-stall .Title-Text-Block-Lvl-7} |   | X | X | retreating     |
|     |                                     |   | * | * | blade stall    |
|     | Procedure: Specific procedures may  |   | * | * | requires the   |
|     | differ between helicopters and may  |   |   |   | collective to  |
|     | be prescribed by the Helicopter     |   |   |   | be lowered     |
|     | Manufacturer or other subject       |   |   |   | first, which   |
|     | matter expert. However, the         |   |   |   | reduces blade  |
|     | following information is provided   |   |   |   | angles and the |
|     | for illustrative purposes: To enter |   |   |   | angle of       |
|     | the maneuver, increase forward      |   |   |   | attack. Aft    |
|     | airspeed; the effect will be        |   |   |   | cyclic can     |
|     | recognized through the development  |   |   |   | then be used   |
|     | of a low frequency vibration,       |   |   |   | to slow the    |
|     | pitching up of the nose, and a roll |   |   |   | helicopter.    |
|     | in the direction of the retreating  |   |   |   |                |
|     | blade. High weight, low rotor RPM,  |   |   |   |                |
|     | high density altitude, turbulence   |   |   |   |                |
|     | or steep, abrupt turns are all      |   |   |   |                |
|     | conducive to retreating blade stall |   |   |   |                |
|     | at high forward airspeeds.          |   |   |   |                |
+-----+-------------------------------------+---+---+---+----------------+
| *   | #### Translation                    | * | * | * |                |
| *14 | al Lift Effects: {#translational-li | * | * | * |                |
| .** | ft-effects .Title-Text-Block-Lvl-7} | X | X | X |                |
|     |                                     | * | * | * |                |
|     | Procedure: From a stabilized        | * | * | * |                |
|     | in-ground-effect (IGE) Hover begin  |   |   |   |                |
|     | a forward acceleration. When        |   |   |   |                |
|     | passing through the effective       |   |   |   |                |
|     | translational lift range, the       |   |   |   |                |
|     | noticeable effect will be a         |   |   |   |                |
|     | possible nose pitch-up in some      |   |   |   |                |
|     | helicopters, an increase in the     |   |   |   |                |
|     | rate of climb, and a temporary      |   |   |   |                |
|     | increase in vibration level (in     |   |   |   |                |
|     | some cases this vibration may be    |   |   |   |                |
|     | pronounced). This effect is         |   |   |   |                |
|     | experienced again upon deceleration |   |   |   |                |
|     | through the appropriate speed       |   |   |   |                |
|     | range. During deceleration, the     |   |   |   |                |
|     | pitch and rate of climb will have   |   |   |   |                |
|     | the reverse effect, but there will  |   |   |   |                |
|     | be a similar, temporary increase in |   |   |   |                |
|     | vibration level.                    |   |   |   |                |
+-----+-------------------------------------+---+---+---+----------------+

  ----------- -------------------------------------------------- ---- ------- -------
  **The                                                                       
  following                                                                   
  checks are                                                                  
  performed                                                                   
  during a                                                                    
  normal                                                                      
  flight                                                                      
  profile,                                                                    
  motion                                                                      
  system                                                                      
  ON.**                                                                       

  **1.**      Precipitation.                                          **X**   **X**

  **2.**      Rain removal equipment.                                 **X**   **X**

  **3.**      Helicopter noises used by the pilot for normal          **X**   **X**
              helicopter operation.                                           

  **4.**      Abnormal operations for which there are associated      **X**   **X**
              sound cues, including engine malfunctions, landing              
              gear or tire malfunctions, tail boom.                           

  **5.**      Sound of a crash when the flight simulator is           **X**   **X**
              landed in excess of limitations.                                
  ----------- -------------------------------------------------- ---- ------- -------

+-------+--------------------------------------------------+---+---+---+
| This  |                                                  |   |   |   |
| table |                                                  |   |   |   |
| spec  |                                                  |   |   |   |
| ifies |                                                  |   |   |   |
| the   |                                                  |   |   |   |
| mi    |                                                  |   |   |   |
| nimum |                                                  |   |   |   |
| sp    |                                                  |   |   |   |
| ecial |                                                  |   |   |   |
| ef    |                                                  |   |   |   |
| fects |                                                  |   |   |   |
| nece  |                                                  |   |   |   |
| ssary |                                                  |   |   |   |
| for   |                                                  |   |   |   |
| the   |                                                  |   |   |   |
| spec  |                                                  |   |   |   |
| ified |                                                  |   |   |   |
| simu  |                                                  |   |   |   |
| lator |                                                  |   |   |   |
| l     |                                                  |   |   |   |
| evel. |                                                  |   |   |   |
+-------+--------------------------------------------------+---+---+---+
| *     | #### Braking Dynamics                            |   | # | * |
| *1.** | :  {#braking-dynamics-1 .Title-Text-Block-Lvl-7} |   | # | * |
|       |                                                  |   | # | X |
|       | Representations of the dynamics of brake failure |   | # | * |
|       | (flight simulator pitch, side-loading, and       |   | # | * |
|       | directional control characteristics              |   | # |   |
|       | representative of the helicopter), including     |   |   |   |
|       | antiskid and decreased brake efficiency due to   |   | X |   |
|       | high brake temperatures (based on helicopter     |   |   |   |
|       | related data), sufficient to enable pilot        |   | { |   |
|       | identification of the problem and implementation |   | # |   |
|       | of appropriate procedures.                       |   | x |   |
|       |                                                  |   | - |   |
|       |                                                  |   | 5 |   |
|       |                                                  |   | 4 |   |
|       |                                                  |   | } |   |
+-------+--------------------------------------------------+---+---+---+
| *     | **Effects of Airframe and Engine Icing:**        |   | * | * |
| *2.** |                                                  |   | * | * |
|       | **Required only for those helicopters authorized |   | X | X |
|       | for operations in known icing conditions.**      |   | * | * |
|       |                                                  |   | * | * |
|       | ####  {#section-35 .Title-Text-Block-Lvl-7}      |   |   |   |
|       |                                                  |   |   |   |
|       | Procedure: With the simulator airborne, in a     |   |   |   |
|       | clean configuration, nominal altitude and cruise |   |   |   |
|       | airspeed, autopilot on and auto-throttles off,   |   |   |   |
|       | engine and airfoil anti-ice/de-ice systems       |   |   |   |
|       | deactivated; activate icing conditions at a rate |   |   |   |
|       | that allows monitoring of simulator and systems  |   |   |   |
|       | response.                                        |   |   |   |
|       |                                                  |   |   |   |
|       | Icing recognition will include an increase in    |   |   |   |
|       | gross weight, airspeed decay, change in          |   |   |   |
|       | simulator pitch attitude, change in engine       |   |   |   |
|       | performance indications (other than due to       |   |   |   |
|       | airspeed changes), and change in data from       |   |   |   |
|       | pitot/static system, or rotor                    |   |   |   |
|       | out-of-track/balance. Activate heating,          |   |   |   |
|       | anti-ice, or de-ice systems independently.       |   |   |   |
|       | Recognition will include proper effects of these |   |   |   |
|       | systems, eventually returning the simulated      |   |   |   |
|       | helicopter to normal flight.                     |   |   |   |
+-------+--------------------------------------------------+---+---+---+

+--------+-------------------------------------------------+---+---+---+
| Fun    |                                                 |   |   |   |
| ctions |                                                 |   |   |   |
| in     |                                                 |   |   |   |
| this   |                                                 |   |   |   |
| table  |                                                 |   |   |   |
| are    |                                                 |   |   |   |
| s      |                                                 |   |   |   |
| ubject |                                                 |   |   |   |
| to     |                                                 |   |   |   |
| eval   |                                                 |   |   |   |
| uation |                                                 |   |   |   |
| only   |                                                 |   |   |   |
| if     |                                                 |   |   |   |
| appro  |                                                 |   |   |   |
| priate |                                                 |   |   |   |
| for    |                                                 |   |   |   |
| the    |                                                 |   |   |   |
| heli   |                                                 |   |   |   |
| copter |                                                 |   |   |   |
| or the |                                                 |   |   |   |
| system |                                                 |   |   |   |
| is     |                                                 |   |   |   |
| ins    |                                                 |   |   |   |
| talled |                                                 |   |   |   |
| on the |                                                 |   |   |   |
| sp     |                                                 |   |   |   |
| ecific |                                                 |   |   |   |
| simu   |                                                 |   |   |   |
| lator. |                                                 |   |   |   |
+--------+-------------------------------------------------+---+---+---+
| **1.** | **Simulator Power Switch(es)**                  | * | * | * |
|        |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **2.** | **Helicopter conditions.**                      |   |   |   |
+--------+-------------------------------------------------+---+---+---+
| **     | Gross weight, center of gravity, fuel loading   | * | * | * |
| 2.a.** | and allocation                                  | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Helicopter systems status.                      | * | * | * |
| 2.b.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Ground crew functions                           | * | * | * |
| 2.c.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **3.** | **Airports / Heliports.**                       |   |   |   |
+--------+-------------------------------------------------+---+---+---+
| **     | Number and selection.                           | * | * | * |
| 3.a.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Runway or landing area selection.               | * | * | * |
| 3.b.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Landing surface conditions (rough, smooth, icy, | * | * | * |
| 3.c.** | wet, dry, snow)                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Preset positions                                | * | * | * |
| 3.d.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Lighting controls.                              | * | * | * |
| 3.e.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **4.** | **Environmental controls.**                     |   |   |   |
+--------+-------------------------------------------------+---+---+---+
| *      | Visibility (statute miles / kilometers).        | * | * | * |
| *4.a** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Runway visual range (in feet / meters).         | * | * | * |
| 4.b.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Temperature.                                    | * | * | * |
| 4.c.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Climate conditions                              | * | * | * |
| 4.d.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Wind speed and direction.                       | * | * | * |
| 4.e.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **5.** | **Helicopter system malfunctions** (Insertion / | * | * | * |
|        | deletion).                                      | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **6.** | **Locks, Freezes, and Repositioning.**          |   |   |   |
+--------+-------------------------------------------------+---+---+---+
| **     | Problem (all) freeze / release.                 | * | * | * |
| 6.a.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Position (geographic) freeze / release.         | * | * | * |
| 6.b.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Repositioning (locations, freezes, and          | * | * | * |
| 6.c.** | releases).                                      | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **     | Ground speed control.                           | * | * | * |
| 6.d.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **7.** | Remote IOS.                                     | * | * | * |
|        |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **8.** | **Sound Controls.** On / off / adjustment       | * | * | * |
|        |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| **9.** | **Motion / Control Loading System.**            |   |   |   |
+--------+-------------------------------------------------+---+---+---+
| **     | On / off / emergency stop.                      | * | * | * |
| 9.a.** |                                                 | * | * | * |
|        |                                                 | X | X | X |
|        |                                                 | * | * | * |
|        |                                                 | * | * | * |
+--------+-------------------------------------------------+---+---+---+
| ####   | **Observer Seats / Stations.** Position /       | * | * | * |
|  10. { | Adjustment / Positive restraint system.         | * | * | * |
| #secti |                                                 | X | X | X |
| on-36  |                                                 | * | * | * |
| .Title |                                                 | * | * | * |
| -Text- |                                                 |   |   |   |
| Block- |                                                 |   |   |   |
| Lvl-7} |                                                 |   |   |   |
+--------+-------------------------------------------------+---+---+---+

**Attachment 4 to Appendix C to Part 60---**

**SAMPLE DOCUMENTS**

**Table of Contents**

Title of Sample

Figure C4A Sample Letter, Request for Initial, Upgrade, or Reinstatement
Evaluation.

Figure C4B Attachment: FFS Information Form

Figure A4C Sample Letter of Compliance

Figure C4D Sample Qualification Test Guide Cover Page

Figure C4E Sample Statement of Qualification -- Certificate

Figure C4F Sample Statement of Qualification -- Configuration List

Figure C4G Sample Statement of Qualification -- List of Qualified Tasks

Figure C4H Sample Continuing Qualification Evaluation Requirements Page

Figure C4I Sample MQTG Index of Effective FFS Directives

+-----------------------------------------------------------------------+
| Date \_\_\_\_\_\_\_                                                   |
|                                                                       |
| Charles A. Spillner                                                   |
|                                                                       |
| Manager, National Simulator Program                                   |
|                                                                       |
| Federal Aviation Administration                                       |
|                                                                       |
| 100 Hartsfield Centre Parkway, Suite 400                              |
|                                                                       |
| Atlanta, GA 30354                                                     |
|                                                                       |
| Dear Mr. Spillner:                                                    |
|                                                                       |
| **RE: Request for Initial/Upgrade Evaluation Date**                   |
|                                                                       |
| This is to advise you of our intent to request an (initial or         |
| upgrade) evaluation of our [(FFS Manufacturer),]{.underline}          |
| ([Aircraft Type/Level)]{.underline} Full Flight Simulator (FFS), (FAA |
| ID Number, if previously qualified), located in [(City,               |
| State)]{.underline} at the [(Facility)]{.underline} on [(Proposed     |
| Evaluation Date)]{.underline}. (The proposed evaluation date shall    |
| not be more than 180 days following the date of this letter.) The FFS |
| will be sponsored by [(Name of Training Center/Air                    |
| Carrier)]{.underline}, FAA Designator [(4 Letter Code)]{.underline}.  |
| The FFS will be sponsored as follows; (Select One)                    |
|                                                                       |
| > The FFS will be used within the sponsor's FAA approved training     |
| > program and placed on the sponsor's Training/Operations             |
| > Specifications.                                                     |
| >                                                                     |
| > The FFS will be used for dry lease only.                            |
|                                                                       |
| We agree to provide the formal request for the evaluation to your     |
| staff as follows: (check one)                                         |
|                                                                       |
| > For QTG tests run at the factory, not later, than 45 days prior to  |
| > the proposed evaluation date with the additional "l/3 on-site"      |
| > tests provided not later than 14 days prior to the proposed         |
| > evaluation date.                                                    |
| >                                                                     |
| > For QTG tests run on-site, not later than 30 days prior to the      |
| > proposed evaluation date.                                           |
| >                                                                     |
| > We understand that the formal request will contain the following    |
| > documents:                                                          |
|                                                                       |
| 7.  Sponsor's Letter of Request (*Company Compliance Letter*).        |
|                                                                       |
| 8.  Principal Operations Inspector (POI) or Training Center Program   |
|     Manager's (TCPM) endorsement.                                     |
|                                                                       |
| 9.  Complete QTG.                                                     |
|                                                                       |
| If we are unable to meet the above requirements, we understand this   |
| may result in a significant delay, perhaps 45 days or more, in        |
| rescheduling and completing the evaluation.                           |
|                                                                       |
| (The sponsor should add additional comments as necessary).            |
|                                                                       |
| Please contact [(Name Telephone and Fax Number of Sponsor's           |
| Contact)]{.underline} to confirm the date for this initial            |
| evaluation. We understand a member of your National Simulator Program |
| staff will respond to this request within 14 days.                    |
|                                                                       |
| A copy of this letter of intent has been provided to (Name), the      |
| Principal Operations Inspector (POI) and/or Training Center Program   |
| Manager (TCPM).                                                       |
|                                                                       |
| Sincerely,                                                            |
|                                                                       |
| Attachment: FFS Information Form                                      |
|                                                                       |
| cc: POI/TCPM                                                          |
+-----------------------------------------------------------------------+

<table style="width:100%;">
<colgroup>
<col style="width: 25%" />
<col style="width: 0%" />
<col style="width: 8%" />
<col style="width: 10%" />
<col style="width: 1%" />
<col style="width: 5%" />
<col style="width: 2%" />
<col style="width: 4%" />
<col style="width: 12%" />
<col style="width: 5%" />
<col style="width: 10%" />
<col style="width: 13%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="12"><strong>Date:</strong>
<strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="12"><h1
id="section-1.-fstd-information-and-characteristics-4"><strong>Section
1. FSTD Information and Characteristics</strong></h1></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Sponsor Name:</strong></td>
<td colspan="5"><strong><u>     </u></strong></td>
<td colspan="5"><strong>FSTD Location</strong>:</td>
</tr>
<tr class="even">
<td colspan="2"><strong>Address:</strong></td>
<td colspan="5"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="2"><strong>Physical Address:</strong></td>
<td colspan="3"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>City:</strong></td>
<td colspan="5"><strong><u>     </u></strong></td>
<td colspan="2"><strong>City:</strong></td>
<td colspan="3"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="2"><strong>State:</strong></td>
<td colspan="5"><strong><u>     </u></strong></td>
<td colspan="2"><strong>State:</strong></td>
<td colspan="3"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Country:</strong></td>
<td colspan="5"><strong><u>     </u></strong></td>
<td colspan="2"><strong>Country:</strong></td>
<td colspan="3"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="2"><strong>ZIP:</strong></td>
<td colspan="5"><strong><u>     </u></strong></td>
<td colspan="2"><strong>ZIP:</strong></td>
<td colspan="3"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Manager</strong></td>
<td colspan="5"><strong><u>     </u></strong></td>
<td colspan="2"></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td colspan="2"><strong>Sponsor ID No:<br />
</strong>(Four Letter FAA Designator)</td>
<td colspan="5"><strong><u>     </u></strong></td>
<td colspan="2"><p><strong>Nearest Airport:</strong></p>
<p>(Airport Designator)</p></td>
<td colspan="3"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="12"></td>
</tr>
<tr class="even">
<td colspan="4"><strong>Type of Evaluation Requested:</strong></td>
<td colspan="8"><p> <strong>Initial</strong> <strong>Upgrade</strong>
<strong>Continuing Qualification</strong> <strong>Special</strong></p>
<p> <strong>Reinstatement</strong></p></td>
</tr>
<tr class="odd">
<td><strong>Aircraft Make/model/series:</strong></td>
<td colspan="11"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td><p><strong>Initial Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="5"><p><strong>Date: <u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="3"><strong>Manufacturer’s Identification or Serial
Number</strong></td>
<td colspan="3"><strong><u>               </u></strong></td>
</tr>
<tr class="odd">
<td><p><strong>Upgrade Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="5"><p><strong>Date:</strong> <strong><u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="3"> <strong>eMQTG</strong></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td colspan="3" rowspan="2"><strong>Qualification Basis:
<u>               </u></strong></td>
<td colspan="2"> <strong>A</strong></td>
<td colspan="3"> <strong>B</strong></td>
<td colspan="2"> <strong>Interim C</strong></td>
<td> <strong>C</strong></td>
<td> <strong>D</strong></td>
</tr>
<tr class="odd">
<td colspan="2"> <strong>6</strong></td>
<td colspan="3"> <strong>7</strong></td>
<td colspan="2"> <strong>Provisional Status</strong></td>
<td colspan="2"></td>
</tr>
<tr class="even">
<td colspan="12"></td>
</tr>
<tr class="odd">
<td colspan="12"><strong>Other Technical Information:</strong></td>
</tr>
<tr class="even">
<td colspan="2"><p><strong>FAA FSTD ID No:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="4"><strong><u>     </u></strong></td>
<td colspan="3"><strong>FSTD Manufacturer:</strong></td>
<td colspan="3"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Convertible FSTD:</strong></td>
<td colspan="4"><strong>Yes</strong>:</td>
<td colspan="3"><strong>Date of Manufacture</strong>:</td>
<td colspan="3"><p><strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
</tr>
<tr class="even">
<td colspan="2"><p><strong>Related FAA ID No</strong>.</p>
<p>(If Applicable)</p></td>
<td colspan="4"><strong><u>     </u></strong>
<strong><u>     </u></strong> <strong><u>     </u></strong></td>
<td colspan="6"><strong>Sponsor FSTD ID No:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="6"><strong>Engine model(s) and data revision:</strong>
<u>     </u></td>
<td colspan="6"><strong>Source of aerodynamic model:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="6"><strong>FMS identification and revision level:</strong>
<u>     </u></td>
<td colspan="6"><strong>Source of aerodynamic coefficient data:</strong>
<u>     </u></td>
</tr>
<tr class="odd">
<td colspan="6"><strong>Visual system manufacturer/model:</strong>
<u>     </u></td>
<td colspan="6"><strong>Aerodynamic data revision number:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="6"><strong>Flight control data revision:</strong>
<u>     </u></td>
<td colspan="6"><strong>Visual system display:</strong>
<u>     </u></td>
</tr>
<tr class="odd">
<td colspan="6"><strong>Mot ion system manufacturer/type:</strong>
<u>     </u></td>
<td colspan="6"><strong>FSTD computer(s) identification:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="12"></td>
</tr>
<tr class="odd">
<td colspan="2"><p>National Aviation Authority (NAA):</p>
<p>(If Applicable)</p></td>
<td colspan="10"><u>     </u></td>
</tr>
<tr class="even">
<td colspan="2"><strong>NAA FSTD ID No:</strong></td>
<td colspan="4"><u>     </u></td>
<td colspan="3"><strong>Last NAA Evaluation Date:</strong></td>
<td colspan="3"><u>     </u></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>NAA Qualification Level:</strong></td>
<td colspan="4"><u>     </u></td>
<td colspan="3"></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td colspan="2"><strong>NAA Qualification Basis:</strong></td>
<td colspan="4"><strong><u>     </u></strong></td>
<td colspan="3"></td>
<td colspan="3"></td>
</tr>
</tbody>
</table>

<table>
<colgroup>
<col style="width: 19%" />
<col style="width: 6%" />
<col style="width: 2%" />
<col style="width: 11%" />
<col style="width: 11%" />
<col style="width: 2%" />
<col style="width: 20%" />
<col style="width: 0%" />
<col style="width: 4%" />
<col style="width: 20%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="10"></td>
</tr>
<tr class="even">
<td colspan="2"><strong>Visual System</strong> M<strong>anufacturer and
Type:</strong></td>
<td colspan="2"><u>     </u></td>
<td colspan="2"><strong>FSTD Seats Available:</strong> <u>     </u></td>
<td colspan="3"><strong>Motion System Manufacturer and
Type:</strong></td>
<td><u>     </u>:</td>
</tr>
<tr class="odd">
<td><strong>Aircraft Equipment:</strong></td>
<td colspan="3"><p><strong>Engine Type(s):</strong></p>
<p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="4"><p><strong>Flight Instrumentation:</strong></p>
<p> <strong>EFIS</strong> <strong>HUD</strong> <strong>HGS</strong>
<strong>EFVS</strong></p>
<p> <strong>TCAS</strong> <strong>GPWS</strong> <strong>Plain
View</strong></p>
<p> <strong>GPS</strong> <strong>FMS Type:</strong> <u>     </u></p>
<p> <strong>WX Radar</strong> <strong>Other:</strong>
<u>     </u></p></td>
<td colspan="2"><p>Engine Instrumentation:</p>
<p> <strong>EICAS</strong> <strong>FADEC</strong></p>
<p> <strong>Other:</strong> <u>     </u></p></td>
</tr>
<tr class="even">
<td colspan="10"></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Airport Models</strong>:</td>
<td colspan="2"><p>3.6.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="2"><p>3.6.2 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="3"><p>3.6.3 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
</tr>
<tr class="even">
<td colspan="3"><strong>Circle to Land</strong>:</td>
<td colspan="2"><p>3. 7.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="2"><p>3. 7.2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="3"><p>3. 7.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Visual Ground Segment</strong></td>
<td colspan="2"><p>3.8.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="2"><p>3.8 .2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="3"><p>3. 8.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
</tbody>
</table>

+------------+---+---------------------+---+------+-------+---+-----------------+
| #          |   |                     |   |      |       |   |                 |
| **Section  |   |                     |   |      |       |   |                 |
| 2. Supplem |   |                     |   |      |       |   |                 |
| entary Inf |   |                     |   |      |       |   |                 |
| ormation** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FAA      |   |                     |   |      |       |   |                 |
| Training   |   |                     |   | **P  |       |   |                 |
| Program    |   |                     |   | OI** |       |   |                 |
| Approval   |   |                     |   | **TC |       |   |                 |
| Au         |   |                     |   | PM** |       |   |                 |
| thority:** |   |                     |   | **   |       |   |                 |
|            |   |                     |   | Othe |       |   |                 |
|            |   |                     |   | r**: |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  | [ |                     |   | **O  | [     |   |                 |
|            |   |                     |   | ffic |   ]{. |   |                 |
|            |   |                     |   | e:** | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa | [     |   |                 |
|            |   |                     |   | x:** |   ]{. |   |                 |
|            |   |                     |   |      | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
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|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Email:** | [ |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Scheduling |   |                     |   |      |       |   |                 |
| Person**:  |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  | [ |                     |   | *    |       |   | [               |
| 1:**       |   |                     |   | *Add |       |   |   ]{.underline} |
|            |   |                     |   | ress |       |   |                 |
|            |   |                     |   | 2**  |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Stat |       |   |   ]{.underline} |
|            |   |                     |   | e:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
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|            | { |                     |   |      |       |   |                 |
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|            | d |                     |   |      |       |   |                 |
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|            | r |                     |   |      |       |   |                 |
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|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Emai |       |   |   ]{.underline} |
|            |   |                     |   | l:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
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|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
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|            | d |                     |   |      |       |   |                 |
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|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa |       |   | [               |
|            |   |                     |   | x:** |       |   |   ]{.underline} |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
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|            | d |                     |   |      |       |   |                 |
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|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Technical  |   |                     |   |      |       |   |                 |
| Contact:** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  |   | [     ]{.underline} | * |      |       | [ |                 |
| 1:**       |   |                     | * |      |       |   |                 |
|            |   |                     | A |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | r |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | s |      |       | { |                 |
|            |   |                     | s |      |       | . |                 |
|            |   |                     | 2 |      |       | u |                 |
|            |   |                     | * |      |       | n |                 |
|            |   |                     | * |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | S |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | E |      |       |   |                 |
|            |   |                     | m |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | i |      |       |   |                 |
|            |   |                     | l |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | F |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | x |      |       |   |                 |
|            |   |                     | : |      |       |   |                 |
|            |   |                     | * |      |       | ] |                 |
|            |   |                     | * |      |       | { |                 |
|            |   |                     |   |      |       | . |                 |
|            |   |                     |   |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+

+--------------------------------------+------+------------------------+
| # **Section 3. Training, T           |      |                        |
| esting and Checking Considerations** |      |                        |
+--------------------------------------+------+------------------------+
| **Area/Function/Maneuver**           | *    | **Remarks**            |
|                                      | *Req |                        |
|                                      | uest |                        |
|                                      | ed** |                        |
+--------------------------------------+------+------------------------+
| **Private Pilot - Training /         |      | [     ]{.underline}    |
| Checks:** (142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Commercial Pilot - Training        |      | [     ]{.underline}    |
| /Checks:**(142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Multi-Engine Rating - Training /   |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Instrument Rating -Training /      |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Type Rating - Training / Checks**  |      | [     ]{.underline}    |
| (135/121/142)                        |      |                        |
+--------------------------------------+------+------------------------+
| **Proficiency Checks** (135/121/142) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT I:** (RVR 2400/1800 ft. DH200  |      | [     ]{.underline}    |
| ft)                                  |      |                        |
+--------------------------------------+------+------------------------+
| **CAT II**: (RVR 1200 ft. DH 100 ft) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT III** \* (lowest minimum)      |      | [     ]{.underline}    |
| [     ]{.underline} RVR              |      |                        |
| [     ]{.underline} ft.              |      |                        |
|                                      |      |                        |
| **\*** State CAT III                 |      |                        |
| ([\<]{.underline} 700 ft.), CAT IIIb |      |                        |
| ([\<]{.underline} 150 ft.), or CAT   |      |                        |
| IIIc (0 ft.)                         |      |                        |
+--------------------------------------+------+------------------------+
| **Circling Approach**                |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training**:              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training** IAW           |      | [     ]{.underline}    |
| 121.409(d) (121 Turbojets Only)      |      |                        |
+--------------------------------------+------+------------------------+
| **Generic Unusual Attitudes and      |      | [     ]{.underline}    |
| Recoveries** **within the Normal     |      |                        |
| Flight Envelope**                    |      |                        |
+--------------------------------------+------+------------------------+
| **Specific Unusual Attitudes         |      | [     ]{.underline}    |
| Recoveries**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-coupled Approach/Auto Go      |      | [     ]{.underline}    |
| Around**                             |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-land / Roll Out Guidance**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **TCAS/ACAS I / II**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **WX-Radar**                         |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HUD**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HGS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **EFVS**                             |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Future Air Navigation Systems**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPWS / EGPWS**                     |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **ETOPS Capability**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **SMGCS**                            |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter Slope Landings**        |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter External Load           |      | [     ]{.underline}    |
| Operations**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Pinnacle Approach to    |      | [     ]{.underline}    |
| Landing**s                           |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Night Vision            |      | [     ]{.underline}    |
| Maneuvers**                          |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Category A Takeoffs**   |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+

([Date]{.underline})

Mr. ([Name of Training Program Approval Authority]{.underline}):

([Name of FAA FSDO]{.underline})

([Address]{.underline})

([City/State/Zip]{.underline})

Dear Mr. ([Name of TPAA]{.underline}):

**RE: Letter of Compliance**

([Operator Sponsor Name]{.underline}) requests evaluation of our
([Aircraft Type]{.underline}) FFS for Level ([\_\_]{.underline})
qualification. The ([FFS Manufacturer Name]{.underline}) FFS with
([Visual System Manufacturer Name/Model]{.underline}) system is fully
defined on the FFS Information page of the accompanying Qualification
Test Guide (QTG). We have completed the tests of the FFS and certify
that it meets all applicable requirements of FAR parts [121, 125, or
135]{.underline}), and the guidance of ([AC 120-40B or 14 CFR Part
60]{.underline}). Appropriate hardware and software configuration
control procedures have been established. Our Pilot(s),
([Name(s))]{.underline}, who are qualified on ([Aircraft
Type]{.underline}) aircraft have assessed the FFS and have found that it
conforms to the ([Operator/Sponsor]{.underline}) ([Aircraft
Type]{.underline}) flight deck configuration and that the simulated
systems and subsystems function equivalently to those in the aircraft.
The above named pilot(s) have also assessed the performance and the
flying qualities of the FFS and find that it represents the respective
aircraft.

([Added Comments may be placed here]{.underline})

Sincerely,

([Sponsor Representative]{.underline})

cc:

FAA, National Simulator Program

#####  {#section-37}

+-----------------------------------------------------------------------+
| SPONSOR NAME                                                          |
|                                                                       |
| SPONSOR ADDRESS                                                       |
|                                                                       |
| FAA QUALIFICATION TEST GUIDE                                          |
|                                                                       |
| (SPECIFIC Helicopter MODEL)                                           |
|                                                                       |
| *for example*                                                         |
|                                                                       |
| #### Farnsworth Z-100                                                 |
|                                                                       |
| (Type of Simulator)                                                   |
|                                                                       |
| (Simulator Identification Including Manufacturer, Serial Number,      |
| Visual System Used)                                                   |
|                                                                       |
| (Simulator Level)                                                     |
|                                                                       |
| (Qualification Performance Standard Used)                             |
|                                                                       |
| (Simulator Location)                                                  |
|                                                                       |
| FAA Initial Evaluation                                                |
|                                                                       |
| Date: \_\_\_\_\_\_\_\_\_\_\_\_\_                                      |
|                                                                       |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:            |
| \_\_\_\_\_\_\_\_\_\_\_                                                |
|                                                                       |
| (Sponsor)                                                             |
|                                                                       |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ Date:            |
| \_\_\_\_\_\_\_\_\_\_\_                                                |
|                                                                       |
| Manager, National                                                     |
|                                                                       |
| Simulator Program, FAA                                                |
+-----------------------------------------------------------------------+

#  {#section-38}

# Federal Aviation Administration

# National Simulator Program

![](media/image8.png)

## *Certificate of Qualification*

#  {#section-39}

**This is to certify that representatives of the National Simulator
Program**

**Completed an evaluation of the**

##  {#section-40}

**Go-Fast Airlines**

**Farnsworth Z-100 Full Flight Simulator**

#### FAA Identification Number 0999

# And pursuant to 14 CFR Part 60 found it to meet its original qualification basis, AC 120-63 (MM/DD/YY)

**The Master Qualification Test Guide and the attached**

**Configuration List and List of Qualified Tasks**

**Provide the Qualification Basis for this device to operate at**

## Level D

**Until April 30, 2010**

**Unless sooner rescinded or extended by the National Simulator Program
Manager**

March 15, 2009 *C. Nordlie*

(date) (for the NSPM)

**STATEMENT of QUALIFICATION**

**CONFIGURATION LIST**

<table style="width:100%;">
<colgroup>
<col style="width: 19%" />
<col style="width: 6%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 2%" />
<col style="width: 5%" />
<col style="width: 6%" />
<col style="width: 4%" />
<col style="width: 1%" />
<col style="width: 5%" />
<col style="width: 2%" />
<col style="width: 0%" />
<col style="width: 4%" />
<col style="width: 12%" />
<col style="width: 3%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 3%" />
<col style="width: 7%" />
<col style="width: 13%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="20"><strong>Date:</strong>
<strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="20"><h1
id="section-1.-fstd-information-and-characteristics-5"><strong>Section
1. FSTD Information and Characteristics</strong></h1></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Sponsor Name:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="9"><strong>FSTD Location</strong>:</td>
</tr>
<tr class="even">
<td colspan="3"><strong>Address:</strong></td>
<td colspan="8"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="3"><strong>Physical Address:</strong></td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>City:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>City:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>State:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>State:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Country:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>Country:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Manager</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>Sponsor ID No:<br />
</strong>(Four Letter FAA Designator)</td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><p><strong>Nearest Airport:</strong></p>
<p>(Airport Designator)</p></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Type of Evaluation Requested:</strong></td>
<td colspan="12"><p> <strong>Initial</strong> <strong>Upgrade</strong>
<strong>Continuing Qualification</strong> <strong>Special</strong></p>
<p> <strong>Reinstatement</strong></p></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Aircraft Make/model/series:</strong></td>
<td colspan="18"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="2"><p><strong>Initial Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date: <u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"><strong>Manufacturer’s Identification or Serial
Number</strong></td>
<td colspan="6"><strong><u>               </u></strong></td>
</tr>
<tr class="odd">
<td colspan="2"><p><strong>Upgrade Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date:</strong> <strong><u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"> <strong>eMQTG</strong></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="6" rowspan="2"><strong>Qualification Basis:
<u>               </u></strong></td>
<td colspan="3"> <strong>A</strong></td>
<td colspan="4"> <strong>B</strong></td>
<td colspan="4"> <strong>Interim C</strong></td>
<td colspan="2"> <strong>C</strong></td>
<td> <strong>D</strong></td>
</tr>
<tr class="odd">
<td colspan="3"> <strong>6</strong></td>
<td colspan="4"> <strong>7</strong></td>
<td colspan="4"> <strong>Provisional Status</strong></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="20"><strong>Other Technical Information:</strong></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>FAA FSTD ID No:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"><strong>FSTD Manufacturer:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Convertible FSTD:</strong></td>
<td colspan="7"><strong>Yes</strong>:</td>
<td colspan="4"><strong>Date of Manufacture</strong>:</td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>Related FAA ID No</strong>.</p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong>
<strong><u>     </u></strong> <strong><u>     </u></strong></td>
<td colspan="10"><strong>Sponsor FSTD ID No:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Engine model(s) and data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic model:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>FMS identification and revision level:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic coefficient
data:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Visual system manufacturer/model:</strong>
<u>     </u></td>
<td colspan="10"><strong>Aerodynamic data revision number:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>Flight control data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Visual system display:</strong>
<u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Mot ion system manufacturer/type:</strong>
<u>     </u></td>
<td colspan="10"><strong>FSTD computer(s) identification:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="3"><p>National Aviation Authority (NAA):</p>
<p>(If Applicable)</p></td>
<td colspan="17"><u>     </u></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA FSTD ID No:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"><strong>Last NAA Evaluation Date:</strong></td>
<td colspan="6"><u>     </u></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>NAA Qualification Level:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA Qualification Basis:</strong></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="4"><strong>Visual System</strong> M<strong>anufacturer and
Type:</strong></td>
<td colspan="3"><u>     </u></td>
<td colspan="5"><strong>FSTD Seats Available:</strong> <u>     </u></td>
<td colspan="6"><strong>Motion System Manufacturer and
Type:</strong></td>
<td colspan="2"><u>     </u>:</td>
</tr>
<tr class="odd">
<td><strong>Aircraft Equipment:</strong></td>
<td colspan="6"><p><strong>Engine Type(s):</strong></p>
<p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="9"><p><strong>Flight Instrumentation:</strong></p>
<p> <strong>EFIS</strong> <strong>HUD</strong> <strong>HGS</strong>
<strong>EFVS</strong></p>
<p> <strong>TCAS</strong> <strong>GPWS</strong> <strong>Plain
View</strong></p>
<p> <strong>GPS</strong> <strong>FMS Type:</strong> <u>     </u></p>
<p> <strong>WX Radar</strong> <strong>Other:</strong>
<u>     </u></p></td>
<td colspan="4"><p>Engine Instrumentation:</p>
<p> <strong>EICAS</strong> <strong>FADEC</strong></p>
<p> <strong>Other:</strong> <u>     </u></p></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Airport Models</strong>:</td>
<td colspan="5"><p>3.6.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.2 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.3 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
</tr>
<tr class="even">
<td colspan="5"><strong>Circle to Land</strong>:</td>
<td colspan="5"><p>3. 7.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3. 7.2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 7.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Visual Ground Segment</strong></td>
<td colspan="5"><p>3.8.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.8 .2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 8.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
</tbody>
</table>

+------------+---+---------------------+---+------+-------+---+-----------------+
| #          |   |                     |   |      |       |   |                 |
| **Section  |   |                     |   |      |       |   |                 |
| 2. Supplem |   |                     |   |      |       |   |                 |
| entary Inf |   |                     |   |      |       |   |                 |
| ormation** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FAA      |   |                     |   |      |       |   |                 |
| Training   |   |                     |   | **P  |       |   |                 |
| Program    |   |                     |   | OI** |       |   |                 |
| Approval   |   |                     |   | **TC |       |   |                 |
| Au         |   |                     |   | PM** |       |   |                 |
| thority:** |   |                     |   | **   |       |   |                 |
|            |   |                     |   | Othe |       |   |                 |
|            |   |                     |   | r**: |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  | [ |                     |   | **O  | [     |   |                 |
|            |   |                     |   | ffic |   ]{. |   |                 |
|            |   |                     |   | e:** | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
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|            | ] |                     |   |      |       |   |                 |
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|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa | [     |   |                 |
|            |   |                     |   | x:** |   ]{. |   |                 |
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|            |   |                     |   |      | line} |   |                 |
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|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Email:** | [ |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
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|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Scheduling |   |                     |   |      |       |   |                 |
| Person**:  |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  | [ |                     |   | *    |       |   | [               |
| 1:**       |   |                     |   | *Add |       |   |   ]{.underline} |
|            |   |                     |   | ress |       |   |                 |
|            |   |                     |   | 2**  |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
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|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Stat |       |   |   ]{.underline} |
|            |   |                     |   | e:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
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|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Emai |       |   |   ]{.underline} |
|            |   |                     |   | l:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
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|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa |       |   | [               |
|            |   |                     |   | x:** |       |   |   ]{.underline} |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
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|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
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|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Technical  |   |                     |   |      |       |   |                 |
| Contact:** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  |   | [     ]{.underline} | * |      |       | [ |                 |
| 1:**       |   |                     | * |      |       |   |                 |
|            |   |                     | A |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | r |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | s |      |       | { |                 |
|            |   |                     | s |      |       | . |                 |
|            |   |                     | 2 |      |       | u |                 |
|            |   |                     | * |      |       | n |                 |
|            |   |                     | * |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | S |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | E |      |       |   |                 |
|            |   |                     | m |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | i |      |       |   |                 |
|            |   |                     | l |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | F |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | x |      |       |   |                 |
|            |   |                     | : |      |       |   |                 |
|            |   |                     | * |      |       | ] |                 |
|            |   |                     | * |      |       | { |                 |
|            |   |                     |   |      |       | . |                 |
|            |   |                     |   |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+

+--------------------------------------+------+------------------------+
| # **Section 3. Training, T           |      |                        |
| esting and Checking Considerations** |      |                        |
+--------------------------------------+------+------------------------+
| **Area/Function/Maneuver**           | *    | **Remarks**            |
|                                      | *Req |                        |
|                                      | uest |                        |
|                                      | ed** |                        |
+--------------------------------------+------+------------------------+
| **Private Pilot - Training /         |      | [     ]{.underline}    |
| Checks:** (142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Commercial Pilot - Training        |      | [     ]{.underline}    |
| /Checks:**(142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Multi-Engine Rating - Training /   |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Instrument Rating -Training /      |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Type Rating - Training / Checks**  |      | [     ]{.underline}    |
| (135/121/142)                        |      |                        |
+--------------------------------------+------+------------------------+
| **Proficiency Checks** (135/121/142) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT I:** (RVR 2400/1800 ft. DH200  |      | [     ]{.underline}    |
| ft)                                  |      |                        |
+--------------------------------------+------+------------------------+
| **CAT II**: (RVR 1200 ft. DH 100 ft) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT III** \* (lowest minimum)      |      | [     ]{.underline}    |
| [     ]{.underline} RVR              |      |                        |
| [     ]{.underline} ft.              |      |                        |
|                                      |      |                        |
| **\*** State CAT III                 |      |                        |
| ([\<]{.underline} 700 ft.), CAT IIIb |      |                        |
| ([\<]{.underline} 150 ft.), or CAT   |      |                        |
| IIIc (0 ft.)                         |      |                        |
+--------------------------------------+------+------------------------+
| **Circling Approach**                |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training**:              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training** IAW           |      | [     ]{.underline}    |
| 121.409(d) (121 Turbojets Only)      |      |                        |
+--------------------------------------+------+------------------------+
| **Generic Unusual Attitudes and      |      | [     ]{.underline}    |
| Recoveries** **within the Normal     |      |                        |
| Flight Envelope**                    |      |                        |
+--------------------------------------+------+------------------------+
| **Specific Unusual Attitudes         |      | [     ]{.underline}    |
| Recoveries**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-coupled Approach/Auto Go      |      | [     ]{.underline}    |
| Around**                             |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-land / Roll Out Guidance**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **TCAS/ACAS I / II**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **WX-Radar**                         |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HUD**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HGS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **EFVS**                             |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Future Air Navigation Systems**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPWS / EGPWS**                     |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **ETOPS Capability**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **SMGCS**                            |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter Slope Landings**        |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter External Load           |      | [     ]{.underline}    |
| Operations**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Pinnacle Approach to    |      | [     ]{.underline}    |
| Landing**s                           |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Night Vision            |      | [     ]{.underline}    |
| Maneuvers**                          |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Category A Takeoffs**   |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+

**STATEMENT of QUALIFICATION**

**List of Qualified Tasks**

# Go Fast Airline Training \-- Farnsworth Z-100 \-- Level D \-- FAA ID# 0999

+-----------------------------------------------------------------------+
| **The FFS is qualified to perform all of the Maneuvers, Procedures,   |
| Tasks, and Functions**                                                |
|                                                                       |
| **Listed in Appendix A, Attachment 1, Table A1B, Minimum FFS          |
| Requirements**                                                        |
|                                                                       |
| **In Effect on \[mm/dd/yyyy\] except for the following listed Tasks   |
| or Functions.**                                                       |
+-----------------------------------------------------------------------+
|                                                                       |
+-----------------------------------------------------------------------+
| Qualified for all tasks in Table C1B for which the sponsor has        |
| requested qualification, except for the following:                    |
|                                                                       |
| 6.e. Environmental system.                                            |
|                                                                       |
| 6.f. Fire detection and extinguisher system.                          |
|                                                                       |
| 7.b. In-flight fire and smoke removal.                                |
|                                                                       |
| 7.d. Ditching.                                                        |
+-----------------------------------------------------------------------+
| Additional tasks for which this FFS is qualified (i.e., in addition   |
| to the list in Table C1B)                                             |
|                                                                       |
| > Enhanced Visual System                                              |
+-----------------------------------------------------------------------+

+-----------------------------------+----------------------------------+
| **Continuing qualification        |                                  |
| Evaluation Requirements**         |                                  |
|                                   |                                  |
| ***Completed at conclusion of     |                                  |
| Initial Evaluation***             |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations to be conducted each  | evaluations are due as follows:  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months                            | \_\_[(month)]{.underline}\_ and  |
|                                   | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
| Allotting \_\_\_\_\_\_ hours of   |                                  |
| FTD time.                         |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| **Revision:**                     |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Based on (enter reasoning):       |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations are to be conducted   | evaluations are due as follows:  |
| each                              |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months. Allotting \_\_\_\_\_\_    | \_\_[(month)]{.underline}\_ and  |
| hours.                            | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| **Revision:**                     |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Based on (enter reasoning):       |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations are to be conducted   | evaluations are due as follows:  |
| each                              |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months. Allotting \_\_\_\_\_\_    | \_\_[(month)]{.underline}\_ and  |
| hours.                            | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| (Repeat as Necessary)             |                                  |
+-----------------------------------+----------------------------------+

+----------+-----------------+---------------------+------------------+
| **Index  |                 |                     |                  |
| of       |                 |                     |                  |
| E        |                 |                     |                  |
| ffective |                 |                     |                  |
| FSTD     |                 |                     |                  |
| Dire     |                 |                     |                  |
| ctives** |                 |                     |                  |
|          |                 |                     |                  |
| **Filed  |                 |                     |                  |
| in this  |                 |                     |                  |
| S        |                 |                     |                  |
| ection** |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
| **       | **Effective     | **Date of           | **Details**      |
| Number** | Date**          | Notification**      |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+

Continue as Necessary\....

