1 U.S. Department of Transportation

FEDERAL AVIATION

ADMINISTRATION



## FINAL REGULATORY IMPACT ANALYSIS

FINAL RULE

F li g ht S i m u l a t i o n Tr a ining De v ice Q u a li f ic a t i o n S t a nd a rds f o r E x t ended En v el o pe a nd Ad v e rse We a t her E v e n t T r a ining T a s k s ( 1 4 C F R 60 )

O FFICE OF AVIATION POLICY AND PLANS

ECONOMIC ANALYSIS DIVISION

APO

- 300

November 20, 2015

Carole L. Gaelick2 

### Table of Contents

List of Abbreviations and Definitions

................................ ................................ ............................. 3 Executive Summary

................................ ................................ ................................ ........................ 4

I. Background

................................ ................................ ................................ .................... 10
A. Discussion of the Problem

................................ ................................ ............................. 10

B. Background on Flight Simulation Training Devices

................................ ...................... 10
C. Discussion of the Final Rule

................................ ................................ .......................... 11

II. Final Rule Changes with Minimal Cost Impact

................................ ............................. 14

III. Costs

................................ ................................ ................................ ............................... 15
A. Cost Estimate Updated Due to Industry Input

................................ ............................... 15
i. Differences between cost estimates in the NPRM and the final rule

.............................. 17
ii. General A ss u m p t i o n s

................................ ................................ ................................ ............. 17
iii. Estimate of the Cost of Modifying FSTDs to Support the New Training Rule

.................... 19 iv. Estimate of the Cost of Icing Modifications

................................ ................................ ......... 36 v. Cost of the Flight Simulator Training Device Directive

................................ ........................ 36 vi. Licensing Fees

................................ ................................ ................................ ...................... 39
vii. Estimate of the Cost of Aligning With ICAO

................................ ................................ ...... 40

IV. Benefits

................................ ................................ ................................ ........................... 44
A. Be n ef i t o f Modifying F S TDs t o Su p p o r t the Crewmember and Aircraft Dispatch er Training final rule

................................ ................................ ................................ ........... 44

B. Be n ef i t o f Ici n g Modifications

................................ ................................ ....................... 46
C. Be n ef i t s o f A l i gn i n g w i t h IC A O

................................ ................................ ..................... 46

V. C o n c l u s i on

................................ ................................ ................................ ...................... 47

A pp e n dix A

- F STD s P o t en t i a lly A ff e c t e d b y th e P ro p ose d F ST D D i re c t i ve

............................... 50

A p pend i x B F u l l D ef i n i t i o n s

................................ ................................ ................................ ........ 60
A p pend i x C D ef i n i t i o ns o f F STD L e v e l s

................................ ................................ ...................... 62 Appendix D Changes between the Final Rule and the NPRM

................................ ..................... 64 Appendix E Cost Estimates of Standard Data Updates (Pre

- updates) to FSTDs

.......................... 693 

### L **ist of**  **Abbreviations and Definitions**

AC

– Advisory Circular AOA

– Angle of Attack ARC

– Aviation Rulemaking Committee AURTA

– Airplane Upset Recovery Training Aid FFS

– Full Flight Simulator FTD

– Flight Training Device FSTD

– Flight Simulation Training Device ICAO

– International Civil Aviation Organization ICATEE

– Internation al Committee on Aviation Training in Extended Envelopes LOCART

– Loss of Control Avoidance and Recovery Training Working Group NPRM

– Notice of Proposed Rulemaking OEM

– Original Equipment Manufacturer QPS

– Qualification P erformance S tandards RIA

– Regul atory Impact Analysis SPAW ARC

– Stick Pusher and Adverse Weather Event Training Aviation Rulemaking Committee STIG

- Simulator Technical Issues Group UPRT

– Upset Prevention and Recovery Training4 

### Executive Summary

T he F A A is issuing this final rule t o define simulator fidelity requirements for several new and

modified training tasks mandated for air carrier training programs by the Airline Safety and

Federal Aviation Administration Extension Act of 2010 (Public Law 111

- 216) and now required

by the Qua lification, Service, and Use of Crewmembers and Aircraft Dispatchers final rule (to be

referred to as the Crewmember and Aircraft Dispatcher Training final rule) [ 7 8 F R 6780 0 ( N ov

.

12

, 2013 ) ]. In response to this rule, the FAA published a Notice of Propose d Rulemaking entitled

” Flight Simulation Training Device Qualification Standards for Extended Envelope and Adverse

Weather Event Training Tasks ” on July 10, 2014

, to amend the p ar t 60 Q u a li f i ca tion P erf o r m a n c e

St a nd ar ds (Q PS) f or f li g ht simul a tion t ra ini ng d e vi ce s ( F S TD s)

.