**Attachment 5 to Appendix C to Part 60---**

**FSTD DIRECTIVES APPLICABLE TO HELICOPTER FFSs**

**Flight Simulation Training Device (FSTD) Directive**

FSTD Directive 1. Applicable to all FFSs, regardless of the original
qualification basis and qualification date (original or upgrade), having
Class II or Class III airport models available.

**Agency**: Federal Aviation Administration (FAA), DOT

**Action**: This is a retroactive requirement to have all Class II or
Class III airport models meet current requirements.

----------------------------------------------------------------------

**Summary:** Notwithstanding the authorization listed in paragraph 13b
in Appendices A and C of this part, this FSTD Directive requires each
certificate holder to ensure that by May 30, 2009, except for the
airport model(s) used to qualify the simulator at the designated level,
each airport model used by the certificate holder's instructors or
evaluators for training, checking, or testing under this chapter in an
FFS, meets the definition of a Class II or Class III airport model as
defined in 14CFR part 60. The completion of this requirement will not
require a report, and the method used for keeping instructors and
evaluators apprised of the airport models that meet Class II or
Class III requirements on any given simulator is at the option of the
certificate holder whose employees are using the FFS, but the method
used must be available for review by the TPAA for that certificate
holder.

**Dates:** FSTD Directive 1 becomes effective on May 30, 2008.

**For Further Information Contact:** Ed Cook, Senior Advisor to the
Division Manager, Air Transportation Division, AFS-200, 800 Independence
Ave, SW, Washington, DC, 20591: telephone: (404) 832-4701; fax: (404)
761-8906.

**Specific Requirements:**

1\. Part 60 requires that each FSTD be:

a\. Sponsored by a person holding or applying for an FAA operating
certificate under Part 119, Part 141, or Part 142, or holding or
applying for an FAA-approved training program under Part 63, Appendix C,
for flight engineers, and

b\. Evaluated and issued an SOQ for a specific FSTD level.

2\. FFSs also require the installation of a visual system that is
capable of providing an out-of-the-flight-deck view of airport models.
However, historically these airport models were not routinely evaluated
or required to meet any standardized criteria. This has led to qualified
simulators containing airport models being used to meet FAA-approved
training, testing, or checking requirements with potentially incorrect
or inappropriate visual references.

3\. To prevent this from occurring in the future, by May 30, 2009,
except for the airport model(s) used to qualify the simulator at the
designated level, each certificate holder must assure that each airport
model used for training, testing, or checking under this chapter in a
qualified FFS meets definition of a Class II or Class III airport model
as defined in Appendix F of this part.

4\. These references describe the requirements for visual scene
management and the minimum distances from which runway or landing area
features must be visible for all levels of simulator. The visual scene
or airport model must provide, for each "in-use runway" or "in-use
landing area," runway or landing area surface and markings, runway or
landing area lighting, taxiway surface and markings, and taxiway
lighting. Additional requirements include correlation of the visual
scenes or airport models with other aspects of the airport environment,
correlation of the aircraft and associated equipment, scene quality
assessment features, and the extent to which the instructor is able to
exercise control of these scenes or models.

5\. For circling approaches, all requirements of this section apply to
the runway used for the initial approach and to the runway of intended
landing.

6\. The details in these scenes or models must be developed using
airport pictures, construction drawings and maps, or other similar data,
or be developed in accordance with published regulatory material.
However, FSTD Directive 1 does not require that airport models contain
details that are beyond the initially designed capability of the visual
system, as currently qualified. The recognized limitations to visual
systems are as follows:

a\. Visual systems not required to have runway numbers as a part of the
specific runway marking requirements are:

\(1\) Link NVS and DNVS.

\(2\) Novoview 2500 and 6000.

\(3\) FlightSafety VITAL series up to, and including, VITAL III, but not
beyond.

\(4\) Redifusion SP1, SP1T, and SP2.

b\. Visual systems required to display runway numbers only for LOFT
scenes are:

\(1\) FlightSafety VITAL IV.

\(2\) Redifusion SP3 and SP3T.

\(3\) Link-Miles Image II.

c\. Visual systems not required to have accurate taxiway edge lighting
are:

\(1\) Redifusion SP1.

\(2\) FlightSafety Vital IV.

\(3\) Link-Miles Image II and Image IIT

\(4\) XKD displays (even though the XKD image generator is capable of
generating blue colored lights, the display cannot accommodate that
color).

7\. A copy of this Directive must be filed in the MQTG in the designated
FSTD Directive Section, and its inclusion must be annotated on the Index
of Effective FSTD Directives chart. See Attachment 4, Appendices A
through D of this part for a sample MQTG Index of Effective FSTD
Directives chart.

**Appendix D to Part 60---Qualification Performance Standards for**

**Helicopter Flight Training Devices**

**Begin Information**

This appendix establishes the standards for Helicopter Flight Training
Device (FTD) evaluation and qualification at Level 4, Level 5, Level 6,
or Level 7. The NSPM, is responsible for the development, application,
and implementation of the standards contained within this appendix. The
procedures and criteria specified in this appendix will be used by the
NSPM, or a person or persons assigned by the NSPM when conducting
helicopter FTD evaluations.

**Table of Contents**

1\. Introduction.

2\. Applicability (§§ 60.1 60.2).

3\. Definitions (§ 60.3).

4\. Qualification Performance Standards (§ 60.4).

5\. Quality Management System (§ 60.5).

6\. Sponsor Qualification Requirements (§ 60.7).

7\. Additional Responsibilities of the Sponsor (§ 60.9).

8\. FTD Use (§ 60.11).

9\. FTD Objective Data Requirements (§ 60.13).

10\. Special Equipment and Personnel Requirements for Qualification of
the FTD (§ 60.14).

11\. Initial (and Upgrade) Qualification Requirements (§ 60.15).

12\. Additional Qualifications for Currently Qualified FTDs (§ 60.16).

13\. Previously Qualified FTDs (§ 60.17).

14\. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (§ 60.19).

15\. Logging FTD Discrepancies (§ 60.20).

16\. Interim Qualification of FTDs for New Helicopter Types or Models
(§ 60.21).

17\. Modifications to FTDs (§ 60.23).

18\. Operations with Missing, Malfunctioning, or Inoperative Components
(§ 60.25).

19\. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (§ 60.27).

20\. Other Losses of Qualification and Procedures for Restoration of
Qualification (§ 60.29).

21\. Record Keeping and Reporting (§ 60.31).

22\. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (§ 60.33).

23\. **\[Reserved\]**

24\. Levels of FTD.

25\. FTD Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (§ 60.37).

Attachment 1 to Appendix D to Part 60\--General FTD Requirements.

Attachment 2 to Appendix D to Part 60\--Flight Training Device (FTD)
Objective Tests.

Attachment 3 to Appendix D to Part 60\--Flight Training Device (FTD)
Subjective Evaluation.

Attachment 4 to Appendix D to Part 60\--Sample Documents.

**End Information**

**1. Introduction**

**Begin Information**

a\. This appendix contains background information as well as regulatory
and informative material as described later in this section. To assist
the reader in determining what areas are required and what areas are
permissive, the text in this appendix is divided into two sections: "QPS
Requirements" and "Information." The QPS Requirements sections contain
details regarding compliance with the part 60 rule language. These
details are regulatory, but are found only in this appendix. The
Information sections contain material that is advisory in nature, and
designed to give the user general information about the regulation.

b\. Questions regarding the contents of this publication should be sent
to the U.S. Department of Transportation, Federal Aviation
Administration, Flight Standards Service, National Simulator Program
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,
Georgia, 30354. Telephone contact numbers for the NSP are: phone,
404-832-4700; fax, 404-761-8906. The general email address for the NSP
office is: <9-aso-avr-sim-team@faa.gov>. The NSP Internet Web Site
address is:
<http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/>.
On this Web Site you will find an NSP personnel list with telephone and
email contact information for each NSP staff member, a list of qualified
flight simulation devices, ACs, a description of the qualification
process, NSP policy, and an NSP \"In-Works\" section. Also linked from
this site are additional information sources, handbook bulletins,
frequently asked questions, a listing and text of the Federal Aviation
Regulations, Flight Standards Inspector\'s handbooks, and other FAA
links.

c\. The NSPM encourages the use of electronic media for all
communication, including any record, report, request, test, or statement
required by this appendix. The electronic media used must have adequate
security provisions and be acceptable to the NSPM. The NSPM recommends
inquiries on system compatibility, and minimum system requirements are
also included on the NSP Website.

d\. Related Reading References.

\(1\) 14 CFR part 60.

\(2\) 14 CFR part 61.

\(3\) 14 CFR part 63.

\(4\) 14 CFR part 119.

\(5\) 14 CFR part 121.

\(6\) 14 CFR part 125.

\(7\) 14 CFR part 135.

\(8\) 14 CFR part 141.

\(9\) 14 CFR part 142.

\(10\) AC 120-28, as amended, Criteria for Approval of Category III
Landing Weather Minima.

\(11\) AC 120-29, as amended, Criteria for Approving Category I and
Category II Landing Minima for part 121 operators.

\(12\) AC 120-35, as amended, Line Operational Simulations:
Line-Oriented Flight Training, Special Purpose Operational Training,
Line Operational Evaluation.

\(13\) AC 120-41, as amended, Criteria for Operational Approval of
Airborne Wind Shear Alerting and Flight Guidance Systems.

\(14\) AC 120-57, as amended, Surface Movement Guidance and Control
System (SMGCS).

\(15\) AC 120-63, as amended, Helicopter Simulator Qualification.

\(16\) AC 150/5300-13, as amended, Airport Design.

\(17\) AC 150/5340-1, as amended, Standards for Airport Markings.

\(18\) AC 150/5340-4, as amended, Installation Details for Runway
Centerline Touchdown Zone Lighting Systems.

\(19\) AC 150/5390 - 2, as amended, Heliport Design.

\(20\) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.

\(21\) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting
System.

\(22\) AC 150/5345-28, as amended, Precision Approach Path Indicator
(PAPI) Systems.

\(23\) International Air Transport Association document, "Flight
Simulator Design and Performance Data Requirements," as amended.

\(24\) AC 29-2, as amended, Flight Test Guide for Certification of
Transport Category Rotorcraft.

\(25\) AC 27-1, as amended, Flight Test Guide for Certification of
Normal Category Rotorcraft.

\(26\) International Civil Aviation Organization (ICAO) Manual of
Criteria for the Qualification of Flight Simulators, as amended.

\(27\) Airplane Flight Simulator Evaluation Handbook, Volume I, as
amended and Volume II, as amended, The Royal Aeronautical Society,
London, UK.

\(28\) FAA Publication FAA-S-8081 series (Practical Test Standards for
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and
Instrument Ratings).

\(29\) The FAA Aeronautical Information Manual (AIM). An electronic
version of the AIM is on the internet at <http://www.faa.gov/atpubs>.

\(30\) Aeronautical Radio, Inc. (ARINC) document number 436, *Guidelines
For Electronic Qualification Test Guide* (as amended).

\(31\) Aeronautical Radio, Inc. (ARINC) document 610, *Guidance for
Design and Integration of Aircraft Avionics Equipment in Simulators* (as
amended).

**End Information**

**2. Applicability (§§ 60.1 and 60.2)**

**Begin Information**

No additional regulatory or informational material applies to § 60.1,
Applicability, or to § 60.2, Applicability of sponsor rules to person
who are not sponsors and who are engaged in certain unauthorized
activities.

**End Information**

**3. Definitions (§ 60.3)**

**Begin Information**

See Appendix F of this part for a list of definitions and abbreviations
from part 1, part 60, and the QPS appendices of part 60.

**End Information**

**4. Qualification Performance Standards (§ 60.4)**

**Begin Information**

No additional regulatory or informational material applies to § 60.4,
Qualification Performance Standards.

**End Information**

**5. Quality Management System (§ 60.5).**

**Begin Information**

Additional regulatory material and informational material regarding
Quality Management Systems for FTDs may be found in Appendix E of this
part.

**End Information**

**6. Sponsor Qualification Requirements (§ 60.7).**

**Begin Information**

a\. The intent of the language in § 60.7(b) is to have a specific FTD,
identified by the sponsor, used at least once in an FAA-approved flight
training program for the helicopter simulated during the 12-month period
described. The identification of the specific FTD may change from one
12-month period to the next 12-month period as long as that sponsor
sponsors and uses at least one FTD at least once during the prescribed
period. There is no minimum number of hours or minimum FTD periods
required.

b\. The following examples describe acceptable operational practices:

\(1\) Example One.

\(a\) A sponsor is sponsoring a single, specific FTD for its own use, in
its own facility or elsewhere -- this single FTD forms the basis for the
sponsorship. The sponsor uses that FTD at least once in each 12-month
period in that sponsor's FAA-approved flight training program for the
helicopter simulated. This 12-month period is established according to
the following schedule:

\(i\) If the FTD was qualified prior to May 30, 2008, the 12-month
period begins on the date of the first continuing qualification
evaluation conducted in accordance with § 60.19 after May 30, 2008, and
continues for each subsequent 12-month period;

\(ii\) A device qualified on or after May 30, 2008, will be required to
undergo an initial or upgrade evaluation in accordance with § 60.15.
Once the initial or upgrade evaluation is complete, the first continuing
qualification evaluation will be conducted within 6 months. The 12 month
continuing qualification evaluation cycle begins on that date and
continues for each subsequent 12-month period.

\(b\) There is no minimum number of hours of FTD use required.

\(c\) The identification of the specific FTD may change from one
12-month period to the next 12-month period as long as that sponsor
sponsors and uses at least one FTD at least once during the prescribed
period.

\(2\) Example Two.

\(a\) A sponsor sponsors an additional number of FTDs, in its facility
or elsewhere. Each additionally sponsored FTD must be --

\(i\) Used by the sponsor in the sponsor's FAA-approved flight training
program for the helicopter simulated (as described in § 60.7(d)(1));

OR

\(ii\) Used by another FAA certificate holder in that other certificate
holder's FAA-approved flight training program for the helicopter
simulated (as described in § 60.7(d)(1)). This 12-month period is
established in the same manner as in example one.

OR

\(iii\) Provided a statement each year from a qualified pilot, (after
having flown the helicopter not the subject FTD or another FTD, during
the preceding 12-month period) stating that the subject FTD's
performance and handling qualities represent the helicopter (as
described in § 60.7(d)(2)). This statement is provided at least once in
each 12-month period established in the same manner as in example one.

\(b\) There is no minimum number of hours of FTD use required.

\(3\) Example Three.

\(a\) A sponsor in New York (in this example, a Part 142 certificate
holder) establishes "satellite" training centers in Chicago and Moscow.

\(b\) The satellite function means that the Chicago and Moscow centers
must operate under the New York center's certificate (in accordance with
all of the New York center's practices, procedures, and policies; e.g.,
instructor and/or technician training/checking requirements, record
keeping, QMS program).

\(c\) All of the FTDs in the Chicago and Moscow centers could be
dry-leased (i.e., the certificate holder does not have and use
FAA-approved flight training programs for the FTDs in the Chicago and
Moscow centers) because --

\(i\) Each FTD in the Chicago center and each FTD in the Moscow center
is used at least once each 12-month period by another FAA certificate
holder in that other certificate holder's FAA-approved flight training
program for the helicopter (as described in § 60.7(d)(1));

OR

\(ii\) A statement is obtained from a qualified pilot (having flown the
helicopter, not the subject FTD or another FTD during the preceding
12-month period) stating that the performance and handling qualities of
each FTD in the Chicago and Moscow centers represents the helicopter (as
described in § 60.7(d)(2)).

**End Information**

**7. Additional Responsibilities of the Sponsor (§ 60.9).**

**Begin Information**

The phrase "as soon as practicable" in § 60.9(a) means without
unnecessarily disrupting or delaying beyond a reasonable time the
training, evaluation, or experience being conducted in the FTD.

**End Information**

**8. FTD Use (§ 60.11).**

**Begin Information**

No additional regulatory or informational material applies to § 60.11,
FTD Use.

**End Information**

**9. FTD Objective Data Requirements (§ 60.13).**

**Begin QPS Requirements**

a\. Flight test data used to validate FTD performance and handling
qualities must have been gathered in accordance with a flight test
program containing the following:

\(1\) A flight test plan consisting of:

\(a\) The maneuvers and procedures required for aircraft certification
and simulation programming and validation.

\(b\) For each maneuver or procedure \--

\(i\) The procedures and control input the flight test pilot and/or
engineer used.

\(ii\) The atmospheric and environmental conditions.

\(iii\) The initial flight conditions.

\(iv\) The helicopter configuration, including weight and center of
gravity.

\(v\) The data to be gathered.

\(vi\) All other information necessary to recreate the flight test
conditions in the FTD.

\(2\) Appropriately qualified flight test personnel.

\(3\) Appropriate and sufficient data acquisition equipment or
system(s), including appropriate data reduction and analysis methods and
techniques, acceptable to the FAA's Aircraft Certification Service.

b\. The data, regardless of source, must be presented:

\(1\) In a format that supports the FTD validation process;

\(2\) In a manner that is clearly readable and annotated correctly and
completely;

\(3\) With resolution sufficient to determine compliance with the
tolerances set forth in Attachment 2, Table D2A Appendix D;

\(4\) With any necessary guidance information provided; and

\(5\) Without alteration, adjustments, or bias. Data may be corrected to
address known data calibration errors provided that an explanation of
the methods used to correct the errors appears in the QTG. The corrected
data may be re-scaled, digitized, or otherwise manipulated to fit the
desired presentation

c\. After completion of any additional flight test, a flight test report
must be submitted in support of the validation data. The report must
contain sufficient data and rationale to support qualification of the
FTD at the level requested.

d\. As required by § 60.13(f), the sponsor must notify the NSPM when it
becomes aware that an addition to or a revision of the flight related
data or helicopter systems related data is available if this data is
used to program and operate a qualified FTD. The data referred to in
this sub-section is data used to validate the performance, handling
qualities, or other characteristics of the aircraft, including data
related to any relevant changes occurring after the type certification
is issued. The sponsor must --

\(1\) Within 10 calendar days, notify the NSPM of the existence of this
data; and

\(a\) Within 45 calendar days, notify the NSPM of --

\(b\) The schedule to incorporate this data into the FTD; or

\(c\) The reason for not incorporating this data into the FTD.

e\. In those cases where the objective test results authorize a
"snapshot test" or a "series of snapshot tests" results in lieu of a
time-history result, the sponsor or other data provider must ensure that
a steady state condition exists at the instant of time captured by the
"snapshot." The steady state condition must exist from 4 seconds prior
to, through 1 second following, the instant of time captured by the snap
shot.

**End QPS Requirements**

**Begin Information**

f\. The FTD sponsor is encouraged to 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 FTD in order to
facilitate the notification described in this paragraph.

g\. It is the intent of the NSPM that for new aircraft entering service,
at a point well in advance of preparation of the QTG, the sponsor should
submit to the NSPM for approval, a descriptive document (see Appendix C
of this part, Table C2D, Sample Validation Data Roadmap for Helicopters)
containing the plan for acquiring the validation data, including data
sources. This document should clearly identify sources of data for all
required tests, a description of the validity of these data for a
specific engine type and thrust rating configuration, and the revision
levels of all avionics affecting the performance or flying qualities of
the aircraft. Additionally, this document should provide other
information such as the rationale or explanation for cases where data or
data parameters are missing, instances where engineering simulation data
are used, or where flight test methods require further explanations. It
should also provide a brief narrative describing the cause and effect of
any deviation from data requirements. The aircraft manufacturer may
provide this document.

h\. There is no requirement for any flight test data supplier to submit
a flight test plan or program prior to gathering flight test data.
However, the NSPM notes that inexperienced data gatherers often provide
data that is irrelevant, improperly marked, or lacking adequate
justification for selection. Other problems include inadequate
information regarding initial conditions or test maneuvers. The NSPM has
been forced to refuse these data submissions as validation data for an
FTD evaluation. For this reason the NSPM recommends that any data
supplier not previously experienced in this area review the data
necessary for programming and for validating the performance of the FTD
and discuss the flight test plan anticipated for acquiring such data
with the NSPM well in advance of commencing the flight tests.

i\. The NSPM will consider, on a case-by-case basis, whether to approve
supplemental validation data derived from flight data recording systems
such as a Quick Access Recorder or Flight Data Recorder.

**End Information**

**10. Special Equipment and Personnel Requirements for Qualification of
the FTD**

**(§ 60.14).**

**Begin Information**

a\. In the event that the NSPM determines that special equipment or
specifically qualified persons will be required to conduct an
evaluation, the NSPM will make every attempt to notify the sponsor at
least one (1) week, but in no case less than 72 hours, in advance of the
evaluation. Examples of special equipment include flight control
measurement devices, accelerometers, or oscilloscopes. Examples of
specially qualified personnel include individuals specifically qualified
to install or use any special equipment when its use is required.

b\. Examples of a special evaluation include an evaluation conducted
after an FTD is moved; at the request of the TPAA; or as a result of
comments received from users of the FTD that raise questions about the
continued qualification or use of the FTD.

**End Information**

**11. Initial (and Upgrade) Qualification Requirements (§ 60.15).**

**Begin QPS Requirement**

a\. In order to be qualified at a particular qualification level, the
FTD must:

\(1\) Meet the general requirements listed in Attachment 1 of this
appendix.

\(2\) Meet the objective testing requirements listed in Attachment 2 of
this appendix (Level 4 FTDs do not require objective tests).

\(3\) Satisfactorily accomplish the subjective tests listed in
Attachment 3 of this appendix.

b\. The request described in § 60.15(a) must include all of the
following:

\(1\) A statement that the FTD meets all of the applicable provisions of
this part and all applicable provisions of the QPS.

\(2\) A confirmation that the sponsor will forward to the NSPM the
statement described in § 60.15(b) in such time as to be received no
later than 5 business days prior to the scheduled evaluation and may be
forwarded to the NSPM via traditional or electronic means.

\(3\) Except for a Level 4 FTD, a QTG, acceptable to the NSPM, that
includes all of the following:

\(a\) Objective data obtained from aircraft testing or another approved
source.

\(b\) Correlating objective test results obtained from the performance
of the FTD as prescribed in the appropriate QPS.

\(c\) The result of FTD subjective tests prescribed in the appropriate
QPS.

\(d\) A description of the equipment necessary to perform the evaluation
for initial qualification and the continuing qualification evaluations.

c\. The QTG described in paragraph a(3) of this section must provide the
documented proof of compliance with the FTD objective tests in
Attachment 2, Table D2A of this appendix.

d\. The QTG is prepared and submitted by the sponsor, or the sponsor's
agent on behalf of the sponsor, to the NSPM for review and approval, and
must include, for each objective test:

\(1\) Parameters, tolerances, and flight conditions.

\(2\) Pertinent and complete instructions for conducting automatic and
manual tests.

\(3\) A means of comparing the FTD test results to the objective data.

\(4\) Any other information as necessary to assist in the evaluation of
the test results.

\(5\) Other information appropriate to the qualification level of the
FTD.

e\. The QTG described in paragraphs (a)(3) and (b) of this section, must
include the following:

\(1\) A QTG cover page with sponsor and FAA approval signature blocks
(see Attachment 4, Figure D4C, of this appendix, for a sample QTG cover
page).

\(2\) A continuing qualification evaluation requirements page. This page
will be used by the NSPM to establish and record the frequency with
which continuing qualification evaluations must be conducted and any
subsequent changes that may be determined by the NSPM in accordance with
§ 60.19. See Attachment 4, Figure D4G, of this appendix for a sample
Continuing Qualification Evaluation Requirements page.

\(3\) An FTD information page that provides the information listed in
this paragraph, if applicable (see Attachment 4, Figure D4B, of this
appendix, for a sample FTD information page). For convertible FTDs, the
sponsor must submit a separate page for each configuration of the FTD.

\(a\) The sponsor's FTD identification number or code.

\(b\) The helicopter model and series being simulated.

\(c\) The aerodynamic data revision number or reference.

\(d\) The source of the basic aerodynamic model and the aerodynamic
coefficient data used to modify the basic model.

\(e\) The engine model(s) and its data revision number or reference.

\(f\) The flight control data revision number or reference.

\(g\) The flight management system identification and revision level.

\(h\) The FTD model and manufacturer.

\(i\) The date of FTD manufacture.

\(j\) The FTD computer identification.

\(k\) The visual system model and manufacturer, including display type.

\(l\) The motion system type and manufacturer, including degrees of
freedom.

\(4\) A Table of Contents.

\(5\) A log of revisions and a list of effective pages.

\(6\) List of all relevant data references.

\(7\) A glossary of terms and symbols used (including sign conventions
and units).

\(8\) Statements of Compliance and Capability (SOC) with certain
requirements.

\(9\) Recording procedures or equipment required to accomplish the
objective tests.

\(10\) The following information for each objective test designated in
Attachment 2 of this appendix, as applicable to the qualification level
sought:

\(a\) Name of the test.

\(b\) Objective of the test.

\(c\) Initial conditions.

\(d\) Manual test procedures.

\(e\) Automatic test procedures (if applicable).

\(f\) Method for evaluating FTD objective test results.

\(g\) List of all relevant parameters driven or constrained during the
automatic test(s).

\(h\) List of all relevant parameters driven or constrained during the
manual test(s).

\(i\) Tolerances for relevant parameters.

\(j\) Source of Validation Data (document and page number).

\(k\) Copy of the Validation Data (if located in a separate binder, a
cross reference for the identification and page number for pertinent
data location must be provided).

\(l\) FTD Objective Test Results as obtained by the sponsor. Each test
result must reflect the date completed and must be clearly labeled as a
product of the device being tested.

f\. A convertible FTD is addressed as a separate FTD for each model and
series helicopter to which it will be converted and for the FAA
qualification level sought. The NSPM will conduct an evaluation for each
configuration. If a sponsor seeks qualification for two or more models
of a helicopter type using a convertible FTD, the sponsor must provide a
QTG for each helicopter model, or a QTG for the first helicopter model
and a supplement to that QTG for each additional helicopter model. The
NSPM will conduct evaluations for each helicopter model.

g\. The form and manner of presentation of objective test results in the
QTG must include the following:

\(1\) The sponsor\'s FTD test results must be recorded in a manner
acceptable to the NSPM, that allows easy comparison of the FTD test
results to the validation data (e.g., use of a multi-channel recorder,
line printer, cross plotting, overlays, transparencies).

\(2\) FTD results must be labeled using terminology common to helicopter
parameters as opposed to computer software identifications.

\(3\) Validation data documents included in a QTG may be
photographically reduced only if such reduction will not alter the
graphic scaling or cause difficulties in scale interpretation or
resolution.

\(4\) Scaling on graphical presentations must provide the resolution
necessary to evaluate the parameters shown in Attachment 2, Table D2A of
this appendix.

\(5\) Tests involving time histories, data sheets (or transparencies
thereof) and FTD test results must be clearly marked with appropriate
reference points to ensure an accurate comparison between FTD and
helicopter with respect to time. Time histories recorded via a line
printer are to be clearly identified for cross-plotting on the
helicopter data. Over-plots may not obscure the reference data.

h\. The sponsor may elect to complete the QTG objective and subjective
tests at the manufacturer's facility or at the sponsor's training
facility. If the tests are conducted at the manufacturer's facility, the
sponsor must repeat at least one-third of the tests at the sponsor's
training facility in order to substantiate FTD performance. The QTG must
be clearly annotated to indicate when and where each test was
accomplished. Tests conducted at the manufacturer's facility and at the
sponsor's training facility must be conducted after the FTD is assembled
with systems and sub-systems functional and operating in an interactive
manner. The test results must be submitted to the NSPM.

i\. The sponsor must maintain a copy of the MQTG at the FTD location.

j\. All FTDs for which the initial qualification is conducted after May
30, 2014, must have an electronic MQTG (eMQTG) including all objective
data obtained from helicopter testing, or another approved source
(reformatted or digitized), together with correlating objective test
results obtained from the performance of the FTD (reformatted or
digitized) as prescribed in this appendix. The eMQTG must also contain
the general FTD performance or demonstration results (reformatted or
digitized) prescribed in this appendix, and a description of the
equipment necessary to perform the initial qualification evaluation and
the continuing qualification evaluations. The eMQTG must include the
original validation data used to validate FTD performance and handling
qualities in either the original digitized format from the data supplier
or an electronic scan of the original time-history plots that were
provided by the data supplier. A copy of the eMQTG must be provided to
the NSPM.

k\. All other FTDs (not covered in subparagraph "j") must have an
electronic copy of the MQTG by and after May 30, 2014. An electronic
copy of the MQTG must be provided to the NSPM. This may be provided by
an electronic scan presented in a Portable Document File (PDF), or
similar format acceptable to the NSPM.

l\. During the initial (or upgrade) qualification evaluation conducted
by the NSPM, the sponsor must also provide a person knowledgeable about
the operation of the aircraft and the operation of the FTD.

**End QPS Requirements**

**Begin Information**

m\. Only those FTDs that are sponsored by a certificate holder as
defined in Appendix F of this part will be evaluated by the NSPM.
However, other FTD evaluations may be conducted on a case-by-case basis
as the Administrator deems appropriate, but only in accordance with
applicable agreements.

n\. The NSPM will conduct an evaluation for each configuration, and each
FTD must be evaluated as completely as possible. To ensure a thorough
and uniform evaluation, each FTD is subjected to the general FTD
requirements in Attachment 1 of this appendix, the objective tests
listed in Attachment 2 of this appendix, and the subjective tests listed
in Attachment 3 of this appendix. The evaluations described herein will
include, but not necessarily be limited to the following:

\(1\) Helicopter responses, including longitudinal and
lateral-directional control responses (see Attachment 2 of this
appendix).

\(2\) Performance in authorized portions of the simulated helicopter's
operating envelope, to include tasks evaluated by the NSPM in the areas
of surface operations, takeoff, climb, cruise, descent, approach and
landing, as well as abnormal and emergency operations (see Attachment 2
of this appendix).

\(3\) Control checks (see Attachment 1 and Attachment 2 of this
appendix).

\(4\) Flight deck configuration (see Attachment 1 of this appendix).

\(5\) Pilot, flight engineer, and instructor station functions checks
(see Attachment 1 and Attachment 3 of this appendix).

\(6\) Helicopter systems and sub-systems (as appropriate) as compared to
the helicopter simulated (see attachment 1 and attachment 3 of this
appendix).

\(7\) FTD systems and sub-systems, including force cueing (motion),
visual, and aural (sound) systems, as appropriate (see Attachment 1 and
Attachment 2 of this appendix).

\(8\) Certain additional requirements, depending upon the qualification
level sought, including equipment or circumstances that may become
hazardous to the occupants. The sponsor may be subject to Occupational
Safety and Health Administration requirements.

o\. The NSPM administers the objective and subjective tests, which
includes an examination of functions. The tests include a qualitative
assessment of the FTD by an NSP pilot. The NSP evaluation team leader
may assign other qualified personnel to assist in accomplishing the
functions examination and/or the objective and subjective tests
performed during an evaluation when required.

\(1\) Objective tests provide a basis for measuring and evaluating FTD
performance and determining compliance with the requirements of this
part.

\(2\) Subjective tests provide a basis for:

\(a\) Evaluating the capability of the FTD to perform over a typical
utilization period;

\(b\) Determining that the FTD satisfactorily simulates each required
task;

\(c\) Verifying correct operation of the FTD controls, instruments, and
systems; and

\(d\) Demonstrating compliance with the requirements of this part.

p\. The tolerances for the test parameters listed in Attachment 2 of
this appendix reflect the range of tolerances acceptable to the NSPM for
FTD validation and are not to be confused with design tolerances
specified for FTD manufacture. In making decisions regarding tests and
test results, the NSPM relies on the use of operational and engineering
judgment in the application of data (including consideration of the way
in which the flight test was flown and way the data was gathered and
applied) data presentations, and the applicable tolerances for each
test.

q\. In addition to the scheduled continuing qualification evaluation,
each FTD is subject to evaluations conducted by the NSPM at any time
without prior notification to the sponsor. Such evaluations would be
accomplished in a normal manner (i.e., requiring exclusive use of the
FTD for the conduct of objective and subjective tests and an examination
of functions) if the FTD is not being used for flight crewmember
training, testing, or checking. However, if the FTD were being used, the
evaluation would be conducted in a non-exclusive manner. This
non-exclusive evaluation will be conducted by the FTD evaluator
accompanying the check airman, instructor, Aircrew Program Designee
(APD), or FAA inspector aboard the FTD along with the student(s) and
observing the operation of the FTD during the training, testing, or
checking activities.

r\. Problems with objective test results are handled as follows:

\(1\) If a problem with an objective test result is detected by the NSP
evaluation team during an evaluation, the test may be repeated or the
QTG may be amended.

\(2\) If it is determined that the results of an objective test do not
support the qualification level requested but do support a lower level,
the NSPM may qualify the FTD at a lower level.

s\. After an FTD is successfully evaluated, the NSPM issues an SOQ to
the sponsor, The NSPM recommends the FTD to the TPAA, who will approve
the FTD for use in a flight training program. The SOQ will be issued at
the satisfactory conclusion of the initial or continuing qualification
evaluation and will list the tasks for which the FTD is qualified,
referencing the tasks described in Table D1B in Attachment 1 of this
appendix. However, it is the sponsor's responsibility to obtain TPAA
approval prior to using the FTD in an FAA-approved flight training
program.

t\. Under normal circumstances, the NSPM establishes a date for the
initial or upgrade evaluation within ten (10) working days after
determining that a complete QTG is acceptable. Unusual circumstances may
warrant establishing an evaluation date before this determination is
made. A sponsor may schedule an evaluation date as early as 6 months in
advance. However, there may be a delay of 45 days or more in
rescheduling and completing the evaluation if the sponsor is unable to
meet the scheduled date. See Attachment 4, of this appendix, Figure D4A,
Sample Request for Initial, Upgrade, or Reinstatement Evaluation.

u\. The numbering system used for objective test results in the QTG
should closely follow the numbering system set out in Attachment 2, FTD
Objective Tests, Table D2A of this appendix.

v\. Contact the NSPM or visit the NSPM website for additional
information regarding the preferred qualifications of pilots used to
meet the requirements of § 60.15(d).

w\. Examples of the exclusions for which the FTD might not have been
subjectively tested by the sponsor or the NSPM and for which
qualification might not be sought or granted, as described in
§ 60.15(g)(6), include approaches to and departures from slopes and
pinnacles.

**End Information**

**12. Additional Qualifications for Currently Qualified FTDs
(§ 60.16).**

**Begin Information**

No additional regulatory or informational material applies to § 60.16,
Additional Qualifications for a Currently Qualified FTD.

**End Information**

**13. Previously Qualified FTDs (§ 60.17).**

**Begin QPS Requirements**

a\. In instances where a sponsor plans to remove an FTD from active
status for a period of less than two years, the following procedures
apply:

\(1\) The NSPM must be notified in writing and the notification must
include an estimate of the period that the FTD will be inactive.

\(2\) Continuing Qualification evaluations will not be scheduled during
the inactive period.

\(3\) The NSPM will remove the FTD from the list of qualified FTDs on a
mutually established date not later than the date on which the first
missed continuing qualification evaluation would have been scheduled.

\(4\) Before the FTD is restored to qualified status, it must be
evaluated by the NSPM. The evaluation content and the time required to
accomplish the evaluation is based on the number of continuing
qualification evaluations and sponsor-conducted quarterly inspections
missed during the period of inactivity.

\(5\) The sponsor must notify the NSPM of any changes to the original
scheduled time out of service.

b\. FTDs and replacement FTD systems qualified prior to May 30, 2008,
are not required to meet the general FTD requirements, the objective
test requirements, and the subjective test requirements of Attachments
1, 2, and 3, respectively, of this appendix as long as the FTD continues
to meet the test requirements contained in the MQTG developed under the
original qualification basis.

c\. After (1 year after date of publication of the final rule in the
Federal Register) each visual scene and airport model installed in and
available for use in a qualified FTD must meet the requirements
described in Attachment 3 of this appendix.

d\. Simulators qualified prior to May 30, 2008, may be updated. If an
evaluation is deemed appropriate or necessary by the NSPM after such an
update, the evaluation will not require an evaluation to standards
beyond those against which the simulator was originally qualified.

**End QPS Requirements**

**Begin Information**

e\. Other certificate holders or persons desiring to use an FTD may
contract with FTD sponsors to use FTDs previously qualified at a
particular level for a helicopter type and approved for use within an
FAA-approved flight training program. Such FTDs are not required to
undergo an additional qualification process, except as described in
§ 60.16.

f\. Each FTD user must obtain approval from the appropriate TPAA to use
any FTD in an FAA-approved flight training program.

g\. The intent of the requirement listed in § 60.17(b), for each FTD to
have an SOQ within 6 years, is to have the availability of that
statement (including the configuration list and the limitations to
authorizations) to provide a complete picture of the FTD inventory
regulated by the FAA. The issuance of the statement will not require any
additional evaluation or require any adjustment to the evaluation basis
for the FTD.

h\. Downgrading of an FTD is a permanent change in qualification level
and will necessitate the issuance of a revised SOQ to reflect the
revised qualification level, as appropriate. If a temporary restriction
is placed on an FTD because of a missing, malfunctioning, or inoperative
component or on-going repairs, the restriction is not a permanent change
in qualification level. Instead, the restriction is temporary and is
removed when the reason for the restriction has been resolved.

i\. It is not the intent of the NSPM to discourage the improvement of
existing simulation (e.g., the "updating" of a control loading system,
or the replacement of the IOS with a more capable unit) by requiring the
"updated" device to meet the qualification standards current at the time
of the update. Depending on the extent of the update, the NSPM may
require that the updated device be evaluated and may require that an
evaluation include all or a portion of the elements of an initial
evaluation. However, the standards against which the device would be
evaluated are those that are found in the MQTG for that device.

j\. The NSPM will determine the evaluation criteria for an FTD that has
been removed from active status for a prolonged period. The criteria
will be based on the number of continuing qualification evaluations and
quarterly inspections missed during the period of inactivity. For
example, if the FTD were out of service for a 1 year period, it would be
necessary to complete the entire QTG, since all of the quarterly
evaluations would have been missed. The NSPM will also consider how the
FTD was stored, whether parts were removed from the FTD and whether the
FTD was disassembled.

k\. The FTD will normally be requalified using the FAA-approved MQTG and
the criteria that was in effect prior to its removal from qualification.
However, inactive periods of 2 years or more will require
re-qualification under the standards in effect and current at the time
of requalification.

**End Information**

**14. Inspection, Continuing Qualification, Evaluation, and Maintenance
Requirements (§ 60.19).**

**Begin QPS Requirement**

a\. The sponsor must conduct a minimum of four evenly spaced inspections
throughout the year. The objective test sequence and content of each
inspection in this sequence must be developed by the sponsor and must be
acceptable to the NSPM.

b\. The description of the functional preflight check must be contained
in the sponsor's QMS.

c\. Record "functional preflight" in the FTD discrepancy log book or
other acceptable location, including any item found to be missing,
malfunctioning, or inoperative.

d\. During the continuing qualification evaluation conducted by the
NSPM, the sponsor must also provide a person knowledgeable about the
operation of the aircraft and the operation of the FTD.

**End QPS Requirements**

**Begin Information**

e\. The sponsor's test sequence and the content of each quarterly
inspection required in § 60.19(a)(1) should include a balance and a mix
from the objective test requirement areas listed as follows:

\(1\) Performance.

\(2\) Handling qualities.

\(3\) Motion system (where appropriate).

\(4\) Visual system (where appropriate).

\(5\) Sound system (where appropriate).

\(6\) Other FTD systems.

f\. If the NSP evaluator plans to accomplish specific tests during a
normal continuing qualification evaluation that requires the use of
special equipment or technicians, the sponsor will be notified as far in
advance of the evaluation as practical; but not less than 72 hours.
Examples of such tests include latencies and control sweeps.

g\. The continuing qualification evaluations described in § 60.19(b)
will normally require 4 hours of FTD time. However, flexibility is
necessary to address abnormal situations or situations involving
aircraft with additional levels of complexity (e.g., computer controlled
aircraft). The sponsor should anticipate that some tests may require
additional time. The continuing qualification evaluations will consist
of the following:

\(1\) Review of the results of the quarterly inspections conducted by
the sponsor since the last scheduled continuing qualification
evaluation.