T he C rew m e mb e r a nd A i rcr a f t D isp a t c h e r Tra ini n g f in a l r ule a dd e d t r a ining r e qui re m e nts f o r
pilots in part 121 operations th a t t ar g e t the p r e v e ntion of a nd r e c ov e r y f r om st a ll a nd ups e t

c onditions, rec ov e r y fr om boun ce d l a ndi n g s, e nh a n ce d r un w a y s a f e t y t ra ini n g , a nd e nh a n ce d

t ra ini n g on cr oss w ind t a k e o f f

s a nd l a ndin g s w ith g usts. St a ll a nd ups e t p re v e nti o n re qui re s pilot

skill in m a nu a l h a ndli n g , m a n e uv er s , a nd p r o c e du r e s. T h er e f o re , t h e m a nu a l h a ndling m a n e u v er s

m o st cr iti ca l to st a ll a nd ups e t p re v e ntion a r e in c lud e d a s p ar t of the a g e n c y ’ s o v era ll st a ll a nd

ups e t miti g a tion st ra t e g y

. T h e se m a n e uv er s ar e id e nti f i e d in the C rew m e mb e r a nd A i rcr a f t

D isp a t c h e r Tra i n ing f i n a l r ule w ithin the “e x t e nd e d e nv e lo p e ” t ra ining p r ovision, w hi c h f u r

th e r

r e qui re s th a t th e s e m a n e uv e r s be c ompl e t e d in a n F S TD

. In order to avoid training in FSTDs that

may lack the fidelity needed to effectively accomplish the training, r e visions to p ar t 60 are5 re qui r e d to f ul l y impl e m e nt the e x t e nd e d e nv e l ope f l i g ht t r a ining tasks as we ll a s the boun ce d

l a ndin g , a nd g us t y cr oss w inds f li g ht t ra ini n g tasks re qu i re d b y the C r ew m e mb e r a nd A i rc r af t

D isp a t c h e r Tra ining f in a l r ul e

.

T o m ee t th e se n e w t ra in i ng r e qui re m e nts, the final r ule s ee k s to e s t a blish n e w or upd a t e d F S T D

t ec hni c a l e v a lu a ti o n st a nd ar ds f or

• f ull st a ll a nd sti c k push e r m a n e uv er s,

• ups e t rec o v e r y m a n e u v e r s,

• m a n e uv er s c ondu c t e d in a i r bo r ne i c i n g c onditions,

• boun ce d l a ndi n g r e c ov er y t ra ini n g , a nd

• t ra ining in g usting cr os s w inds.6 T h e se n e w a nd imp r ov e d t ec hni ca l st a nd a r ds a lso a dd re ss N a tion a l Tra nsp o r t a tion S afe t y B o ar d

(NTSB) s afe t y r e c omm e nd a tions a nd A vi a tion Rul e m a king Committ e e (A RC) r e c o mm e nd a tions.

T he final rule a lso upd a t e s the F S T D t ec hni c a l st a nd ar d s to b e tt e r a li g n w ith c u r r e nt int er n a tion a l

F S T D e v a l u a tion g uid a n ce

. I t further int r odu c e s a n e w F S T D l e v e l th a t e x p a nds the numb e r of

qu a li f i e d f li g ht t r a ining t a sks th a t ca n t a k e pl a c e in a f i x e d

- b a se f l i g ht t ra i n ing d e vi c e ( F TD)

. T h e

c h a n g e s should e nsu r e th a t the t r a ining a nd t e sting e nvi r o nm e nt is acc u r a te a nd rea listi c , w ill

c odi f y e x isting p rac ti c e , a nd w ill p r ovide g r e a t e r a l i g n m e nt w ith int er n a tion a l g uid a n c e f o r

simul a tion

.

In general, a m e ndm e nts to the part 60 qualification performance standards (QPS) do not di rec t l y

a pp l y to p re v i ous l y qu a li f i e d F S TD s , as these FSTDs are grandfathered

. However, an FSTD

Directive that is finalized with this rule codif ies new FSTD technical standards for specific

training tasks which extends the requirements of this rule to previously qualified FSTD s that will

be used to train those specific tasks

. The costs of the FSTD directive are considered costs of the

final rule.

In t his analysis , the FAA derives an updated cost estimate to the NPRM estimate

. This cost

estimate us es additional information ga thered from air carriers, FSTD manufacturers, and data

providers to better estimate the cost of this rule

. In the summary table below we compare this

estimate to that derived for the NPRM Regulatory Impact Analysis (RIA)

.7 For the NPRM estimate and the u pdated cost estimate we calculate three separate sets of costs.