\(2\) A selection of approximately 8 to 15 objective tests from the MQTG
that provide an adequate opportunity to evaluate the performance of the
FTD. The tests chosen will be performed either automatically or manually
and should be able to be conducted within approximately one-third (1/3)
of the allotted FTD time.

\(3\) A subjective evaluation of the FTD to perform a representative
sampling of the tasks set out in attachment 3 of this appendix. This
portion of the evaluation should take approximately two-thirds (2/3) of
the allotted FTD time.

\(4\) An examination of the functions of the FTD may include the motion
system, visual system, sound system as applicable, instructor operating
station, and the normal functions and simulated malfunctions of the
simulated helicopter systems. This examination is normally accomplished
simultaneously with the subjective evaluation requirements.

h\. The requirement established in § 60.19(b)(4) regarding the frequency
of NSPM-conducted continuing qualification evaluations for each FTD is
typically 12 months. However, the establishment and satisfactory
implementation of an approved QMS for a sponsor will provide a basis for
adjusting the frequency of evaluations to exceed 12-month intervals.

**End Information**

**15. Logging FTD Discrepancies (§ 60.20).**

**Begin Information**

No additional regulatory or informational material applies to § 60.20.
Logging FTD Discrepancies.

**End Information**

**16. Interim Qualification of FTDs for New Helicopter Types or Models
(§ 60.21).**

**Begin Information**

No additional regulatory or informational material applies to § 60.21,
Interim Qualification of FTDs for New Helicopter Types or Models.

**End Information**

**17. Modifications to FTDs (§ 60.23).**

**Begin QPS Requirements**

a\. The notification described in § 60.23(c)(2) must include a complete
description of the planned modification, with a description of the
operational and engineering effect the proposed modification will have
on the operation of the FTD and the results that are expected with the
modification incorporated.

b\. Prior to using the modified FTD:

\(1\) All the applicable objective tests completed with the modification
incorporated, including any necessary updates to the MQTG (e.g.,
accomplishment of FSTD Directives) must be acceptable to the NSPM; and

\(2\) The sponsor must provide the NSPM with a statement signed by the
MR that the factors listed in § 60.15(b) are addressed by the
appropriate personnel as described in that section.

**End QPS Requirements**

**Begin Information**

c\. FSTD Directives are considered modification of an FTD. See
Attachment 4 of this appendix, Figure D4H for a sample index of
effective FSTD Directives. See Attachment 6 of this appendix for a list
of all effective FSTD Directives applicable to Helicopter FTDs.

**End Information**

**18. Operation with Missing, Malfunctioning, or Inoperative Components
(§ 60.25).**

**Begin Information**

a\. The sponsor's responsibility with respect to § 60.25(a) is satisfied
when the sponsor fairly and accurately advises the user of the current
status of an FTD, including any missing, malfunctioning, or inoperative
(MMI) component(s).

b\. It is the responsibility of the instructor, check airman, or
representative of the administrator conducting training, testing, or
checking to exercise reasonable and prudent judgment to determine if any
MMI component is necessary for the satisfactory completion of a specific
maneuver, procedure, or task.

c\. If the 29th or 30th day of the 30-day period described in § 60.25(b)
is on a Saturday, a Sunday, or a holiday, the FAA will extend the
deadline until the next business day.

d\. In accordance with the authorization described in § 60.25(b), the
sponsor may develop a discrepancy prioritizing system to accomplish
repairs based on the level of impact on the capability of the FTD.
Repairs having a larger impact on the FTD's ability to provide the
required training, evaluation, or flight experience will have a higher
priority for repair or replacement.

**End Information**

**19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (§ 60.27).**

**Begin Information**

If the sponsor provides a plan for how the FTD will be maintained during
its out-of-service period (e.g., periodic exercise of mechanical,
hydraulic, and electrical systems; routine replacement of hydraulic
fluid; control of the environmental factors in which the FTD is to be
maintained.) there is a greater likelihood that the NSPM will be able to
determine the amount of testing that required for requalification.

**End Information**

**20. Other Losses of Qualification and Procedures for Restoration of
Qualification (§ 60.29).**

**Begin Information**

If the sponsor provides a plan for how the FTD will be maintained during
its out-of-service period (e.g., periodic exercise of mechanical,
hydraulic, and electrical systems; routine replacement of hydraulic
fluid; control of the environmental factors in which the FTD is to be
maintained.) there is a greater likelihood that the NSPM will be able to
determine the amount of testing that required for requalification.

**End Information**

**21. Record Keeping and Reporting (§ 60.31).**

**Begin QPS Requirements**

a\. FTD modifications can include hardware or software changes. For FTD
modifications involving software programming changes, the record
required by § 60.31(a)(2) must consist of the name of the aircraft
system software, aerodynamic model, or engine model change, the date of
the change, a summary of the change, and the reason for the change.

b\. If a coded form for record keeping is used, it must provide for the
preservation and retrieval of information with appropriate security or
controls to prevent the inappropriate alteration of such records after
the fact.

**End Information**

**22. Applications, Logbooks, Reports, and Records: Fraud,
Falsification, or Incorrect Statements (§ 60.33).**

**Begin Information**

No additional regulatory or informational material applies to § 60.33,
Applications, Logbooks, Reports, and Records: Fraud, Falsification, or
Incorrect Statements.

**23. \[Reserved\].**

**End Information**

**24. Levels of FTD.**

**Begin Information**

a\. The following is a general description of each level of FTD.
Detailed standards and tests for the various levels of FTDs are fully
defined in Attachments 1 through 3 of this appendix.

\(1\) Level 4. A Level 4 device is one that may have an open
helicopter-specific flight deck area, or an enclosed helicopter
-specific flight deck and at least one operating system. Air/ground
logic is required (no aerodynamic programming required). All displays
may be flat/LCD panel representations or actual representations of
displays in the aircraft. All controls, switches, and knobs may be touch
sensitive activation (not capable of manual manipulation of the flight
controls) or may physically replicate the aircraft in control operation.

\(2\) Level 5. A Level 5 device is one that may have an open helicopter
-specific flight deck area, or an enclosed helicopter -specific flight
deck and a generic aerodynamic program with at least one operating
system and control loading representative of the simulated helicopter.
The control loading need only represent the helicopter at an approach
speed and configuration. All displays may be flat/LCD panel
representations or actual representations of displays in the aircraft.
Primary and secondary flight controls (e.g., rudder, aileron, elevator,
flaps, spoilers/speed brakes, engine controls, landing gear, nosewheel
steering, trim, brakes) must be physical controls. All other controls,
switches, and knobs may be touch sensitive activation.

\(3\) Level 6. A Level 6 device is one that has an enclosed helicopter
-specific flight deck and aerodynamic program with all applicable
helicopter systems operating and control loading that is representative
of the simulated helicopter throughout its ground and flight envelope
and significant sound representation. All displays may be flat/LCD panel
representations or actual representations of displays in the aircraft,
but all controls, switches, and knobs must physically replicate the
aircraft in control operation.

\(4\) Level 7. A Level 7 device is one that has an enclosed
helicopter-specific flight deck and aerodynamic program with all
applicable helicopter systems operating and control loading that is
representative of the simulated helicopter throughout its ground and
flight envelope and significant sound representation. All displays may
be flat/LCD panel representations or actual representations of displays
in the aircraft, but all controls, switches, and knobs must physically
replicate the aircraft in control operation. It also has a visual system
that provides an out-of-the-flight deck view, providing cross-flight
deck viewing (for both pilots simultaneously) of a field-of-view of at
least 146 horizontally and 36° vertically as well as a vibration cueing
system for characteristic helicopter vibrations noted at the pilot
station(s).

**End Information**

**25. FTD Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (§ 60.37).**

**Begin Information**

No additional regulatory or informational material applies to § 60.37,
FTD Qualification on the Basis of a Bilateral Aviation Safety Agreement
(BASA).

**End Information**

**Attachment 1 to Appendix D to Part 60\--**

**GENERAL FTD REQUIREMENTS**

**Begin QPS Requirements**

**1. Requirements**

a\. Certain requirements included in this appendix must be supported
with an SOC as defined in Appendix F, which may include objective and
subjective tests. The requirements for SOCs are indicated in the
"General FTD Requirements" column in Table D1A of this appendix.

b\. Table D1A describes the requirements for the indicated level of FTD.
Many devices include operational systems or functions that exceed the
requirements outlined in this section. In any event, all systems will be
tested and evaluated in accordance with this appendix to ensure proper
operation.

**End QPS Requirements**

**Begin Information**

**2. Discussion**

a\. This attachment describes the general requirements for qualifying
Level 4 through Level 7 FTDs. The sponsor should also consult the
objectives tests in Attachment 2 of this appendix and the examination of
functions and subjective tests listed in Attachment 3 of this appendix
to determine the complete requirements for a specific level FTD.

b\. The material contained in this attachment is divided into the
following categories:

\(1\) General Flight deck Configuration.

\(2\) Programming.

\(3\) Equipment Operation.

\(4\) Equipment and facilities for instructor/evaluator functions.

\(5\) Motion System.

\(6\) Visual System.

\(7\) Sound System.

c\. Table D1A provides the standards for the General FTD Requirements.

d\. Table D1B provides the tasks that the sponsor will examine to
determine whether the FTD satisfactorily meets the requirements for
flight crew training, testing, and experience.

e\. Table D1C provides the functions that an instructor/check airman
must be able to control in the simulator.

f\. It is not required that all of the tasks that appear on the List of
Qualified Tasks (part of the SOQ) be accomplished during the initial or
continuing qualification evaluation.

**End Information**

+----+--------------------------------------+---+---+---+---+--------------+
| ** | **General Flight deck                |   |   |   |   |              |
| 1. | Configuration.**                     |   |   |   |   |              |
| ** |                                      |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD must have a flight deck that |   |   | * | * | For FTD      |
| 1. | is a replica of the helicopter, or   |   |   | * | * | purposes,    |
| a. | set of helicopters simulated with    |   |   | X | X | the flight   |
| ** | controls, equipment, observable      |   |   | * | * | deck         |
|    | flight deck indicators, circuit      |   |   | * | * | consists of  |
|    | breakers, and bulkheads properly     |   |   |   |   | all that     |
|    | located, functionally accurate and   |   |   |   |   | space        |
|    | replicating the helicopter or set of |   |   |   |   | forward of a |
|    | helicopters. The direction of        |   |   |   |   | cross        |
|    | movement of controls and switches    |   |   |   |   | section of   |
|    | must be identical to that in the     |   |   |   |   | the flight   |
|    | helicopter or set of helicopters.    |   |   |   |   | deck at the  |
|    | Crewmember seats must afford the     |   |   |   |   | most extreme |
|    | capability for the occupant to be    |   |   |   |   | aft setting  |
|    | able to achieve the design "eye      |   |   |   |   | of the       |
|    | position." Equipment for the         |   |   |   |   | pilots\'     |
|    | operation of the flight deck windows |   |   |   |   | seats        |
|    | must be included, but the actual     |   |   |   |   | including    |
|    | windows need not be operable. Those  |   |   |   |   | additional,  |
|    | circuit breakers that affect         |   |   |   |   | required     |
|    | procedures or result in observable   |   |   |   |   | crewmember   |
|    | flight deck indications must be      |   |   |   |   | duty         |
|    | properly located and functionally    |   |   |   |   | stations and |
|    | accurate. Fire axes, extinguishers,  |   |   |   |   | those        |
|    | landing gear pins, and spare light   |   |   |   |   | required     |
|    | bulbs must be available, and may be  |   |   |   |   | bulkheads    |
|    | represented in silhouette, in the    |   |   |   |   | aft of the   |
|    | flight simulator. This equipment     |   |   |   |   | pilot seats. |
|    | must be present as near as practical |   |   |   |   | Bulkheads    |
|    | to the original position.            |   |   |   |   | containing   |
|    |                                      |   |   |   |   | only items   |
|    |                                      |   |   |   |   | such as      |
|    |                                      |   |   |   |   | landing gear |
|    |                                      |   |   |   |   | pin storage  |
|    |                                      |   |   |   |   | c            |
|    |                                      |   |   |   |   | ompartments, |
|    |                                      |   |   |   |   | fire axes    |
|    |                                      |   |   |   |   | and          |
|    |                                      |   |   |   |   | ex           |
|    |                                      |   |   |   |   | tinguishers, |
|    |                                      |   |   |   |   | spare light  |
|    |                                      |   |   |   |   | bulbs, and   |
|    |                                      |   |   |   |   | aircraft     |
|    |                                      |   |   |   |   | documents    |
|    |                                      |   |   |   |   | pouches are  |
|    |                                      |   |   |   |   | not          |
|    |                                      |   |   |   |   | considered   |
|    |                                      |   |   |   |   | essential    |
|    |                                      |   |   |   |   | and may be   |
|    |                                      |   |   |   |   | omitted. If  |
|    |                                      |   |   |   |   | omitted,     |
|    |                                      |   |   |   |   | these items, |
|    |                                      |   |   |   |   | or the       |
|    |                                      |   |   |   |   | silhouettes  |
|    |                                      |   |   |   |   | of these     |
|    |                                      |   |   |   |   | items, may   |
|    |                                      |   |   |   |   | be placed on |
|    |                                      |   |   |   |   | the wall of  |
|    |                                      |   |   |   |   | the          |
|    |                                      |   |   |   |   | simulator,   |
|    |                                      |   |   |   |   | or in any    |
|    |                                      |   |   |   |   | other        |
|    |                                      |   |   |   |   | location as  |
|    |                                      |   |   |   |   | near as      |
|    |                                      |   |   |   |   | practical to |
|    |                                      |   |   |   |   | the original |
|    |                                      |   |   |   |   | position of  |
|    |                                      |   |   |   |   | these items. |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD must have equipment (i.e.,   | * | * |   |   |              |
| 1. | instruments, panels, systems,        | * | * |   |   |              |
| b. | circuit breakers, and controls)      | X | X |   |   |              |
| ** | simulated sufficiently for the       | * | * |   |   |              |
|    | authorized training/checking events  | * | * |   |   |              |
|    | to be accomplished. The installed    |   |   |   |   |              |
|    | equipment, must be located in a      |   |   |   |   |              |
|    | spatially correct configuration, and |   |   |   |   |              |
|    | may be in a flight deck or an open   |   |   |   |   |              |
|    | flight deck area. Those circuit      |   |   |   |   |              |
|    | breakers that affect procedures or   |   |   |   |   |              |
|    | result in observable flight deck     |   |   |   |   |              |
|    | indications must be properly located |   |   |   |   |              |
|    | and functionally accurate.           |   |   |   |   |              |
|    | Additional equipment required for    |   |   |   |   |              |
|    | the authorized training and checking |   |   |   |   |              |
|    | events must be available in the FTD  |   |   |   |   |              |
|    | but may be located in a suitable     |   |   |   |   |              |
|    | location as near as practical to the |   |   |   |   |              |
|    | spatially correct position.          |   |   |   |   |              |
|    | Actuation of this equipment must     |   |   |   |   |              |
|    | replicate the appropriate function   |   |   |   |   |              |
|    | in the helicopter. Fire axes,        |   |   |   |   |              |
|    | landing gear pins, and any similar   |   |   |   |   |              |
|    | purpose instruments need only be     |   |   |   |   |              |
|    | represented in silhouette.           |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | **Programming.**                     |   |   |   |   |              |
| 2. |                                      |   |   |   |   |              |
| ** |                                      |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD must provide the proper      |   | * | * | * |              |
| 2. | effect of aerodynamic changes for    |   | * | * | * |              |
| a. | the combinations of drag and thrust  |   | X | X | X |              |
| ** | normally encountered in flight. This |   | * | * | * |              |
|    | must include the effect of change in |   | * | * | * |              |
|    | helicopter attitude, thrust, drag,   |   |   |   |   |              |
|    | altitude, temperature, and           |   |   |   |   |              |
|    | configuration.                       |   |   |   |   |              |
|    |                                      |   |   |   |   |              |
|    | Levels 6 and 7 additionally require  |   |   |   |   |              |
|    | the effects of changes in gross      |   |   |   |   |              |
|    | weight and center of gravity.        |   |   |   |   |              |
|    |                                      |   |   |   |   |              |
|    | Level 5 requires only generic        |   |   |   |   |              |
|    | aerodynamic programming.             |   |   |   |   |              |
|    |                                      |   |   |   |   |              |
|    | An SOC is required.                  |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD must have the computer       | * | * | * | * |              |
| 2. | (analog or digital) capability       | * | * | * | * |              |
| b. | (i.e., capacity, accuracy,           | X | X | X | X |              |
| ** | resolution, and dynamic response)    | * | * | * | * |              |
|    | needed to meet the qualification     | * | * | * | * |              |
|    | level sought.                        |   |   |   |   |              |
|    |                                      |   |   |   |   |              |
|    | An SOC is required.                  |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | Relative responses of the flight     |   | * | * | * | The intent   |
| 2. | deck instruments must be measured by |   | * | * | * | is to verify |
| c. | latency tests or transport delay     |   | X | X | X | that the FTD |
| ** | tests, and may not exceed 150        |   | * | * | * | provides     |
|    | milliseconds. The instruments must   |   | * | * | * | instrument   |
|    | respond to abrupt input at the       |   |   |   |   | cues that    |
|    | pilot\'s position within the         |   |   |   |   | are, within  |
|    | allotted time, but not before the    |   |   |   |   | the stated   |
|    | time that the helicopter or set of   |   |   |   |   | time delays, |
|    | helicopters respond under the same   |   |   |   |   | like the     |
|    | conditions.                          |   |   |   |   | helicopter   |
|    |                                      |   |   |   |   | responses.   |
|    | ● Latency: The FTD instrument and,   |   |   |   |   | For          |
|    | if applicable, the motion system and |   |   |   |   | helicopter   |
|    | the visual system response must not  |   |   |   |   | response,    |
|    | be prior to that time when the       |   |   |   |   | acceleration |
|    | helicopter responds and may respond  |   |   |   |   | in the       |
|    | up to 150 milliseconds after that    |   |   |   |   | appropriate, |
|    | time under the same conditions.      |   |   |   |   | c            |
|    |                                      |   |   |   |   | orresponding |
|    | ● Transport Delay: As an alternative |   |   |   |   | rotational   |
|    | to the Latency requirement, a        |   |   |   |   | axis is      |
|    | transport delay objective test may   |   |   |   |   | preferred.   |
|    | 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   |   |   |   |   |              |
|    | software modules in the correct      |   |   |   |   |              |
|    | order, using a handshaking protocol, |   |   |   |   |              |
|    | finally through the normal output    |   |   |   |   |              |
|    | interfaces to the instrument display |   |   |   |   |              |
|    | and, if applicable, the motion       |   |   |   |   |              |
|    | system, and the visual system.       |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | **Equipment Operation.**             |   |   |   |   |              |
| 3. |                                      |   |   |   |   |              |
| ** |                                      |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | All relevant instrument indications  | * | * | * | * |              |
| 3. | involved in the simulation of the    | * | * | * | * |              |
| a. | helicopter must automatically        | A | X | X | X |              |
| ** | respond to control movement or       | * | * | * | * |              |
|    | external disturbances to the         | * | * | * | * |              |
|    | simulated helicopter or set of       |   |   |   |   |              |
|    | helicopters; e.g., turbulence or     |   |   |   |   |              |
|    | winds.                               |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | Navigation equipment must be         | * | * | * | * |              |
| 3. | installed and operate within the     | * | * | * | * |              |
| b. | tolerances applicable for the        | A | X | X | X |              |
| ** | helicopter or set of helicopters.    | * | * | * | * |              |
|    |                                      | * | * | * | * |              |
|    | Levels 6 and 7 must also include     |   |   |   |   |              |
|    | communication equipment (inter-phone |   |   |   |   |              |
|    | and air/ground) like that in the     |   |   |   |   |              |
|    | helicopter                           |   |   |   |   |              |
|    |                                      |   |   |   |   |              |
|    | Level 5 only needs that navigation   |   |   |   |   |              |
|    | equipment necessary to fly an        |   |   |   |   |              |
|    | instrument approach.                 |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | Installed systems must simulate the  | * | * | * | * |              |
| 3. | applicable helicopter system         | * | * | * | * |              |
| c. | operation both on the ground and in  | A | X | X | X |              |
| ** | flight. At least one helicopter      | * | * | * | * |              |
|    | system must be represented. Systems  | * | * | * | * |              |
|    | must be operative to the extent that |   |   |   |   |              |
|    | applicable normal, abnormal, and     |   |   |   |   |              |
|    | emergency operating procedures       |   |   |   |   |              |
|    | included in the sponsor's training   |   |   |   |   |              |
|    | programs can be accomplished.        |   |   |   |   |              |
|    |                                      |   |   |   |   |              |
|    | Levels 6 and 7 must simulate all     |   |   |   |   |              |
|    | applicable helicopter flight,        |   |   |   |   |              |
|    | navigation, and systems operation.   |   |   |   |   |              |
|    |                                      |   |   |   |   |              |
|    | Level 5 must have functional flight  |   |   |   |   |              |
|    | and navigational controls, displays, |   |   |   |   |              |
|    | and instrumentation.                 |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The lighting environment for panels  | * | * | * | * | Back-lighted |
| 3. | and instruments must be sufficient   | * | * | * | * | panels and   |
| d. | for the operation being conducted.   | X | X | X | X | instruments  |
| ** |                                      | * | * | * | * | may be       |
|    |                                      | * | * | * | * | installed    |
|    |                                      |   |   |   |   | but are not  |
|    |                                      |   |   |   |   | required.    |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD must provide control forces  |   |   | * | * |              |
| 3. | and control travel that correspond   |   |   | * | * |              |
| e. | to the replicated helicopter or set  |   |   | X | X |              |
| ** | of helicopters. Control forces must  |   |   | * | * |              |
|    | react in the same manner as in the   |   |   | * | * |              |
|    | helicopter or set of helicopters     |   |   |   |   |              |
|    | under the same flight conditions.    |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD must provide control forces  |   | * |   |   |              |
| 3. | and control travel of sufficient     |   | * |   |   |              |
| f. | precision to manually fly an         |   | X |   |   |              |
| ** | instrument approach. The control     |   | * |   |   |              |
|    | forces must react in the same manner |   | * |   |   |              |
|    | as in the helicopter or set of       |   |   |   |   |              |
|    | helicopters under the same flight    |   |   |   |   |              |
|    | conditions.                          |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | **Instructor or Evaluator            |   |   |   |   |              |
| 4. | Facilities.**                        |   |   |   |   |              |
| ** |                                      |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | In addition to the flight crewmember | * | * | * | * | These seats  |
| 4. | stations, suitable seating           | * | * | * | * | need not be  |
| a. | arrangements for an instructor/check | X | X | X | X | a replica of |
| ** | airman and FAA Inspector must be     | * | * | * | * | an aircraft  |
|    | available. These seats must provide  | * | * | * | * | seat and may |
|    | adequate view of crewmember\'s       |   |   |   |   | be as simple |
|    | panel(s).                            |   |   |   |   | as an office |
|    |                                      |   |   |   |   | chair placed |
|    |                                      |   |   |   |   | in an        |
|    |                                      |   |   |   |   | appropriate  |
|    |                                      |   |   |   |   | position.    |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD must have instructor         | * | * | * | * |              |
| 4. | controls that permit activation of   | * | * | * | * |              |
| b. | normal, abnormal, and emergency      | X | X | X | X |              |
| ** | conditions, as appropriate. Once     | * | * | * | * |              |
|    | activated, proper system operation   | * | * | * | * |              |
|    | must result from system management   |   |   |   |   |              |
|    | by the crew and not require input    |   |   |   |   |              |
|    | from the instructor controls.        |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | **Motion System.**                   |   |   |   |   |              |
| 5. |                                      |   |   |   |   |              |
| ** |                                      |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | A motion system may be installed in  | * | * | * | * |              |
| 5. | an FTD. If installed, the motion     | * | * | * | * |              |
| a. | system operation must not be         | X | X | X | X |              |
| ** | distracting. If a motion system is   | * | * | * | * |              |
|    | installed and additional training,   | * | * | * | * |              |
|    | testing, or checking credits are     |   |   |   |   |              |
|    | being sought, sensory cues must also |   |   |   |   |              |
|    | be integrated. The motion system     |   |   |   |   |              |
|    | must respond to abrupt input at the  |   |   |   |   |              |
|    | pilot\'s position within the         |   |   |   |   |              |
|    | allotted time, but not before the    |   |   |   |   |              |
|    | time when the helicopter responds    |   |   |   |   |              |
|    | under the same conditions. The       |   |   |   |   |              |
|    | motion system must be measured by    |   |   |   |   |              |
|    | latency tests or transport delay     |   |   |   |   |              |
|    | tests and may not exceed 150         |   |   |   |   |              |
|    | milliseconds. Instrument response    |   |   |   |   |              |
|    | must not occur prior to motion       |   |   |   |   |              |
|    | onset.                               |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD must have at least a         |   |   |   | * | May be       |
| 5. | vibration cueing system for          |   |   |   | * | accomplished |
| b. | characteristic helicopter vibrations |   |   |   | X | by a "seat   |
| ** | noted at the pilot station(s).       |   |   |   | * | shaker" or a |
|    |                                      |   |   |   | * | bass speaker |
|    |                                      |   |   |   |   | sufficient   |
|    |                                      |   |   |   |   | to provide   |
|    |                                      |   |   |   |   | the          |
|    |                                      |   |   |   |   | necessary    |
|    |                                      |   |   |   |   | cueing.      |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | **Visual System.**                   |   |   |   |   |              |
| 6. |                                      |   |   |   |   |              |
| ** |                                      |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD may have a visual system, if |   |   |   |   |              |
| 6. | desired, although it is not          |   |   |   |   |              |
| a. | required. If a visual system is      |   |   |   |   |              |
| ** | installed, it must meet the          |   |   |   |   |              |
|    | following criteria:                  |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The visual system must respond to    | * | * | * |   |              |
| 6. | abrupt input at the pilot\'s         | * | * | * |   |              |
| a. | position.                            | X | X | X |   |              |
| 1. |                                      | * | * | * |   |              |
| ** | An SOC is required.                  | * | * | * |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The visual system must be at least a | * | * | * |   |              |
| 6. | single channel, non-collimated       | * | * | * |   |              |
| a. | display.                             | X | X | X |   |              |
| 2. |                                      | * | * | * |   |              |
| ** | An SOC is required.                  | * | * | * |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The visual system must provide at    | * | * | * |   |              |
| 6. | least a field-of-view of 18°         | * | * | * |   |              |
| a. | vertical / 24° horizontal for the    | X | X | X |   |              |
| 3. | pilot flying.                        | * | * | * |   |              |
| ** |                                      | * | * | * |   |              |
|    | An SOC is required.                  |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The visual system must provide for a | * | * | * |   |              |
| 6. | maximum parallax of 10° per pilot.   | * | * | * |   |              |
| a. |                                      | X | X | X |   |              |
| 4. | An SOC is required.                  | * | * | * |   |              |
| ** |                                      | * | * | * |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The visual scene content may not be  | * | * | * |   |              |
| 6. | distracting.                         | * | * | * |   |              |
| a. |                                      | X | X | X |   |              |
| 5. | An SOC is required.                  | * | * | * |   |              |
| ** |                                      | * | * | * |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The minimum distance from the        | * | * | * |   |              |
| 6. | pilot's eye position to the surface  | * | * | * |   |              |
| a. | of a direct view display may not be  | X | X | X |   |              |
| 6. | less than the distance to any front  | * | * | * |   |              |
| ** | panel instrument.                    | * | * | * |   |              |
|    |                                      |   |   |   |   |              |
|    | An SOC is required.                  |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The visual system must provide for a | * | * | * |   |              |
| 6. | minimum resolution of 5 arc-minutes  | * | * | * |   |              |
| a. | for both computed and displayed      | X | X | X |   |              |
| 7. | pixel size.                          | * | * | * |   |              |
| ** |                                      | * | * | * |   |              |
|    | An SOC is required.                  |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | If a visual system is installed and  | * | * | * |   |              |
| 6. | additional training, testing, or     | * | * | * |   |              |
| b. | checking credits are being sought on | X | X | X |   |              |
| ** | the basis of having a visual system, | * | * | * |   |              |
|    | a visual system meeting the          | * | * | * |   |              |
|    | standards set out for at least a     |   |   |   |   |              |
|    | Level A FFS (see Appendix A of this  |   |   |   |   |              |
|    | part) will be required. A            |   |   |   |   |              |
|    | "direct-view," non-collimated visual |   |   |   |   |              |
|    | system (with the other requirements  |   |   |   |   |              |
|    | for a Level A visual system met) may |   |   |   |   |              |
|    | be considered satisfactory for those |   |   |   |   |              |
|    | installations where the visual       |   |   |   |   |              |
|    | system design "eye point" is         |   |   |   |   |              |
|    | appropriately adjusted for each      |   |   |   |   |              |
|    | pilot's position such that the       |   |   |   |   |              |
|    | parallax error is at or less than    |   |   |   |   |              |
|    | 10º simultaneously for each pilot.   |   |   |   |   |              |
|    |                                      |   |   |   |   |              |
|    | An SOC is required.                  |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD must provide a continuous    |   |   |   | * | Optimization |
| 6. | visual field-of-view of at least     |   |   |   | * | of the       |
| c. | 146° horizontally and 36° vertically |   |   |   | X | vertical     |
| ** | for both pilot seats,                |   |   |   | * | f            |
|    | simultaneously. The minimum          |   |   |   | * | ield-of-view |
|    | horizontal field-of-view coverage    |   |   |   |   | may be       |
|    | must be plus and minus one-half (½)  |   |   |   |   | considered   |
|    | of the minimum continuous            |   |   |   |   | with respect |
|    | field-of-view requirement, centered  |   |   |   |   | to the       |
|    | on the zero degree azimuth line      |   |   |   |   | specific     |
|    | relative to the aircraft fuselage.   |   |   |   |   | helicopter   |
|    | Additional horizontal field-of-view  |   |   |   |   | flight deck  |
|    | capability may be added at the       |   |   |   |   | cut-off      |
|    | sponsor's discretion provided the    |   |   |   |   | angle. When  |
|    | minimum field-of-view is retained.   |   |   |   |   | considering  |
|    | Capability for a field-of-view in    |   |   |   |   | the          |
|    | excess of these minima is not        |   |   |   |   | inst         |
|    | required for qualification at Level  |   |   |   |   | allation/use |
|    | 7. However, where specific tasks     |   |   |   |   | of augmented |
|    | require extended fields of view      |   |   |   |   | fields of    |
|    | beyond the 146° by 36° (e.g., to     |   |   |   |   | view, as     |
|    | accommodate the use of "chin         |   |   |   |   | described    |
|    | windows" where the accommodation is  |   |   |   |   | here, it     |
|    | either integral with or separate     |   |   |   |   | will be the  |
|    | from the primary visual system       |   |   |   |   | re           |
|    | display), then such extended fields  |   |   |   |   | sponsibility |
|    | of view must be provided.            |   |   |   |   | of the       |
|    |                                      |   |   |   |   | sponsor to   |
|    | An SOC is required and must explain  |   |   |   |   | meet with    |
|    | the geometry of the installation.    |   |   |   |   | the NSPM to  |
|    |                                      |   |   |   |   | determine    |
|    |                                      |   |   |   |   | the          |
|    |                                      |   |   |   |   | training,    |
|    |                                      |   |   |   |   | testing,     |
|    |                                      |   |   |   |   | checking, or |
|    |                                      |   |   |   |   | experience   |
|    |                                      |   |   |   |   | tasks for    |
|    |                                      |   |   |   |   | which the    |
|    |                                      |   |   |   |   | augmented    |
|    |                                      |   |   |   |   | f            |
|    |                                      |   |   |   |   | ield-of-view |
|    |                                      |   |   |   |   | capability   |
|    |                                      |   |   |   |   | may be       |
|    |                                      |   |   |   |   | critical to  |
|    |                                      |   |   |   |   | that         |
|    |                                      |   |   |   |   | approval.    |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | **Sound System**                     |   |   |   |   |              |
| 7. |                                      |   |   |   |   |              |
| ** |                                      |   |   |   |   |              |
+----+--------------------------------------+---+---+---+---+--------------+
| ** | The FTD must simulate significant    |   |   | * | * |              |
| 7. | flight deck sounds resulting from    |   |   | * | * |              |
| a. | pilot actions that correspond to     |   |   | X | X |              |
| ** | those heard in the helicopter.       |   |   | * | * |              |
|    |                                      |   |   | * | * |              |
+----+--------------------------------------+---+---+---+---+--------------+

Note: An "A" in the table indicates that the system, task, or procedure
may be examined if the appropriate helicopter system or control is
simulated in the FTD and is working properly.

+------+-------------------------------------+---+---+---+---+-------------+
| **1. |                                     |   |   |   |   |             |
| P    |                                     |   |   |   |   |             |
| refl |                                     |   |   |   |   |             |
| ight |                                     |   |   |   |   |             |
| P    |                                     |   |   |   |   |             |
| roce |                                     |   |   |   |   |             |
| dure |                                     |   |   |   |   |             |
| s.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **1. | Preflight Inspection (Flight deck   | * | * | * | * |             |
| a.** | Only) switches, indicators,         | * | * | * | * |             |
|      | systems, and equipment.             | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **1. | APU/Engine start and run-up.        |   |   |   |   |             |
| b.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | Normal start procedures.            | * | * | * | * |             |
| 1.b. |                                     | * | * | * | * |             |
| 1.** |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | Alternate start procedures.         | * | * | * | * |             |
| 1.b. |                                     | * | * | * | * |             |
| 2.** |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | Abnormal starts and shutdowns (hot  | * | * | * | * |             |
| 1.b. | start, hung start).                 | * | * | * | * |             |
| 3.** |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **1. | Taxiing -- Ground.                  |   |   |   | * |             |
| c.** |                                     |   |   |   | * |             |
|      |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **1. | Taxiing -- Hover.                   |   |   |   | * |             |
| d.** |                                     |   |   |   | * |             |
|      |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **1. | Pre-takeoff Checks.                 | * | * | * | * |             |
| e.** |                                     | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **2. |                                     |   |   |   |   |             |
| Tak  |                                     |   |   |   |   |             |
| eoff |                                     |   |   |   |   |             |
| and  |                                     |   |   |   |   |             |
| D    |                                     |   |   |   |   |             |
| epar |                                     |   |   |   |   |             |
| ture |                                     |   |   |   |   |             |
| Phas |                                     |   |   |   |   |             |
| e.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **2. | Normal takeoff.                     |   |   |   |   |             |
| a.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | From ground.                        |   |   |   | * |             |
| 2.a. |                                     |   |   |   | * |             |
| 1.** |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | From hover.                         |   |   |   | * |             |
| 2.a. |                                     |   |   |   | * |             |
| 2.** |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| *    | Running.                            |   |   |   | * |             |
| *2.a |                                     |   |   |   | * |             |
| .3** |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **2. | Instrument.                         |   |   | * | * |             |
| b.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **2. | Powerplant Failure During Takeoff.  |   |   | * | * |             |
| c.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **2. | Rejected Takeoff.                   |   |   |   | * |             |
| d.** |                                     |   |   |   | * |             |
|      |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **2. | Instrument Departure.               |   |   | * | * |             |
| e.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **3. |                                     |   |   |   |   |             |
| Clim |                                     |   |   |   |   |             |
| b.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **3. | Normal.                             |   |   | * | * |             |
| a.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **3. | Obstacle clearance.                 |   |   |   | * |             |
| b.** |                                     |   |   |   | * |             |
|      |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **3. | Vertical.                           |   |   | * | * |             |
| c.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **3. | One engine inoperative.             |   |   | * | * |             |
| d.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **4. |                                     |   |   |   |   |             |
| I    |                                     |   |   |   |   |             |
| n-fl |                                     |   |   |   |   |             |
| ight |                                     |   |   |   |   |             |
| Mane |                                     |   |   |   |   |             |
| uver |                                     |   |   |   |   |             |
| s.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **4. | Turns (timed, normal, steep).       |   | * | * | * |             |
| a.** |                                     |   | * | * | * |             |
|      |                                     |   | X | X | X |             |
|      |                                     |   | * | * | * |             |
|      |                                     |   | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **4. | Powerplant Failure - Multiengine    |   |   | * | * |             |
| b.** | Helicopters.                        |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **4. | Powerplant Failure - Single-Engine  |   |   | * | * |             |
| c.** | Helicopters.                        |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **4. | Recovery From Unusual Attitudes.    |   |   |   | * |             |
| d.** |                                     |   |   |   | * |             |
|      |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **4. | Settling with Power.                |   |   |   | * |             |
| e.** |                                     |   |   |   | * |             |
|      |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **5. |                                     |   |   |   |   |             |
| In   |                                     |   |   |   |   |             |
| stru |                                     |   |   |   |   |             |
| ment |                                     |   |   |   |   |             |
| P    |                                     |   |   |   |   |             |
| roce |                                     |   |   |   |   |             |
| dure |                                     |   |   |   |   |             |
| s.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **5. | Instrument Arrival.                 |   |   | * | * |             |
| a.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **5. | Holding.                            |   |   | * | * |             |
| b.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **5. | Precision Instrument Approach.      |   |   |   |   |             |
| c.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | Normal - All engines operating.     |   | * | * | * |             |
| 5.c. |                                     |   | * | * | * |             |
| 1.** |                                     |   | X | X | X |             |
|      |                                     |   | * | * | * |             |
|      |                                     |   | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | Manually controlled - One or more   |   |   | * | * |             |
| 5.c. | engines inoperative.                |   |   | * | * |             |
| 2.** |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **5. | Non-precision Instrument Approach.  |   | * | * | * |             |
| d.** |                                     |   | * | * | * |             |
|      |                                     |   | X | X | X |             |
|      |                                     |   | * | * | * |             |
|      |                                     |   | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **5. | Missed Approach.                    |   |   |   |   |             |
| e.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | All engines operating.              |   |   | * | * |             |
| 5.e. |                                     |   |   | * | * |             |
| 1.** |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | One or more engines inoperative.    |   |   | * | * |             |
| 5.e. |                                     |   |   | * | * |             |
| 2.** |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | Stability augmentation system       |   |   | * | * |             |
| 5.e. | failure.                            |   |   | * | * |             |
| 3.** |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **6. |                                     |   |   |   |   |             |
| Land |                                     |   |   |   |   |             |
| ings |                                     |   |   |   |   |             |
| and  |                                     |   |   |   |   |             |
| Ap   |                                     |   |   |   |   |             |
| proa |                                     |   |   |   |   |             |
| ches |                                     |   |   |   |   |             |
| to   |                                     |   |   |   |   |             |
| La   |                                     |   |   |   |   |             |
| ndin |                                     |   |   |   |   |             |
| gs** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **6. | Visual Approaches (normal, steep,   |   | * | * | * |             |
| a.** | shallow).                           |   | * | * | * |             |
|      |                                     |   | X | X | X |             |
|      |                                     |   | * | * | * |             |
|      |                                     |   | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **6. | Landings.                           |   |   |   |   |             |
| b.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | Normal/crosswind.                   |   |   |   |   |             |
| 6.b. |                                     |   |   |   |   |             |
| 1.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **6. | Running.                            |   |   |   | * |             |
| b.1. |                                     |   |   |   | * |             |
| a.** |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **6. | From Hover.                         |   |   |   | * |             |
| b.1. |                                     |   |   |   | * |             |
| b.** |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | One or more engines inoperative.    |   |   |   | * |             |
| 6.b. |                                     |   |   |   | * |             |
| 2.** |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | Rejected Landing.                   |   |   |   | * |             |
| 6.b. |                                     |   |   |   | * |             |
| 3.** |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. |                                     |   |   |   |   |             |
| No   |                                     |   |   |   |   |             |
| rmal |                                     |   |   |   |   |             |
| and  |                                     |   |   |   |   |             |
| Abno |                                     |   |   |   |   |             |
| rmal |                                     |   |   |   |   |             |
| P    |                                     |   |   |   |   |             |
| roce |                                     |   |   |   |   |             |
| dure |                                     |   |   |   |   |             |
| s.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Powerplant.                         | * | * | * | * |             |
| a.** |                                     | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Fuel System.                        | * | * | * | * |             |
| b.** |                                     | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Electrical System.                  | * | * | * | * |             |
| c.** |                                     | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Hydraulic System.                   | * | * | * | * |             |
| d.** |                                     | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Environmental System(s).            | * | * | * | * |             |
| e.** |                                     | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Fire Detection and Extinguisher     | * | * | * | * |             |
| f.** | Systems.                            | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Navigation and Aviation Systems.    | * | * | * | * |             |
| g.** |                                     | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Automatic Flight Control System,    | * | * | * | * |             |
| h.** | Electronic Flight Instrument        | * | * | * | * |             |
|      | System,                             | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      | and Related Subsystems.             | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Flight Control Systems.             | * | * | * | * |             |
| i.** |                                     | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Anti-ice and Deice Systems.         | * | * | * | * |             |
| j.** |                                     | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Aircraft and Personal Emergency     | * | * | * | * |             |
| k.** | Equipment.                          | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **7. | Special Missions tasks (e.g., Night |   |   |   | * |             |
| l.** | Vision goggles, Forward Looking     |   |   |   | * |             |
|      | Infrared System, External Loads and |   |   |   | X |             |
|      | as listed on the SOQ.)              |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **8. |                                     |   |   |   |   |             |
| E    |                                     |   |   |   |   |             |
| merg |                                     |   |   |   |   |             |
| ency |                                     |   |   |   |   |             |
| pr   |                                     |   |   |   |   |             |
| oced |                                     |   |   |   |   |             |
| ures |                                     |   |   |   |   |             |
| (as  |                                     |   |   |   |   |             |
| ap   |                                     |   |   |   |   |             |
| plic |                                     |   |   |   |   |             |
| able |                                     |   |   |   |   |             |
| ).** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **8. | ## Emergency Descent.               |   |   | * | * |             |
| a.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **8. | Inflight Fire and Smoke Removal.    |   |   | * | * |             |
| b.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **8. | Emergency Evacuation.               |   |   | * | * |             |
| c.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **8. | Ditching.                           |   |   |   | * |             |
| d.** |                                     |   |   |   | * |             |
|      |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **8. | Autorotative Landing.               |   |   |   | * |             |
| e.** |                                     |   |   |   | * |             |
|      |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **8. | Retreating blade stall recovery.    |   |   |   | * |             |
| f.** |                                     |   |   |   | * |             |
|      |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **8. | Mast bumping.                       |   |   |   | * |             |
| g.** |                                     |   |   |   | * |             |
|      |                                     |   |   |   | X |             |
|      |                                     |   |   |   | * |             |
|      |                                     |   |   |   | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **8. | Loss of tail rotor effectiveness.   |   |   | * | * |             |
| h.** |                                     |   |   | * | * |             |
|      |                                     |   |   | X | X |             |
|      |                                     |   |   | * | * |             |
|      |                                     |   |   | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **9. |                                     |   |   |   |   |             |
| Po   |                                     |   |   |   |   |             |
| stfl |                                     |   |   |   |   |             |
| ight |                                     |   |   |   |   |             |
| P    |                                     |   |   |   |   |             |
| roce |                                     |   |   |   |   |             |
| dure |                                     |   |   |   |   |             |
| s.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **9  | After-Landing Procedures.           | * | * | * | * |             |
| .a** |                                     | * | * | * | * |             |
|      |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **9. | Parking and Securing.               |   |   |   |   |             |
| b.** |                                     |   |   |   |   |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | Rotor brake operation.              | * | * | * | * |             |
| 9.b. |                                     | * | * | * | * |             |
| 1.** |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+
| **   | Abnormal/emergency procedures.      | * | * | * | * |             |
| 9.b. |                                     | * | * | * | * |             |
| 2.** |                                     | A | A | X | X |             |
|      |                                     | * | * | * | * |             |
|      |                                     | * | * | * | * |             |
+------+-------------------------------------+---+---+---+---+-------------+

Note: An "A" in the table indicates that the system, task, or procedure
may be examined if the appropriate aircraft system or control is
simulated in the FTD and is working properly.

  ------------- -------------------------------------- ------- ------- ------- ------- --------------
  **1.                                                                                 
  Instructor                                                                           
  Operating                                                                            
  Station                                                                              
  (IOS).**                                                                             

  **1.a.**      Power switch(es).                      **A**   **X**   **X**   **X**   

  **1.b.**      Helicopter conditions.                 **A**   **A**   **X**   **X**   e.g., GW, CG,
                                                                                       Fuel loading,
                                                                                       Systems,
                                                                                       Ground. Crew

  **1.c.**      Airports / Heliports / Helicopter      **A**   **X**   **X**   **X**   e.g.,
                Landing Areas                                                          Selection,
                                                                                       Surface,
                                                                                       Presets,
                                                                                       Lighting
                                                                                       controls.

  **1.d.**      Environmental controls.                **A**   **X**   **X**   **X**   e.g., Temp and
                                                                                       Wind.

  **1.e.**      Helicopter system malfunctions         **A**   **A**   **X**   **X**   
                (Insertion / deletion)                                                 

  **1.f.**      Locks, Freezes, and Repositioning (as  **A**   **X**   **X**   **X**   
                appropriate).                                                          

  **1.g.**      Sound Controls. (On / off /                    **X**   **X**   **X**   
                adjustment)                                                            

  **1.fh**      Motion / Control Loading System, as            **A**   **X**   **X**   
                appropriate. On / off / emergency stop                                 

  **2. Observer                                                                        
  Seats /                                                                              
  Stations.**                                                                          

  **2.a.**      Position / Adjustment / Positive       **A**   **X**   **X**   **X**   
                restraint system.                                                      
  ------------- -------------------------------------- ------- ------- ------- ------- --------------

Note: An "A" in the table indicates that the system, task, or procedure
may be examined if the appropriate simulator system or control is in the
FTD and is working properly.

**Attachment 2 to Appendix D to Part 60\--**

**FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS**

**Begin Information**

**1. Discussion.**

a\. If relevant winds are present in the objective data, the wind vector
(magnitude and direction) should be noted as part of the data
presentation, expressed in conventional terminology, and related to the
runway being used for the test.

b\. The format for numbering the objective tests in Appendix C of this
part, Attachment 2, Table C2A, and the objective tests in Appendix D of
this part, Attachment 2, Table D2A, is identical. However, each test
required for FFSs is not necessarily required for FTDs, and each test
required for FTDs is not necessarily required for FFSs. When a test
number (or series of numbers) is not required, the term "Reserved" is
used in the table at that location. Following this numbering format
provides a degree of commonality between the two tables and
substantially reduces the potential for confusion when referring to
objective test numbers for either FFSs or FTDs.

c\. A Level 4 FTD does not require objective tests and is not addressed
in the following table.

**End Information**

**Begin QPS Requirements**

**2. Test Requirements.**

a\. The ground and flight tests required for qualification are listed in
Table D2A Objective Evaluation Tests. Computer generated FTD test
results must be provided for each test except where an alternate test is
specifically authorized by the NSPM. If a flight condition or operating
condition is required for the test but does not apply to the helicopter
being simulated or to the qualification level sought, it may be
disregarded (e.g., engine out climb capability for a single-engine
helicopter). Each test result is compared against the validation data
described in § 60.13, and in Appendix B of this part. The results must
be produced on an appropriate recording device acceptable to the NSPM
and must include FTD number, date, time, conditions, tolerances, and
appropriate dependent variables portrayed in comparison to the
validation data. Time histories are required unless otherwise indicated
in Table D2A. All results must be labeled using the tolerances and units
given.

b\. Table D2A in this attachment sets out the test results required,
including the parameters, tolerances, and flight conditions for FTD
validation. Tolerances are provided for the listed tests because
mathematical modeling and acquisition and development of reference data
are often inexact. All tolerances listed in the following tables are
applied to FTD performance. When two tolerance values are given for a
parameter, the less restrictive may be used unless otherwise indicated.
In those cases where a tolerance is expressed only as a percentage, the
tolerance percentage applies to the maximum value of that parameter
within its normal operating range as measured from the neutral or zero
position unless otherwise indicated.

c\. Certain tests included in this attachment must be supported with an
SOC. In Table D2A, requirements for SOCs are indicated in the "Test
Details" column.

d\. When operational or engineering judgment is used in making
assessments for flight test data applications for FTD validity, such
judgment must not be limited to a single parameter. For example, data
that exhibit rapid variations of the measured parameters may require
interpolations or a "best fit" data section. All relevant parameters
related to a given maneuver or flight condition must be provided to
allow overall interpretation. When it is difficult or impossible to
match FTD to helicopter data throughout a time history, differences must
be justified by providing a comparison of other related variables for
the condition being assessed.

e\. The FTD may not be programmed so that the mathematical modeling is
correct only at the validation test points. Unless noted otherwise,
tests must represent helicopter performance and handling qualities at
operating weights and centers of gravity (CG) typical of normal
operation. If a test is supported by aircraft data at one extreme weight
or CG, another test supported by aircraft data at mid-conditions or as
close as possible to the other extreme is necessary. Certain tests that
are relevant only at one extreme CG or weight condition need not be
repeated at the other extreme. The results of the tests for Level 6 are
expected to be indicative of the device\'s performance and handling
qualities throughout all of the following:

\(1\) The helicopter weight and CG envelope.

\(2\) The operational envelope.

\(3\) Varying atmospheric ambient and environmental conditions --
including the extremes authorized for the respective helicopter or set
of helicopters.

f\. When comparing the parameters listed to those of the helicopter,
sufficient data must also be provided to verify the correct flight
condition and helicopter configuration changes. For example, to show
that control force is within the parameters for a static stability test,
data to show the correct airspeed, power, thrust or torque, helicopter
configuration, altitude, and other appropriate datum identification
parameters must also be given. If comparing short period dynamics,
normal acceleration may be used to establish a match to the helicopter,
but airspeed, altitude, control input, helicopter configuration, and
other appropriate data must also be given. If comparing landing gear
change dynamics, pitch, airspeed, and altitude may be used to establish
a match to the helicopter, but landing gear position must also be
provided. All airspeed values must be properly annotated (e.g.,
indicated versus calibrated). In addition, the same variables must be
used for comparison (e.g., compare inches to inches rather than inches
to centimeters).

g\. The QTG provided by the sponsor must clearly describe how the FTD
will be set up and operated for each test. Each FTD subsystem may be
tested independently, but overall integrated testing of the FTD must be
accomplished to assure that the total FTD system meets the prescribed
standards. A manual test procedure with explicit and detailed steps for
completing each test must also be provided.

h\. For previously qualified FTDs, the tests and tolerances of this
attachment may be used in subsequent continuing qualification
evaluations for any given test if the sponsor has submitted a proposed
MQTG revision to the NSPM and has received NSPM approval.

i\. Tests of handling qualities must include validation of augmentation
devices. FTDs for highly augmented helicopters will be validated both in
the unaugmented configuration (or failure state with the maximum
permitted degradation in handling qualities) and the augmented
configuration. Where various levels of handling qualities result from
failure states, validation of the effect of the failure is necessary.
For those performance and static handling qualities tests where the
primary concern is control position in the unaugmented configuration,
unaugmented data are not required if the design of the system precludes
any affect on control position. In those instances where the unaugmented
helicopter response is divergent and non-repeatable, it may not be
feasible to meet the specified tolerances. Alternative requirements for
testing will be mutually agreed upon by the sponsor and the NSPM on a
case-by-case basis.

j\. Some tests will not be required for helicopters using helicopter
hardware in the FTD flight deck (e.g., "helicopter modular controller").
These exceptions are noted in Section 2 "Handling Qualities" in Table
D2A of this attachment. However, in these cases, the sponsor must
provide a statement that the helicopter hardware meets the appropriate
manufacturer's specifications and the sponsor must have supporting
information to that fact available for NSPM review.

k\. In cases where light-class helicopters are being simulated, prior
coordination with the NSPM on acceptable weight ranges is required. The
terms "light," "medium," and "near maximum," may not be appropriate for
the simulation of light-class helicopters.

**End QPS Requirements**

**Begin Information**

l\. In those cases where the objective test results authorize a
"snapshot test" or a "series of snapshot test" results in lieu of a
time-history result, the sponsor or other data provider must ensure that
a steady state condition exists at the instant of time captured by the
"snapshot." The steady state condition must exist from 4 seconds prior
to, through 1 second following, the instant of time captured by the snap
shot.

m\. Refer to AC 120-27, Aircraft Weight and Balance; and FAA- H-8083-1,
Aircraft Weight and Balance Handbook, for more information.

**End Information**

<table>
<colgroup>
<col style="width: 9%" />
<col style="width: 11%" />
<col style="width: 0%" />
<col style="width: 16%" />
<col style="width: 12%" />
<col style="width: 22%" />
<col style="width: 4%" />
<col style="width: 4%" />
<col style="width: 4%" />
<col style="width: 15%" />
</colgroup>
<tbody>
<tr class="odd">
<td><h4 id="section-41" class="Title-Text-Block-Lvl-7">1.</h4></td>
<td>Performance.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td><h4 id="section-42" class="Title-Text-Block-Lvl-7"></h4></td>
<td><h4 id="section-43" class="Title-Text-Block-Lvl-7"></h4></td>
<td><h4 id="section-44" class="Title-Text-Block-Lvl-7"></h4></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.a.</strong></td>
<td>Engine Assessment.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.a.1.</strong></td>
<td>Start Operations.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.a.1.a.</strong></td>
<td>Engine start and acceleration (transient).</td>
<td colspan="2"><p>Light Off Time -</p>
<p>±10% or ±1 sec. Torque - ±5%</p>
<p>Rotor Speed - ±3%</p>
<p>Fuel Flow - ±10%</p>
<p>Gas Generator Speed - ±5%</p>
<p>Power Turbine Speed - ±5%</p>
<p>Gas Turbine Temp. - ±30C.</p></td>
<td>Ground with the Rotor Brake Used and Not Used.</td>
<td>Record each engine start from the initiation of the start sequence
to steady state idle and from steady state idle to operating RPM.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.a.1.b.</strong></td>
<td>Steady State Idle and Operating RPM conditions.</td>
<td colspan="2"><p>Torque - ±3%</p>
<p>Rotor Speed - ±1.5%</p>
<p>Fuel Flow - ±5%</p>
<p>Gas Generator Speed - ±2%</p>
<p>Power Turbine Speed - ±2%</p>
<p>Turbine Gas Temp. - ±20C.</p></td>
<td>Ground.</td>
<td><p>Record both steady state idle and operating RPM conditions.</p>
<p>May be a series of snapshot tests.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.a.2.</strong></td>
<td>Power Turbine Speed Trim.</td>
<td colspan="2"><p>±10% of total change of power turbine speed;</p>
<p>or</p>
<p>±0.5% change of rotor speed..</p></td>
<td>Ground.</td>
<td>Record engine response to trim system actuation in both
directions.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.a.3.</strong></td>
<td>Engine and Rotor Speed Governing.</td>
<td colspan="2"><p>Torque - ±5%</p>
<p>Rotor Speed - ±1.5%.</p></td>
<td><p>Climb</p>
<p>Descent.</p></td>
<td><p>Record results using a step input to the collective.</p>
<p>May be conducted concurrently with climb and descent performance
tests.</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.b.</strong></td>
<td>Reserved.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.c.</strong></td>
<td><strong>Takeoff.</strong></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.c.1.</strong></td>
<td>All Engines.</td>
<td colspan="2"><p>Airspeed - ±3 kt,</p>
<p>Altitude - ±20 ft (6.1m) Torque - ±3%,</p>
<p>Rotor Speed - ±1.5%,</p>
<p>Vertical Velocity - ±100 fpm (0.50 m/sec) or 10%,</p>
<p>Pitch Attitude - ±1.5º, Bank Attitude - ±2º, Heading - ±2º,
Longitudinal Control Position - ±10%, Lateral Control Position - ±10%,
Directional Control Position - ±10%,</p>
<p>Collective Control Position - ±10%.</p></td>
<td>Ground / Takeoff and Initial Segment of Climb.</td>
<td>Record results of takeoff flight path (running takeoff and takeoff
from a hover). The criteria apply only to those segments at airspeeds
above effective translational lift. Results must be recorded from the
initiation of the takeoff to at least 200 ft (61 m) AGL.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><p><strong>1.c.2.</strong></p>
<p><strong>through</strong></p>
<p><strong>1.c.3.</strong></p></td>
<td>Reserved.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.d.</strong></td>
<td><h4 id="hover." class="Title-Text-Block-Lvl-7">Hover.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td>Performance.</td>
<td colspan="2"><p>Torque - ±3%, Pitch Attitude - ±1.5º, Bank Attitude -
±1.5º, Longitudinal Control Position - ±5%,</p>
<p>Lateral Control Position - ±5%,</p>
<p>Directional Control Position - ±5%,</p>
<p>Collective Control Position - ±5%.</p></td>
<td>In Ground Effect (IGE); and Out of Ground Effect (OGE).</td>
<td>Record results for light and heavy gross weights. May be a series of
snapshot tests.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.e.</strong></td>
<td><h4 id="vertical-climb." class="Title-Text-Block-Lvl-7">Vertical
Climb.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td>Performance.</td>
<td colspan="2"><p>Vertical Velocity - ±100 fpm (0.50 m/sec) or
±10%,</p>
<p>Directional Control Position - ±5%, Collective Control Position -
±5%.</p></td>
<td>From OGE Hover.</td>
<td>Record results for light and heavy gross weights. May be a series of
snapshot tests.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.f.</strong></td>
<td><h4 id="level-flight." class="Title-Text-Block-Lvl-7">Level
Flight.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td>Performance and Trimmed Flight Control Positions.</td>
<td colspan="2"><p>Torque - ±3%</p>
<p>Pitch Attitude - ±1.5º</p>
<p>Sideslip Angle - ±2º</p>
<p>Longitudinal Control Position - ±5%</p>
<p>Lateral Control Position - ±5%</p>
<p>Directional Control Position - ±5%</p>
<p>Collective Control Position - ±5%.</p></td>
<td><p>Cruise</p>
<p>(Augmentation On and Off).</p></td>
<td><p>Record results for two gross weight and CG combinations with
varying trim speeds throughout the airspeed envelope.</p>
<p>May be a series of snapshot tests.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>This test validates performance at speeds above maximum endurance
airspeed.</td>
</tr>
<tr class="even">
<td><strong>1.g.</strong></td>
<td><h4 id="climb.-1" class="Title-Text-Block-Lvl-7">Climb.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td>Performance and Trimmed Flight Control Positions.</td>
<td colspan="2"><p>Vertical Velocity - ±100 fpm (61m/sec) or ±10%</p>
<p>Pitch Attitude - ±1.5º</p>
<p>Sideslip Angle - ±2º</p>
<p>Longitudinal Control Position - ±5%</p>
<p>Lateral Control Position - ±5%</p>
<p>Directional Control Position - ±5%</p>
<p>Collective Control Position - ±5%.</p></td>
<td><p>All engines operating.</p>
<p>One engine inoperative.</p>
<p>Augmentation System(s) On and Off.</p></td>
<td><p>Record results for two gross weight and CG combinations.</p>
<p>The data presented must be for normal climb power conditions.</p>
<p>May be a series of snapshot tests.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.h.</strong></td>
<td><h4 id="descent." class="Title-Text-Block-Lvl-7">Descent.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.h.1.</strong></td>
<td>Descent Performance and Trimmed Flight Control Positions.</td>
<td colspan="2"><p>Torque - ±3%</p>
<p>Pitch Attitude - ±1.5º</p>
<p>Sideslip Angle - ±2º</p>
<p>Longitudinal Control Position - ±5%</p>
<p>Lateral Control Position - ±5%</p>
<p>Directional Control Position - ±5%</p>
<p>Collective Control Position - ±5%.</p></td>
<td><p>At or near 1,000 fpm (5 m/sec) rate of descent (RoD) at normal
approach speed.</p>
<p>Augmentation System(s) On and Off.</p></td>
<td><p>Record results for two gross weight and CG combinations.</p>
<p>May be a series of snapshot tests.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.h.2.</strong></td>
<td>Autorotation Performance and Trimmed Flight Control Positions.</td>
<td colspan="2"><p>Pitch Attitude - ±1.5º</p>
<p>Sideslip Angle - ±2º</p>
<p>Longitudinal Control Position - ±5%</p>
<p>Lateral Control Position - ±5%</p>
<p>Directional Control Position - ±5%</p>
<p>Collective Control Position - ±5%.</p></td>
<td><p>Steady descents.</p>
<p>Augmentation System(s) On and Off.</p></td>
<td><p>Record results for two gross weight conditions.</p>
<p>Data must be recorded for normal operating RPM. (Rotor speed
tolerance applies only if collective control position is full down.)</p>
<p>Data must be recorded for speeds from 50 kts., ±5 kts through at
least maximum glide distance airspeed.</p>
<p>May be a series of snapshot tests.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.i.</strong></td>
<td><h4 id="autorotation."
class="Title-Text-Block-Lvl-7">Autorotation.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td>Entry.</td>
<td colspan="2"><p>Rotor Speed - ±3%</p>
<p>Pitch Attitude ±2º</p>
<p>Roll Attitude - ±3º</p>
<p>Yaw Attitude - ±5º</p>
<p>Airspeed - ±5 kts.</p>
<p>Vertical Velocity - ±200 fpm (1.00 m/sec) or 10%.</p></td>
<td><p>Cruise; or</p>
<p>Climb.</p></td>
<td><p>Record results of a rapid throttle reduction to idle.</p>
<p>If accomplished in cruise, results must be for the maximum range
airspeed.</p>
<p>If accomplished in climb, results must be for the maximum rate of
climb airspeed at or near maximum continuous power.</p></td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>1.j.</strong></td>
<td><strong>Landing.</strong></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.j.1.</strong></td>
<td>All Engines.</td>
<td colspan="2"><p>Airspeed - ±3 kts., Altitude - ±20 ft.(6.1 m)</p>
<p>Torque - ±3%,</p>
<p>Rotor Speed - ±1.5%, Pitch Attitude - ±1.5º, Bank Attitude - ±1.5º,
Heading - ±2º, Longitudinal Control Position -±10%,</p>
<p>Lateral Control Position - ±10%, Directional Control Position - ±10%,
Collective Control Position - ±10%.</p></td>
<td>Approach.</td>
<td>Record results of the approach and landing profile (running landing
or approach to a hover). The criteria apply only to those segments at
airspeeds above effective translational lift. Record the results from
200 ft. AGL (61m) to the landing or to where the hover is established
prior to landing.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><p><strong>1.j.2.</strong></p>
<p><strong>through</strong></p>
<p><strong>1.j.3.</strong></p></td>
<td>Reserved.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>1.j.4.</strong></td>
<td>Autorotational Landing.</td>
<td colspan="2"><p>Torque - ±3%,</p>
<p>Rotor Speed - ±3%, Vertical Velocity - ±100 fpm (0.50 m/sec) or
10%,</p>
<p>Pitch Attitude - ±2º, Bank Attitude - ±2º, Heading - ±5º,
Longitudinal Control Position - ±10%, Lateral Control Position - ±10%,
Directional Control Position - ±10%, Collective Control Position -
±10%.</p></td>
<td>Landing.</td>
<td>Record the results of an autorotational deceleration and landing
from a stabilized autorotational descent, to touch down.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><p>If flight test data containing all required parameters for a
complete power-off landing is not available from the aircraft
manufacturer for this test, and other qualified flight test personnel
are not available to acquire this data, the sponsor must coordinate with
the NSPM to determine if it would be appropriate to accept alternative
testing means. Alternative approaches to this data acquisition that may
be acceptable are:</p>
<p>1) a simulated autorotational flare and reduction of rate of descent
(ROD) at altitude; or 2) a power-on termination following an
autorotational approach and flare.</p></td>
</tr>
<tr class="odd">
<td><strong>2.</strong></td>
<td><h4 id="handling-qualities." class="Title-Text-Block-Lvl-7">Handling
Qualities.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.a.</strong></td>
<td>Control System Mechanical Characteristics.</td>
<td colspan="2">Contact the NSPM for clarification of any issue
regarding helicopters with reversible controls.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.a.1.</strong></td>
<td>Cyclic.</td>
<td colspan="2"><p>Breakout - ±0.25 lbs. (0.112 daN) or 25%.</p>
<p>Force - ±1.0 lb. (0.224 daN) or 10%.</p></td>
<td><p>Ground; Static conditions.</p>
<p>Trim On and Off.</p>
<p>Friction Off.</p>
<p>Augmentation On and off.</p></td>
<td>Record results for an uninterrupted control sweep to the stops.
(This test does not apply if aircraft hardware modular controllers are
used.)</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.a.2.</strong></td>
<td>Collective and Pedals.</td>
<td colspan="2"><p>Breakout - ±0.5 lb. (0.224 daN) or 25%.</p>
<p>Force - ±1.0 lb. (0.224 daN) or 10%.</p></td>
<td><p>Ground; Static conditions.</p>
<p>Trim On and Off.</p>
<p>Friction Off</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for an uninterrupted control sweep to the stops.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.a.3.</strong></td>
<td>Brake Pedal Force vs. Position.</td>
<td colspan="2">±5 lbs. (2.224 daN) or 10%.</td>
<td>Ground; Static conditions.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.a.4.</strong></td>
<td>Trim System Rate (all applicable systems).</td>
<td colspan="2">Rate - ±10%.</td>
<td><p>Ground; Static conditions.</p>
<p>Trim On</p>
<p>Friction Off.</p></td>
<td>The tolerance applies to the recorded value of the trim rate.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.a.5.</strong></td>
<td>Control Dynamics (all axes).</td>
<td colspan="2"><p>±10% of time for first zero crossing and</p>
<p>±10 (N+1)% of period thereafter.</p>
<p>±10% of amplitude of first overshoot.</p>
<p>±20% of amplitude of 2<sup>nd</sup> and subsequent overshoots greater
than 5% of initial displacement.</p>
<p>±1 overshoot.</p></td>
<td><p>Hover/Cruise</p>
<p>Trim On</p>
<p>Friction Off.</p></td>
<td>Results must be recorded for a normal control displacement in both
directions in each axis, using 25% to 50% of full throw.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><p>Control Dynamics for irreversible control systems may be
evaluated in a ground/static condition. Refer to paragraph 3 of this
attachment for additional information.</p>
<p>“N” is the sequential period of a full cycle of oscillation.</p></td>
</tr>
<tr class="even">
<td><strong>2.a.6.</strong></td>
<td>Freeplay.</td>
<td colspan="2">±0.10 in.(±2.5 mm)</td>
<td>Ground; Static conditions.</td>
<td>Record and compare results for all controls.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.b.</strong></td>
<td><h4 id="low-airspeed-handling-qualities."
class="Title-Text-Block-Lvl-7">Low Airspeed Handling
Qualities.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.b.1.</strong></td>
<td>Trimmed Flight Control Positions.</td>
<td colspan="2"><p>Torque ±3%</p>
<p>Pitch Attitude ±1.5º</p>
<p>Bank Attitude ±2º</p>
<p>Longitudinal Control Position ±5%</p>
<p>Lateral Control Position ±5%</p>
<p>Directional Control Position ±5%</p>
<p>Collective Control Position ±5%.</p></td>
<td><p>Translational Flight IGE - Sideward, rearward, and forward
flight.</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for several airspeed increments to the translational
airspeed limits and for 45 kts. forward airspeed. May be a series of
snapshot tests.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.b.2.</strong></td>
<td>Critical Azimuth.</td>
<td colspan="2"><p>Torque ±3%</p>
<p>Pitch Attitude ±1.5º,</p>
<p>Bank Attitude ±2º,</p>
<p>Longitudinal Control Position ±5%,</p>
<p>Lateral Control Position ±5%, Directional Control Position ±5%,
Collective Control Position ±5%</p></td>
<td><p>Stationary Hover.</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for three relative wind directions (including the
most critical case) in the critical quadrant. May be a series of
snapshot tests.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.b.3.</strong></td>
<td><h4 id="control-response." class="Title-Text-Block-Lvl-7">Control
Response.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.b.3.a.</strong></td>
<td>Longitudinal.</td>
<td colspan="2"><p>Pitch Rate - ±10% or ±2º/sec.</p>
<p>Pitch Attitude Change - ±10% or 1.5º.</p></td>
<td><p>Hover.</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases. This test must be conducted in
a hover, in ground effect, without entering translational flight.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>This is a “short time” test.</td>
</tr>
<tr class="even">
<td><strong>2.b.3.b.</strong></td>
<td>Lateral</td>
<td colspan="2"><p>Roll Rate - ±10% or ±3º/sec.</p>
<p>Roll Attitude Change - ±10% or ±3º.</p></td>
<td><p>Hover</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>This is a “short time” test conducted in a hover, in ground effect,
without entering translational flight, to provide better visual
reference.</td>
</tr>
<tr class="odd">
<td><strong>2.b.3.c.</strong></td>
<td>Directional.</td>
<td colspan="2"><p>Yaw Rate - ±10% or</p>
<p>±2º/sec.</p>
<p>Heading Change - ±10% or ±2º.</p></td>
<td><p>Hover</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases. This test must be conducted in
a hover, in ground effect, without entering translational flight.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>This is a “short time” test.</td>
</tr>
<tr class="even">
<td><strong>2.b.3.d.</strong></td>
<td>Vertical.</td>
<td colspan="2">Normal Acceleration ±0.1g.</td>
<td><p>Hover</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.c.</strong></td>
<td><h4 id="longitudinal-handling-qualities."
class="Title-Text-Block-Lvl-7">Longitudinal Handling
Qualities.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.c.1.</strong></td>
<td>Control Response.</td>
<td colspan="2"><p>Pitch Rate - ±10% or ±2º/sec.</p>
<p>Pitch Attitude Change - ±10% or ±1.5º.</p></td>
<td><p>Cruise</p>
<p>Augmentation On and Off.</p></td>
<td><p>Results must be recorded for two cruise airspeeds to include
minimum power required speed.</p>
<p>Record data for a step control input. The Off-axis response must show
correct trend for unaugmented cases.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.c.2.</strong></td>
<td>Static Stability.</td>
<td colspan="2"><p>Longitudinal Control Position: ±10% of change from
trim or ±0.25 in. (6.3 mm) or</p>
<p>Longitudinal Control Force : ±0.5 lb. (0.223 daN) or ±10%.</p></td>
<td><p>Cruise or Climb.</p>
<p>Autorotation.</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record results for a minimum of two speeds on each side of the
trim speed.</p>
<p>May be a series of snapshot tests.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.c.3.</strong></td>
<td>Dynamic Stability.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.c.3.a.</strong></td>
<td>Long Term Response.</td>
<td colspan="2"><p>±10% of calculated period.</p>
<p>±10% of time to ½ or double amplitude, or ±0.02 of damping ratio.</p>
<p>For non-periodic responses, the time history must be matched within
±3º pitch; and ±5 kts airspeed over a 20 sec period following release of
the controls.</p></td>
<td><p>Cruise</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record results for three full cycles (6 overshoots after input
completed) or that sufficient to determine time to ½ or double
amplitude, whichever is less.</p>
<p>For non-periodic responses, the test may be terminated prior to 20
sec if the test pilot determines that the results are becoming
uncontrollably divergent. Displace the cyclic for one second or less to
excite the test. The result will be either convergent or divergent and
must be recorded. If this method fails to excite the test, displace the
cyclic to the predetermined maximum desired pitch attitude and return to
the original position. If this method is used, record the
results.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><p>The response for certain helicopters may be unrepeatable
throughout the stated time.</p>
<p>In these cases, the test should show at least that a divergence is
identifiable. For example: displacing the cyclic for a given time
normally excites this test or until a given pitch attitude is achieved
and then return the cyclic to the original position.</p>
<p>For non-periodic responses, results should show the same convergent
or divergent character as the flight test data.</p></td>
</tr>
<tr class="even">
<td><strong>2.c.3.b.</strong></td>
<td>Short Term Response.</td>
<td colspan="2"><p>±1.5º Pitch or</p>
<p>±2º/sec. Pitch Rate.</p>
<p>±0.1 g Normal Acceleration.</p></td>
<td><p>Cruise or Climb.</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for at least two airspeeds.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>A control doublet inserted at the natural frequency of the aircraft
normally excites this test. However, while input doublets are preferred
over pulse inputs for Augmentation-Off tests, for Augmentation-On cases,
when the short term response exhibits 1st-order or deadbeat
characteristics, longitudinal pulse inputs may produce a more coherent
response.</td>
</tr>
<tr class="odd">
<td><strong>2.c.4.</strong></td>
<td>Maneuvering Stability.</td>
<td colspan="2"><p>Longitudinal Control Position - ±10% of change from
trim or ±0.25 in. (6.3 mm) or</p>
<p>Longitudinal Control Forces - ±0.5 lb. (0.223 daN) or ±10%.</p></td>
<td><p>Cruise or Climb.</p>
<p>Augmentation On and Off.</p></td>
<td>Record results for at least two airspeeds at 30º-45º bank angle. The
force may be shown as a cross plot for irreversible systems. May be a
series of snapshot tests.</td>
<td></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.d.</strong></td>
<td><h4 id="lateral-and-directional-handling-qualities."
class="Title-Text-Block-Lvl-7">Lateral and Directional Handling
Qualities.</h4></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.d.1.</strong></td>
<td>Control Response.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.d.1.a</strong></td>
<td>Lateral.</td>
<td colspan="2"><p>Roll Rate - ±10% or ±3º/sec.</p>
<p>Roll Attitude Change - ±10% or ±3º.</p></td>
<td><p>Cruise</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record results for at least two airspeeds, including the speed at
or near the minimum power required airspeed.</p>
<p>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.d.1.b.</strong></td>
<td>Directional.</td>
<td colspan="2"><p>Yaw Rate - ±10% or ±2º/sec.</p>
<p>Yaw Attitude Change - ±10% or ±2º.</p></td>
<td><p>Cruise</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record data for at least two Airspeeds, including the speed at or
near the minimum power required airspeed.</p>
<p>Record results for a step control input. The Off-axis response must
show correct trend for unaugmented cases.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.d.2.</strong></td>
<td>Directional Static Stability.</td>
<td colspan="2"><p>Lateral Control Position - ±10% of change from trim
or ±0.25 in. (6.3 mm) or Lateral Control Force - ±0.5 lb. (0.223 daN) or
10%.</p>
<p>Roll Attitude - ±1.5</p>
<p>Directional Control Position - ±10% of change from trim or ±0.25 in.
(6.3 mm) or Directional Control Force - ±1 lb. (0.448 daN) or 10%.</p>
<p>Longitudinal Control Position - ±10% of change from trim or ±0.25 in.
(6.3 mm).</p>
<p>Vertical Velocity - ±100 fpm (0.50m/sec) or 10%.</p></td>
<td><p>Cruise; or</p>
<p>Climb (may use Descent instead of Climb if desired)</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record results for at least two sideslip angles on either side of
the trim point.</p>
<p>The force may be shown as a cross plot for irreversible systems. May
be a series of snapshot tests.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td>This is a steady heading sideslip test at a fixed collective
position.</td>
</tr>
<tr class="odd">
<td><strong>2.d.3.</strong></td>
<td>Dynamic Lateral and Directional Stability.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.d.3.a.</strong></td>
<td>Lateral-Directional Oscillations.</td>
<td colspan="2"><p>±0.5 sec. or ±10% of period.</p>
<p>±10% of time to ½ or double amplitude or ±0.02 of damping ratio.</p>
<p>±20% or ±1 sec of time difference between peaks of bank and
sideslip.</p>
<p>For non-periodic responses, the time history must be matched within
±10 knots Airspeed;</p>
<p>±5º/s Roll Rate or ±5º Roll Attitude;</p>
<p>±4º/s Yaw Rate or ±4º Yaw Angle</p>
<p>over a 20 sec period roll angle following release of the
controls.</p></td>
<td><p>Cruise or Climb</p>
<p>Augmentation On and Off.</p></td>
<td><p>Record results for at least two airspeeds. The test must be
initiated with a cyclic or a pedal doublet input. Record results for six
full cycles (12 overshoots after input completed) or that sufficient to
determine time to ½ or double amplitude, whichever is less.</p>
<p>The test may be terminated prior to 20 sec if the test pilot
determines that the results are becoming uncontrollably
divergent.</p></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>2.d.3.b.</strong></td>
<td>Spiral Stability.</td>
<td colspan="2">±2º or ±10% roll angle.</td>
<td><p>Cruise or Climb.</p>
<p>Augmentation On and Off.</p></td>
<td>Record the results of a release from pedal only or cyclic only turns
for 20 sec. Results must be recorded from turns in both directions.
Terminate check at zero roll angle or when the test pilot determines
that the attitude is becoming uncontrollably divergent.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>2.d.3.c.</strong></td>
<td>Adverse / Proverse Yaw.</td>
<td colspan="2">Correct Trend, ±2º transient sideslip angle.</td>
<td><p>Cruise or Climb.</p>
<p>Augmentation On and Off.</p></td>
<td>Record the time history of initial entry into cyclic only turns,
using only a moderate rate for cyclic input. Results must be recorded
for turns in both directions.</td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>3.</strong></td>
<td>Reserved.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.</strong></td>
<td><strong>Visual System</strong>.</td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>4.a.</strong></td>
<td colspan="5">Visual System Response Time: (Choose either test 4.a.1.
or 4.a.2. to satisfy test 4.a., Visual System Response Time Test. This
test is also sufficient for flight deck instrument response
timing.)</td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.a.1.</strong></td>
<td colspan="2">Latency.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td colspan="2"></td>
<td>150 ms (or less) after helicopter response.</td>
<td>Takeoff, climb, and descent.</td>
<td>One test is required in each axis (pitch, roll and yaw) for each of
the three conditions (take-off, cruise, and approach or landing).</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.a.2.</strong></td>
<td colspan="2">Transport Delay.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td colspan="2"></td>
<td>150 ms (or less) after controller movement.</td>
<td>N/A</td>
<td>A separate test is required in each axis (pitch, roll, and
yaw).</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.b.</strong></td>
<td colspan="2"><h4 id="field-of-view."
class="Title-Text-Block-Lvl-7">Field-of-view.</h4></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>4.b.1.</strong></td>
<td colspan="2">Reserved.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.b.2.</strong></td>
<td colspan="2">Continuous visual field-of-view.</td>
<td>Minimum continuous field-of-view providing 146° horizontal and 36°
vertical field-of-view for each pilot simultaneously and any geometric
error between the Image Generator eye point and the pilot eye point is
8° or less.</td>
<td>N/A</td>
<td><p>An SOC is required and must explain the geometry of the
installation.</p>
<p>Horizontal field-of-view must not be less than a total of 146º
(including not less than 73º measured either side of the center of the
design eye point). Additional horizontal field-of-view capability may be
added at the sponsor’s discretion provided the minimum field-of-view is
retained.</p>
<p>Vertical field-of-view: Not less than a total of 36 º measured from
the pilot’s and co-pilot’s eye point.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>Horizontal field-of-view is centered on the zero degree azimuth line
relative to the aircraft fuselage.</td>
</tr>
<tr class="odd">
<td><strong>4.b.3.</strong></td>
<td colspan="2">Reserved.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.c.</strong></td>
<td colspan="2"><h4 id="surface-contrast-ratio."
class="Title-Text-Block-Lvl-7">Surface contrast ratio.</h4></td>
<td>Not less than 5:1.</td>
<td>N/A</td>
<td>The ratio is calculated by dividing the brightness level of the
center, bright square (providing at least 2 foot-lamberts or 7 cd/m2) by
the brightness level of any adjacent dark square.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>Measurements may be made using a 1° spot photometer and a raster
drawn test pattern filling the entire visual scene (all channels) with a
test pattern of black and white squares, 5 per square, with a white
square in the center of each channel. During contrast ratio testing,
simulator aft-cab and flight deck ambient light levels should be
zero.</td>
</tr>
<tr class="odd">
<td><strong>4.d.</strong></td>
<td colspan="2"><h4 id="highlight-brightness."
class="Title-Text-Block-Lvl-7">Highlight brightness.</h4></td>
<td>Not less than three (3) foot-lamberts (10 cd/m<sup>2</sup>).</td>
<td>N/A</td>
<td>Measure the brightness of the center white square while
superimposing a highlight on that white square. The use of calligraphic
capabilities to enhance the raster brightness is acceptable, but
measuring light points is not acceptable.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>Measurements may be made using a 1° spot photometer and a raster
drawn test pattern filling the entire visual scene (all channels) with a
test pattern of black and white squares, 5 per square, with a white
square in the center of each channel.</td>
</tr>
<tr class="even">
<td><strong>4.e.</strong></td>
<td colspan="2"><h4 id="surface-resolution."
class="Title-Text-Block-Lvl-7">Surface resolution.</h4></td>
<td>Not greater than two (2) arc minutes.</td>
<td>N/A</td>
<td>An SOC is required and must include the relevant calculations.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td><p>When the eye is positioned on a 3° glide slope at the slant range
distances indicated with white runway markings on a black runway
surface, the eye will subtend two (2) arc minutes:</p>
<p>(1) A slant range of 6,876 ft with stripes 150 ft long and 16 ft
wide, spaced 4 ft apart.</p>
<p>(2) For Configuration A; a slant range of 5,157 feet with stripes 150
ft long and 12 ft wide, spaced 3 ft apart.</p>
<p>(3) For Configuration B; a slant range of 9,884 feet, with stripes
150 ft long and 5.75 ft wide, spaced 5.75 ft apart.</p></td>
</tr>
<tr class="odd">
<td><strong>4.f.</strong></td>
<td colspan="2"><strong>Light point size.</strong></td>
<td>Not greater than five (5) arc-minutes.</td>
<td>N/A</td>
<td>An SOC is required and must include the relevant calculations.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>Light point size may be measured using a test pattern consisting of
a centrally located single row of light points reduced in length until
modulation is just discernible in each visual channel. A row of 48
lights will form a 4° angle or less.</td>
</tr>
<tr class="even">
<td><strong>4.g.</strong></td>
<td colspan="2">Light point contrast ratio.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>A 1° spot photometer may be used to measure a square of at least 1°
filled with light points (where light point modulation is just
discernible) and compare the results to the measured adjacent
background. During contrast ratio testing, simulator aft-cab and flight
deck ambient light levels should be zero.</td>
</tr>
<tr class="odd">
<td><strong>4.g.1.</strong></td>
<td colspan="2">Reserved.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td><strong>4.g.2.</strong></td>
<td colspan="2"></td>
<td>Not less than 25:1.</td>
<td>N/A</td>
<td>An SOC is required and must include the relevant calculations.</td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td></td>
</tr>
<tr class="odd">
<td><strong>4.h.</strong></td>
<td colspan="2"><h4 id="visual-ground-segment."
class="Title-Text-Block-Lvl-7">Visual ground segment.</h4></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td colspan="2"></td>
<td>The visible segment in the simulator must be within 20% of the
segment computed to be visible from the helicopter flight deck. The
tolerance(s) may be applied at either end or at both ends of the
displayed segment. However, lights and ground objects computed to be
visible from the helicopter flight deck at the near end of the visible
segment must be visible in the simulator.</td>
<td>Landing configuration, trimmed for appropriate airspeed, at 100 ft
(30m) above the touchdown zone, on glide slope with an RVR value set at
1,200 ft (350m).</td>
<td><p>The QTG must contain relevant calculations and a drawing showing
the data used to establish the helicopter location and the segment of
the ground that is visible considering design eyepoint, helicopter
attitude, flight deck cut-off angle, and a visibility of 1200 ft (350 m)
RVR. Simulator performance must be measured against the QTG
calculations.</p>
<p>The data submitted must include at least the following:</p>
<p>(1) Static helicopter dimensions as follows:</p>
<p>(i) Horizontal and vertical distance from main landing gear (MLG) to
glideslope reception antenna.</p>
<p>(ii) Horizontal and vertical distance from MLG to pilot's
eyepoint.</p>
<p>(iii) Static flight deck cutoff angle.</p>
<p>(2) Approach data as follows:</p>
<p>(i) Identification of runway.</p>
<p>(ii) Horizontal distance from runway threshold to glideslope
intercept with runway.</p>
<p>(iii) Glideslope angle.</p>
<p>(iv) Helicopter pitch angle on approach.</p>
<p>(3) Helicopter data for manual testing:</p>
<p>(i) Gross weight.</p>
<p>(ii) Helicopter configuration.</p>
<p>(iii) Approach airspeed.</p>
<p>If non-homogenous fog is used to obscure visibility, the vertical
variation in horizontal visibility must be described and be included in
the slant range visibility calculation used in the
computations.</p></td>
<td></td>
<td></td>
<td><strong>X</strong></td>
<td>Pre-position for this test is encouraged, but may be achieved via
manual or autopilot control to the desired position.</td>
</tr>
<tr class="odd">
<td><strong>5.</strong></td>
<td colspan="2">Reserved.</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
</tbody>
</table>

**Begin Information**

**3. Control Dynamics.**

a\. The characteristics of a helicopter flight control system have a
major effect on the handling qualities. A significant consideration in
pilot acceptability of a helicopter is the "feel" provided through the
flight deck controls. Considerable effort is expended on helicopter feel
system design in order to deliver a system with which pilots will be
comfortable and consider the helicopter desirable to fly. In order for
an FTD to be representative, it too must present the pilot with the
proper feel; that of the respective helicopter. Compliance with this
requirement is determined by comparing a recording of the control feel
dynamics of the FFS to actual helicopter measurements in the hover and
cruise configurations.