T he f i r st s e t of c osts w ill be in c u rr e d to m a ke the n e ce ss a r y modifications to the F S TD s to e n a ble

t ra ini n g re qui r e d b y the n e w C rew m e mb e r a nd A i rc r af t D isp a t c h e r Tra ining f in a l r ul e

. T he

t ra ining c ost f o r the C rew m e mb e r a nd A i r c r a f t D isp a t c h e r T ra ini n g f i n a l r ule p r ovid e s re nt a l

r e v e nue to simul a tor sponso r s , w hi c h w ill f ul l y c omp e ns a te th e m f o r th e ir F S T D modification

e x p e ns e s

. T h e se simul a tor re v e nu e s we r e a c c ount e d f or a s c osts of the a dd ition a l t ra ining a nd

w e r e f u l l y justi f i e d b y t h e b e n ef its in th a t r ul e

.

T he s ec ond s e t of c osts w ill be in c u rr e d f or the e v a l u a tion a nd modi f i ca tion of e n g ine a nd a i rfra m e

i c i n g mod e ls

, w hi c h w ill e nh a n c e e x isting t ra ining re qui re m e nts f o r op e r a tions u sing a nti

- i c i n g /d e

i c ing e quipm e nt to satisfy NTSB safety recommendations

. A voiding one s e vere inju r y p r ovid e s

s u ff i c i e nt b e n ef its to justi f y the e stim a t e d c ost of evaluating and modifying engine a nd airframe

icing models to comply with this final rule.

L a st l y th e r e is a s e t of c h a n g es to p ar t 60 Q PS a pp e ndi c e s that w ill a li g n the s imul a tor st a nd ar ds

f

or s o me F S T D l e v e ls w ith those of the l a t e st I nt er n a tion a l Civil A vi a tion Or g a ni z a tion ( I C A O )

simul a tor e v a lu a tion g uid a n ce

. T his l a st s e t of c h a n g e s w ill on l y a pp l y to FSTDs that are initially

qualified after this rule becomes effective

. T he F A A e x p ec ts unqu a nti f i e d s af e t y imp r ov e m e nts to

re su l t fr om th e se c h a n g e s th r o u g h mo r e r e a listic t ra inin g

. The changes are expected to improve

overall simulator fideli ty by enhancing the evaluation standards for visual display resolution,

system transport delay, sound direction, and motion cueing. The FAA also expects a reduction in8 burden due to redundant evaluation and documentation requirements that are necessary to meet

multiple national regulations and standards.

T he t a ble b e low summ ar i z es the e stim a t e d c osts and benefits of this final rule

. For comparison t he

t a ble shows the estimate d costs derived for the NPRM , and provides an updated cost estimate for

the fin al rule

. T he t a ble indicates the three separate sets of c osts described above and incurred over

a t e n

- y e a r p er iod

.9 NPRM Estimate Final Rule Cost Estimate Final Rule Cost Estimate Present Value at a 7% Rate Final Rule Cost Estimate Present Value at a 3% Rate FSTD Modifications for New Training Requirements
Cost $45,215,480 $72,716,590 $63,610,049 $68,562,049
Benefits Rational simulator owner will choose to comply Icing provisions

Cost $468,000 $1,256,250 $1,098,926 $1,184,476

Be nefits Only one prevented severe injury valued at $2.5 million makes the icing benefits exceed the costs. Aligning Standards with ICAO

Cost $6,695,000 $6,875,000 $5,356,979 $6,132,690
Benefits Improved safety and cost savings.
Total Cos t $52,378,480 $80,847,840 $70,065,954 $75,879,215 Totals may not add due to rounding

.10 

### I. **Background**

**A. Discussion of the Problem** 

A potential lack of simulator fidelity could contribute to inaccurate or incomplete training on new

training tasks that are required by the Crewmember and Aircraft Dispatcher Training f inal r ule

, as
well as existing training requirements for operations using anti

- icing/de

- icing equipment. This

potential lack of fidelity could lead to a safety risk. This rule seeks to address t hose issues and better

align FSTD standards with the International Civil Aviation Organization (ICAO) standards to solve

the problem of inconsistency between U.S. requirements and ICAO guidance for not yet qualified

FSTDs

.



### B. **Background on Flight Simulatio**  **n Training Devices**

FSTDs are us e d to p r ovide f li g ht t ra ini n g to pilots and a r e lo ca t e d a t f li g ht t ra ining c e nt er s a nd at

a ir c arr i er s

. A pilot ca n rece i v e a ll f li g ht t r a ining f or a n aircraft type rating in F S TD s. I t is

impo r t a nt th a t th e se FSTDs re p r od u c e a s a cc u ra t e l y a s possi b le the f li g ht e nv i r onm e nt th a t the

pilot w ill ac tu a l l y e n c ount e r in the flight deck

.

F S T D in c lud e s f l i g ht t ra i ning d e vi c e s (FTD) a nd f ull f l i ght simul a to r s (FFS). T he m a in di ff e re n c e

b e t wee n a n F T D a nd a FF S is th a t a n F T D do e s not r e qui r e a motion c u e i n g s y st e m. T he c u r r e nt

F T D s for fixed wing aircraft ar e not qu a li f i e d f or s ome t ra ining t a sks th a t r e qui r e g r ound e ff e c t11 a nd g r ound r e ac tion mo d e ling su c h a s t a k e

- o ff , l a nding or t a x iin g

. 1 T he final r ule d ef ine s a n e w

l e v e l fixed wing F T D ( L e v e l 7 F T D ) w hi c h w o u ld be qu a li f i e d f or th e s e t ra ining t a sks.



### C. **Discussion of the Final Rule**

T his final rule establishes new and updated FSTD technical evaluation standards for full stall and

stick pusher maneuvers , upset recovery maneuvers, flight in airborne icing conditions, takeoff and

landing maneuvers in gusting crosswinds, and bounced landing recovery maneuvers. This final rule

also partially aligns the technical standards for Level C and D (fixed wing) FSTDs that are defined

in 14 CFR part 60 with the current international FSTD evaluation guidelines published in the

International Civil Aviation Organization (ICAO) document 9625, Edition 4, Manual of Criteria for

the Qualification of Flight Simulation Training Devices.

T he modi f i c a tion re qui re m e nts w ill a pp l y di f f

ere nt l y to n ew l y qu a li f i e d 2 FSTDs th a n to

p re vious l y q u a li f i e d F S T D s. A ll re qui re m e nts in the Qualification Performance Standards ( Q PS )

a pp e ndi ce s w ill a pp l y di rec t l y to a ppli ca ble n e w l y qu a li f i e d F S TD s with the exception of full stall

training tasks

, which will be evaluated and qualified by the FAA when requested by the FSTD

sponsor

. O n l y the requirements to m ee t the n e w F S T D t ec hni ca l st a nd a r ds f or t h e f i r st f ive t ra ini n g

t a sks list e d in the s ec tio n b e low w ill a pp l y to p re vious l y q u a li f i e d F S T D s th r ou g h a n FSTD

Directive. Compliance with the FSTD Directive will be optional in that only those FSTDs th a t w ill

be us e d to c ondu c t t he af f

ec t e d t r a ining t a sks w ill re qui r e e v a l u a tion in acc o r d a n c e w ith th e

D i rec tiv e

. T h e r ule ca nnot g e n e ra l l y a pp l y di rec t l y to p re vious l y q u a li f i e d F S TD s b e ca use P ar t 60

1 The highest level of FTD in part 60 (a Level 6 FTD) does not require modeling or validation testing for ground reaction and ground handling maneuvers. Furthermore, no part 60 defined fixed wing FTD requires motion or visual display cueing systems.
2 FS T Ds t h at are i n i t i a l l y q u a l i f i ed o r u p g ra d ed i n q u a li f i ca ti o n l e v el a f t er t h e f i n al r u l e b ec o m es e f f ec t i v e.12 c ont a ins g ra n d fa t h e r r i g hts f or p r e vious l y qu a li f i e d F S TD s. H o we v er , the F A A h a s the a bili t y to

invoke a n F S T D D i rec tive 3 to re qui r e modi f i ca tion of p re vi ous l y qu a li f i e d F S TD s, if th e r e is a

s a f e t y of f l i g ht issu e

. F S T D D i r ec tiv es ar e m a int a in e d in the Q PS a pp e ndi ce s of p ar t 60.

I m p r oving f id e li t y of FSTDs us e d in tr aining t asks

T he r ule w ill r e qui r e FS TD s be e v a lu a t e d a nd modi f i e d to improve fidelity so th e y mo r e

a c c u ra t e l y r e pli ca te the ac tu a l e nvi r onm e nt w h e n b e ing u s e d in t ra ini n g t a sks . Listed below are

the fidelity improvements (requirements):

1. St a ll t ra ining m a n e uv e r s th a t ar e c ond u c t e d a t a n gl e s of a tt ac k h i g h e r th a n t he ac tiv a tion

of the st a ll w ar ni n g s y st e m. T his do e s not in c lude a pp r o ac h

- to

- st a ll m a n e u v er s w h e r e

rec ov e r y is initi a t e d a t the ac tiv a tion of the st a ll w ar ning s y s t e m.

2. U ps e t rec o v e r y t r a ining m a n e uv er s th a t m a y re s u lt in e x cee ding the p a ra m e t er s of an

a i rc r af t ups e t: pit c h a ttitude g rea t e r th a n 25 d e g r ee s nose up; pit c h a ttitude g r ea t e r th a n 10

d e g ree s no s e do w n; b a nk a n g l e g r e a t e r th a n 45 d e g r ee s; or f l i g ht a t a i r s p e e ds

in a pp r op r i a te f o r c ondit i ons.