\(1\) Recordings such as free response to an impulse or step function
are classically used to estimate the dynamic properties of
electromechanical systems. It is only possible to estimate the dynamic
properties as a result of only being able to estimate true inputs and
responses. Therefore, it is imperative that the best possible data be
collected since close matching of the FTD control loading system to the
helicopter systems is essential. Control feel dynamic tests are
described in the Table of Objective Tests in this appendix. Where
accomplished, the free response is measured after a step or pulse input
is used to excite the system.

\(2\) For initial and upgrade evaluations, it is required that control
dynamic characteristics be measured at and recorded directly from the
flight deck controls. This procedure is usually accomplished by
measuring the free response of the controls using a step or pulse input
to excite the system. The procedure must be accomplished in hover,
climb, cruise, and autorotation. For helicopters with irreversible
control systems, measurements may be obtained on the ground. The
procedure should be accomplished in the hover and cruise flight
conditions and configurations. Proper pitot-static inputs (if
appropriate) must be provided to represent airspeeds typical of those
encountered in flight.

\(3\) It may be shown that for some helicopters, climb, cruise, and
autorotation have like effects. Thus, some tests for one may suffice for
some tests for another. If either or both considerations apply,
engineering validation or helicopter manufacturer rationale must be
submitted as justification for ground tests or for eliminating a
configuration. For FTDs requiring static and dynamic tests at the
controls, special test fixtures will not be required during initial and
upgrade evaluations if the sponsor\'s QTG shows both test fixture
results and the results of an alternative approach, such as computer
plots which were produced concurrently and show satisfactory agreement.
Repeat of the alternative method during the initial evaluation satisfies
this test requirement.

b\. Control Dynamics Evaluations. The dynamic properties of control
systems are often stated in terms of frequency, damping, and a number of
other classical measurements which can be found in texts on control
systems. In order to establish a consistent means of validating test
results for FTD control loading, criteria are needed that will clearly
define the interpretation of the measurements and the tolerances to be
applied. Criteria are needed for both the underdamped system and the
overdamped system, including the critically damped case. In the case of
an underdamped system with very light damping, the system may be
quantified in terms of frequency and damping. In critically damped or
overdamped systems, the frequency and damping is not readily measured
from a response time history. Therefore, some other measurement must be
used.

\(1\) Tests to verify that control feel dynamics represent the
helicopter must show that the dynamic damping cycles (free response of
the control) match that of the helicopter within specified tolerances.
The method of evaluating the response and the tolerance to be applied
are described below for the underdamped and critically damped cases.

\(a\) Underdamped Response. Two measurements are required for the
period, the time to first zero crossing (in case a rate limit is
present) and the subsequent frequency of oscillation. It is necessary to
measure cycles on an individual basis in case there are nonuniform
periods in the response. Each period will be independently compared to
the respective period of the helicopter control system and,
consequently, will enjoy the full tolerance specified for that period.

\(b\) The damping tolerance will be applied to overshoots on an
individual basis. Care must be taken when applying the tolerance to
small overshoots since the significance of such overshoots becomes
questionable. Only those overshoots larger than 5 percent of the total
initial displacement will be considered significant. The residual band,
labeled T(A~d~) on Figure 1 of this attachment is 5 percent of the
initial displacement amplitude, A~d,~ from the steady state value of the
oscillation. Oscillations within the residual band are considered
insignificant. When comparing simulator data to helicopter data, the
process would begin by overlaying or aligning the simulator and
helicopter steady state values and then comparing amplitudes of
oscillation peaks, the time of the first zero crossing, and individual
periods of oscillation. To be satisfactory, the simulator must show the
same number of significant overshoots to within one when compared
against the helicopter data. The procedure for evaluating the response
is illustrated in Figure 1 of this attachment.

\(c\) Critically Damped and Overdamped Response. Due to the nature of
critically damped responses (no overshoots), the time to reach 90
percent of the steady state (neutral point) value must be the same as
the helicopter within 10 percent. The simulator response must be
critically damped also. Figure 2 of this attachment illustrates the
procedure.

\(d\) Special considerations. Control systems that exhibit
characteristics other than classical overdamped or underdamped responses
should meet specified tolerances. In addition, special consideration
should be given to ensure that significant trends are maintained.

\(2\) Tolerances.

\(a\) The following summarizes the tolerances, "T" for underdamped
systems, and "n" is the sequential period of a full cycle of
oscillation. See Figure D2A of this attachment for an illustration of
the referenced measurements.

T(P~0~) ±10% of P~0~

T(P~1~) ±20% of P~1~

T(P~2~) ±30% of P~2~

T(P~n~) ±10(n+1)% of P~n~

T(A~n~) ±10% of A~1~

T(A~d~) ±5% of A~d~ = residual band

Significant overshoots First overshoot and ±1 subsequent overshoots

\(b\) The following tolerance applies to critically damped and
overdamped systems only. See Figure D2B for an illustration of the
reference measurements:

T(P~0~) ±10% of P~0~

**Attachment 2 to Appendix D to Part 60---**

**Figure D2A. Under-Damped Step Response**

  -----------------------------------------------------------------------
  ![](media/image16.png){width="5.167361111111111in"
  height="3.8229166666666665in"}

  -----------------------------------------------------------------------

**Attachment 2 to Appendix D to Part 60---**

######### Figure D2B. Critically-Damped Step Response

  -----------------------------------------------------------------------
  ![](media/image17.png){width="3.3055555555555554in"
  height="2.372916666666667in"}

  -----------------------------------------------------------------------

**End Information**

**Begin QPS Requirement**

c\. Alternative method for control dynamics evaluation.

\(1\) An alternative means for validating control dynamics for aircraft
with hydraulically powered flight controls and artificial feel systems
is by the measurement of control force and rate of movement. For each
axis of pitch, roll, and yaw, the control must be forced to its maximum
extreme position for the following distinct rates. These tests are
conducted at under normal flight and ground conditions.

\(a\) Static test -- Slowly move the control so that a full sweep is
achieved within 95 - 105 seconds. A full sweep is defined as movement of
the controller from neutral to the stop, usually aft or right stop, then
to the opposite stop, then to the neutral position.

\(b\) Slow dynamic test -- Achieve a full sweep within 8-12 seconds.

\(c\) Fast dynamic test -- Achieve a full sweep within 3-5 seconds.

Note: Dynamic sweeps may be limited to forces not exceeding 100 lbs.
(44.5 daN).

\(d\) Tolerances

\(i\) Static test; see Table D2A, Flight Training Device (FTD) Objective
Tests, Entries 2.a.1., 2.a.2., and 2.a.3.

\(ii\) Dynamic test -- ± 2 lbs (0.9 daN) or ± 10% on dynamic increment
above static test.

**End QPS Requirement**

**Begin Information**

d\. The FAA is open to alternative means that are justified and
appropriate to the application. For example, the method described here
may not apply to all manufacturers' systems and certainly not to
aircraft with reversible control systems. Each case is considered on its
own merit on an ad hoc basis. If the FAA finds that alternative methods
do not result in satisfactory performance, more conventionally accepted
methods will have to be used.

**4.** **For additional information on the following topics, please
refer to Appendix C of this part, Attachment 2, and the indicated
paragraph within that attachment.**

-   Additional Information About Flight Simulator Qualification for New
    or Derivative Helicopters**,** paragraph 8.

-   Engineering Simulator Validation Data, paragraph 9.

-   Validation Test Tolerances, paragraph 11.

-   Validation Data Road Map, paragraph 12.

-   Acceptance Guidelines for Alternative Avionics, paragraph 13.

-   Transport Delay Testing, paragraph 15.

-   Continuing Qualification Evaluation Validation Data Presentation,
    paragraph 16.

**End Information**

**Attachment 3 to Appendix D to Part 60\--**

**FLIGHT TRAINING DEVICE (FTD) SUBJECTIVE EVALUATION**

**Begin QPS Requirements**

**1. Requirements.**

a\. Except for special use airport models, all airport models required
by this part must be representations of real-world, operational airports
or representations of fictional airports and must meet the requirements
set out in Tables D3B or D3C of this attachment, as appropriate.

b\. If fictional airports are used, the sponsor must ensure that
navigational aids and all appropriate maps, charts, and other
navigational reference material for the fictional airports (and
surrounding areas as necessary) are compatible, complete, and accurate
with respect to the visual presentation and the airport model of this
fictional airport. An SOC must be submitted that addresses navigation
aid installation and performance and other criteria (including
obstruction clearance protection) for all instrument approaches to the
fictional airports that are available in the simulator. The SOC must
reference and account for information in the terminal instrument
procedures manual and the construction and availability of the required
maps, charts, and other navigational material. This material must be
clearly marked \"for training purposes only.\"

c\. When the simulator is being used by an instructor or evaluator for
purposes of training, checking, or testing under this chapter, only
airport models classified as Class I, Class II, or Class III may be used
by the instructor or evaluator. Detailed descriptions/definitions of
these classifications are found in Appendix F of this part.

d\. When a person sponsors an FTD maintained by a person other than a
U.S. certificate holder, the sponsor is accountable for that FTD
originally meeting, and continuing to meet, the criteria under which it
was originally qualified and the appropriate Part 60 criteria, including
the visual scenes and airport models that may be used by instructors or
evaluators for purposes of training, checking, or testing under this
chapter.

e\. Neither Class II nor Class III airport visual models are required to
appear on the SOQ, and the method used for keeping instructors and
evaluators apprised of the airport models that meet Class II or
Class III requirements on any given simulator is at the option of the
sponsor, but the method used must be available for review by the TPAA.

f\. When an airport model represents a real world airport and a
permanent change is made to that real world airport (e.g., a new runway,
an extended taxiway, a new lighting system, a runway closure) without a
written extension grant from the NSPM (described in paragraph 1.g., of
this section), an update to that airport model must be made in
accordance with the following time limits:

\(1\) For a new airport runway, a runway extension, a new airport
taxiway, a taxiway extension, or a runway/taxiway closure -- within 90
days of the opening for use of the new airport runway, runway extension,
new airport taxiway, or taxiway extension; or within 90 days of the
closure of the runway or taxiway.

\(2\) For a new or modified approach light system -- within 45 days of
the activation of the new or modified approach light system.

\(3\) For other facility or structural changes on the airport (e.g., new
terminal, relocation of Air Traffic Control Tower) -- within 180 days of
the opening of the new or changed facility or structure.

g\. If a sponsor desires an extension to the time limit for an update to
a visual scene or airport model or has an objection to what must be
updated in the specific airport model requirement, the sponsor must
provide a written extension request to the NPSM stating the reason for
the update delay and a proposed completion date or provide an
explanation for the objection, explaining why the identified airport
change will not have an impact on flight training, testing, or checking.
A copy of this request or objection must also be sent to the POI/TCPM.
The NSPM will send the official response to the sponsor and a copy to
the POI/TCPM; however, if there is an objection, after consultation with
the appropriate POI/TCPM regarding the training, testing, or checking
impact, the NSPM will send the official response to the sponsor and a
copy to the POI/TCPM.

h\. Examples of situations that may warrant Class[ ]{.underline}III
model designation by the TPAA include the following:

\(a\) Training, testing, or checking on very low visibility operations,
including SMGCS operations.

\(b\) Instrument operations training (including instrument takeoff,
departure, arrival, approach, and missed approach training, testing, or
checking) using --

\(i\) A specific model that has been geographically "moved" to a
different location and aligned with an instrument procedure for another
airport.

\(ii\) A model that does not match changes made at the real-world
airport (or landing area for helicopters) being modeled.

\(iii\) A model generated with an "off-board" or an "on-board" model
development tool (by providing proper latitude/longitude reference;
correct runway or landing area orientation, length, width, marking, and
lighting information; and appropriate adjacent taxiway location) to
generate a facsimile of a real world airport or landing area.

These airport models may be accepted by the TPAA without individual
observation provided the sponsor provides the TPAA with an acceptable
description of the process for determining the acceptability of a
specific airport model, outlines the conditions under which such an
airport model may be used, and adequately describes what restrictions
will be applied to each resulting airport or landing area model.

**End QPS Requirements**

**Begin Information**

**2. Discussion.**

a\. The subjective tests and the examination of functions provide a
basis for evaluating the capability of the FTD to perform over a typical
utilization period; determining that the FTD satisfactorily meets the
appropriate training/testing/checking objectives and competently
simulates each required maneuver, procedure, or task; and verifying
correct operation of the FTD controls, instruments, and systems. The
items in the list of operations tasks are for FTD evaluation purposes
only. They must not be used to limit or exceed the authorizations for
use of a given level of FTD as found in the Practical Test Standards or
as approved by the TPAA. All items in the following paragraphs are
subject to an examination of function.

b\. The List of Operations Tasks in Table D3A addressing pilot functions
and maneuvers is divided by flight phases. All simulated helicopter
systems functions will be assessed for normal and, where appropriate,
alternate operations. Normal, abnormal, and emergency operations
associated with a flight phase will be assessed during the evaluation of
maneuvers or events within that flight phase.

c\. Systems to be evaluated are listed separately under \"Any Flight
Phase\" to ensure appropriate attention to systems checks. Operational
navigation systems (including inertial navigation systems, global
positioning systems, or other long-range systems) and the associated
electronic display systems will be evaluated if installed. The NSP pilot
will include in his report to the TPAA, the effect of the system
operation and any system limitation.

d\. At the request of the TPAA, the NSP Pilot may assess the FTD for a
special aspect of a sponsor\'s training program during the functions and
subjective portion of an evaluation. Such an assessment may include a
portion of a specific operation (e.g., a Line Oriented Flight Training
(LOFT) scenario) or special emphasis items in the sponsor\'s training
program. Unless directly related to a requirement for the qualification
level, the results of such an evaluation would not necessarily affect
the qualification of the FTD.

e\. The FAA intends to allow the use of Class III airport models on a
limited basis when the sponsor provides the TPAA (or other regulatory
authority) an appropriate analysis of the skills, knowledge, and
abilities (SKAs) necessary for competent performance of the tasks in
which this particular media element is used. The analysis should
describe the ability of the FTD/visual media to provide an adequate
environment in which the required SKAs are satisfactorily performed and
learned. The analysis should also include the specific media element,
such as the visual scene or airport model. Additional sources of
information on the conduct of task and capability analysis may be found
on the FAA's Advanced Qualification Program (AQP) website at:
<http://www.faa.gov/education_research/training/aqp/>.

End Information

+-------------+--------------------------------------------------------+
| Tasks in    |                                                        |
| this table  |                                                        |
| are subject |                                                        |
| to          |                                                        |
| evaluation  |                                                        |
| if          |                                                        |
| appropriate |                                                        |
| for the     |                                                        |
| helicopter  |                                                        |
| simulated   |                                                        |
| as          |                                                        |
| indicated   |                                                        |
| in the SOQ  |                                                        |
| Co          |                                                        |
| nfiguration |                                                        |
| List or a   |                                                        |
| Level 7     |                                                        |
| FTD. Items  |                                                        |
| not         |                                                        |
| installed,  |                                                        |
| not         |                                                        |
| functional  |                                                        |
| on the FTD, |                                                        |
| and not     |                                                        |
| appearing   |                                                        |
| on the SOQ  |                                                        |
| Co          |                                                        |
| nfiguration |                                                        |
| List, are   |                                                        |
| not         |                                                        |
| required to |                                                        |
| be listed   |                                                        |
| as          |                                                        |
| exceptions  |                                                        |
| on the SOQ. |                                                        |
+-------------+--------------------------------------------------------+
| ###         |                                                        |
| # 1. Prefli |                                                        |
| ght Procedu |                                                        |
| res. {#pref |                                                        |
| light-proce |                                                        |
| dures.-1 .T |                                                        |
| itle-Text-B |                                                        |
| lock-Lvl-7} |                                                        |
+-------------+--------------------------------------------------------+
| **1.a.**    | **Preflight Inspection** (Flight Deck 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 (hot start, hung start). |
+-------------+--------------------------------------------------------+
| **1.b.4.**  | Rotor engagement.                                      |
+-------------+--------------------------------------------------------+
| **1.b.5.**  | System checks.                                         |
+-------------+--------------------------------------------------------+
| **1.c.**    | **Taxiing -- Ground.**                                 |
+-------------+--------------------------------------------------------+
| **1.c.1.**  | Power required to taxi.                                |
+-------------+--------------------------------------------------------+
| **1.c.2.**  | Brake effectiveness.                                   |
+-------------+--------------------------------------------------------+
| **1.c.3.**  | Ground handling.                                       |
+-------------+--------------------------------------------------------+
| **1.c.4.**  | Abnormal/emergency procedures, for example:            |
+-------------+--------------------------------------------------------+
| *           | Brake system failure.                                  |
| *1.c.4.a.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Ground resonance.                                      |
| *1.c.4.b.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Other (listed on the SOQ).                             |
| *1.c.4.c.** |                                                        |
+-------------+--------------------------------------------------------+
| **1.d.**    | **Taxiing -- Hover.**                                  |
+-------------+--------------------------------------------------------+
| **1.d.1.**  | Takeoff to a hover.                                    |
+-------------+--------------------------------------------------------+
| **1.d.2.**  | Instrument response.                                   |
+-------------+--------------------------------------------------------+
| *           | Engine instruments.                                    |
| *1.d.2.a.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Flight instruments.                                    |
| *1.d.2.a.** |                                                        |
+-------------+--------------------------------------------------------+
| **1.d.3.**  | Hovering turns.                                        |
+-------------+--------------------------------------------------------+
| **1.d.4.**  | Hover power checks.                                    |
+-------------+--------------------------------------------------------+
| *           | In ground effect (IGE).                                |
| *1.d.4.a.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Out of ground effect (OGE).                            |
| *1.d.4.b.** |                                                        |
+-------------+--------------------------------------------------------+
| **1.d.5.**  | Crosswind/tailwind hover.                              |
+-------------+--------------------------------------------------------+
| **1.d.6.**  | Abnormal/emergency procedures:                         |
+-------------+--------------------------------------------------------+
| *           | Engine failure.                                        |
| *1.d.6.a.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Fuel governing system failure.                         |
| *1.d.6.b.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Settling with power (OGE).                             |
| *1.d.6.c.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Stability augmentation system failure.                 |
| *1.d.6.d.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Directional control malfunction (including Loss of     |
| *1.d.6.e.** | Tail Rotor Effectiveness, LTE).                        |
+-------------+--------------------------------------------------------+
| *           | Other (listed on the SOQ).                             |
| *1.d.6.f.** |                                                        |
+-------------+--------------------------------------------------------+
| **1.e.**    | #### Pre-takeoff                                       |
|             | Checks. {#pre-takeoff-checks. .Title-Text-Block-Lvl-7} |
+-------------+--------------------------------------------------------+
| **2.        |                                                        |
| Takeoff and |                                                        |
| Departure   |                                                        |
| Phase.**    |                                                        |
+-------------+--------------------------------------------------------+
| **2.a.**    | **Normal and Crosswind Takeoff.**                      |
+-------------+--------------------------------------------------------+
| **2.a.1.**  | From ground.                                           |
+-------------+--------------------------------------------------------+
| **2.a.2.**  | From hover.                                            |
+-------------+--------------------------------------------------------+
| **2.a.3**   | Running.                                               |
+-------------+--------------------------------------------------------+
| **2.a.4.**  | Crosswind/tailwind.                                    |
+-------------+--------------------------------------------------------+
| **2.a.5.**  | Maximum performance.                                   |
+-------------+--------------------------------------------------------+
| **2.b.**    | **Instrument.**                                        |
+-------------+--------------------------------------------------------+
| **2.c.**    | **Powerplant Failure During Takeoff.**                 |
+-------------+--------------------------------------------------------+
| **2.c.1.**  | Takeoff with engine failure after critical decision    |
|             | point (CDP).                                           |
+-------------+--------------------------------------------------------+
| **2.d.**    | **Rejected Takeoff.**                                  |
+-------------+--------------------------------------------------------+
| **2.e.**    | **Instrument Departure.**                              |
+-------------+--------------------------------------------------------+
| **2.f.**    | **Other** (listed on the SOQ)**.**                     |
+-------------+--------------------------------------------------------+
| **3.        |                                                        |
| Climb.**    |                                                        |
+-------------+--------------------------------------------------------+
| **3.a.**    | **Normal.**                                            |
+-------------+--------------------------------------------------------+
| **3.b.**    | **Obstacle clearance.**                                |
+-------------+--------------------------------------------------------+
| **3.c.**    | **Vertical.**                                          |
+-------------+--------------------------------------------------------+
| **3.d.**    | **One engine inoperative.**                            |
+-------------+--------------------------------------------------------+
| **3.e.**    | **Other** (listed on the SOQ)**.**                     |
+-------------+--------------------------------------------------------+
| **4.        |                                                        |
| Inflight    |                                                        |
| M           |                                                        |
| aneuvers.** |                                                        |
+-------------+--------------------------------------------------------+
| **4.a.**    | **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.**    | **High-speed vibrations.**                             |
+-------------+--------------------------------------------------------+
| **4.f.**    | **Abnormal/emergency procedures, for example:**        |
+-------------+--------------------------------------------------------+
| **4.f.1.**  | Engine fire.                                           |
+-------------+--------------------------------------------------------+
| **4.f.2.**  | Engine failure.                                        |
+-------------+--------------------------------------------------------+
| *           | Powerplant Failure - Multiengine Helicopters.          |
| *4.f.2.a.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Powerplant Failure - Single-Engine Helicopters.        |
| *4.f.2.b.** |                                                        |
+-------------+--------------------------------------------------------+
| **4.f.3.**  | In-flight engine shutdown (and restart, if             |
|             | applicable).                                           |
+-------------+--------------------------------------------------------+
| **4.f.4.**  | Fuel governing system failures (e.g., FADEC            |
|             | malfunction).                                          |
+-------------+--------------------------------------------------------+
| **4.f.5.**  | Directional control malfunction.                       |
+-------------+--------------------------------------------------------+
| **4.f.6.**  | Hydraulic failure.                                     |
+-------------+--------------------------------------------------------+
| **4.f.7.**  | Stability augmentation system failure.                 |
+-------------+--------------------------------------------------------+
| **4.f.8.**  | Rotor vibrations.                                      |
+-------------+--------------------------------------------------------+
| **4.f.9.**  | Recovery From Unusual Attitudes.                       |
+-------------+--------------------------------------------------------+
| **4.f.10.** | Settling with Power.                                   |
+-------------+--------------------------------------------------------+
| **4.g.**    | **Other** (listed on the SOQ).                         |
+-------------+--------------------------------------------------------+
| **5.        |                                                        |
| Instrument  |                                                        |
| Pr          |                                                        |
| ocedures.** |                                                        |
+-------------+--------------------------------------------------------+
| **5.a.**    | **Instrument Arrival.**                                |
+-------------+--------------------------------------------------------+
| **5.b.**    | **Holding.**                                           |
+-------------+--------------------------------------------------------+
| **5.c.**    | **Precision Instrument Approach.**                     |
+-------------+--------------------------------------------------------+
| **5.c.1.**  | Normal - All engines operating.                        |
+-------------+--------------------------------------------------------+
| **5.c.2.**  | Manually controlled - One or more engines inoperative. |
+-------------+--------------------------------------------------------+
| **5.c.3.**  | Approach procedures:                                   |
+-------------+--------------------------------------------------------+
| *           | PAR.                                                   |
| *5.c.3.a.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | GPS.                                                   |
| *5.c.3.b.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | ILS.                                                   |
| *5.c.3.c.** |                                                        |
+-------------+--------------------------------------------------------+
| **5         | Manual (raw data).                                     |
| .c.3.c.1.** |                                                        |
+-------------+--------------------------------------------------------+
| **5         | Autopilot\* only.                                      |
| .c.3.c.2.** |                                                        |
+-------------+--------------------------------------------------------+
| **5         | Flight director only.                                  |
| .c.3.c.3.** |                                                        |
+-------------+--------------------------------------------------------+
| **5         | Autopilot\* and flight director (if appropriate)       |
| .c.3.c.4.** | coupled.                                               |
+-------------+--------------------------------------------------------+
| *           | Other (listed on the SOQ).                             |
| *5.c.3.d.** |                                                        |
+-------------+--------------------------------------------------------+
| **5.d.**    | **Non-precision Instrument Approach.**                 |
+-------------+--------------------------------------------------------+
| **5.d.1.**  | Normal - All engines operating.                        |
+-------------+--------------------------------------------------------+
| **5.d.2.**  | One or more engines inoperative.                       |
+-------------+--------------------------------------------------------+
| **5.d.3.**  | Approach procedures:                                   |
+-------------+--------------------------------------------------------+
| *           | NDB.                                                   |
| *5.d.3.a.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | VOR, RNAV, TACAN, GPS.                                 |
| *5.d.3.b.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | ASR.                                                   |
| *5.d.3.c.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Circling.                                              |
| *5.d.3.d.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Helicopter only.                                       |
| *5.d.3.e.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | Other (listed on the SOQ).                             |
| *5.d.3.f.** |                                                        |
+-------------+--------------------------------------------------------+
| **5.e.**    | **Missed Approach.**                                   |
+-------------+--------------------------------------------------------+
| **5.e.1.**  | All engines operating.                                 |
+-------------+--------------------------------------------------------+
| **5.e.2.**  | One or more engines inoperative.                       |
+-------------+--------------------------------------------------------+
| **5.e.3.**  | Stability augmentation system failure.                 |
+-------------+--------------------------------------------------------+
| **5.e.4.**  | Other (listed on the SOQ).                             |
+-------------+--------------------------------------------------------+
| **6.        |                                                        |
| Landings    |                                                        |
| and         |                                                        |
| Approaches  |                                                        |
| to          |                                                        |
| Landings**  |                                                        |
+-------------+--------------------------------------------------------+
| **6.a.**    | **Visual Approaches.**                                 |
+-------------+--------------------------------------------------------+
| **6.a.1.**  | Normal.                                                |
+-------------+--------------------------------------------------------+
| **6.a.2.**  | Steep.                                                 |
+-------------+--------------------------------------------------------+
| **6.a.3.**  | Shallow.                                               |
+-------------+--------------------------------------------------------+
| **6.a.4.**  | Crosswind.                                             |
+-------------+--------------------------------------------------------+
| **6.b.**    | **Landings.**                                          |
+-------------+--------------------------------------------------------+
| **6.b.1.**  | Normal.                                                |
+-------------+--------------------------------------------------------+
| *           | Running.                                               |
| *6.b.1.a.** |                                                        |
+-------------+--------------------------------------------------------+
| *           | From Hover.                                            |
| *6.b.1.b.** |                                                        |
+-------------+--------------------------------------------------------+
| **6.b.2.**  | Crosswind.                                             |
+-------------+--------------------------------------------------------+
| **6.b.3.**  | Tailwind.                                              |
+-------------+--------------------------------------------------------+
| **6.b.4.**  | One or more engines inoperative.                       |
+-------------+--------------------------------------------------------+
| **6.b.5.**  | Rejected Landing.                                      |
+-------------+--------------------------------------------------------+
| **6.b.6.**  | Other (listed on the SOQ).                             |
+-------------+--------------------------------------------------------+
| **7. Normal |                                                        |
| and         |                                                        |
| Abnormal    |                                                        |
| Procedures  |                                                        |
| (any phase  |                                                        |
| of          |                                                        |
| flight).**  |                                                        |
+-------------+--------------------------------------------------------+
| **7.a.**    | **Helicopter and powerplant systems operation (as      |
|             | applicable).**                                         |
+-------------+--------------------------------------------------------+
| **7.a.1.**  | Anti-icing/deicing systems.                            |
+-------------+--------------------------------------------------------+
| **7.a.2.**  | Auxiliary power-plant.                                 |
+-------------+--------------------------------------------------------+
| **7.a.3.**  | Communications.                                        |
+-------------+--------------------------------------------------------+
| **7.a.4.**  | Electrical system.                                     |
+-------------+--------------------------------------------------------+
| **7.a.5.**  | Environmental system.                                  |
+-------------+--------------------------------------------------------+
| **7.a.6.**  | Fire detection and suppression.                        |
+-------------+--------------------------------------------------------+
| **7.a.7,**  | Flight control system.                                 |
+-------------+--------------------------------------------------------+
| **7.a.8.**  | Fuel system.                                           |
+-------------+--------------------------------------------------------+
| **7.a.9.**  | Engine oil system.                                     |
+-------------+--------------------------------------------------------+
| **7.a.10.** | Hydraulic system.                                      |
+-------------+--------------------------------------------------------+
| **7.a.11.** | Landing gear.                                          |
+-------------+--------------------------------------------------------+
| **7.a.12.** | Oxygen.                                                |
+-------------+--------------------------------------------------------+
| **7.a.13.** | Pneumatic.                                             |
+-------------+--------------------------------------------------------+
| **7.a.14.** | Powerplant.                                            |
+-------------+--------------------------------------------------------+
| **7.a.15.** | Flight control computers.                              |
+-------------+--------------------------------------------------------+
| **7.a.16.** | Fly-by-wire controls.                                  |
+-------------+--------------------------------------------------------+
| **7.a.17.** | Stabilizer.                                            |
+-------------+--------------------------------------------------------+
| **7.a.18.** | Stability augmentation and control augmentation        |
|             | system(s).                                             |
+-------------+--------------------------------------------------------+
| **7.a.19.** | Other (listed on the SOQ).                             |
+-------------+--------------------------------------------------------+
| **7.b.**    | **Flight management and guidance system (as            |
|             | applicable).**                                         |
+-------------+--------------------------------------------------------+
| **7.b.1.**  | Airborne radar.                                        |
+-------------+--------------------------------------------------------+
| **7.b.2.**  | Automatic landing aids.                                |
+-------------+--------------------------------------------------------+
| **7.b.3.**  | Autopilot\*.                                           |
+-------------+--------------------------------------------------------+
| **7.b.4.**  | Collision avoidance system.                            |
+-------------+--------------------------------------------------------+
| **7.b.5.**  | Flight data displays.                                  |
+-------------+--------------------------------------------------------+
| **7.b.6.**  | Flight management computers.                           |
+-------------+--------------------------------------------------------+
| **7.b.7.**  | Head-up displays.                                      |
+-------------+--------------------------------------------------------+
| **7.b.8.**  | Navigation systems.                                    |
+-------------+--------------------------------------------------------+
| **7.b.9.**  | Other (listed on the SOQ).                             |
+-------------+--------------------------------------------------------+
| **8.        |                                                        |
| Emergency   |                                                        |
| procedures  |                                                        |
| (as         |                                                        |
| app         |                                                        |
| licable).** |                                                        |
+-------------+--------------------------------------------------------+
| **8.a.**    | **Autorotative Landing.**                              |
+-------------+--------------------------------------------------------+
| **8.b.**    | **Air hazard avoidance.**                              |
+-------------+--------------------------------------------------------+
| **8.c.**    | **Ditching.**                                          |
+-------------+--------------------------------------------------------+
| **8.d.**    | **Emergency evacuation.**                              |
+-------------+--------------------------------------------------------+
| **8.e.**    | **Inflight fire and smoke removal.**                   |
+-------------+--------------------------------------------------------+
| **8.f.**    | **Retreating blade stall recovery.**                   |
+-------------+--------------------------------------------------------+
| **8.g.**    | **Mast bumping.**                                      |
+-------------+--------------------------------------------------------+
| **8.h.**    | **Loss of tail rotor effectiveness.**                  |
+-------------+--------------------------------------------------------+
| **8.i.**    | **Other (listed on the SOQ).**                         |
+-------------+--------------------------------------------------------+
| **9.        |                                                        |
| Postflight  |                                                        |
| Pr          |                                                        |
| ocedures.** |                                                        |
+-------------+--------------------------------------------------------+
| **9.a**     | #### After-Landing Procedures                          |
|             | . {#after-landing-procedures. .Title-Text-Block-Lvl-7} |
+-------------+--------------------------------------------------------+
| **9.b.**    | **Parking and Securing.**                              |
+-------------+--------------------------------------------------------+
| **9.b.1.**  | Engine and systems operation.                          |
+-------------+--------------------------------------------------------+
| **9.b.2.**  | Parking brake operation.                               |
+-------------+--------------------------------------------------------+
| **9.b.3.**  | Rotor brake operation.                                 |
+-------------+--------------------------------------------------------+
| **9.b.4.**  | Abnormal/emergency procedures.                         |
+-------------+--------------------------------------------------------+
| **10.       |                                                        |
| Instructor  |                                                        |
| Operating   |                                                        |
| Station     |                                                        |
| (IOS), as   |                                                        |
| app         |                                                        |
| ropriate.** |                                                        |
+-------------+--------------------------------------------------------+
| **10.a.**   | **Power Switch(es).**                                  |
+-------------+--------------------------------------------------------+
| **10.b.**   | **Helicopter conditions.**                             |
+-------------+--------------------------------------------------------+
| **10.b.1.** | Gross weight, center of gravity, fuel loading and      |
|             | allocation, etc.                                       |
+-------------+--------------------------------------------------------+
| **10.b.2.** | Helicopter systems status.                             |
+-------------+--------------------------------------------------------+
| **10.b.3.** | Ground crew functions (e.g., ext. power).              |
+-------------+--------------------------------------------------------+
| **10.c.**   | **Airports.**                                          |
+-------------+--------------------------------------------------------+
| **10.c.1**  | Selection.                                             |
+-------------+--------------------------------------------------------+
| **10.c.2.** | Runway selection.                                      |
+-------------+--------------------------------------------------------+
| **10.c.3.** | Preset positions (e.g., ramp, over final approach      |
|             | fix).                                                  |
+-------------+--------------------------------------------------------+
| **10.d.**   | **Environmental controls.**                            |
+-------------+--------------------------------------------------------+
| **10.d.1**  | Temperature.                                           |
+-------------+--------------------------------------------------------+
| **10.d.2.** | Climate conditions (e.g., ice, rain).                  |
+-------------+--------------------------------------------------------+
| **10.d.3.** | Wind speed and direction.                              |
+-------------+--------------------------------------------------------+
| **10.e.**   | **Helicopter system malfunctions.**                    |
+-------------+--------------------------------------------------------+
| **10.e.1.** | Insertion / deletion.                                  |
+-------------+--------------------------------------------------------+
| **10.e.2.** | Problem clear.                                         |
+-------------+--------------------------------------------------------+
| **10.f.**   | **Locks, Freezes, and Repositioning.**                 |
+-------------+--------------------------------------------------------+
| **10.f.1**  | Problem (all) freeze / release.                        |
+-------------+--------------------------------------------------------+
| **10.f.2.** | Position (geographic) freeze / release.                |
+-------------+--------------------------------------------------------+
| **10.f.3.** | Repositioning (locations, freezes, and releases).      |
+-------------+--------------------------------------------------------+
| **10.f.4.** | Ground speed control.                                  |
+-------------+--------------------------------------------------------+
| **10.g.**   | **Sound Controls.**                                    |
+-------------+--------------------------------------------------------+
| **10.g.1.** | On / off / adjustment.                                 |
+-------------+--------------------------------------------------------+
| **10.h.**   | **Control Loading System (as applicable).**            |
+-------------+--------------------------------------------------------+
| **10.h.1.** | On / off / emergency stop.                             |
+-------------+--------------------------------------------------------+
| **10.i.**   | **Observer Stations.**                                 |
+-------------+--------------------------------------------------------+
| **10.i.1.** | Position.                                              |
+-------------+--------------------------------------------------------+
| **10.i.2.** | Adjustments.                                           |
+-------------+--------------------------------------------------------+

\* "Autopilot" means attitude retention mode of operation.

+-------+--------------------------------------------------------------+
| This  |                                                              |
| table |                                                              |
| spec  |                                                              |
| ifies |                                                              |
| the   |                                                              |
| mi    |                                                              |
| nimum |                                                              |
| ai    |                                                              |
| rport |                                                              |
| v     |                                                              |
| isual |                                                              |
| model |                                                              |
| co    |                                                              |
| ntent |                                                              |
| and   |                                                              |
| fun   |                                                              |
| ction |                                                              |
| ality |                                                              |
| to    |                                                              |
| qu    |                                                              |
| alify |                                                              |
| an    |                                                              |
| FTD   |                                                              |
| at    |                                                              |
| the   |                                                              |
| indi  |                                                              |
| cated |                                                              |
| l     |                                                              |
| evel. |                                                              |
| This  |                                                              |
| table |                                                              |
| ap    |                                                              |
| plies |                                                              |
| only  |                                                              |
| to    |                                                              |
| the   |                                                              |
| air   |                                                              |
| port/ |                                                              |
| helic |                                                              |
| opter |                                                              |
| la    |                                                              |
| nding |                                                              |
| area  |                                                              |
| s     |                                                              |
| cenes |                                                              |
| req   |                                                              |
| uired |                                                              |
| for   |                                                              |
| FTD   |                                                              |
| qual  |                                                              |
| ifica |                                                              |
| tion. |                                                              |
+-------+--------------------------------------------------------------+
| *     | **Functional test content** requirements for Level 7 FTDs.   |
| *1.** |                                                              |
|       | The following is the minimum airport/landing area model      |
|       | content requirement to satisfy visual capability tests, and  |
|       | provides suitable visual cues to allow completion of all     |
|       | functions and subjective tests described in this attachment  |
|       | for Level 7 FTDs.                                            |
+-------+--------------------------------------------------------------+
| **1   | **A minimum of one (1) representative airport and one (1)    |
| .a.** | representative helicopter landing area model.**              |
|       |                                                              |
|       | The airport and the helicopter landing area may be contained |
|       | within the same visual model. If this option is selected,    |
|       | the approach path to the airport runway(s) and the approach  |
|       | path to the helicopter landing area must be different. The   |
|       | model(s) used to meet the following requirements may be      |
|       | demonstrated at either a fictional or a real-world airport   |
|       | or helicopter landing area, but each must be acceptable to   |
|       | the sponsor's TPAA, selectable from the IOS, and listed on   |
|       | the SOQ.                                                     |
+-------+--------------------------------------------------------------+
| **1   | #### Fidelity Of The Visual Sce                              |
| .b.** | ne. {#fidelity-of-the-visual-scene. .Title-Text-Block-Lvl-7} |
|       |                                                              |
|       | The fidelity of the visual scene must be sufficient for the  |
|       | aircrew to visually identify the airport and/or helicopter   |
|       | landing area; determine the position of the simulated        |
|       | helicopter within the visual scene; successfully accomplish  |
|       | take-offs, approaches, and landings; and maneuver around the |
|       | airport and/or helicopter landing area on the ground, or     |
|       | hover taxi, as necessary.                                    |
+-------+--------------------------------------------------------------+
| **1.b | For each of the airport/helicopter landing areas described   |
| .1.** | in 1.a., the FTD visual system must be able to provide at    |
|       | least the following:                                         |
+-------+--------------------------------------------------------------+
| **    | A night and twilight (dusk) environment.                     |
| 1.b.1 |                                                              |
| .a.** |                                                              |
+-------+--------------------------------------------------------------+
| **    | A daylight environment.                                      |
| 1.b.1 |                                                              |
| .b.** |                                                              |
+-------+--------------------------------------------------------------+
| **1   | #### Runways: {#runways .Title-Text-Block-Lvl-7}             |
| .c.** |                                                              |
+-------+--------------------------------------------------------------+
| **1.c | Visible runway number.                                       |
| .1.** |                                                              |
+-------+--------------------------------------------------------------+
| **1.c | Runway threshold elevations and locations must be modeled to |
| .2.** | provide sufficient correlation with helicopter systems       |
|       | (e.g., altimeter).                                           |
+-------+--------------------------------------------------------------+
| **1.c | Runway surface and markings.                                 |
| .3.** |                                                              |
+-------+--------------------------------------------------------------+
| **1.c | Lighting for the runway in use including runway edge and     |
| .4.** | centerline.                                                  |
+-------+--------------------------------------------------------------+
| **1.c | Lighting, visual approach aid (VASI or PAPI) and approach    |
| .5.** | lighting of appropriate colors.                              |
+-------+--------------------------------------------------------------+
| **1.  | Taxiway lights.                                              |
| c.6** |                                                              |
+-------+--------------------------------------------------------------+
| **1   | #### Helicopter landi                                        |
| .d.** | ng area. {#helicopter-landing-area. .Title-Text-Block-Lvl-7} |
+-------+--------------------------------------------------------------+
| **1.d | Standard heliport designation ("H") marking, properly sized  |
| .1.** | and oriented.                                                |
+-------+--------------------------------------------------------------+
| **1.d | Perimeter markings for the Touchdown and Lift-Off Area       |
| .2.** | (TLOF) or the Final Approach and Takeoff Area (FATO), as     |
|       | appropriate.                                                 |
+-------+--------------------------------------------------------------+
| **1.d | Perimeter lighting for the TLOF or the FATO areas, as        |
| .3.** | appropriate.                                                 |
+-------+--------------------------------------------------------------+
| **1.d | Appropriate markings and lighting to allow movement from the |
| .4.** | runway or helicopter landing area to another part of the     |
|       | landing facility.                                            |
+-------+--------------------------------------------------------------+
| *     | **Visual scene management.**                                 |
| *2.** |                                                              |
|       | The following is the minimum visual scene management         |
|       | requirements for a Level 7 FTD.                              |
+-------+--------------------------------------------------------------+
| **2   | Runway and helicopter landing area approach lighting must    |
| .a.** | fade into view appropriately in accordance with the          |
|       | environmental conditions set in the FTD.                     |
+-------+--------------------------------------------------------------+
| **2   | The direction of strobe lights, approach lights, runway edge |
| .b.** | lights, visual landing aids, runway centerline lights,       |
|       | threshold lights, touchdown zone lights, and TLOF or FATO    |
|       | lights must be replicated.                                   |
+-------+--------------------------------------------------------------+
| *     | #### Visual feature recogniti                                |
| *3.** | on. {#visual-feature-recognition.-1 .Title-Text-Block-Lvl-7} |
|       |                                                              |
|       | The following are the minimum distances at which runway      |
|       | features must be visible. Distances are measured from runway |
|       | threshold or a helicopter landing area to a helicopter       |
|       | aligned with the runway or helicopter landing area on an     |
|       | extended 3 glide-slope in simulated meteorological           |
|       | conditions. For circling approaches, all tests apply to the  |
|       | runway used for the initial approach and to the runway of    |
|       | intended landing*.*                                          |
+-------+--------------------------------------------------------------+
| **3   | **For runways:** runway definition, strobe lights, approach  |
| .a.** | lights, and edge lights from 5 sm (8 km) of the threshold.   |
+-------+--------------------------------------------------------------+
| **3   | **For runways:** centerline lights and taxiway definition    |
| .b.** | from 3 sm (5 km).                                            |
+-------+--------------------------------------------------------------+
| **3   | **For runways**: Visual Approach Aid lights (VASI or PAPI)   |
| .c.** | from 5 sm (8 km) of the threshold.                           |
+-------+--------------------------------------------------------------+
| **3   | **For runways:** runway threshold lights and touchdown zone  |
| .d.** | from 2 sm (3 km).                                            |
+-------+--------------------------------------------------------------+
| **3   | **For runways and helicopter landing areas**: markings       |
| .e.** | within range of landing lights for night/twilight scenes and |
|       | the surface resolution test on daylight scenes, as required. |
+-------+--------------------------------------------------------------+
| **3   | **For circling approaches:** the runway of intended landing  |
| .f.** | and associated lighting must fade into view in a             |
|       | non-distracting manner.                                      |
+-------+--------------------------------------------------------------+
| **3   | **For helicopter landing areas:** landing direction lights   |
| .g.** | and raised FATO lights from 1 sm (1.5 km).                   |
+-------+--------------------------------------------------------------+
| **3   | **For helicopter landing areas:** Flush mounted FATO lights, |
| .h.** | TOFL lights, and the lighted windsock from 0.5 sm (750 m).   |
+-------+--------------------------------------------------------------+
| *     | #### Airport o                                               |
| *4.** | r Helicopter Landing Area Model Content.  {#airport-or-helic |
|       | opter-landing-area-model-content.-1 .Title-Text-Block-Lvl-7} |
|       |                                                              |
|       | The following prescribes the minimum requirements for an     |
|       | airport/helicopter landing area visual model and identifies  |
|       | other aspects of the environment that must correspond with   |
|       | that model for a Level 7 FTD. For circling approaches, all   |
|       | tests apply to the runway used for the initial approach and  |
|       | to the runway of intended landing. If all runways or landing |
|       | areas in a visual model used to meet the requirements of     |
|       | this attachment are not designated as "in use," then the "in |
|       | use" runways / landing areas must be listed on the SOQ       |
|       | (e.g., KORD, Rwys 9R, 14L, 22R). Models of airports or       |
|       | helicopter landing areas with more than one runway or        |
|       | landing area must have all significant runways or landing    |
|       | areas not "in-use" visually depicted for airport / runway /  |
|       | landing area recognition purposes. The use of white or off   |
|       | white light strings that identify the runway or landing area |
|       | for twilight and night scenes are acceptable for this        |
|       | requirement; and rectangular surface depictions are          |
|       | acceptable for daylight scenes. A visual system's            |
|       | capabilities must be balanced between providing visual       |
|       | models with an accurate representation of the airport and a  |
|       | realistic representation of the surrounding environment.     |
|       | Each runway or helicopter landing area designated as an      |
|       | "in-use" runway or area must include the following detail    |
|       | that is developed using airport pictures, construction       |
|       | drawings and maps, or other similar data, or developed in    |
|       | accordance with published regulatory material; however, this |
|       | does not require that such models contain details that are   |
|       | beyond the design capability of the currently qualified      |
|       | visual system. Only one "primary" taxi route from parking to |
|       | the runway end or helicopter takeoff/landing area will be    |
|       | required for each "in-use" runway or helicopter              |
|       | takeoff/landing area.                                        |
+-------+--------------------------------------------------------------+
| **4   | The surface and markings for each "in-use" runway or         |
| .a.** | helicopter landing area must include the following:          |
+-------+--------------------------------------------------------------+
| **4.a | For airports: runway threshold markings, runway numbers,     |
| .1.** | touchdown zone markings, fixed distance markings, runway     |
|       | edge markings, and runway centerline stripes.                |
+-------+--------------------------------------------------------------+
| **4.a | For helicopter landing areas: markings for standard heliport |
| .2.** | identification ("H") and TOFL, FATO, and safety areas.       |
+-------+--------------------------------------------------------------+
| **4   | The lighting for each "in-use" runway or helicopter landing  |
| .b.** | area must include the following:                             |
+-------+--------------------------------------------------------------+
| **4.b | For airports: runway approach, threshold, edge, end,         |
| .1.** | centerline (if applicable), touchdown zone (if applicable),  |
|       | leadoff, and visual landing aid lights or light systems for  |
|       | that runway.                                                 |
+-------+--------------------------------------------------------------+
| **4.b | For helicopter landing areas: landing direction, raised and  |
| .2.** | flush FATO, TOFL, windsock lighting.                         |
+-------+--------------------------------------------------------------+
| **4   | The taxiway surface and markings associated with each        |
| .c.** | "in-use" runway or helicopter landing area must include the  |
|       | following:                                                   |
+-------+--------------------------------------------------------------+
| **4.c | For airports: taxiway edge, centerline (if appropriate),     |
| .1.** | runway hold lines, and ILS critical area(s).                 |
+-------+--------------------------------------------------------------+
| **4.c | For helicopter landing areas: taxiways, taxi routes, and     |
| .2.** | aprons.                                                      |
+-------+--------------------------------------------------------------+
| **4   | The taxiway lighting associated with each "in-use" runway or |
| .d.** | helicopter landing area must include the following:          |
+-------+--------------------------------------------------------------+
| **4.d | For airports: taxiway edge, centerline (if appropriate),     |
| .1.** | runway hold lines, ILS critical areas.                       |
+-------+--------------------------------------------------------------+
| **4.d | For helicopter landing areas: taxiways, taxi routes, and     |
| .2.** | aprons.                                                      |
+-------+--------------------------------------------------------------+
| **4.d | For airports: taxiway lighting of correct color.             |
| .3.** |                                                              |
+-------+--------------------------------------------------------------+
| **4   | Airport signage associated with each "in-use" runway or      |
| .e.** | helicopter landing area must include the following:          |
+-------+--------------------------------------------------------------+
| **4.e | For airports: signs for runway distance remaining,           |
| .1.** | intersecting runway with taxiway, and intersecting taxiway   |
|       | with taxiway.                                                |
+-------+--------------------------------------------------------------+
| **4.e | For helicopter landing areas: as appropriate for the model   |
| .2.** | used.                                                        |
+-------+--------------------------------------------------------------+
| **4   | Required visual model correlation with other aspects of the  |
| .f.** | airport or helicopter landing environment simulation:        |
+-------+--------------------------------------------------------------+
| **4.f | The airport or helicopter landing area model must be         |
| .1.** | properly aligned with the navigational aids that are         |
|       | associated with operations at the "in-use" runway or         |
|       | helicopter landing area.                                     |
+-------+--------------------------------------------------------------+
| **4.f | The simulation of runway or helicopter landing area          |
| .2.** | contaminants must be correlated with the displayed runway    |
|       | surface and lighting, if applicable.                         |
+-------+--------------------------------------------------------------+
| *     | #### Correlation with                                        |
| *5.** |  helicopter and associated equipment. {#correlation-with-hel |
|       | icopter-and-associated-equipment.-1 .Title-Text-Block-Lvl-7} |
|       |                                                              |
|       | The following are the minimum correlation comparisons that   |
|       | must be made for a Level 7 FTD.                              |
+-------+--------------------------------------------------------------+
| **5   | Visual system compatibility with aerodynamic programming.    |
| .a.** |                                                              |
+-------+--------------------------------------------------------------+
| **5   | Visual cues to assess sink rate and depth perception during  |
| .b.** | landings.                                                    |
+-------+--------------------------------------------------------------+
| **5   | Accurate portrayal of environment relating to FTD attitudes. |
| .c.** |                                                              |
+-------+--------------------------------------------------------------+
| **5   | The visual scene must correlate with integrated helicopter   |
| .d.** | systems, where installed (e.g., terrain, traffic and weather |
|       | avoidance systems and Head-up Guidance System (HGS)).        |
+-------+--------------------------------------------------------------+
| **5   | Representative visual effects for each visible, own-ship,    |
| .e.** | helicopter external light(s) -- taxi and landing light lobes |
|       | (including independent operation, if appropriate)..          |
+-------+--------------------------------------------------------------+
| **5   | The effect of rain removal devices.                          |
| .f.** |                                                              |
+-------+--------------------------------------------------------------+
| *     | ###                                                          |
| *6.** | # Scene quality. {#scene-quality.-1 .Title-Text-Block-Lvl-7} |
|       |                                                              |
|       | The following are the minimum scene quality tests that must  |
|       | be conducted for a Level 7 FTD.                              |
+-------+--------------------------------------------------------------+
| **6   | System light points must be free from distracting jitter,    |
| .a.** | smearing and streaking.                                      |
+-------+--------------------------------------------------------------+
| **6   | Demonstration of occulting through each channel of the       |
| .b.** | system in an operational scene.                              |
+-------+--------------------------------------------------------------+
| **6   | Six discrete light step controls (0-5).                      |
| .c.** |                                                              |
+-------+--------------------------------------------------------------+
| *     | Special weather representations, which include visibility    |
| *7.** | and RVR, measured in terms of distance. Visibility/RVR       |
|       | checked at 2,000 ft (600 m) above the airport or helicopter  |
|       | landing area and at two heights below 2,000 ft with at least |
|       | 500 ft of separation between the measurements. The           |
|       | measurements must be taken within a radius of 10 sm (16 km)  |
|       | from the airport or helicopter landing area.                 |
+-------+--------------------------------------------------------------+
| **7   | Effects of fog on airport lighting such as halos and         |
| .a.** | defocus.                                                     |
+-------+--------------------------------------------------------------+
| **7   | Effect of own-ship lighting in reduced visibility, such as   |
| .b.** | reflected glare, including landing lights, strobes, and      |
|       | beacons.                                                     |
+-------+--------------------------------------------------------------+
| *     | #### Instructor control of the following: {#                 |
| *8.** | instructor-control-of-the-following .Title-Text-Block-Lvl-7} |
|       |                                                              |
|       | The following are the minimum instructor controls that must  |
|       | be available in a Level 7 FTD.                               |
+-------+--------------------------------------------------------------+
| **8   | Environmental effects: e.g., cloud base, cloud effects,      |
| .a.** | cloud density, visibility in statute miles/ kilometers and   |
|       | RVR in feet/meters.                                          |
+-------+--------------------------------------------------------------+
| **8   | ###                                                          |
| .b.** | # Airport or helicopter landing area selection. {#airport-or |
|       | -helicopter-landing-area-selection. .Title-Text-Block-Lvl-7} |
+-------+--------------------------------------------------------------+
| **8   | Airport or helicopter landing area lighting, including       |
| .c.** | variable intensity.                                          |
+-------+--------------------------------------------------------------+
| **8   | Dynamic effects including ground and flight traffic.         |
| .d.** |                                                              |
+-------+--------------------------------------------------------------+
|       | > **End QPS Requirement**                                    |
+-------+--------------------------------------------------------------+

+-------+---+--------------------------------------------------------------+
|       |   | > **Begin Information**                                      |
+-------+---+--------------------------------------------------------------+
| *     |   | An example of being able to "combine two airport models to   |
| *9.** |   | achieve two "in-use" runways:                                |
|       |   |                                                              |
|       |   | One runway designated as the "in-use" runway in the first    |
|       |   | model of the airport, and the second runway designated as    |
|       |   | the "in-use" runway in the second model of the same airport. |
|       |   | For example, the clearance is for the ILS approach to Runway |
|       |   | 27, Circle to Land on Runway 18 right. Two airport visual    |
|       |   | models might be used: the first with Runway 27 designated as |
|       |   | the "in use" runway for the approach to runway 27, and the   |
|       |   | second with Runway 18 Right designated as the "in use"       |
|       |   | runway. When the pilot breaks off the ILS approach to runway |
|       |   | 27, the instructor may change to the second airport visual   |
|       |   | model in which runway 18 Right is designated as the "in use" |
|       |   | runway, and the pilot would make a visual approach and       |
|       |   | landing. This process is acceptable to the FAA as long as    |
|       |   | the temporary interruption due to the visual model change is |
|       |   | not distracting to the pilot.                                |
+-------+---+--------------------------------------------------------------+
| **    | S |                                                              |
| 10.** | p |                                                              |
|       | o |                                                              |
|       | n |                                                              |
|       | s |                                                              |
|       | o |                                                              |
|       | r |                                                              |
|       | s |                                                              |
|       | a |                                                              |
|       | r |                                                              |
|       | e |                                                              |
|       | n |                                                              |
|       | o |                                                              |
|       | t |                                                              |
|       | r |                                                              |
|       | e |                                                              |
|       | q |                                                              |
|       | u |                                                              |
|       | i |                                                              |
|       | r |                                                              |
|       | e |                                                              |
|       | d |                                                              |
|       | t |                                                              |
|       | o |                                                              |
|       | p |                                                              |
|       | r |                                                              |
|       | o |                                                              |
|       | v |                                                              |
|       | i |                                                              |
|       | d |                                                              |
|       | e |                                                              |
|       | e |                                                              |
|       | v |                                                              |
|       | e |                                                              |
|       | r |                                                              |
|       | y |                                                              |
|       | d |                                                              |
|       | e |                                                              |
|       | t |                                                              |
|       | a |                                                              |
|       | i |                                                              |
|       | l |                                                              |
|       | o |                                                              |
|       | f |                                                              |
|       | a |                                                              |
|       | r |                                                              |
|       | u |                                                              |
|       | n |                                                              |
|       | w |                                                              |
|       | a |                                                              |
|       | y |                                                              |
|       | , |                                                              |
|       | b |                                                              |
|       | u |                                                              |
|       | t |                                                              |
|       | t |                                                              |
|       | h |                                                              |
|       | e |                                                              |
|       | d |                                                              |
|       | e |                                                              |
|       | t |                                                              |
|       | a |                                                              |
|       | i |                                                              |
|       | l |                                                              |
|       | t |                                                              |
|       | h |                                                              |
|       | a |                                                              |
|       | t |                                                              |
|       | i |                                                              |
|       | s |                                                              |
|       | p |                                                              |
|       | r |                                                              |
|       | o |                                                              |
|       | v |                                                              |
|       | i |                                                              |
|       | d |                                                              |
|       | e |                                                              |
|       | d |                                                              |
|       | s |                                                              |
|       | h |                                                              |
|       | o |                                                              |
|       | u |                                                              |
|       | l |                                                              |
|       | d |                                                              |
|       | b |                                                              |
|       | e |                                                              |
|       | c |                                                              |
|       | o |                                                              |
|       | r |                                                              |
|       | r |                                                              |
|       | e |                                                              |
|       | c |                                                              |
|       | t |                                                              |
|       | w |                                                              |
|       | i |                                                              |
|       | t |                                                              |
|       | h |                                                              |
|       | i |                                                              |
|       | n |                                                              |
|       | r |                                                              |
|       | e |                                                              |
|       | a |                                                              |
|       | s |                                                              |
|       | o |                                                              |
|       | n |                                                              |
|       | a |                                                              |
|       | b |                                                              |
|       | l |                                                              |
|       | e |                                                              |
|       | l |                                                              |
|       | i |                                                              |
|       | m |                                                              |
|       | i |                                                              |
|       | t |                                                              |
|       | s |                                                              |
|       | . |                                                              |
+-------+---+--------------------------------------------------------------+
|       |   | > **End Information**                                        |
+-------+---+--------------------------------------------------------------+

+------+---------------------------------------------------------------+
| This |                                                               |
| t    |                                                               |
| able |                                                               |
| s    |                                                               |
| peci |                                                               |
| fies |                                                               |
| the  |                                                               |
| min  |                                                               |
| imum |                                                               |
| air  |                                                               |
| port |                                                               |
| or   |                                                               |
| he   |                                                               |
| lico |                                                               |
| pter |                                                               |
| lan  |                                                               |
| ding |                                                               |
| area |                                                               |
| vi   |                                                               |
| sual |                                                               |
| m    |                                                               |
| odel |                                                               |
| con  |                                                               |
| tent |                                                               |
| and  |                                                               |
| f    |                                                               |
| unct |                                                               |
| iona |                                                               |
| lity |                                                               |
| n    |                                                               |
| eces |                                                               |
| sary |                                                               |
| to   |                                                               |
| add  |                                                               |
| vi   |                                                               |
| sual |                                                               |
| mo   |                                                               |
| dels |                                                               |
| to   |                                                               |
| an   |                                                               |
| F    |                                                               |
| TD's |                                                               |
| vi   |                                                               |
| sual |                                                               |
| m    |                                                               |
| odel |                                                               |
| lib  |                                                               |
| rary |                                                               |
| (i   |                                                               |
| .e., |                                                               |
| be   |                                                               |
| yond |                                                               |
| t    |                                                               |
| hose |                                                               |
| n    |                                                               |
| eces |                                                               |
| sary |                                                               |
| for  |                                                               |
| q    |                                                               |
| uali |                                                               |
| fica |                                                               |
| tion |                                                               |
| at   |                                                               |
| the  |                                                               |
| st   |                                                               |
| ated |                                                               |
| le   |                                                               |
| vel) |                                                               |
| wit  |                                                               |
| hout |                                                               |
| the  |                                                               |
| n    |                                                               |
| eces |                                                               |
| sity |                                                               |
| of   |                                                               |
| fur  |                                                               |
| ther |                                                               |
| inv  |                                                               |
| olve |                                                               |
| ment |                                                               |
| of   |                                                               |
| the  |                                                               |
| NSPM |                                                               |
| or   |                                                               |
| T    |                                                               |
| PAA. |                                                               |
+------+---------------------------------------------------------------+
| **   | #### Visual scene ma                                          |
| 1.** | nagement. {#visual-scene-management. .Title-Text-Block-Lvl-7} |
|      |                                                               |
|      | The following is the minimum visual scene management          |
|      | requirements                                                  |
+------+---------------------------------------------------------------+
| **1. | The installation and direction of the following lights must   |
| a.** | be replicated for the "in-use" surface:                       |
+------+---------------------------------------------------------------+
| **   | For "in-use" runways: strobe lights, approach lights, runway  |
| 1.a. | edge lights, visual landing aids, runway centerline lights,   |
| 1.** | threshold lights, and touchdown zone lights.                  |
+------+---------------------------------------------------------------+
| **   | For "in-use" helicopter landing areas: ground level TLOF      |
| 1.a. | perimeter lights, elevated TLOF perimeter lights (if          |
| 2.** | applicable), Optional TLOF lights (if applicable), ground     |
|      | FATO perimeter lights, elevated TLOF lights (if applicable),  |
|      | landing direction lights.                                     |
+------+---------------------------------------------------------------+
| **   | #### Visual feature recognit                                  |
| 2.** | ion. {#visual-feature-recognition.-2 .Title-Text-Block-Lvl-7} |
|      |                                                               |
|      | The following are the minimum distances at which runway or    |
|      | landing area features must be visible. Distances are measured |
|      | from runway threshold or a helicopter landing area to an      |
|      | aircraft aligned with the runway or helicopter landing area   |
|      | on a 3 glide-slope from the aircraft to the touchdown point,  |
|      | in simulated meteorological conditions. For circling          |
|      | approaches, all tests apply to the runway used for the        |
|      | initial approach and to the runway of intended landing.       |
+------+---------------------------------------------------------------+
| **2. | **For Runways.**                                              |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Strobe lights, approach lights, and edge lights from 5 sm     |
| 2.a. | (8 km) of the threshold.                                      |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Centerline lights and taxiway definition from 3 sm (5 km).    |
| 2.a. |                                                               |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of |
| 2.a. | the threshold.                                                |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Threshold lights and touchdown zone lights from 2 sm (3 km).  |
| 2.a. |                                                               |
| 4.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Markings within range of landing lights for night/twilight    |
| 2.a. | (dusk) scenes and as required by the surface resolution test  |
| 5.** | on daylight scenes.                                           |
+------+---------------------------------------------------------------+
| **   | For circling approaches, the runway of intended landing and   |
| 2.a. | associated lighting must fade into view in a non-distracting  |
| 6.** | manner.                                                       |
+------+---------------------------------------------------------------+
| **2. | #### For Helicopter landing ar                                |
| b.** | eas. {#for-helicopter-landing-areas. .Title-Text-Block-Lvl-7} |
+------+---------------------------------------------------------------+
| **   | Landing direction lights and raised FATO lights from 2 sm     |
| 2.b. | (3 km).                                                       |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Flush mounted FATO lights, TOFL lights, and the lighted       |
| 2.b. | windsock from 1 sm (1500 m)                                   |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Hover taxiway lighting (yellow/blue/yellow cylinders) from    |
| 2.b. | TOFL area.                                                    |
| 3.** |                                                               |
+------+---------------------------------------------------------------+
| **   | Markings within range of landing lights for night/twilight    |
| 2.b. | (dusk) scenes and as required by the surface resolution test  |
| 4.** | on daylight scenes.                                           |
+------+---------------------------------------------------------------+
| **   | **Airport or Helicopter Landing Area Model Content.**         |
| 3.** |                                                               |
|      | The following prescribes the minimum requirements for what    |
|      | must be provided in an airport visual model and identifies    |
|      | other aspects of the airport environment that must correspond |
|      | with that model. The detail must be developed using airport   |
|      | pictures, construction drawings and maps, or other similar    |
|      | data, or developed in accordance with published regulatory    |
|      | material; however, this does not require that airport or      |
|      | helicopter landing area models contain details that are       |
|      | beyond the designed capability of the currently qualified     |
|      | visual system. For circling approaches, all requirements of   |
|      | this section apply to the runway used for the initial         |
|      | approach and to the runway of intended landing. Only one      |
|      | "primary" taxi route from parking to the runway end or        |
|      | helicopter takeoff/landing area will be required for each     |
|      | "in-use" runway or helicopter takeoff/landing area.           |
+------+---------------------------------------------------------------+
| **3. | The surface and markings for each "in-use" runway or          |
| a.** | helicopter landing area must include the following:           |
+------+---------------------------------------------------------------+
| **   | For airports: runway threshold markings, runway numbers,      |
| 3.a. | touchdown zone markings, fixed distance markings, runway edge |
| 1.** | markings, and runway centerline stripes.                      |
+------+---------------------------------------------------------------+
| **   | For helicopter landing areas: Standard heliport marking       |
| 3.a. | ("H"), TOFL, FATO, and safety areas.                          |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **3. | The lighting for each "in-use" runway or helicopter landing   |
| b.** | area must include the following:                              |
+------+---------------------------------------------------------------+
| **   | For airports: runway approach, threshold, edge, end,          |
| 3.b. | centerline (if applicable), touchdown zone (if applicable),   |
| 1.** | leadoff, and visual landing aid lights or light systems for   |
|      | that runway.                                                  |
+------+---------------------------------------------------------------+
| **   | For helicopter landing areas: landing direction, raised and   |
| 3.b. | flush FATO, TOFL, windsock lighting.                          |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **3. | The taxiway surface and markings associated with each         |
| c.** | "in-use" runway or helicopter landing area must include the   |
|      | following:                                                    |
+------+---------------------------------------------------------------+
| **   | For airports: taxiway edge, centerline (if appropriate),      |
| 3.c. | runway hold lines, and ILS critical area(s),                  |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | For helicopter landing areas: taxiways, taxi routes, and      |
| 3.c. | aprons.                                                       |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **3. | The taxiway lighting associated with each "in-use" runway or  |
| d.** | helicopter landing area must include the following:           |
+------+---------------------------------------------------------------+
| **   | For airports: runway edge, centerline (if appropriate),       |
| 3.d. | runway hold lines, ILS critical areas.                        |
| 1.** |                                                               |
+------+---------------------------------------------------------------+
| **   | For helicopter landing areas: taxiways, taxi routes, and      |
| 3.d. | aprons.                                                       |
| 2.** |                                                               |
+------+---------------------------------------------------------------+
| **   | **Required visual model correlation with other aspects of the |
| 4.** | airport environment simulation.**                             |
|      |                                                               |
|      | The following are the minimum visual model correlation tests  |
|      | that must be conducted for Level 7 FTD.                       |
+------+---------------------------------------------------------------+
| **4. | The airport model must be properly aligned with the           |
| a.** | navigational aids that are associated with operations at the  |
|      | "in-use" runway.                                              |
+------+---------------------------------------------------------------+
| **4. | Slopes in runways, taxiways, and ramp areas, if depicted in   |
| b.** | the visual scene, must not cause distracting or unrealistic   |
|      | effects.                                                      |
+------+---------------------------------------------------------------+
| **   | **Correlation with helicopter and associated equipment.**     |
| 5.** |                                                               |
|      | The following are the minimum correlation comparisons that    |
|      | must be made.                                                 |
+------+---------------------------------------------------------------+
| **5. | Visual system compatibility with aerodynamic programming.     |
| a.** |                                                               |
+------+---------------------------------------------------------------+
| **5. | Accurate portrayal of environment relating to flight          |
| b.** | simulator attitudes.                                          |
+------+---------------------------------------------------------------+
| **5. | Visual cues to assess sink rate and depth perception during   |
| c.** | landings.                                                     |
+------+---------------------------------------------------------------+
| **   | **Scene quality.**                                            |
| 6.** |                                                               |
|      | The following are the minimum scene quality tests that must   |
|      | be conducted.                                                 |
+------+---------------------------------------------------------------+
| **6. | Light points free from distracting jitter, smearing or        |
| a.** | streaking.                                                    |
+------+---------------------------------------------------------------+
| **6. | Surfaces and textural cues free from apparent and distracting |
| b.** | quantization (aliasing).                                      |
+------+---------------------------------------------------------------+
| **   | **Instructor controls of the following.**                     |
| 7.** |                                                               |
|      | The following are the minimum instructor controls that must   |
|      | be available.                                                 |
+------+---------------------------------------------------------------+
| **7. | Environmental effects, e.g., cloud base (if used), cloud      |
| a.** | effects, cloud density, visibility in statute                 |
|      | miles/kilometers and RVR in feet/meters.                      |
+------+---------------------------------------------------------------+
| **7. | Airport/Heliport selection.                                   |
| b.** |                                                               |
+------+---------------------------------------------------------------+
| **7. | Airport/Heliport lighting including variable intensity.       |
| c.** |                                                               |
+------+---------------------------------------------------------------+
| **7. | Dynamic effects including ground and flight traffic.          |
| d.** |                                                               |
+------+---------------------------------------------------------------+
|      | **End QPS Requirements**                                      |
+------+---------------------------------------------------------------+
|      | **Begin Information**                                         |
+------+---------------------------------------------------------------+
| **   | Sponsors are not required to provide every detail of a runway |
| 8.** | or helicopter landing area, but the detail that is provided   |
|      | must be correct within the capabilities of the system.        |
+------+---------------------------------------------------------------+
|      | **End Information**                                           |
+------+---------------------------------------------------------------+

+----------+-----------------------------------------------------------+
| Tasks in |                                                           |
| this     |                                                           |
| table    |                                                           |
| are      |                                                           |
| subject  |                                                           |
| to       |                                                           |
| ev       |                                                           |
| aluation |                                                           |
| if       |                                                           |
| app      |                                                           |
| ropriate |                                                           |
| for the  |                                                           |
| he       |                                                           |
| licopter |                                                           |
| s        |                                                           |
| imulated |                                                           |
| as       |                                                           |
| i        |                                                           |
| ndicated |                                                           |
| in the   |                                                           |
| SOQ      |                                                           |
| Confi    |                                                           |
| guration |                                                           |
| List or  |                                                           |
| for a    |                                                           |
| Level 6  |                                                           |
| FTD.     |                                                           |
| Items    |                                                           |
| not      |                                                           |
| i        |                                                           |
| nstalled |                                                           |
| or not   |                                                           |
| fu       |                                                           |
| nctional |                                                           |
| on the   |                                                           |
| FTD and  |                                                           |
| not      |                                                           |
| a        |                                                           |
| ppearing |                                                           |
| on the   |                                                           |
| SOQ      |                                                           |
| Confi    |                                                           |
| guration |                                                           |
| List,    |                                                           |
| are not  |                                                           |
| required |                                                           |
| to be    |                                                           |
| listed   |                                                           |
| as       |                                                           |
| ex       |                                                           |
| ceptions |                                                           |
| on the   |                                                           |
| SOQ.     |                                                           |
+----------+-----------------------------------------------------------+
| #### 1.  |                                                           |
| Prefligh |                                                           |
| t Proced |                                                           |
| ures. {# |                                                           |
| prefligh |                                                           |
| t-proced |                                                           |
| ures.-2  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| #        | **Preflight Inspection** (Flight Deck Only) switches,     |
| ### 1.a. | indicators, systems, and equipment.                       |
|  {#a.-6  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| **1.b.** | #### APU/Engine start and run-u                           |
|          | p. {#apuengine-start-and-run-up. .Title-Text-Block-Lvl-7} |
+----------+-----------------------------------------------------------+
| **       | Normal start procedures.                                  |
| 1.b.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Alternate start procedures.                               |
| 1.b.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Abnormal starts and shutdowns.                            |
| 1.b.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Rotor engagement.                                         |
| 1.b.4.** |                                                           |
+----------+-----------------------------------------------------------+
| *        | System checks.                                            |
| *1.b.5** |                                                           |
+----------+-----------------------------------------------------------+
| #### 2   |                                                           |
| . Takeof |                                                           |
| f and De |                                                           |
| parture  |                                                           |
| Phase. { |                                                           |
| #takeoff |                                                           |
| -and-dep |                                                           |
| arture-p |                                                           |
| hase.-1  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| #        | #### Instrument. {#instrument. .Title-Text-Block-Lvl-7}   |
| ### 2.a. |                                                           |
|  {#a.-7  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| **2.b.** | #### Takeoff with engine failure after critic             |
|          | al decision point (CDP). {#takeoff-with-engine-failure-af |
|          | ter-critical-decision-point-cdp. .Title-Text-Block-Lvl-7} |
+----------+-----------------------------------------------------------+
| ##       |                                                           |
| ## 3. Cl |                                                           |
| imb. {#c |                                                           |
| limb.-2  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| #        | #### Normal. {#normal. .Title-Text-Block-Lvl-7}           |
| ### 3.a. |                                                           |
|  {#a.-8  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| **3.b.** | **One engine inoperative.**                               |
+----------+-----------------------------------------------------------+
| ##       |                                                           |
| ## 4. In |                                                           |
| flight M |                                                           |
| aneuvers |                                                           |
| . {#infl |                                                           |
| ight-man |                                                           |
| euvers.  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| ####     | #### Performance. {#performance. .Title-Text-Block-Lvl-7} |
| 4. {#sec |                                                           |
| tion-45  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| **4.b.** | **Flying qualities.**                                     |
+----------+-----------------------------------------------------------+
| **4.c.** | **Turns.**                                                |
+----------+-----------------------------------------------------------+
| **       | Timed.                                                    |
| 4.c.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Normal.                                                   |
| 4.c.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Steep.                                                    |
| 4.c.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **4.d.** | #### Accelerations and decelerations. {#                  |
|          | accelerations-and-decelerations. .Title-Text-Block-Lvl-7} |
+----------+-----------------------------------------------------------+
| **4.e.** | **Abnormal/emergency procedures:**                        |
+----------+-----------------------------------------------------------+
| **       | > Engine fire.                                            |
| 4.e.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | > Engine failure.                                         |
| 4.e.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | > In-flight engine shutdown (and restart, if applicable). |
| 4.e.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | > Fuel governing system failures (e.g., FADEC             |
| 4.e.4.** | > malfunction).                                           |
+----------+-----------------------------------------------------------+
| **       | > Directional control malfunction (restricted to the      |
| 4.e.5.** | > extent that the maneuver may not terminate in a         |
|          | > landing).                                               |
+----------+-----------------------------------------------------------+
| **       | > Hydraulic failure.                                      |
| 4.e.6.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | > Stability augmentation system failure.                  |
| 4.e.7.** |                                                           |
+----------+-----------------------------------------------------------+
| ##       |                                                           |
| ## 5. In |                                                           |
| strument |                                                           |
|  Procedu |                                                           |
| res. {#i |                                                           |
| nstrumen |                                                           |
| t-proced |                                                           |
| ures.-1  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| #        | #### Holding. {#holding. .Title-Text-Block-Lvl-7}         |
| ### 5.a. |                                                           |
|  {#a.-9  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| **5.b.** | **Precision Instrument Approach.**                        |
+----------+-----------------------------------------------------------+
| **       | All engines operating.                                    |
| 5.b.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | One or more engines inoperative.                          |
| 5.b.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Approach procedures:                                      |
| 5.b.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | PAR.                                                      |
| 5.b.4.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | ILS.                                                      |
| 5.b.5.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Manual (raw data).                                        |
| 5.b.6.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Flight director only.                                     |
| 5.b.7.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Autopilot\* and flight director (if appropriate) coupled. |
| 5.b.8.** |                                                           |
+----------+-----------------------------------------------------------+
| **5.c.** | #### Non-precision Instrument Approach. {#no              |
|          | n-precision-instrument-approach. .Title-Text-Block-Lvl-7} |
+----------+-----------------------------------------------------------+
| **5.c.** | Normal - All engines operating.                           |
+----------+-----------------------------------------------------------+
| **5.c.** | One or more engines inoperative.                          |
+----------+-----------------------------------------------------------+
| **5.c.** | Approach procedures:                                      |
+----------+-----------------------------------------------------------+
| **       | NDB.                                                      |
| 5.c.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | VOR, RNAV, TACAN, GPS.                                    |
| 5.c.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | ASR.                                                      |
| 5.c.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Helicopter only.                                          |
| 5.c.4.** |                                                           |
+----------+-----------------------------------------------------------+
| **5.d.** | #### Mis                                                  |
|          | sed Approach. {#missed-approach. .Title-Text-Block-Lvl-7} |
+----------+-----------------------------------------------------------+
| **       | All engines operating.                                    |
| 5.d.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | One or more engines inoperative.                          |
| 5.d.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Stability augmentation system failure.                    |
| 5.d.3.** |                                                           |
+----------+-----------------------------------------------------------+
| ####     |                                                           |
|  6. Norm |                                                           |
| al and A |                                                           |
| bnormal  |                                                           |
| Procedur |                                                           |
| es (any  |                                                           |
| phase of |                                                           |
|  flight) |                                                           |
| . {#norm |                                                           |
| al-and-a |                                                           |
| bnormal- |                                                           |
| procedur |                                                           |
| es-any-p |                                                           |
| hase-of- |                                                           |
| flight.  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| ##       | #### Helicopter and powerplant system                     |
| ## 6.a.  | s operation (as applicable). {#helicopter-and-powerplant- |
| {#a.-10  | systems-operation-as-applicable. .Title-Text-Block-Lvl-7} |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| **       | Anti-icing/deicing systems.                               |
| 6.a.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Auxiliary power-plant.                                    |
| 6.a.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Communications.                                           |
| 6.a.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Electrical system.                                        |
| 6.a.4.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Environmental system.                                     |
| 6.a.5.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Fire detection and suppression.                           |
| 6.a.6.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Flight control system.                                    |
| 6.a.7.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Fuel system.                                              |
| 6.a.8.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Engine oil system.                                        |
| 6.a.9.** |                                                           |
+----------+-----------------------------------------------------------+
| **6      | Hydraulic system.                                         |
| .a.10.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Landing gear.                                             |
| 6.a.11** |                                                           |
+----------+-----------------------------------------------------------+
| **6      | Oxygen.                                                   |
| .a.12.** |                                                           |
+----------+-----------------------------------------------------------+
| **6      | Pneumatic.                                                |
| .a.13.** |                                                           |
+----------+-----------------------------------------------------------+
| **6      | Powerplant.                                               |
| .a.14.** |                                                           |
+----------+-----------------------------------------------------------+
| **6      | Flight control computers.                                 |
| .a.15.** |                                                           |
+----------+-----------------------------------------------------------+
| **6      | Stability augmentation and control augmentation           |
| .a.16.** | system(s).                                                |
+----------+-----------------------------------------------------------+
| #        | #### Flight management an                                 |
| ### 6.b. | d guidance system (as applicable). {#flight-management-an |
|  {#b.-2  | d-guidance-system-as-applicable. .Title-Text-Block-Lvl-7} |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| **       | Airborne radar.                                           |
| 6.b.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Automatic landing aids.                                   |
| 6.b.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Autopilot.\*                                              |
| 6.b.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Collision avoidance system.                               |
| 6.b.4.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Flight data displays.                                     |
| 6.b.5.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Flight management computers.                              |
| 6.b.6.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Navigation systems.                                       |
| 6.b.7.** |                                                           |
+----------+-----------------------------------------------------------+
| ##       |                                                           |
| ## 7. Po |                                                           |
| stflight |                                                           |
|  Procedu |                                                           |
| res. {#p |                                                           |
| ostfligh |                                                           |
| t-proced |                                                           |
| ures.-1  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| ##       | #### Parking and S                                        |
| ## 7.a.  | ecuring. {#parking-and-securing. .Title-Text-Block-Lvl-7} |
| {#a.-11  |                                                           |
| .Title-T |                                                           |
| ext-Bloc |                                                           |
| k-Lvl-7} |                                                           |
+----------+-----------------------------------------------------------+
| **7.b.** | **Engine and systems operation.**                         |
+----------+-----------------------------------------------------------+
| **7.c.** | **Parking brake operation.**                              |
+----------+-----------------------------------------------------------+
| **7.d.** | **Rotor brake operation.**                                |
+----------+-----------------------------------------------------------+
| **7.e.** | #### Abnormal/emergency procedures.                       |
|          |  {#abnormalemergency-procedures. .Title-Text-Block-Lvl-7} |
+----------+-----------------------------------------------------------+
| **8.     |                                                           |
| In       |                                                           |
| structor |                                                           |
| O        |                                                           |
| perating |                                                           |
| Station  |                                                           |
| (IOS),   |                                                           |
| as       |                                                           |
| approp   |                                                           |
| riate.** |                                                           |
+----------+-----------------------------------------------------------+
| **8.a.** | **Power Switch(es).**                                     |
+----------+-----------------------------------------------------------+
| **       | **Helicopter conditions.**                                |
| 8.b.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Gross weight, center of gravity, fuel loading and         |
| 8.b.2.** | allocation, etc.                                          |
+----------+-----------------------------------------------------------+
| **       | Helicopter systems status.                                |
| 8.b.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Ground crew functions (e.g., ext. power).                 |
| 8.b.4.** |                                                           |
+----------+-----------------------------------------------------------+
| **8.c.** | **Airports and landing areas.**                           |
+----------+-----------------------------------------------------------+
| **       | Number and selection.                                     |
| 8.c.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Runway or landing area selection.                         |
| 8.c.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Preset positions (e.g., ramp, over FAF).                  |
| 8.c.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Lighting controls.                                        |
| 8.c.4.** |                                                           |
+----------+-----------------------------------------------------------+
| **8.d.** | **Environmental controls.**                               |
+----------+-----------------------------------------------------------+
| *        | Temperature.                                              |
| *8.d.1** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Climate conditions (e.g., ice, rain).                     |
| 8.d.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Wind speed and direction.                                 |
| 8.d.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **8.e.** | **Helicopter system malfunctions.**                       |
+----------+-----------------------------------------------------------+
| **       | Insertion / deletion.                                     |
| 8.e.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Problem clear.                                            |
| 8.e.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **8.f.** | **Locks, Freezes, and Repositioning.**                    |
+----------+-----------------------------------------------------------+
| **       | Problem (all) freeze / release.                           |
| 8.f.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Position (geographic) freeze / release.                   |
| 8.f.2.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Repositioning (locations, freezes, and releases).         |
| 8.f.3.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Ground speed control.                                     |
| 8.f.4.** |                                                           |
+----------+-----------------------------------------------------------+
| **8.g.** | **Sound Controls.** On / off / adjustment.                |
+----------+-----------------------------------------------------------+
| **8.h.** | **Control Loading System (as applicable** On / off /      |
|          | emergency stop.                                           |
+----------+-----------------------------------------------------------+
| **8.i.** | **Observer Stations.**                                    |
+----------+-----------------------------------------------------------+
| **       | Position.                                                 |
| 8.i.1.** |                                                           |
+----------+-----------------------------------------------------------+
| **       | Adjustments.                                              |
| 8.i.2.** |                                                           |
+----------+-----------------------------------------------------------+

\* "Autopilot" means attitude retention mode of operation.

  ---------------- --------------------------------------------------------- --
  Tasks in this                                                              
  table are                                                                  
  subject to                                                                 
  evaluation if                                                              
  appropriate for                                                            
  the helicopter                                                             
  simulated as                                                               
  indicated in the                                                           
  SOQ                                                                        
  Configuration                                                              
  List or for a                                                              
  Level 5 FTD.                                                               
  Items not                                                                  
  installed or not                                                           
  functional on                                                              
  the FTD and 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** (Flight Deck 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.                            

  **2. Climb.**                                                              

  **2.a.**         **Normal.**                                               

  **3. Inflight                                                              
  Maneuvers**.                                                               

  **3.a.**         **Performance.**                                          

  **3.b.**         **Turns,** **Normal.**                                    

  **4. Instrument                                                            
  Procedures.**                                                              

  **4.a.**         **Coupled instrument approach maneuvers** (as applicable  
                   for the systems installed).                               

  **5. Normal and                                                            
  Abnormal                                                                   
  Procedures (any                                                            
  phase of                                                                   
  flight).**                                                                 

  **5.a.**         **Normal system operation** (Installed systems).          

  **5.b.**         **Abnormal/Emergency system operation** (installed        
                   systems).                                                 

  **6. Postflight                                                            
  Procedures.**                                                              

  **6.a.**         **Parking and Securing.**                                 

  **6.b.**         **Engine and systems operation.**                         

  **6.c.**         **Parking brake operation.**                              

  **6.d.**         **Rotor brake operation.**                                

  **6.e.**         **Abnormal/emergency procedures.**                        

  **7. Instructor                                                            
  Operating                                                                  
  Station (IOS),                                                             
  as                                                                         
  appropriate.**                                                             

  **7.a.**         **Power Switch(es).**                                     

  **7.b.**         **Preset positions** (ground; air)                        

  **7.c.**         **Helicopter system malfunctions.**                       

  **7.c.1.**       Insertion / deletion.                                     

  **7.c.2.**       Problem clear.                                            

  **7.d.**         **Control Loading System (as applicable)** On / off /     
                   emergency stop.                                           

  **7.e.**         **Observer Stations.**                                    

  **7.e1.**        Position.                                                 

  **7.e.2.**       Adjustments.                                              
  ---------------- --------------------------------------------------------- --

  ---------------- -----------------------------------------------------------
  Tasks in this    
  table are        
  subject to       
  evaluation if    
  appropriate for  
  the helicopter   
  simulated as     
  indicated in the 
  SOQ              
  Configuration    
  List or for a    
  Level 4 FTD.     
  Items not        
  installed or not 
  functional on    
  the FTD and 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** (Flight Deck 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.