3. Ta k e o f f a nd l a ndi n g t ra i n ing t a sks w ith r e a listic g u sting cr oss w ind s c e n ar io s

.

4. B oun c e d l a nding r e c ov e r y t ra ini n g t a sks.

5. Training m a n e uv er s th a t d e monst ra te the a i r cr a f t sp ec i f ic eff e c ts of e n g ine a nd

a i rf ra me i c e a c cre tion.

3 The FSTD Directive process has provisions for mandating modifications to FSTDs retroactively for safety of flight reasons. See 14 CFR Part 60, § 60.23(b)13 T he f i r st f our f id e li t y i m p r ov e m e nts a r e n e c e ss a r y to suppo r t the n e w C r e w m e mb e r a nd A i rc r af t

D isp a t c h e r T ra ini n g f in a l rule e nsu r ing th a t the t r a ining o c c u r s in F S TD s t h a t mo r e a c c u r a t e l y

ref l e c t the ac tu a l f li g ht e nvi r onm e nt. T he f i f

th f i d e li t y imp r ov e m e nt w ill suppo r t t ra ining th a t is

c u rre nt l y re qui r e d b y P ar t 121 A pp e ndix E ( F light Tra ining R e qui r e m e n t s ) , S ec t ion II I ( f)( 8 )

- a nti

i c ing a nd d e i c i n g , a l so e nsu r ing t h e F S TD s ar e mo r e r e p re s e nt a tive of t he ac tu a l f l i g ht

e nvi r onm e nt. This improvement is based on NTSB safety recommendations, as well as

recommendations from ICATEE and the SPAW ARC and aligns with the updated ICAO 9625.

F S T D sponso r s of p r e vious l y qu a li f i e d F S TD s w ill be re qui re d to e v a lu a t e a nd modi f y on l y

those F S TD s us e d f o r th e se sp ec i f ic t r a ining t a sks

, which are listed as the first f ive fidelity

improvements above

. A ll n ew l y q u a li f i e d F T S D s w ill be re qui re d to be e v a lu a t e d a g a inst all the

n e w st a nd a r ds except for the full stall evaluation requirements

, r e g ar dl e ss of w h e th e r th e y a r e

us e d in the sp ec i f i e d t ra inin g

. The qualification of full stall training tasks will be optional as

requested b y the sponsor to support FAA approved training being conducted in the FSTD.

A lign m e nt w i th I CAO guidan c e

T he r ule a lso introduces c h a ng e s int e nd e d to a l i g n t he p ar t 60 t ec hn i ca l st a n d ar ds w ith the l a t e st

I C A O F S T D e v a lu a tion g uid a n ce document

. T h e s e st a nd a r d s w ill a dd re ss n e w a i r c raf t a nd

simul a tion t ec hnolo g y int r od u ce d s i n c e the o r i g in a l issu a n c e of p ar t 60, in c o r p o ra te g e n era l

imp r ov e m e nts to the p ar t 60 st a nd ar ds, a nd p r ovide a ir ca r r i er s a nd f li g ht t ra ini n g p r ovid e r s w ith

a ddition a l options f or c ondu c ting a pp r ov e d t ra ini n g t a sks in a f i x e d b a se FTD

.

 T he r ule w ill r e qui r e a li g nm e nt of the p ar t 60 t e c hni ca l st a nd a r ds f or L e v e ls C a nd D14 f i x e d w ing F F Ss w ith those of the c u rre nt int er n a tion a l g uid a n c e f o r T y pe V I I F S TD s, as
publish e d in the I C A O 9 625 E dition 4

, M anual of Crit e ria for the Q ualifi c ation of F light

Si m ulation Training Dev i ce s

. A ll n ew l y qu a li f i e d L e v e l C a nd L e v e l D FFSs af t e r the

p ar t 60 c h a n ge b ec o m e s eff e c tiv e , w ill re qu i r e e v a lu a tion und e r the a lign e d st a nd ar ds.

 L e v e l 7 F T D

– T his rule w ill a lso int r odu c e a f i x e d

- b a se F T D simil a r to th a t of a T y pe

V F S T D a s d ef in e d in the I C A O 9625 E dition 4

, M anual of Crit e ria f or the

Q ualifi c ation of F light S i m ulation Training Dev i ce s

.



### II. **Final Rule Changes with**  **Minimal Cost Impact** 

T he re are 29 maj or changes in the final rule relative to the NPRM, which are listed along with the

rationale for the change and the cost impact in Appendix D

. These changes are in the general areas

of: Full Stall Evaluation

, Upset Prevention and Recovery Training (UPRT) Evaluation

, Engine and

Airframe Icing E valuation

, Gusting Crosswind Evaluation

, Bounced Landing Recovery Evaluation

,

and ICAO 9625 Alignment

. None of th ose changes result in cost increases

.

For example, one change in response to comments to the NPRM i s that the FAA decided not to

increase the visual system field of view requirements to 200 degrees (horizontal). A commenter 4

said that the cost of the proposed field of view expansion would add an estimated 20 to 30% to the

cost of a visual system for t he purchasing of a newly qualified FSTD depending on the

manufacturer.

4 Airlines for America, FAA

- 2014

- 0391

- 011515 

### III. **Costs**

Commenters asked how an estimate can be provided if costs were unknown. The FAA now has

better cost data from industry and to respon d to comments is using this data to upd ate the estimates

in this regulatory evaluation. The methodology is generally the same as in the initial regulatory

evaluation but has a greater level of granularity . First we determine what changes to FSTDs are
required, estimate the cost of these chan ges and multiply cost/unit by affected units. In this final

regulatory evaluation we have included these final compliance costs: cost to evaluate and modify

the FSTDs to comply with the rule so the new training tasks can occur in the FSTD, cost for

techni cians to travel to the FSTD site, cost of additional icing modification s and the cost of aligning

newly qualified FSTDs with ICAO.



### A. **Cost Estimate Updat**  **ed Due to Industry Input** 

The FAA has updated its cost estimate in this final rule with additional informa tion gathered from

air carriers, FSTD manufacturers, and data providers to better estimate the cost of this rule . Due to

industry provided information, as well as further analysis conducted on FAA FSTD qualification

records, the FAA adjusted the classific ations used to estimate costs in this final rule from th ose in

the NPRM. This adjustment provides greater granularity in the cost analysis and captures more

components of the cost necessary to modify FSTDs.

The FAA now divides FSTDs into those that will likely use a n aircraft Original Equipment

Manufacturer ( OEM ) solution and those that will likely use third party provided solutions. Within

those using OEM solutions

, there are some that can be modified without significant updates to the

existing aerodyna mic models/data packages and others that will need to be “pre

- updated” to the16 latest data revision or blockpoint of their current data package before modifications to meet this

final rule requirements can occur. The FAA has parsed these FSTDs into seven s eparate categories

with different costs.

One aircraft OEM simulator data provider has indicated that the estimated cost of an enhanced stall

model would be in the area of $25,000 per FSTD. Further more , this data provider stated that in

order to suppor t the installation of an enhanced stall model, FSTDs running certain versions of their

data package would need to be brought up to the latest revision or blockpoint before th is installation

can take place. The term “pre

- update” will be used to refer to th is action. These data packages

included older versions that have undergone several revisions over the past several years

.

For the final rule cost estimate

, t he FAA reviewed details on FSTDs to categorize them into

groupings requiring different complexity levels of pre

- update. The FAA reached out to industry to

obtain estimates of these pre

- update costs. These updates add costs to the model that were

unanticipated when the NPRM was released. More explanation on how the FSTDs need ing pre

update were ca tegorized and the estimated costs for the pre

- updates are presented later in this

document.

Additionally, since it is apparent that some FSTD data packages will not be supported with u pdates

provided by the aircraft OEM or original data provider to meet t he requirements of this rule, the

FAA investigated the costs associated with contracting a third party data provider to conduct such

modifications on existing FSTDs

. The FAA obtained an estimate of $88,000 per FSTD from a third

par ty provider for the cost of developing and installing a third party stall model/UPRT solution.17 The FAA has revised the estimate using the new data and information t o calculate an alternative

cost estimate for the final rule . This methodology is described in subsequent section s.



### i. **Differences between cost estimates in the NPRM and the final rule**

In the original RIA, FSTDs were divided into “complex” and “simple” projects and the cost of

aerodynamic model development was distributed amongst FSTDs that shared the same aerody namic

model. Because the new data on the cost of aerodynamic development have been given on a per

FSTD basis, no such cost distribution was necessary in the final rule estimate. In the final rule

estimate, FSTDs are separated into those that will likely use “aircraft OEM” solutions and those that

will likely need “ third party” solutions that are not provided by an aircraft OEM

. Within those that

will likely use “aircraft OEM” solutions

, FSTDs are further divide d into subsets that require varying

amount s of updates (referred to as pre

- update s) to bring them to the latest revision or blockpoint of

their existing data packages where required by the original data provider before installation of the

enhanced stall model. Some FSTDs that will have an OEM so lution available may not need pre

updates and these loosely align with the “simple” projects in the original RIA. The other FSTDs

align with the “complex” projects of the original RIA.