  **2. Normal and  
  Abnormal         
  Procedures (any  
  phase of         
  flight).**       

  **2.a.**         **Normal system operation** (Installed systems).

  **2.b.**         **Abnormal/Emergency system operation** (installed
                   systems).

  **3. Postflight  
  Procedures.**    

  **3.a.**         **Parking and Securing.**

  **3.b.**         **Engine and systems operation.**

  **3.c.**         **Parking brake operation.**

  **4. Instructor  
  Operating        
  Station (IOS),   
  as               
  appropriate.**   

  **4.a.**         **Power Switch(es).**

  **4.b.**         **Preset positions** (ground; air)

  **4.c.**         **Helicopter system malfunctions.**

  **4.c.1.**       Insertion / deletion.

  **4.c.2.**       Problem clear.
  ---------------- -----------------------------------------------------------

+-----------------------------------------------------------------------+
| **Table of Contents**                                                 |
|                                                                       |
| Figure D4A Sample Letter, Request for Initial, Upgrade, or            |
| Reinstatement Evaluation.                                             |
|                                                                       |
| Figure D4B Attachment: FTD Information Form                           |
|                                                                       |
| Figure A4C Sample Letter of Compliance                                |
|                                                                       |
| Figure D4D Sample Qualification Test Guide Cover Page                 |
|                                                                       |
| Figure D4E Sample Statement of Qualification - Certificate            |
|                                                                       |
| Figure D4F Sample Statement of Qualification - Configuration List     |
|                                                                       |
| Figure D4G Sample Statement of Qualification -- List of Qualified     |
| Tasks                                                                 |
|                                                                       |
| Figure D4H Sample Continuing Qualification Evaluation Requirements    |
| Page                                                                  |
|                                                                       |
| Figure D4I Sample MQTG Index of Effective FTD Directives              |
|                                                                       |
| ####  {#section-46}                                                   |
+-----------------------------------------------------------------------+

+-----------------------------------------------------------------------+
| Date \_\_\_\_\_\_\_                                                   |
|                                                                       |
| Mr. Charles A. Spillner                                               |
|                                                                       |
| Manager, National Simulator Program                                   |
|                                                                       |
| Federal Aviation Administration                                       |
|                                                                       |
| 100 Hartsfield Centre Parkway, Suite 400                              |
|                                                                       |
| Atlanta, GA 30354                                                     |
|                                                                       |
| Dear Mr. Spillner:                                                    |
|                                                                       |
| **RE: Request for Initial/Upgrade Evaluation Date**                   |
|                                                                       |
| This is to advise you of our intent to request an (initial or         |
| upgrade) evaluation of our [(FTD Manufacturer)]{.underline},          |
| [(Aircraft Type/Level)]{.underline} Flight Training Device (FTD),     |
| (FAA ID Number, if previously qualified), located in [(City,          |
| State)]{.underline} at the [(Facility)]{.underline} on [(Proposed     |
| Evaluation Date)]{.underline}. (The proposed evaluation date shall    |
| not be more than 180 days following the date of this letter.) The FTD |
| will be sponsored by [(Name of Training Center/Air                    |
| Carrier)]{.underline}, FAA Designator [(4 Letter Code)]{.underline}.  |
| The FTD will be sponsored as follows; (Select One)                    |
|                                                                       |
| > The FTD will be used within the sponsor's FAA approved training     |
| > program and placed on the sponsor's Training/Operations             |
| > Specifications.                                                     |
| >                                                                     |
| > The FTD will be used for dry lease only.                            |
|                                                                       |
| We agree to provide the formal request for the evaluation to your     |
| staff as follows: (check one)                                         |
|                                                                       |
| > For QTG tests run at the factory, not later, than 45 days prior to  |
| > the proposed evaluation date with the additional "l/3 on-site"      |
| > tests provided not later than 14 days prior to the proposed         |
| > evaluation date.                                                    |
| >                                                                     |
| > For QTG tests run on-site, not later than 30 days prior to the      |
| > proposed evaluation date.                                           |
| >                                                                     |
| > We understand that the formal request will contain the following    |
| > documents:                                                          |
|                                                                       |
| 10. Sponsor's Letter of Request (*Company Compliance Letter*).        |
|                                                                       |
| 11. Principal Operations Inspector (POI) or Training Center Program   |
|     Manager's (TCPM) endorsement.                                     |
|                                                                       |
| 12. Complete QTG.                                                     |
|                                                                       |
| If we are unable to meet the above requirements, we understand this   |
| may result in a significant delay, perhaps 45 days or more, in        |
| rescheduling and completing the evaluation.                           |
|                                                                       |
| (The sponsor should add additional comments as necessary).            |
|                                                                       |
| Please contact [(Name Telephone and Fax Number of Sponsor's           |
| Contact)]{.underline} to confirm the date for this initial            |
| evaluation. We understand a member of your National Simulator Program |
| staff will respond to this request within 14 days.                    |
|                                                                       |
| A copy of this letter of intent has been provided to (Name), the      |
| Principal Operations Inspector (POI) and/or Training Center Program   |
| Manager (TCPM).                                                       |
|                                                                       |
| Sincerely,                                                            |
|                                                                       |
| Attachment: FTD Information Form                                      |
|                                                                       |
| cc: POI/TCPM                                                          |
+-----------------------------------------------------------------------+

<table style="width:100%;">
<colgroup>
<col style="width: 19%" />
<col style="width: 6%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 2%" />
<col style="width: 5%" />
<col style="width: 6%" />
<col style="width: 4%" />
<col style="width: 1%" />
<col style="width: 5%" />
<col style="width: 2%" />
<col style="width: 0%" />
<col style="width: 4%" />
<col style="width: 12%" />
<col style="width: 3%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 3%" />
<col style="width: 7%" />
<col style="width: 13%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="20"><strong>Date:</strong>
<strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="20"><h1
id="section-1.-fstd-information-and-characteristics-6"><strong>Section
1. FSTD Information and Characteristics</strong></h1></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Sponsor Name:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="9"><strong>FSTD Location</strong>:</td>
</tr>
<tr class="even">
<td colspan="3"><strong>Address:</strong></td>
<td colspan="8"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="3"><strong>Physical Address:</strong></td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>City:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>City:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>State:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>State:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Country:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>Country:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Manager</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>Sponsor ID No:<br />
</strong>(Four Letter FAA Designator)</td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><p><strong>Nearest Airport:</strong></p>
<p>(Airport Designator)</p></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Type of Evaluation Requested:</strong></td>
<td colspan="12"><p> <strong>Initial</strong> <strong>Upgrade</strong>
<strong>Continuing Qualification</strong> <strong>Special</strong></p>
<p> <strong>Reinstatement</strong></p></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Aircraft Make/model/series:</strong></td>
<td colspan="18"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="2"><p><strong>Initial Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date: <u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"><strong>Manufacturer’s Identification or Serial
Number</strong></td>
<td colspan="6"><strong><u>               </u></strong></td>
</tr>
<tr class="odd">
<td colspan="2"><p><strong>Upgrade Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date:</strong> <strong><u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"> <strong>eMQTG</strong></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="6" rowspan="2"><strong>Qualification Basis:
<u>               </u></strong></td>
<td colspan="3"> <strong>A</strong></td>
<td colspan="4"> <strong>B</strong></td>
<td colspan="4"> <strong>Interim C</strong></td>
<td colspan="2"> <strong>C</strong></td>
<td> <strong>D</strong></td>
</tr>
<tr class="odd">
<td colspan="3"> <strong>6</strong></td>
<td colspan="4"> <strong>7</strong></td>
<td colspan="4"> <strong>Provisional Status</strong></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="20"><strong>Other Technical Information:</strong></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>FAA FSTD ID No:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"><strong>FSTD Manufacturer:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Convertible FSTD:</strong></td>
<td colspan="7"><strong>Yes</strong>:</td>
<td colspan="4"><strong>Date of Manufacture</strong>:</td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>Related FAA ID No</strong>.</p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong>
<strong><u>     </u></strong> <strong><u>     </u></strong></td>
<td colspan="10"><strong>Sponsor FSTD ID No:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Engine model(s) and data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic model:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>FMS identification and revision level:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic coefficient
data:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Visual system manufacturer/model:</strong>
<u>     </u></td>
<td colspan="10"><strong>Aerodynamic data revision number:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>Flight control data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Visual system display:</strong>
<u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Mot ion system manufacturer/type:</strong>
<u>     </u></td>
<td colspan="10"><strong>FSTD computer(s) identification:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="3"><p>National Aviation Authority (NAA):</p>
<p>(If Applicable)</p></td>
<td colspan="17"><u>     </u></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA FSTD ID No:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"><strong>Last NAA Evaluation Date:</strong></td>
<td colspan="6"><u>     </u></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>NAA Qualification Level:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA Qualification Basis:</strong></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="4"><strong>Visual System</strong> M<strong>anufacturer and
Type:</strong></td>
<td colspan="3"><u>     </u></td>
<td colspan="5"><strong>FSTD Seats Available:</strong> <u>     </u></td>
<td colspan="6"><strong>Motion System Manufacturer and
Type:</strong></td>
<td colspan="2"><u>     </u>:</td>
</tr>
<tr class="odd">
<td><strong>Aircraft Equipment:</strong></td>
<td colspan="6"><p><strong>Engine Type(s):</strong></p>
<p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="9"><p><strong>Flight Instrumentation:</strong></p>
<p> <strong>EFIS</strong> <strong>HUD</strong> <strong>HGS</strong>
<strong>EFVS</strong></p>
<p> <strong>TCAS</strong> <strong>GPWS</strong> <strong>Plain
View</strong></p>
<p> <strong>GPS</strong> <strong>FMS Type:</strong> <u>     </u></p>
<p> <strong>WX Radar</strong> <strong>Other:</strong>
<u>     </u></p></td>
<td colspan="4"><p>Engine Instrumentation:</p>
<p> <strong>EICAS</strong> <strong>FADEC</strong></p>
<p> <strong>Other:</strong> <u>     </u></p></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Airport Models</strong>:</td>
<td colspan="5"><p>3.6.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.2 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.3 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
</tr>
<tr class="even">
<td colspan="5"><strong>Circle to Land</strong>:</td>
<td colspan="5"><p>3. 7.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3. 7.2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 7.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Visual Ground Segment</strong></td>
<td colspan="5"><p>3.8.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.8 .2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 8.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
</tbody>
</table>

+------------+---+---------------------+---+------+-------+---+-----------------+
| #          |   |                     |   |      |       |   |                 |
| **Section  |   |                     |   |      |       |   |                 |
| 2. Supplem |   |                     |   |      |       |   |                 |
| entary Inf |   |                     |   |      |       |   |                 |
| ormation** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FAA      |   |                     |   |      |       |   |                 |
| Training   |   |                     |   | **P  |       |   |                 |
| Program    |   |                     |   | OI** |       |   |                 |
| Approval   |   |                     |   | **TC |       |   |                 |
| Au         |   |                     |   | PM** |       |   |                 |
| thority:** |   |                     |   | **   |       |   |                 |
|            |   |                     |   | Othe |       |   |                 |
|            |   |                     |   | r**: |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  | [ |                     |   | **O  | [     |   |                 |
|            |   |                     |   | ffic |   ]{. |   |                 |
|            |   |                     |   | e:** | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa | [     |   |                 |
|            |   |                     |   | x:** |   ]{. |   |                 |
|            |   |                     |   |      | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Email:** | [ |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Scheduling |   |                     |   |      |       |   |                 |
| Person**:  |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  | [ |                     |   | *    |       |   | [               |
| 1:**       |   |                     |   | *Add |       |   |   ]{.underline} |
|            |   |                     |   | ress |       |   |                 |
|            |   |                     |   | 2**  |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Stat |       |   |   ]{.underline} |
|            |   |                     |   | e:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Emai |       |   |   ]{.underline} |
|            |   |                     |   | l:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa |       |   | [               |
|            |   |                     |   | x:** |       |   |   ]{.underline} |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Technical  |   |                     |   |      |       |   |                 |
| Contact:** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  |   | [     ]{.underline} | * |      |       | [ |                 |
| 1:**       |   |                     | * |      |       |   |                 |
|            |   |                     | A |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | r |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | s |      |       | { |                 |
|            |   |                     | s |      |       | . |                 |
|            |   |                     | 2 |      |       | u |                 |
|            |   |                     | * |      |       | n |                 |
|            |   |                     | * |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | S |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | E |      |       |   |                 |
|            |   |                     | m |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | i |      |       |   |                 |
|            |   |                     | l |      |       | ] |                 |
|            |   |                     | : |      |       | { |                 |
|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | F |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | x |      |       |   |                 |
|            |   |                     | : |      |       |   |                 |
|            |   |                     | * |      |       | ] |                 |
|            |   |                     | * |      |       | { |                 |
|            |   |                     |   |      |       | . |                 |
|            |   |                     |   |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+

+--------------------------------------+------+------------------------+
| # **Section 3. Training, T           |      |                        |
| esting and Checking Considerations** |      |                        |
+--------------------------------------+------+------------------------+
| **Area/Function/Maneuver**           | *    | **Remarks**            |
|                                      | *Req |                        |
|                                      | uest |                        |
|                                      | ed** |                        |
+--------------------------------------+------+------------------------+
| **Private Pilot - Training /         |      | [     ]{.underline}    |
| Checks:** (142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Commercial Pilot - Training        |      | [     ]{.underline}    |
| /Checks:**(142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Multi-Engine Rating - Training /   |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Instrument Rating -Training /      |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Type Rating - Training / Checks**  |      | [     ]{.underline}    |
| (135/121/142)                        |      |                        |
+--------------------------------------+------+------------------------+
| **Proficiency Checks** (135/121/142) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT I:** (RVR 2400/1800 ft. DH200  |      | [     ]{.underline}    |
| ft)                                  |      |                        |
+--------------------------------------+------+------------------------+
| **CAT II**: (RVR 1200 ft. DH 100 ft) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT III** \* (lowest minimum)      |      | [     ]{.underline}    |
| [     ]{.underline} RVR              |      |                        |
| [     ]{.underline} ft.              |      |                        |
|                                      |      |                        |
| **\*** State CAT III                 |      |                        |
| ([\<]{.underline} 700 ft.), CAT IIIb |      |                        |
| ([\<]{.underline} 150 ft.), or CAT   |      |                        |
| IIIc (0 ft.)                         |      |                        |
+--------------------------------------+------+------------------------+
| **Circling Approach**                |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training**:              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training** IAW           |      | [     ]{.underline}    |
| 121.409(d) (121 Turbojets Only)      |      |                        |
+--------------------------------------+------+------------------------+
| **Generic Unusual Attitudes and      |      | [     ]{.underline}    |
| Recoveries** **within the Normal     |      |                        |
| Flight Envelope**                    |      |                        |
+--------------------------------------+------+------------------------+
| **Specific Unusual Attitudes         |      | [     ]{.underline}    |
| Recoveries**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-coupled Approach/Auto Go      |      | [     ]{.underline}    |
| Around**                             |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-land / Roll Out Guidance**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **TCAS/ACAS I / II**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **WX-Radar**                         |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HUD**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HGS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **EFVS**                             |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Future Air Navigation Systems**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPWS / EGPWS**                     |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **ETOPS Capability**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **SMGCS**                            |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter Slope Landings**        |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter External Load           |      | [     ]{.underline}    |
| Operations**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Pinnacle Approach to    |      | [     ]{.underline}    |
| Landing**s                           |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Night Vision            |      | [     ]{.underline}    |
| Maneuvers**                          |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Category A Takeoffs**   |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+

([Date]{.underline})

Mr. ([Name of Training Program Approval Authority]{.underline}):

([Name of FAA FSDO]{.underline})

([Address]{.underline})

([City/State/Zip]{.underline})

Dear Mr. ([Name of TPAA]{.underline}):

**RE: Letter of Compliance**

([Operator Sponsor Name]{.underline}) requests evaluation of our
([Aircraft Type]{.underline}) FTD for Level ([\_\_]{.underline})
qualification. The ([FTD Manufacturer Name]{.underline}) FTD with
([Visual System Manufacturer Name/Model]{.underline}) system is fully
defined on the FTD Information page of the accompanying Qualification
Test Guide (QTG). We have completed the tests of the FTD and certify
that it meets all applicable requirements of FAR parts [121, 125, or
135]{.underline}), and the guidance of ([AC 120-40B or 14 CFR Part
60]{.underline}). Appropriate hardware and software configuration
control procedures have been established. Our Pilot(s),
([Name(s))]{.underline}, who are qualified on ([Aircraft
Type]{.underline}) aircraft have assessed the FTD and have found that it
conforms to the ([Operator/Sponsor]{.underline}) ([Aircraft
Type]{.underline}) flight deck configuration and that the simulated
systems and subsystems function equivalently to those in the aircraft.
The above named pilot(s) have also assessed the performance and the
flying qualities of the FTD and find that it represents the respective
aircraft.

([Added Comments may be placed here]{.underline})

Sincerely,

([Sponsor Representative]{.underline})

cc:

FAA, National Simulator Program

+-----------------------------------------------------------------------+
| SPONSOR NAME                                                          |
|                                                                       |
| SPONSOR ADDRESS                                                       |
|                                                                       |
| FAA QUALIFICATION TEST GUIDE                                          |
|                                                                       |
| (SPECIFIC HELICOPTER MODEL)                                           |
|                                                                       |
| ( *for example* )                                                     |
|                                                                       |
| ( Vertiflite AB-320 )                                                 |
|                                                                       |
| (FTD Identification Including Manufacturer, Serial Number, Visual     |
| System Used)                                                          |
|                                                                       |
| (FTD Level)                                                           |
|                                                                       |
| (Qualification Performance Standard Used)                             |
|                                                                       |
| (FTD Location)                                                        |
|                                                                       |
| FAA Initial Evaluation                                                |
|                                                                       |
| Date: \_\_\_\_\_\_\_\_\_\_\_\_\_                                      |
|                                                                       |
| \_\_\_\_\_\                                                           |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| Date: \_\_\_\_\_\_\_\_\_\_\_                                          |
|                                                                       |
| (Sponsor)                                                             |
|                                                                       |
| \_\_\_\_\_\                                                           |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| Date: \_\_\_\_\_\_\_\_\_\_\_                                          |
|                                                                       |
| Manager, National Simulator Program, FAA                              |
+-----------------------------------------------------------------------+

# Federal Aviation Administration

# National Simulator Program

![](media/image8.png)

## *Certificate of Qualification*

#  {#section-47}

**This is to certify that representatives of the National Simulator
Program**

**Completed an evaluation of the**

##  {#section-48}

**Go-Fast Training Center**

**Vertiflite AB-320 Flight Training Device**

#### FAA Identification Number 889

# And found it to meet the standards set forth in

**14 CFR Part 60, Appendix D**

**Qualification Performance Standards**

**The Master Qualification Test Guide and the attached**

**Configuration List and List of Qualified Tasks**

**Provide the Qualification Basis for this device to operate at**

## *Level 6*

**Until April 30, 2010**

**Unless sooner rescinded or extended by the National Simulator Program
Manager**

> March 15, 2009 *C. Nordlie*

(date) (for the NSPM)

**STATEMENT of QUALIFICATION**

**CONFIGURATION LIST**

<table style="width:100%;">
<colgroup>
<col style="width: 19%" />
<col style="width: 6%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 2%" />
<col style="width: 5%" />
<col style="width: 6%" />
<col style="width: 4%" />
<col style="width: 1%" />
<col style="width: 5%" />
<col style="width: 2%" />
<col style="width: 0%" />
<col style="width: 4%" />
<col style="width: 12%" />
<col style="width: 3%" />
<col style="width: 0%" />
<col style="width: 0%" />
<col style="width: 3%" />
<col style="width: 7%" />
<col style="width: 13%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="20"><strong>Date:</strong>
<strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="20"><h1
id="section-1.-fstd-information-and-characteristics-7"><strong>Section
1. FSTD Information and Characteristics</strong></h1></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Sponsor Name:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="9"><strong>FSTD Location</strong>:</td>
</tr>
<tr class="even">
<td colspan="3"><strong>Address:</strong></td>
<td colspan="8"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="3"><strong>Physical Address:</strong></td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>City:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>City:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>State:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>State:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Country:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>Country:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><strong>ZIP:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Manager</strong></td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>Sponsor ID No:<br />
</strong>(Four Letter FAA Designator)</td>
<td colspan="8"><strong><u>     </u></strong></td>
<td colspan="3"><p><strong>Nearest Airport:</strong></p>
<p>(Airport Designator)</p></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="8"><strong>Type of Evaluation Requested:</strong></td>
<td colspan="12"><p> <strong>Initial</strong> <strong>Upgrade</strong>
<strong>Continuing Qualification</strong> <strong>Special</strong></p>
<p> <strong>Reinstatement</strong></p></td>
</tr>
<tr class="odd">
<td colspan="2"><strong>Aircraft Make/model/series:</strong></td>
<td colspan="18"><strong><u>     </u></strong></td>
</tr>
<tr class="even">
<td colspan="2"><p><strong>Initial Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date: <u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"><strong>Manufacturer’s Identification or Serial
Number</strong></td>
<td colspan="6"><strong><u>               </u></strong></td>
</tr>
<tr class="odd">
<td colspan="2"><p><strong>Upgrade Qualification:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="8"><p><strong>Date:</strong> <strong><u>     </u></strong>
<strong>Level</strong> <strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
<td colspan="4"> <strong>eMQTG</strong></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="6" rowspan="2"><strong>Qualification Basis:
<u>               </u></strong></td>
<td colspan="3"> <strong>A</strong></td>
<td colspan="4"> <strong>B</strong></td>
<td colspan="4"> <strong>Interim C</strong></td>
<td colspan="2"> <strong>C</strong></td>
<td> <strong>D</strong></td>
</tr>
<tr class="odd">
<td colspan="3"> <strong>6</strong></td>
<td colspan="4"> <strong>7</strong></td>
<td colspan="4"> <strong>Provisional Status</strong></td>
<td colspan="3"></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="20"><strong>Other Technical Information:</strong></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>FAA FSTD ID No:</strong></p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"><strong>FSTD Manufacturer:</strong></td>
<td colspan="6"><strong><u>     </u></strong></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>Convertible FSTD:</strong></td>
<td colspan="7"><strong>Yes</strong>:</td>
<td colspan="4"><strong>Date of Manufacture</strong>:</td>
<td colspan="6"><p><strong><u>     </u></strong></p>
<p>MM/DD/YYYY</p></td>
</tr>
<tr class="even">
<td colspan="3"><p><strong>Related FAA ID No</strong>.</p>
<p>(If Applicable)</p></td>
<td colspan="7"><strong><u>     </u></strong>
<strong><u>     </u></strong> <strong><u>     </u></strong></td>
<td colspan="10"><strong>Sponsor FSTD ID No:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Engine model(s) and data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic model:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>FMS identification and revision level:</strong>
<u>     </u></td>
<td colspan="10"><strong>Source of aerodynamic coefficient
data:</strong> <u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Visual system manufacturer/model:</strong>
<u>     </u></td>
<td colspan="10"><strong>Aerodynamic data revision number:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="10"><strong>Flight control data revision:</strong>
<u>     </u></td>
<td colspan="10"><strong>Visual system display:</strong>
<u>     </u></td>
</tr>
<tr class="odd">
<td colspan="10"><strong>Mot ion system manufacturer/type:</strong>
<u>     </u></td>
<td colspan="10"><strong>FSTD computer(s) identification:</strong>
<u>     </u></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="3"><p>National Aviation Authority (NAA):</p>
<p>(If Applicable)</p></td>
<td colspan="17"><u>     </u></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA FSTD ID No:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"><strong>Last NAA Evaluation Date:</strong></td>
<td colspan="6"><u>     </u></td>
</tr>
<tr class="odd">
<td colspan="3"><strong>NAA Qualification Level:</strong></td>
<td colspan="7"><u>     </u></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="even">
<td colspan="3"><strong>NAA Qualification Basis:</strong></td>
<td colspan="7"><strong><u>     </u></strong></td>
<td colspan="4"></td>
<td colspan="6"></td>
</tr>
<tr class="odd">
<td colspan="20"></td>
</tr>
<tr class="even">
<td colspan="4"><strong>Visual System</strong> M<strong>anufacturer and
Type:</strong></td>
<td colspan="3"><u>     </u></td>
<td colspan="5"><strong>FSTD Seats Available:</strong> <u>     </u></td>
<td colspan="6"><strong>Motion System Manufacturer and
Type:</strong></td>
<td colspan="2"><u>     </u>:</td>
</tr>
<tr class="odd">
<td><strong>Aircraft Equipment:</strong></td>
<td colspan="6"><p><strong>Engine Type(s):</strong></p>
<p><strong><u>     </u></strong></p>
<p><strong><u>     </u></strong></p></td>
<td colspan="9"><p><strong>Flight Instrumentation:</strong></p>
<p> <strong>EFIS</strong> <strong>HUD</strong> <strong>HGS</strong>
<strong>EFVS</strong></p>
<p> <strong>TCAS</strong> <strong>GPWS</strong> <strong>Plain
View</strong></p>
<p> <strong>GPS</strong> <strong>FMS Type:</strong> <u>     </u></p>
<p> <strong>WX Radar</strong> <strong>Other:</strong>
<u>     </u></p></td>
<td colspan="4"><p>Engine Instrumentation:</p>
<p> <strong>EICAS</strong> <strong>FADEC</strong></p>
<p> <strong>Other:</strong> <u>     </u></p></td>
</tr>
<tr class="even">
<td colspan="20"></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Airport Models</strong>:</td>
<td colspan="5"><p>3.6.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.2 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.6.3 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
</tr>
<tr class="even">
<td colspan="5"><strong>Circle to Land</strong>:</td>
<td colspan="5"><p>3. 7.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3. 7.2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 7.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
<tr class="odd">
<td colspan="5"><strong>Visual Ground Segment</strong></td>
<td colspan="5"><p>3.8.1 <strong><u>     </u></strong></p>
<p>Airport Designator</p></td>
<td colspan="5"><p>3.8 .2 <strong><u>     </u></strong></p>
<p>Approach</p></td>
<td colspan="5"><p>3. 8.3 <strong><u>     </u></strong></p>
<p>Landing Runway</p></td>
</tr>
</tbody>
</table>

+------------+---+---------------------+---+------+-------+---+-----------------+
| #          |   |                     |   |      |       |   |                 |
| **Section  |   |                     |   |      |       |   |                 |
| 2. Supplem |   |                     |   |      |       |   |                 |
| entary Inf |   |                     |   |      |       |   |                 |
| ormation** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FAA      |   |                     |   |      |       |   |                 |
| Training   |   |                     |   | **P  |       |   |                 |
| Program    |   |                     |   | OI** |       |   |                 |
| Approval   |   |                     |   | **TC |       |   |                 |
| Au         |   |                     |   | PM** |       |   |                 |
| thority:** |   |                     |   | **   |       |   |                 |
|            |   |                     |   | Othe |       |   |                 |
|            |   |                     |   | r**: |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
|            |   |                     |   | \_\_ |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  | [ |                     |   | **O  | [     |   |                 |
|            |   |                     |   | ffic |   ]{. |   |                 |
|            |   |                     |   | e:** | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa | [     |   |                 |
|            |   |                     |   | x:** |   ]{. |   |                 |
|            |   |                     |   |      | under |   |                 |
|            |   |                     |   |      | line} |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Email:** | [ |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Scheduling |   |                     |   |      |       |   |                 |
| Person**:  |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  | [ |                     |   | *    |       |   | [               |
| 1:**       |   |                     |   | *Add |       |   |   ]{.underline} |
|            |   |                     |   | ress |       |   |                 |
|            |   |                     |   | 2**  |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
|            | i |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Stat |       |   |   ]{.underline} |
|            |   |                     |   | e:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
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|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
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|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   | [ |                     |   | **   |       |   | [               |
|            |   |                     |   | Emai |       |   |   ]{.underline} |
|            |   |                     |   | l:** |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
|            | u |                     |   |      |       |   |                 |
|            | n |                     |   |      |       |   |                 |
|            | d |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | r |                     |   |      |       |   |                 |
|            | l |                     |   |      |       |   |                 |
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|            | n |                     |   |      |       |   |                 |
|            | e |                     |   |      |       |   |                 |
|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   | [ |                     |   | **Fa |       |   | [               |
|            |   |                     |   | x:** |       |   |   ]{.underline} |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            |   |                     |   |      |       |   |                 |
|            | ] |                     |   |      |       |   |                 |
|            | { |                     |   |      |       |   |                 |
|            | . |                     |   |      |       |   |                 |
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|            | n |                     |   |      |       |   |                 |
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|            | } |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
|            |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **FSTD     |   |                     |   |      |       |   |                 |
| Technical  |   |                     |   |      |       |   |                 |
| Contact:** |   |                     |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Name:**  |   | [     ]{.underline} |   |      |       |   |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Address  |   | [     ]{.underline} | * |      |       | [ |                 |
| 1:**       |   |                     | * |      |       |   |                 |
|            |   |                     | A |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | d |      |       |   |                 |
|            |   |                     | r |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
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|            |   |                     | s |      |       | . |                 |
|            |   |                     | 2 |      |       | u |                 |
|            |   |                     | * |      |       | n |                 |
|            |   |                     | * |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **City:**  |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | S |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | t |      |       |   |                 |
|            |   |                     | e |      |       | ] |                 |
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|            |   |                     | * |      |       | u |                 |
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|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
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|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **ZIP:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | E |      |       |   |                 |
|            |   |                     | m |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | i |      |       |   |                 |
|            |   |                     | l |      |       | ] |                 |
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|            |   |                     | * |      |       | . |                 |
|            |   |                     | * |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
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|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+
| **Tel:**   |   | [     ]{.underline} | * |      |       | [ |                 |
|            |   |                     | * |      |       |   |                 |
|            |   |                     | F |      |       |   |                 |
|            |   |                     | a |      |       |   |                 |
|            |   |                     | x |      |       |   |                 |
|            |   |                     | : |      |       |   |                 |
|            |   |                     | * |      |       | ] |                 |
|            |   |                     | * |      |       | { |                 |
|            |   |                     |   |      |       | . |                 |
|            |   |                     |   |      |       | u |                 |
|            |   |                     |   |      |       | n |                 |
|            |   |                     |   |      |       | d |                 |
|            |   |                     |   |      |       | e |                 |
|            |   |                     |   |      |       | r |                 |
|            |   |                     |   |      |       | l |                 |
|            |   |                     |   |      |       | i |                 |
|            |   |                     |   |      |       | n |                 |
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|            |   |                     |   |      |       | } |                 |
+------------+---+---------------------+---+------+-------+---+-----------------+

+--------------------------------------+------+------------------------+
| # **Section 3. Training, T           |      |                        |
| esting and Checking Considerations** |      |                        |
+--------------------------------------+------+------------------------+
| **Area/Function/Maneuver**           | *    | **Remarks**            |
|                                      | *Req |                        |
|                                      | uest |                        |
|                                      | ed** |                        |
+--------------------------------------+------+------------------------+
| **Private Pilot - Training /         |      | [     ]{.underline}    |
| Checks:** (142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Commercial Pilot - Training        |      | [     ]{.underline}    |
| /Checks:**(142)                      |      |                        |
+--------------------------------------+------+------------------------+
| **Multi-Engine Rating - Training /   |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Instrument Rating -Training /      |      | [     ]{.underline}    |
| Checks** (142)                       |      |                        |
+--------------------------------------+------+------------------------+
| **Type Rating - Training / Checks**  |      | [     ]{.underline}    |
| (135/121/142)                        |      |                        |
+--------------------------------------+------+------------------------+
| **Proficiency Checks** (135/121/142) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT I:** (RVR 2400/1800 ft. DH200  |      | [     ]{.underline}    |
| ft)                                  |      |                        |
+--------------------------------------+------+------------------------+
| **CAT II**: (RVR 1200 ft. DH 100 ft) |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **CAT III** \* (lowest minimum)      |      | [     ]{.underline}    |
| [     ]{.underline} RVR              |      |                        |
| [     ]{.underline} ft.              |      |                        |
|                                      |      |                        |
| **\*** State CAT III                 |      |                        |
| ([\<]{.underline} 700 ft.), CAT IIIb |      |                        |
| ([\<]{.underline} 150 ft.), or CAT   |      |                        |
| IIIc (0 ft.)                         |      |                        |
+--------------------------------------+------+------------------------+
| **Circling Approach**                |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training**:              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Windshear Training** IAW           |      | [     ]{.underline}    |
| 121.409(d) (121 Turbojets Only)      |      |                        |
+--------------------------------------+------+------------------------+
| **Generic Unusual Attitudes and      |      | [     ]{.underline}    |
| Recoveries** **within the Normal     |      |                        |
| Flight Envelope**                    |      |                        |
+--------------------------------------+------+------------------------+
| **Specific Unusual Attitudes         |      | [     ]{.underline}    |
| Recoveries**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-coupled Approach/Auto Go      |      | [     ]{.underline}    |
| Around**                             |      |                        |
+--------------------------------------+------+------------------------+
| **Auto-land / Roll Out Guidance**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **TCAS/ACAS I / II**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **WX-Radar**                         |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HUD**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **HGS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **EFVS**                             |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Future Air Navigation Systems**    |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPWS / EGPWS**                     |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **ETOPS Capability**                 |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **GPS**                              |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **SMGCS**                            |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter Slope Landings**        |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+
| **Helicopter External Load           |      | [     ]{.underline}    |
| Operations**                         |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Pinnacle Approach to    |      | [     ]{.underline}    |
| Landing**s                           |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Night Vision            |      | [     ]{.underline}    |
| Maneuvers**                          |      |                        |
+--------------------------------------+------+------------------------+
| **Helicopter Category A Takeoffs**   |      | [     ]{.underline}    |
+--------------------------------------+------+------------------------+

**STATEMENT of QUALIFICATION**

**LIST of QUALIFIED** **TASKS**

Go-Fast Training Center Vertiflite AB-320 \-- Level C \-- FAA ID# 888

+-----------------------------------------------------------------------+
| **The FTD is qualified to perform all of the Maneuvers, Procedures,   |
| Tasks, and Functions**                                                |
|                                                                       |
| **Listed in Appendix D, Attachment 1, Table D1B, Minimum FTD          |
| Requirements**                                                        |
|                                                                       |
| **In Effect on \[mm/dd/yyyy\] except for the following listed Tasks   |
| or Functions.**                                                       |
+-----------------------------------------------------------------------+

+-----------------------------------------------------------------------+
| (*Example*)                                                           |
|                                                                       |
| **Excepted Tasks:**                                                   |
|                                                                       |
| > **6.f.** Fire Detection and Extinguisher System.                    |
| >                                                                     |
| > **7.d.** Ditching.                                                  |
+-----------------------------------------------------------------------+
| Excepted Simulator Systems:                                           |
|                                                                       |
| > Remote IOS                                                          |
+-----------------------------------------------------------------------+
| **Additional Qualified Tasks or Functions in addition to those listed |
| in Appendix D, Attachment 3, Table D1B, Minimum FTD Requirements.**   |
|                                                                       |
| (None)                                                                |
+-----------------------------------------------------------------------+
|                                                                       |
+-----------------------------------------------------------------------+

+-----------------------------------+----------------------------------+
| **Continuing qualification        |                                  |
| Evaluation Requirements**         |                                  |
|                                   |                                  |
| ***Completed at conclusion of     |                                  |
| Initial Evaluation***             |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations to be conducted each  | evaluations are due as follows:  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months                            | \_\_[(month)]{.underline}\_ and  |
|                                   | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
| Allotting \_\_\_\_\_\_ hours of   |                                  |
| FTD time.                         |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| **Revision:**                     |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Based on (enter reasoning):       |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Continuing qualification          | Continuing qualification         |
| Evaluations are to be conducted   | evaluations are due as follows:  |
| each                              |                                  |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| \_[(fill in)]{.underline}\_\_     | \_[(month)]{.underline}\_\_ and  |
| months. Allotting \_\_\_\_\_\_    | \_\_[(month)]{.underline}\_ and  |
| hours.                            | \_\_[(month)]{.underline}\_      |
+-----------------------------------+----------------------------------+
|                                   | (enter or strike out, as         |
|                                   | appropriate)                     |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| Signed:                           | \_\_\_\_\_\_                     |
| \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\ | \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |
| _\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ |                                  |
+-----------------------------------+----------------------------------+
| NSPM / Evaluation Team Leader     | Date                             |
+-----------------------------------+----------------------------------+
|                                   |                                  |
+-----------------------------------+----------------------------------+
| (Repeat as Necessary)             |                                  |
+-----------------------------------+----------------------------------+

+----------+-----------------+---------------------+------------------+
| **Index  |                 |                     |                  |
| of       |                 |                     |                  |
| E        |                 |                     |                  |
| ffective |                 |                     |                  |
| FSTD     |                 |                     |                  |
| Dire     |                 |                     |                  |
| ctives** |                 |                     |                  |
|          |                 |                     |                  |
| **Filed  |                 |                     |                  |
| in this  |                 |                     |                  |
| S        |                 |                     |                  |
| ection** |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
| **       | **Effective     | **Date of           | **Details**      |
| Number** | Date**          | Notification**      |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+
|          |                 |                     |                  |
+----------+-----------------+---------------------+------------------+

Continue as Necessary\....

**Appendix E to Part 60---Qualification Performance Standards for**

**Quality Management Systems for Flight Simulation Training Devices**

**Begin QPS Requirements**

a\. Not later than May 30, 2010, each current sponsor of an FSTD must
submit to the NSPM a proposed Quality Management System (QMS) program as
described in this appendix. The NSPM will notify the sponsor of the
acceptability of the program, including any required adjustments. Within
6 months of the notification of acceptability, the sponsor must
implement the program, conduct internal audits, make required program
adjustments as a result of any internal audit, and schedule the NSPM
initial audit.

b\. First-time FSTD sponsors must submit to the NSPM the proposed QMS
program no later than 120 days before the initial FSTD evaluation. The
NSPM will notify the sponsor of the acceptability of the program,
including any required adjustments. Within 6 months of the notification
of acceptability, the sponsor must implement the program, conduct
internal audits, make required program adjustments as a result of any
internal audit, and schedule the NSPM initial audit.

c\. The Director of Operations for a Part 119 certificate holder, the
Chief Instructor for a Part 141 certificate holder, or the equivalent
for a Part 142 or Flight Engineer School sponsor must designate a
Management Representative (MR) who has the authority to establish and
modify the sponsor\'s policies, practices, and procedures regarding the
QMS program for the recurring qualification and the daily use of each
FSTD.

d\. The minimum content required for an acceptable QMS is found in Table
E1. The policies, processes, or procedures described in this table must
be maintained in a Quality Manual and will serve as the basis for the
following:

\(1\) The sponsor-conducted initial and recurring periodic assessments;

\(2\) The NSPM-conducted initial and recurring periodic assessments; and

\(3\) The continuing surveillance and analysis by the NSPM of the
sponsor's performance and effectiveness in providing a satisfactory FSTD
for use on a regular basis.

e\. The sponsor must conduct assessments of its QMS program in segments.
The segments will be established by the NSPM at the initial assessment,
and the interval for the segment assessments will be every 6 months. The
intervals for the segment assessments may be extended beyond 6 months as
the QMS program matures, but will not be extended beyond 12 months. The
entire QMS program must be assessed every 24 months.

f\. The periodic assessments conducted by the NSPM will be conducted at
intervals not less than once every 24 months, and include a
comprehensive review of the QMS program. These reviews will be conducted
more frequently if warranted.

**End QPS Requirements**

**Begin Information**

g\. An example of a segment assessment -- At the initial QMS assessment,
the NSPM will divide the QMS program into segments (e.g., 6 separate
segments). There must be an assessment of a certain number of segments
every 6 months (i.e. segments 1 and 2 at the end of the first 6 month
period; segments 3 and 4 at the end of the second 6 month period (or one
year); and segments 5 and 6 at the end of the third 6 month period (or
18 months). As the program matures, the interval between assessments may
be extended to 12 months (e.g., segments 1, 2, and 3 at the end of the
first year; and segments 4, 5, and 6 at the end of the second year). In
both cases, the entire QMS program is assessed at least every 24 months.

h\. The following materials are presented to assist sponsors in
preparing for an NSPM evaluation of the QMS program. The sample
documents include:

\(1\) The NSPM desk assessment tool for initial evaluation of the
required elements of a QMS program.

\(2\) The NSPM on-site assessment tool for initial and continuing
evaluation of the required elements of a QMS program.

\(3\) An Element Assessment Table that describes the circumstances that
exist to warrant a finding of "non-compliance," or "non-conformity;"
"partial compliance," or "partial conformity;" and "acceptable
compliance," or "acceptable conformity."

\(4\) A sample Continuation Sheet for additional comments that may be
added by the sponsor or the NSPM during a QMS evaluation.

\(5\) A sample Sponsor Checklist to assist the sponsor in verifying the
elements that comprise the required QMS program.

\(6\) A table showing the essential functions, processes, and procedures
that relate to the required QMS components and a cross-reference to each
represented task.

i\. Additional Information.

\(1\) In addition to specifically designated QMS evaluations, the NSPM
will evaluate the sponsor\'s QMS program as part of regularly scheduled
FSTD continuing qualification evaluations and no-notice FSTD
evaluations, focusing in part on the effectiveness and viability of the
QMS program and its contribution to the overall capability of the FSTD
to meet the requirements of this part.

\(2\) The sponsor or MR may delegate duties associated with maintaining
the qualification of the FSTD (e.g., corrective and preventive
maintenance, scheduling and conducting tests or inspections, functional
preflight checks) but retain the responsibility and authority for the
day-to-day qualification of the FSTD. One person may serve as the
sponsor or MR for more than one FSTD, but one FSTD may not have more
than one sponsor or MR.

\(3\) A QMS program may be applicable to more than one certificate
holder (e.g., part 119 and part 142 or two part 119 certificate holders)
and an MR may work for more than one certificate holder (e.g., part 119
and part 142 or two part 119 certificate holders) as long as the
sponsor's QMS program requirements and the MR requirements are met for
each certificate holder.

\(4\) Standard Measurements for Flight Simulator Quality: A quality
system based on FSTD performance will improve and maintain training
quality. See
<http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/sqms/>
for more information on measuring FSTD performance.

j\. The FAA does not mandate a specific QMS program format, but an
acceptable QMS program should contain the following:.

\(1\) A Quality Policy. This is a formal written Quality Policy
Statement that is a commitment by the sponsor outlining what the Quality
System will achieve.

\(2\) A MR who has overall authority for monitoring the on-going
qualification of assigned FSTDs to ensure that all FSTD qualification
issues are resolved as required by this part. The MR should ensure that
the QMS program is properly implemented and maintained, and should:

\(a\) Brief the sponsor's management on the qualification processes;

\(b\) Serve as the primary contact point for all matters between the
sponsor and the NSPM regarding the qualification of the assigned FSTDs;
and

\(c\) Oversee the day-to-day quality control.

\(3\) The system and processes outlined in the QMS should enable the
sponsor to monitor compliance with all applicable regulations and ensure
correct maintenance and performance of the FSTD in accordance with part
60.