**ii. General**  **A ss**  **u m**  **p t**  **i o**  **n s** 

• G iv e n the no r m a l re g ul a t o r y c y c le w e e stim a te the f in a l r ule w ill be publish e d a nd

b ec ome e ff e c tive in March 2016

. After March 12, 2019, p re vious l y qu a li f i e d F S TD s
that will be used to accomplish the specific training tasks defined in FSTD Directive

No. 2 must meet the evaluation and qualification requirements defined in the Directive

.18 N ew l y qu a li f i e d F S TD s w ill h a v e to be e v a lu a t e d in acc o r d a n c e w ith the n e w Q PS

re qui re m e nts 60 d a y s af t e r t h e publi ca t i on of the f in a l r ul e , subj e c t to up to a t w o

- y e a r

g r a c e p er iod a s d ef in e d in 60.15 ( c )

.

• Estimates are in 2012 $. Where estimates have been provided in 2015 $ the FAA

converted to 2012 $ using the Gross Domestic Product chained price index

. 5

Estimates taken from the NPRM (RIA) were based on data received by the FAA in

March 2013. The FAA assumes th ese costs were close enough to 2012 costs, so as to

be considered generated in 2012 $.

• T he estimated numb e r of p re viously qu a li f i e d F S TD s th a t will pot e nti a l l y be a ff e c t e d b y

t h e r ule (335) include s all FSTDs that are capable of providing training to 121 o perations

and as such are likely to be an overestimate of the number of FSTDs that will be affected

by this rule. For instance, some o f th e se F S TD s ar e sponso r e d b y t r a ining ce n t er s

. 6

w hi c h m a y not o ffe r t r a ining th a t is su bj ec t to the F S T D D i r ec tiv e

.

• O ne thi r d of the a ppli c a b le p re vious l y q u a li f i e d FS TD s will be e v a lu a t e d starting in the

year of final rule publication and during each of the following two years

.

• As in the NPRM RIA analysis f or newly qualified FSTDs

, we expe ct minimal

incremental cost to meet the standards f or the n e w t a sks in the C rew m e mb e r a nd A i r cr a f t

D isp a t c h e r T ra ini n g f in a l r ule a nd the st a nd ar ds f or i c in g . The estimated number of

newly qualified FSTDs each year increases by one from 22 to 23, based on new data.

Other than that there are no changes to the cost estimates for newly qualified FSTDs to

be brought into compliance with the rule.

5 Office of Management and Budget, Historical Tables

- Table 10.1
6 There are t ra i n i n g c e n t ers that are n o t o w n ed o r op e ra t ed b y p art 12 1 a i r carr i ers a n d m a y n o t c h oo s e t o o ff er t ra i n i n g f or t h o s e t a s k s d e f i n ed i n t h e FS T D D i rec ti v e however we assume all part 121 FSTDs will be modified

.19 • De v e lopm e nt c osts 7 f or n ew l y q u a li f i e d F S TD s to c omp l y w ith I C A O g uid a n c e w ill

be in c u rr e d the y e a r the r ule pu blish e s

.

**iii**

**. Estimate of the**  Cost of Modifying FSTDs to Support the New Training Rule

The following paragraphs describe the derivation of costs that will be incurred to support

the new training rule. To comply with this final rule, FSTD sponsors will incur cost f o r :

• Where required by the FSTD’s original data provider, u pdating ( pre

- update ) those FSTDs

that are not at the latest revision or blockpoint before the installation of an enhanced stall

model can occur.

• Evaluat ion and modif ication of the FST D to meet the requirements of the final rule

including development of the a er o d y n a mic m a t h mod e l

, impl e m e nt a tion of the model

including installation and associated validation data, meeting requirements for g usting

c r oss w inds a nd boun ce d l a ndi n g and taking the FSTD offline during model implementation

(lost productivity )

.

• Purchasing a new Instructor Operating System (IOS) for a few FSTDs.

• Travel for technicians to go to a site for implementation of the models;

7 De v e l o p m e n t c o st s i n c l u d e no n

- rec u rr i n g c os t s t h e m a n uf a c t u rer w o u l d i n c u r t o d e v e l o p a st a n d ard q u a li f i ca ti o n t e s t g u i d e ( Q T G) t e m p l a t e a n d t e sti n g m e t h od s t o m eet t h e n e w I C AO st a n d ard a n d rec u rr i n g c o s t s t h e m a n u f ac t u rer w o u l d i n c u r t o d e v e l o p an a i rcra f t s p ec i f i c Q T G t e m p l a t e t h a t can b e u s ed b y FSTDs o f t h e s a m e a i rcra f t t y p e20 The costs to meet the requirements for gusting c rosswinds, bounced landing , implementation and

lost productivity are taken from the NPRM estimates , as we did not receive comments during the

comment period offering better estimates

.

New cost estimates were derived for this final rule that were not inc luded in the NPRM. These new

estimates include the cost of pre

- updating FSTDs that are not at the latest revision or blockpoint,

development of the aerodynamic math model

, and travel costs

.