\(4\) A QMS program and a statement acknowledging completion of a
periodic review by the MR should include the following:

\(a\) A maintenance facility that provides suitable FSTD hardware and
software tests and maintenance capability.

\(b\) A recording system in the form of a technical log in which
defects, deferred defects, and development projects are listed, assigned
and reviewed within a specified time period.

\(c\) Routine maintenance of the FSTD and performance of the QTG tests
with adequate staffing to cover FSTD operating periods.

\(d\) A planned internal assessment schedule and a periodic review
should be used to verify that corrective action was complete and
effective. The assessor should have adequate knowledge of FSTDs and
should be acceptable to the NSPM.

\(5\) The MR should receive Quality System training and brief other
personnel on the procedures.

**End Information**

+-----+-----------------------------------------------------+---------+
| **E | A QMS manual that prescribes the policies,          | §       |
| 1.1 | processes, or procedures outlined in this table.    | 60.5(a) |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | A policy, process, or procedure specifying how the  | §       |
| 1.2 | sponsor will identify deficiencies in the QMS.      | 60.5(b) |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | A policy, process, or procedure specifying how the  | §       |
| 1.3 | sponsor will document how the QMS program will be   | 60.5(b) |
| .** | changed to address deficiencies.                    |         |
+-----+-----------------------------------------------------+---------+
| **E | A policy, process, or procedure specifying how the  | §       |
| 1.4 | sponsor will address proposed program changes (for  | 60.5(c) |
| .** | programs that do not meet the minimum requirements  |         |
|     | as notified by the NSPM) to the NSPM and receive    |         |
|     | approval prior to their implementation.             |         |
+-----+-----------------------------------------------------+---------+
| **E | A policy, process, or procedure specifying how the  | § 60.   |
| 1.5 | sponsor will document that at least one FSTD is     | 7(b)(5) |
| .** | 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 or upgrade evaluation         |         |
|     | conducted by the NSPM and at least once within each |         |
|     | subsequent 12-month period thereafter.              |         |
+-----+-----------------------------------------------------+---------+
| **E | A policy, process, or procedure specifying how the  | § 60.   |
| 1.6 | sponsor will document that at least one FSTD is     | 7(b)(6) |
| .** | 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.  |         |
+-----+-----------------------------------------------------+---------+
| **E | A policy, process, or procedure specifying how the  | § 60.   |
| 1.7 | sponsor will obtain an annual written statement     | 5(b)(7) |
| .** | from a qualified pilot (who has flown the subject   | and     |
|     | aircraft or set of aircraft during the preceding    |         |
|     | 12-month period) that the performance and handling  | § 60.   |
|     | qualities of the subject FSTD represents the        | 7(d)(2) |
|     | 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 | A policy, process, or procedure specifying how      | § 60.   |
| 1.8 | independent feedback (from persons recently         | 9(b)(1) |
| .** | 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       |         |
|     | maintenance personnel) will be received and         |         |
|     | addressed by the sponsor regarding the FSTD and its |         |
|     | operation.                                          |         |
+-----+-----------------------------------------------------+---------+
| **E | A policy, process, or procedure specifying how and  | § 60.   |
| 1.9 | where the FSTD SOQ will be posted, or accessed by   | 9(b)(2) |
| .** | an appropriate terminal or display, in or adjacent  |         |
|     | to the FSTD.                                        |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | §       |
| *E1 | sponsor's management representative (MR) is         | 60.9(c) |
| .10 | selected and identified by name to the NSPM.        | and     |
| .** |                                                     |         |
|     |                                                     | A       |
|     |                                                     | ppendix |
|     |                                                     | E,      |
|     |                                                     | parag   |
|     |                                                     | raph(d) |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying the MR   | § 60.9  |
| *E1 | authority and responsibility for the following:     | (c)(2), |
| .11 |                                                     | (3),    |
| .** |                                                     | and     |
|     |                                                     | (4).    |
+-----+-----------------------------------------------------+---------+
| **E | Monitoring the on-going qualification of assigned   |         |
| 1.1 | FSTDs to ensure all matters regarding FSTD          |         |
| 1.a | qualification are completed as required by this     |         |
| .** | part.                                               |         |
+-----+-----------------------------------------------------+---------+
| **E | Ensuring that the QMS is properly maintained by     |         |
| 1.1 | overseeing the QMS policies, practices, or          |         |
| 1.b | procedures and modifying as necessary.              |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | Regularly briefing sponsor's management on the      |         |
| 1.1 | status of the on-going FSTD qualification program   |         |
| 1.c | and the effectiveness and efficiency of the QMS.    |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | Serving as the primary contact point for all        |         |
| 1.1 | matters between the sponsor and the NSPM regarding  |         |
| 1.d | the qualification of assigned FSTDs.                |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | Delegating the MR assigned duties to an individual  |         |
| 1.1 | at each of the sponsor's locations, as appropriate. |         |
| 1.e |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | §       |
| *E1 | sponsor will:                                       |  60.13; |
| .12 |                                                     |         |
| .** |                                                     | QPS     |
|     |                                                     | App     |
|     |                                                     | endices |
|     |                                                     |         |
|     |                                                     | A, B,   |
|     |                                                     | C, and  |
|     |                                                     | D.      |
+-----+-----------------------------------------------------+---------+
| **E | Ensure that the data made available to the NSPM     |         |
| 1.1 | (the validation data package) includes the aircraft |         |
| 2.a | 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 the data results from a |         |
|     | change in performance, handling qualities,          |         |
|     | functions, or other characteristics of the aircraft |         |
|     | that must be considered for flight crewmember       |         |
|     | training, evaluation, or experience requirements.   |         |
+-----+-----------------------------------------------------+---------+
| **E | Notify the NSPM within 10 working days of becoming  |         |
| 1.1 | aware that an addition to or a revision of the      |         |
| 2.b | flight related data or airplane systems related     |         |
| .** | data is available if this data is used to program   |         |
|     | or operate a qualified FSTD.                        |         |
+-----+-----------------------------------------------------+---------+
| **E | Maintain a liaison with the manufacturer of the     |         |
| 1.1 | aircraft being simulated (or with the holder of the |         |
| 2.c | aircraft type certificate for the aircraft being    |         |
| .** | simulated if the manufacturer is no longer in       |         |
|     | business), and if appropriate, with the person who  |         |
|     | supplied the aircraft data package for the FFS for  |         |
|     | the purposes of receiving notification of data      |         |
|     | package changes.                                    |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60.14 |
| *E1 | sponsor will make available all special equipment   |         |
| .13 | and qualified personnel needed to conduct tests     |         |
| .** | during initial, continuing qualification, or        |         |
|     | special evaluations.                                |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | §       |
| *E1 | sponsor will submit to the NSPM a request to        |  60.15( |
| .14 | evaluate the FSTD for initial qualification at a    | a)-(d); |
| .** | specific level and simultaneously request the TPAA  |         |
|     | forward a concurring letter to the NSPM; including  | § 60    |
|     | how the MR will use qualified personnel to confirm  | .15(b); |
|     | the following:                                      |         |
|     |                                                     | § 60.15 |
|     |                                                     | (b)(i); |
|     |                                                     |         |
|     |                                                     | §       |
|     |                                                     |  60.15( |
|     |                                                     | b)(ii); |
|     |                                                     |         |
|     |                                                     | §       |
|     |                                                     | 60.15(b |
|     |                                                     | )(iii). |
+-----+-----------------------------------------------------+---------+
| **E | That the performance and handling qualities of the  |         |
| 1.1 | FSTD represent those of the aircraft or set of      |         |
| 4.a | aircraft within the normal operating envelope.      |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | The FSTD systems and sub-systems (including the     |         |
| 1.1 | simulated aircraft systems) functionally represent  |         |
| 4.b | those in the aircraft or set of aircraft.           |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | The flight deck represents the configuration of the |         |
| 1.1 | specific type or aircraft make, model, and series   |         |
| 4.c | aircraft being simulated, as appropriate.           |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60    |
| *E1 | subjective and objective tests are completed at the | .15(e). |
| .15 | sponsor's training facility for an initial          |         |
| .** | evaluation.                                         |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60    |
| *E1 | sponsor will update the QTG with the results of the | .15(h). |
| .16 | FAA-witnessed tests and demonstrations together     |         |
| .** | with the results of the objective tests and         |         |
|     | demonstrations after the NSPM completes the         |         |
|     | evaluation for initial qualification.               |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60    |
| *E1 | sponsor will make the MQTG available to the NSPM    | .15(i). |
| .17 | upon request.                                       |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60    |
| *E1 | sponsor will apply to the NSPM for additional       | .16(a); |
| .18 | qualification(s) to the SOQ.                        |         |
| .** |                                                     | § 6     |
|     |                                                     | 0.16(a) |
|     |                                                     | (1)(i); |
|     |                                                     | and     |
|     |                                                     |         |
|     |                                                     | § 60    |
|     |                                                     | .16(a)( |
|     |                                                     | 1)(ii). |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60.1  |
| *E1 | sponsor completes all required Attachment 2         | 9(a)(1) |
| .19 | objective tests each year in a minimum of four      |         |
| .** | evenly spaced inspections as specified in the       | QPS     |
|     | appropriate QPS.                                    | App     |
|     |                                                     | endices |
|     |                                                     | A, B,   |
|     |                                                     | C, or   |
|     |                                                     | D.      |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60.1  |
| *E1 | sponsor completes and records a functional          | 9(a)(2) |
| .20 | preflight check of the FSTD within the preceding 24 |         |
| .** | hours of FSTD use, including a description of the   | QPS     |
|     | functional preflight.                               | App     |
|     |                                                     | endices |
|     |                                                     |         |
|     |                                                     | A, B,   |
|     |                                                     | C, or   |
|     |                                                     | D.      |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60.1  |
| *E1 | sponsor schedules continuing qualification          | 9(b)(2) |
| .21 | evaluations with the NSPM.                          |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 6     |
| *E1 | sponsor ensures that the FSTD has received a        | 0.19(b) |
| .22 | continuing qualification evaluation at the interval | (5)-(6) |
| .** | described in the MQTG.                              |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure describing how      | § 60    |
| *E1 | discrepancies are recorded in the FSTD discrepancy  | .19(c); |
| .23 | log, including:                                     |         |
| .** |                                                     | § 6     |
|     |                                                     | 0.19(c) |
|     |                                                     | (2)(i); |
|     |                                                     |         |
|     |                                                     | § 60    |
|     |                                                     | .19(c)( |
|     |                                                     | 2)(ii). |
+-----+-----------------------------------------------------+---------+
| **E | A description of how the discrepancies are entered  |         |
| 1.2 | and maintained in the log until corrected.          |         |
| 3.a |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | A description of the corrective action taken for    |         |
| 1.2 | each discrepancy, the identity of the individual    |         |
| 3.b | taking the action, and the date that action is      |         |
| .** | taken.                                              |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60    |
| *E1 | discrepancy log is kept in a form and manner        | .19(c)( |
| .24 | acceptable to the Administrator and kept in or      | 2)(iii) |
| .** | 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.)        |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure that requires each  | § 60.20 |
| *E1 | instructor, check airman, or representative of the  |         |
| .25 | Administrator conducting training, evaluation, or   |         |
| .** | flight experience, 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.             |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 6     |
| *E1 | sponsor will apply for initial qualification based  | 0.21(c) |
| .26 | on the final aircraft data package approved by the  |         |
| .** | aircraft manufacturer if operating an FSTD based on |         |
|     | an interim qualification.                           |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 6     |
| *E1 | sponsor determines whether an FSTD change qualifies | 0.23(a) |
| .27 | as a modification as defined in § 60.23.            | (1)-(2) |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 6     |
| *E1 | sponsor will ensure the FSTD is modified in         | 0.23(b) |
| .28 | accordance with any FSTD Directive regardless of    |         |
| .** | the original qualification basis.                   |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | §       |
| *E1 | sponsor will notify the NSPM and TPAA of their      |  60.23( |
| .29 | intent to use a modified FSTD and to ensure that    | c)(1)(i |
| .** | the modified FSTD will not be used prior to:        | ),(ii), |
|     |                                                     | and     |
|     |                                                     | (iv)    |
+-----+-----------------------------------------------------+---------+
| **E | Twenty-one days since the sponsor notified the NSPM |         |
| 1.2 | and the TPAA of the proposed modification and the   |         |
| 9.a | sponsor has not received any response from either   |         |
| .** | the NSPM or the TPAA; or                            |         |
+-----+-----------------------------------------------------+---------+
| **E | Twenty-one days since the sponsor notified the NSPM |         |
| 1.2 | and the TPAA of the proposed modification and one   |         |
| 9.b | has approved the proposed modification and the      |         |
| .** | other has not responded; or                         |         |
+-----+-----------------------------------------------------+---------+
| **E | The FSTD successfully completing any evaluation the |         |
| 1.2 | NSPM may require in accordance with the standards   |         |
| 9.c | for an evaluation for initial qualification or any  |         |
| .** | part thereof before the modified FSTD is placed in  |         |
|     | service.                                            |         |
+-----+-----------------------------------------------------+---------+
| **E | A policy, process, or procedure specifying how,     | § 60.23 |
| 1.3 | after an FSTD modification is approved by the NSPM, | (d)-(e) |
| 0** | the sponsor will:                                   |         |
+-----+-----------------------------------------------------+---------+
| **E | Post an addendum to the SOQ until as the NSPM       |         |
| 1.3 | issues a permanent, updated SOQ.                    |         |
| 0.a |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | Update the MQTG with current objective test results |         |
| 1.3 | and appropriate objective data for each affected    |         |
| 0.b | objective test or other MQTG section affected by    |         |
| .** | the modification.                                   |         |
+-----+-----------------------------------------------------+---------+
| **E | File in the MQTG the requirement from the NSPM to   |         |
| 1.3 | make the modification and the record of the         |         |
| 0.c | modification completion.                            |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | §       |
| *E1 | sponsor will track the length of time a component   |  60.25( |
| .31 | has been missing, malfunctioning, or inoperative    | b)-(c), |
| .** | (MMI), including:                                   | and     |
|     |                                                     |         |
|     |                                                     | QPS     |
|     |                                                     | App     |
|     |                                                     | endices |
|     |                                                     |         |
|     |                                                     | A, B,   |
|     |                                                     | C, or   |
|     |                                                     | D.      |
+-----+-----------------------------------------------------+---------+
| **E | How the sponsor will post a list of MMI components  |         |
| 1.3 | in or adjacent to the FSTD.                         |         |
| 1.a |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | How the sponsor will notify the NSPM if the MMI has |         |
| 1.3 | not been repaired or replaced within 30 days.\*     |         |
| 1.b |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60.2  |
| *E1 | sponsor will notify the NSPM and how the sponsor    | 7(a)(3) |
| .32 | will seek requalification of the FSTD if the FSTD   |         |
| .** | is moved and reinstalled in a different location.   |         |
+-----+-----------------------------------------------------+---------+
| *   | A policy, process, or procedure specifying how the  | § 60.31 |
| *E1 | sponsor will maintain control of the following:     |         |
| .33 | (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 preservation and retrieval of       |         |
|     | information will be conducted.)                     |         |
+-----+-----------------------------------------------------+---------+
| **E | The MQTG and each amendment.                        |         |
| 1.3 |                                                     |         |
| 3.a |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | A record of all FSTD modifications required by this |         |
| 1.3 | part since the issuance of the original SOQ.        |         |
| 3.b |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | Results of the qualification evaluations (initial   |         |
| 1.3 | and each upgrade) since the issuance of the         |         |
| 3.c | original SOQ.                                       |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | Results of the objective tests conducted in         |         |
| 1.3 | accordance with this part for a period of 2 years.  |         |
| 3.d |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | Results of the previous three continuing            |         |
| 1.3 | qualification evaluations, or the continuing        |         |
| 3.e | qualification evaluations from the previous 2       |         |
| .** | years, whichever covers a longer period.            |         |
+-----+-----------------------------------------------------+---------+
| **E | Comments obtained in accordance with § 60.9(b);     |         |
| 1.3 |                                                     |         |
| 3.f |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **E | A record of all discrepancies entered in the        |         |
| 1.3 | discrepancy log over the previous 2 years,          |         |
| 3.g | including the following:                            |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **  | A list of the components or equipment that were or  |         |
| E1. | are missing, malfunctioning, or inoperative.        |         |
| 33. |                                                     |         |
| g.1 |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **  | The action taken to correct the discrepancy.        |         |
| E1. |                                                     |         |
| 33. |                                                     |         |
| g.2 |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **  | The date the corrective action was taken.           |         |
| E1. |                                                     |         |
| 33. |                                                     |         |
| g.3 |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| **  | The identity of the person determining that the     |         |
| E1. | discrepancy has been corrected.                     |         |
| 33. |                                                     |         |
| g.4 |                                                     |         |
| .** |                                                     |         |
+-----+-----------------------------------------------------+---------+
| \*  |                                                     |         |
| No  |                                                     |         |
| te: |                                                     |         |
| If  |                                                     |         |
| the |                                                     |         |
| s   |                                                     |         |
| pon |                                                     |         |
| sor |                                                     |         |
| has |                                                     |         |
| an  |                                                     |         |
| ap  |                                                     |         |
| pro |                                                     |         |
| ved |                                                     |         |
| di  |                                                     |         |
| scr |                                                     |         |
| epa |                                                     |         |
| ncy |                                                     |         |
| pr  |                                                     |         |
| ior |                                                     |         |
| iti |                                                     |         |
| zat |                                                     |         |
| ion |                                                     |         |
| s   |                                                     |         |
| yst |                                                     |         |
| em, |                                                     |         |
| t   |                                                     |         |
| his |                                                     |         |
| i   |                                                     |         |
| tem |                                                     |         |
| is  |                                                     |         |
| sat |                                                     |         |
| isf |                                                     |         |
| ied |                                                     |         |
| by  |                                                     |         |
| d   |                                                     |         |
| esc |                                                     |         |
| rib |                                                     |         |
| ing |                                                     |         |
| how |                                                     |         |
| d   |                                                     |         |
| isc |                                                     |         |
| rep |                                                     |         |
| anc |                                                     |         |
| ies |                                                     |         |
| are |                                                     |         |
| pri |                                                     |         |
| ori |                                                     |         |
| tiz |                                                     |         |
| ed, |                                                     |         |
| w   |                                                     |         |
| hat |                                                     |         |
| a   |                                                     |         |
| cti |                                                     |         |
| ons |                                                     |         |
| are |                                                     |         |
| tak |                                                     |         |
| en, |                                                     |         |
| and |                                                     |         |
| how |                                                     |         |
| the |                                                     |         |
| s   |                                                     |         |
| pon |                                                     |         |
| sor |                                                     |         |
| w   |                                                     |         |
| ill |                                                     |         |
| not |                                                     |         |
| ify |                                                     |         |
| the |                                                     |         |
| N   |                                                     |         |
| SPM |                                                     |         |
| if  |                                                     |         |
| the |                                                     |         |
| MMI |                                                     |         |
| has |                                                     |         |
| not |                                                     |         |
| b   |                                                     |         |
| een |                                                     |         |
| re  |                                                     |         |
| pai |                                                     |         |
| red |                                                     |         |
| or  |                                                     |         |
| re  |                                                     |         |
| pla |                                                     |         |
| ced |                                                     |         |
| wit |                                                     |         |
| hin |                                                     |         |
| the |                                                     |         |
| spe |                                                     |         |
| cif |                                                     |         |
| ied |                                                     |         |
| t   |                                                     |         |
| ime |                                                     |         |
| fra |                                                     |         |
| me. |                                                     |         |
+-----+-----------------------------------------------------+---------+

**Appendix F to Part 60\--**

**DEFINITIONS AND ABBREVIATIONS**

**FOR FLIGHT SIMULATION TRAINING DEVICES**

**Begin Information**

1\. Some of the definitions presented below are repeated from the
definitions found in 14 CFR part 1, as indicated parenthetically.

**End Information**

**Begin QPS Requirements**

**2. Definitions.**

[1st Segment]{.underline} - the portion of the takeoff profile from
liftoff to gear retraction.

[2nd Segment]{.underline} - the portion of the takeoff profile from
after gear retraction to initial flap/slat retraction.

[3rd Segment]{.underline} - the portion of the takeoff profile after
flap/slat retraction is complete.

[Aircraft Data Package]{.underline} - a combination of the various types
of data used to design, program, manufacture, modify, and test the FSTD.

[Airspeed]{.underline} - calibrated airspeed unless otherwise specified
and expressed in terms of nautical miles per hour (knots).

[Airport Model]{.underline} --

[Class I]{.underline}. Whether modeling real world or fictional airports
(or landing areas for helicopters), these airport models (or landing
areas for helicopters) are those that meet the requirements of Table A3B
or C3B, found in attachment 2 of Appendix A or C, as appropriate, are
evaluated by the NSPM, and are listed on the SOQ.

[Class II]{.underline}. Whether modeling real world or fictional
airports (or landing areas for helicopters), these airport models (or
landing areas for helicopters) are those models that are in excess of
those used for simulator qualification at a specified level. The FSTD
sponsor is responsible for determining that these models meet the
requirements set out in Table A3C or C3C, found in attachment 2 of
Appendix A or C, as appropriate.

[Class III]{.underline}. This is special class of airport model (or
landing area for helicopters), used for specific purposes, and includes
models that may be incomplete or inaccurate when viewed without
restriction, but when appropriate limits are applied (e.g., "valid for
use only in visibility conditions less than ½ statue mile or RVR2400
feet," "valid for use only for approaches to Runway 22L and 22R"), those
features that may be incomplete or inaccurate may not be able to be
recognized as such by the crewmember being trained, tested, or checked.
Class III airport models used for training, testing, or checking
activities under this Chapter requires the certificate holder to submit
to the TPAA an appropriate analysis of the skills, knowledge, and
abilities necessary for competent performance of the task(s) in which
this particular model is to be used, and requires TPAA acceptance of
each Class III model.

[Altitude]{.underline} - pressure altitude (meters or feet) unless
specified otherwise.

[Angle of Attack]{.underline} - the angle between the airplane
longitudinal axis and the relative wind vector projected onto the
airplane plane of symmetry.

[Automatic Testing]{.underline} - FSTD testing where all stimuli are
under computer control.

[Bank]{.underline} - the airplane attitude with respect to or around the
longitudinal axis, or roll angle (degrees).

[Breakout]{.underline} - the force required at the pilot\'s primary
controls to achieve initial movement of the control position.

[Certificate Holder]{.underline} - a person issued a certificate under
parts 119, 141, or 142 of this chapter or a person holding an approved
course of training for flight engineers in accordance with part 63 of
this chapter.

[Closed Loop Testing]{.underline} - a test method where the input
stimuli are generated by controllers that drive the FSTD to follow a
pre-defined target response.

[Computer Controlled Aircraft]{.underline} - an aircraft where all pilot
inputs to the control surfaces are transferred and augmented by
computers.

[Confined Area (helicopter operations)]{.underline} - an area where the
flight of the helicopter is limited in some direction by terrain or the
presence of natural or man-made obstructions (e.g., a clearing in the
woods, a city street, or a road bordered by trees or power lines are
regarded as confined areas).

[Control Sweep]{.underline} - movement of the appropriate pilot
controller from neutral to an extreme limit in one direction (Forward,
Aft, Right, or Left), a continuous movement back through neutral to the
opposite extreme position, and then a return to the neutral position.

[Convertible FSTD]{.underline} - an FSTD in which hardware and software
can be changed so that the FSTD becomes a replica of a different model,
usually of the same type aircraft. The same FSTD platform, flight deck
shell, motion system, visual system, computers, and peripheral equipment
can be used in more than one simulation.

[Critical Engine Parameter]{.underline} - the parameter that is the most
accurate measure of propulsive force.

[Deadband]{.underline} - the amount of movement of the input for a
system for which there is no reaction in the output or state of the
system observed.

[Distance]{.underline} - the length of space between two points,
expressed in terms of nautical miles unless otherwise specified.

[Discrepancy]{.underline} **-** as used in this part, an aspect of the
FSTD that is not correct with respect to the aircraft being simulated.
This includes missing, malfunctioning, or inoperative components that
are required to be present and operate correctly for training,
evaluation, and experience functions to be creditable. It also includes
errors in the documentation used to support the FSTD (e.g., MQTG errors,
information missing from the MQTG, or required statements from
appropriately qualified personnel).

[Downgrade]{.underline} - a permanent change in the qualification level
of an FSTD to a lower level.

[Driven]{.underline} - a test method where the input stimulus or
variable is positioned by automatic means, usually a computer input.

[Electronic Copy of the MQTG]{.underline} - an electronic copy of the
MQTG provided by an electronic scan presented in a format, acceptable to
the NSPM.

[Electronic Master Qualification Test Guide]{.underline} - an electronic
version of the MQTG (eMQTG), where all objective data obtained from
airplane testing, or another approved source, together with correlating
objective test results obtained from the performance of the FSTD and a
description of the equipment necessary to perform the evaluation for the
initial and the continuing qualification evaluations is stored,
archived, or presented in either reformatted or digitized electronic
format.

[Engine]{.underline} **-** as used in this part, the appliance or
structure that supplies propulsive force for movement of the aircraft:
i.e., the turbine engine for turbine powered aircraft; the turbine
engine and propeller assembly for turbo-propeller powered aircraft; and
the reciprocating engine and propeller assembly for reciprocating engine
powered aircraft. For purposes of this part, engine failure is the
failure of either the engine or propeller assembly to provide thrust
higher than idle power thrust due to a failure of either the engine or
the propeller assembly.

[Evaluation]{.underline} - with respect to an individual, the checking,
testing, or review associated with flight crewmember qualification,
training, and certification under parts 61, 63, 121, or 135 of this
chapter. With respect to an FSTD, the qualification activities for the
device (e.g., the objective and subjective tests, the inspections, or
the continuing qualification evaluations) associated with the
requirements of this part.

[Fictional Airport]{.underline} - a visual model of an airport that is a
collection of "non-real world" terrain, instrument approach procedures,
navigation aids, maps, and visual modeling detail sufficient to enable
completion of an Airline Transport Pilot Certificate or Type Rating.

[Flight Experience]{.underline} - recency of flight experience for
landing credit purposes.

[Flight Simulation Training Device (FSTD)]{.underline} - a full flight
simulator (FFS) or a flight training device (FTD). (Part 1)

[Flight Test Data]{.underline} - (a subset of objective data) aircraft
data collected by the aircraft manufacturer or other acceptable data
supplier during an aircraft flight test program.

[Flight Training Device (FTD)]{.underline} - a replica of aircraft
instruments, equipment, panels, and controls in an open flight deck area
or an enclosed aircraft flight deck replica. It includes the equipment
and computer programs necessary to represent aircraft (or set of
aircraft) operations in ground and flight conditions having the full
range of capabilities of the systems installed in the device as
described in part 60 of this chapter and the qualification performance
standard (QPS) for a specific FTD qualification level. (Part 1)

[Free Response]{.underline} - the response of the FSTD after completion
of a control input or disturbance.

[Frozen]{.underline} - a test condition where one or more variables are
held constant with time.

[FSTD Approval]{.underline} - the extent to which an FSTD may be used by
a certificate holder as authorized by the FAA.

[FSTD Directive]{.underline} - a document issued by the FAA to an FSTD
sponsor requiring a modification to the FSTD due to a safety-of-flight
issue and amending the qualification basis for the FSTD.

[FSTD Latency]{.underline} - the additional time for the FSTD to respond
to input that is beyond the response time of the aircraft.

[FSTD Performance]{.underline} - the overall performance of the FSTD,
including aircraft performance (e.g., thrust/drag relationships, climb,
range) and flight and ground handling.

[Full Flight Simulator (FFS)]{.underline} - a replica of a specific
type, make, model, or series aircraft. It includes the equipment and
computer programs necessary to represent aircraft operations in ground
and flight conditions, a visual system providing an out-of-the-flight
deck view, a system that provides cues at least equivalent to those of a
three-degree-of-freedom motion system, and has the full range of
capabilities of the systems installed in the device as described in
part 60 of this chapter and the QPS for a specific FFS qualification
level. (Part 1)

[Gate Clutter]{.underline} -- the static and moving ground traffic
(e.g., other airplanes; tugs; power or baggage carts; fueling, catering,
or cargo trucks; pedestrians) presented to pose a potential conflict
with the simulated aircraft during ground operations around the point
where the simulated airplane is to be parked between flights.

[Generic Airport Model]{.underline} - a Class III visual model that
combines correct navigation aids for a real world airport with a visual
model that does not depict that same airport.

[Grandfathering]{.underline} - as used in this part, the practice of
assigning a qualification basis for an FSTD based on the period of time
during which a published set of standards governed the requirements for
the initial and continuing qualification of FSTDs. Each FSTD
manufactured during this specified period of time is "grandfathered" or
held to the standards that were in effect during that time period. The
grandfathered standards remain applicable to each FSTD manufactured
during the stated time period regardless of any subsequent modification
to those standards and regardless of the sponsor, as long as the FSTD
remains qualified or is maintained in a non-qualified status in
accordance with the specific requirements and time periods prescribed in
this part.

[Gross Weight]{.underline} - For objective test purposes:

[Basic Operating Weight (BOW)]{.underline} - the empty weight of the
aircraft plus the weight of the following: normal oil quantity; lavatory
servicing fluid; potable water; required crewmembers and their baggage;
and emergency equipment.

[Light Gross Weight]{.underline} - a weight chosen by the sponsor or
data provider that is not more than 120% of the BOW of the aircraft
being simulated or the minimum practical operating weight of the test
aircraft.

[Medium Gross Weight]{.underline} - a weight chosen by the sponsor or
data provider that is within 10% of the average of the numerical values
of the BOW and the maximum certificated gross weight.

[Near Maximum Gross Weight]{.underline} - a weight chosen by the sponsor
or data provider that is not less than the BOW of the aircraft being
simulated plus 80% of the difference between the maximum certificated
gross weight (either takeoff weight or landing weight, as appropriate
for the test) and the BOW.

[Ground Effect]{.underline} - the change in aerodynamic characteristics
due to of the change in the airflow past the aircraft caused by the
proximity of the earth's surface to the airplane.

[Hands Off]{.underline} **-** a test maneuver conducted without pilot
control inputs.

[Hands On]{.underline} - a test maneuver conducted with pilot control
inputs as required.

[Heave]{.underline} - FSTD movement with respect to or along the
vertical axis.

[Height]{.underline} - the height above ground level (or AGL) expressed
in meters or feet.

["In Use" Runway]{.underline} - as used in this part, the runway that is
currently selected, able to be used for takeoffs and landings, and has
the surface lighting and markings required by this part. Also known as
the "active" runway.

[Integrated Testing]{.underline} - testing of the FSTD so that all
aircraft system models are active and contribute appropriately to the
results. With integrated testing, none of the models used are
substituted with models or other algorithms intended for testing only.

[Irreversible Control System]{.underline} - a control system where
movement of the control surface will not backdrive the pilot\'s control
on the flight deck.

[Locked]{.underline} **-** a test condition where one or more variables
are held constant with time.

[Manual Testing]{.underline} - FSTD testing conducted without computer
inputs except for initial setup, and all modules of the simulation are
active.

[Master Qualification Test Guide (MQTG)]{.underline} - the FAA-approved
Qualification Test Guide with the addition of the FAA-witnessed test
results, applicable to each individual FSTD.

[Medium]{.underline} - the normal operational weight for a given flight
segment.

[National Simulator Program Manager (NSPM)]{.underline} - the FAA
manager responsible for the overall administration and direction of the
National Simulator Program (NSP), or a person approved by that FAA
manager.

[Near Limiting Performance]{.underline} - the performance level the
operating engine must be required to achieve to have sufficient power to
land a helicopter after experiencing a single engine failure during
takeoff of a multiengine helicopter. The operating engine must be
required to operate within at least 5 percent of the maximum RPM or
temperature limits of the gas turbine or power turbine, or operate
within at least 5 percent of the maximum drive train torque limits. Near
limiting performance is based on the existing combination of density
altitude, temperature, and helicopter gross weight.

[Nominal]{.underline} - the normal operating configuration, atmospheric
conditions, and flight parameters for the specified flight segment.

[Non-Normal Control]{.underline} - a term used in reference to Computer
Controlled Aircraft. It is the state where one or more of the intended
control, augmentation, or protection functions are not fully working.
NOTE: Specific terms such as ALTERNATE, DIRECT, SECONDARY, or BACKUP may
be used to define an actual level of degradation.

[Normal Control]{.underline} - a term used in reference to Computer
Controlled Aircraft. It is the state where the intended control,
augmentation, and protection functions are fully working.

[Objective Data]{.underline} - quantitative data, acceptable to the
NSPM, used to evaluate the FSTD.

[Objective Test]{.underline} - a quantitative measurement and evaluation
of FSTD performance.

[Pitch]{.underline} - the airplane attitude with respect to, or around,
the lateral axis expressed in degrees.

[Power Lever Angle (PLA)]{.underline} - the angle of the pilot\'s
primary engine control lever(s) on the flight deck. This may also be
referred to as THROTTLE or POWER LEVER.

[Predicted Data]{.underline} - estimations or extrapolations of existing
flight test data or data from other simulation models using engineering
analyses, engineering simulations, design data, or wind tunnel data.

[Protection Functions]{.underline} - systems functions designed to
protect an airplane from exceeding its flight maneuver limitations.

[Pulse Input]{.underline} - a step input to a control followed by an
immediate return to the initial position.

[Qualification Level]{.underline} - the categorization of an FSTD
established by the NSPM based on the FSTDs demonstrated technical and
operational capabilities as prescribed in this part.

[Qualification Performance Standard (QPS)]{.underline} - the collection
of procedures and criteria used when conducting objective and subjective
tests, to establish FSTD qualification levels. The QPS are published in
the appendices to this part, as follows: Appendix A, for Airplane
Simulators; Appendix B, for Airplane Flight Training Devices; Appendix
C, for Helicopter Simulators; Appendix D, for Helicopter Flight Training
Devices; Appendix E, for Quality Management Systems for Flight
Simulation Training Devices; and Appendix F, for Definitions and
Abbreviations for Flight Simulation Training Devices.

[Qualification Test Guide (QTG)]{.underline} - the primary reference
document used for evaluating an aircraft FSTD. It contains test results,
statements of compliance and capability, the configuration of the
aircraft simulated, and other information for the evaluator to assess
the FSTD against the applicable regulatory criteria.

[Quality Management System (QMS)]{.underline} - a flight simulation
quality-systems that can be used for external quality-assurance
purposes. It is designed to identify the processes needed, determine the
sequence and interaction of the processes, determine criteria and
methods required to ensure the effective operation and control of the
processes, ensure the availability of information necessary to support
the operation and monitoring of the processes, measure, monitor and
analyze the processes, and implement the actions necessary to achieve
planned results.

[Real-World Airport]{.underline} - as used in this part in reference to
airport visual models, a computer generated visual depiction of an
existing airport.

[Representative]{.underline} **-** when used as an adjective in this
part, typical, demonstrative, or characteristic of, the feature being
described. For example**,** "representative sampling of tests" means a
sub-set of the complete set of all tests such that the sample includes
one or more of the tests in each of the major categories, the results of
which provide the evaluator with an overall understanding of the
performance and handling characteristics of the FSTD.

[Reversible Control System]{.underline} - a control system in which
movement of the control surface will backdrive the pilot\'s control on
the flight deck.

[Roll]{.underline} - the airplane attitude with respect to, or around,
the longitudinal axis expressed in degrees.

[Set of Aircraft]{.underline} - aircraft that share similar handling and
operating characteristics, similar operating envelopes, and have the
same number and type of engines or powerplants.

[Sideslip Angle]{.underline} - the angle between the relative wind
vector and the airplane plane of symmetry. (Note: this definition
replaces the current definition of "sideslip.")

[Simulation Quality Management System (SQMS)]{.underline} - the elements
of a quality management system for FSTD continuing qualification.

[Snapshot]{.underline} - a presentation of one or more variables at a
given instant of time.

[Special Evaluation]{.underline} - an evaluation of the FSTD for
purposes other than initial, upgrade, or continuing qualification.
Circumstances that may require a special evaluation include movement of
the FSTD to a different location, or an update to FSTD software or
hardware that might affect performance or flying qualities.

[Sponsor]{.underline} - a certificate holder who seeks or maintains FSTD
qualification and is responsible for the prescribed actions as
prescribed in this part and the QPS for the appropriate FSTD and
qualification level.

[Statement of Compliance and Capability (SOC)]{.underline} - a
declaration that a specific requirement has been met and explaining how
the requirement was met (e.g., gear modeling approach, coefficient of
friction sources). The SOC must also describe the capability of the FSTD
to meet the requirement, including references to sources of information
for showing compliance, rationale to explain how the referenced material
is used, mathematical equations and parameter values used, and
conclusions reached.

[Step Input]{.underline} - an abrupt control input held at a constant
value.

[Subjective Test]{.underline} - a qualitative assessment of the
performance and operation of the FSTD.

[Surge]{.underline} - FSTD movement with respect to or along the
longitudinal axis.

[Sway]{.underline} - FSTD movement with respect to or along the lateral
axis.

T~f~ - Total time of the flare maneuver.

T~i~ - Total time from initial throttle movement until a 10% response of
a critical engine parameter.

T~t~ - Total time from initial throttle movement to an increase of 90%
of go around power or a decrease of 90% from maximum take-off power.

[Time History]{.underline} - a presentation of the change of a variable
with respect to time.

[Training Program Approval Authority (TPAA)]{.underline} - a person
authorized by the Administrator to approve the aircraft flight training
program in which the FSTD will be used.

[Training Restriction]{.underline} - a temporary condition where an FSTD
with missing, malfunctioning, or inoperative (MMI) components may
continue to be used at the qualification level indicated on its SOQ, but
restricted from completing the tasks for which the correct function of
the MMI component is required.

[Transport Delay or "Throughput"]{.underline} - the total FSTD system
processing time required for an input signal from a pilot primary flight
control until motion system, visual system, or instrument response. It
is the overall time delay incurred from signal input to output response.
It does not include the characteristic delay of the airplane simulated.

[Update]{.underline} - an improvement to or modernization of the quality
or the accuracy of the FSTD without affecting the qualification level of
the FSTD.

[Upgrade]{.underline} - the improvement or enhancement of an FSTD for
the purpose of achieving a higher qualification level.

[Validation Data]{.underline} - objective data used to determine if the
FSTD performance is within the tolerances prescribed in the QPS.

[Validation Test]{.underline} - an objective test where FSTD parameters
are compared to the relevant validation data to ensure that the FSTD
performance is within the tolerances prescribed in the QPS.

[Visual Data Base]{.underline} - a display that may include one or more
airport models.

[Visual System Response Time]{.underline} - the interval from a control
input to the completion of the visual display scan of the first video
field containing the resulting different information.

[Yaw]{.underline} - the airplane attitude with respect to, or around,
the vertical axis expressed in degrees.

**3. Abbreviations.**

AFM Airplane Flight Manual.

AGL Above Ground Level (meters or feet).

AOA Angle of Attack (degrees).

APD Aircrew Program Designee.

CCA Computer Controlled Aircraft.

cd/m2 candela/meter^2^, 3.4263 candela/m^2^ = 1 ft-Lambert.

CFR Code of Federal Regulations.

cm(s) centimeter, centimeters.

daN decaNewtons, one (1) decaNewton = 2.27 pounds.

deg(s) degree, degrees.

DOF Degrees-of-freedom.

eMQTG Electronic Master Qualification Test Guide.

EPR Engine Pressure Ratio.

FAA Federal Aviation Administration (U.S.).

FATO Final Approach and Take Off area

fpm feet per minute.

ft foot/feet, 1 foot = 0.304801 meters.

ft-Lambert foot-Lambert, 1 ft-Lambert = 3.4263 candela/m^2^.

g Acceleration due to Gravity (meters or feet/sec^2^); 1g = 9.81
m/sec^2^ or 32.2 feet/sec^2^.

G/S Glideslope.

IATA International Airline Transport Association.

ICAO International Civil Aviation Organization.

IGE In ground effect.

ILS Instrument Landing System.

IOS Instructor Operating Station.

IQTG International Qualification Test Guide.

km Kilometers 1 km = 0.62137 Statute Miles.

kPa KiloPascal (Kilo Newton/Meters2). 1 psi = 6.89476 kPa.

kts Knots calibrated airspeed unless otherwise specified, 1 knot =
0.5148 m/sec or 1.689 ft/sec.

lb(s) pound(s), one (1) pound = 0.44 decaNewton.

LDP Landing decision point.

MQTG Master Qualification Test Guide

M,m Meters, 1 Meter = 3.28083 feet.

Min(s) Minute, minutes.

MLG Main Landing Gear.

Mpa MegaPascals (1 psi = 6894.76 pascals).

ms millisecond(s).

N NORMAL CONTROL Used in reference to Computer Controlled Aircraft.

nm Nautical Mile(s) 1 Nautical Mile = 6,080 feet.

NN NON-NORMAL CONTROL Used in reference to Computer Controlled Aircraft.

N1 Low Pressure Rotor revolutions per minute, expressed in percent of
maximum.

N2 High Pressure Rotor revolutions per minute, expressed in percent of
maximum.

N3 High Pressure Rotor revolutions per minute, expressed in percent of
maximum.

NSPM National Simulator Program Manager.

NWA Nosewheel Angle (degrees).

OGE Out of ground effect.

PAPI Precision Approach Path Indicator System.

Pf Impact or Feel Pressure, often expressed as "q."

PLA Power Lever Angle.

PLF Power for Level Flight.

psi pounds per square inch.

QPS Qualification Performance Standard.

QTG Qualification Test Guide.

RAE Royal Aerospace Establishment.

R/C Rate of Climb (meters/sec or feet/min).

R/D Rate of Descent (meters/sec or feet/min).

REIL Runway End Identifier Lights.

RVR Runway Visual Range (meters or feet).

s second(s).

sec(s) second, seconds.

sm Statute Mile(s) 1 Statute Mile = 5,280 feet.

SMGCS Surface Movement Guidance and Control System.

SOC Statement of Compliance and Capability.

SOQ Statement of Qualification.

TIR Type Inspection Report.

TLOF Touchdown and Loft Off area.

T/O Takeoff.

VASI Visual Approach Slope Indicator System.

VGS Visual Ground Segment.

V~1~ Decision speed.

V~2~ Takeoff safety speed.

Vmc Minimum Control Speed.

Vmca Minimum Control Speed in the air.

Vmcg Minimum Control Speed on the ground.

Vmcl Minimum Control Speed - Landing.

Vmu The speed at which the last main landing gear leaves the ground.

V~R~ Rotate Speed.

Vs Stall Speed or minimum speed in the stall.

WAT Weight, Altitude, Temperature.

**End QPS Requirements**

Issued in Washington, DC, on April 17, 2008

/s/ John M. Allen

Acting Director Flight Standards Service