FSTD Cost Estimates

To estimate costs of modifying FSTDs to su pport the new training rule

, we group FSTDs into

several categories depending on the specific costs that will have to be incurred

. The FSTDs will

either use a third party solution or an OEM provided solution. FSTDs t hat use an OEM solution are

those in w hich the original data provider will likely develop and sell an aerodynamic model update

to meet the requirements of the FSTD Directive for previously qualified FSTDs. We assume for all

FSTDs for which an aircraft OEM solution will likely be available, th e sponsor will choose this

option even in cases where a third party provided solution may be less costly

.

The selection in this analysis of FSTDs that will likely have an OEM supplied solution available is

based on information provided by one major airc raft OEM data provider concerning data packages

they plan to support with an enhanced stall model solution. T he FAA assumed other manufacturers

will likely provide a similar OEM solution for data packages of a similar age that they still support.21 Where OEM solutions are not anticipated to be available, the FSTD sponsor may contract a third

party data provider to conduct the modifications and evaluations to the FSTD.

The following table reflects the likely data source (OEM solution or third party solu tion) by FSTD

data package based upon currently known information and assumptions made by the FAA

concerning the likely data source to be used for the FSTD modifications required in FSTD Directive

#2.

Aircraft Make, Model, and Series Likely Data Source A300

- B4 Aircraft OEM A310

- 200,

- 300 Aircraft OEM A320

- 200 (series) Aircraft OEM A330

- 200,

- 300 (series) Aircraft OEM ATR

- 42

- 300,

- 500 Third Party Data Provider ATR

- 72

- 212A Third Party Data Provider B717

- 200 Aircraft OEM B727

- 200 Third Party Data Pr ovider B737

- 200,

- 300,

- 400 Third Party Data Provider B737

- 700,

- 800,

- 900 Aircraft OEM B747

- 200 Third Party Data Provider B747

- 400,

- 400F Aircraft OEM B747

- 8 Aircraft OEM B757

- 200 Aircraft OEM B767

- 200 Third Party Data Provider B767

- 300(ER) Aircra ft OEM B767

- 400 Aircraft OEM B777

- 200(LR) Aircraft OEM B777

- 300(ER) Aircraft OEM B777

- FS2 Aircraft OEM B787

- 8 Aircraft OEM BE

- 1900

- D Third Party Data Provider CL

- 600

- 2B19 Third Party Data Provider CL

- 600

- 2C10 Aircraft OEM CL

- 600

- 2D24 Aircraft OEM DC

- 9

- 30, DC

- 9

- 82 Third Party Data Provider DHC

- 8

- 100,

- 200,

- 300 Third Party Data Provider DHC

- 8

- 400 Aircraft OEM EMB

- 120

- 120 Third Party Data Provider22 EMB

- 145

- 145 Third Party Data Provider ERJ

- 170,

- 190 Aircraft OEM MD

- 10

- 30F Third Party Data Provi der MD

- 11

- 11,

- 11F Aircraft OEM MD

- 88

- 88,

- 90 Third Party Data Provider SD

- 3

- 60 Third Party Data Provider SF

- 340

- 340A,

- 340B Third Party Data Provider

.

Within the group of those using an OEM solution some will need a simple update (termed simple

O EM solution) and some will require a pre

- update to be brought up to the latest revision or

blockpoint of their data package before the installation of an enhanced stall model can occur

(termed a pre

- update ).

The paragraphs below describe these general gr oups and the categories within and the costs that will

be incurred in each. In total there are seven categories, one within third party data provider solution

and six within OEM provider solutions. Under the OEM provider solutions two categories are

cons idered simple OEM solutions that will only require modification to meet the fin al requirements

and four categories will require varying levels of pre

- update before the FSTDs can be modified to

comply with the requirements of the Directive

.23 Third Party Da ta Provider Solution

Category A

- Non

- Aircraft Original Equipment Manufacturer / Third Party Solution

FSTDs using t hird party solutions will generally not require pre

- update s according to a third party

solution provider

. The third party solution cost of $ 88,000 per FSTD includes installation

(implementation) costs and a display system that will meet the IOS requirements as well as icing

costs. Installation costs of $23,000

– that are included in the standard cost of $88,000

– may be

distributed over sever al FSTDs

, if the installation is occurring at the same location and on the same

model

. T he FAA uses a cost of $88,000 per device modified to avoid subjective allocations

, thereby likely overestimating these costs. T he estima te of the third party solution cost do es not

include the cost of simulator modifications to meet the bounced landing recovery or gusting

crosswind requirements

. The costs of wind gust models and bounced landing s were estimated

during the NPRM phase and as we received no better data

, t he costs estimated for the NPRM are

used here

. These costs of $21,100 for wind gust models and costs of $28,933 for bounced landing

models will be added to the cost of third party solutions as will the cost of lost productivity

($22,500 as estimated durin g the NPRM phase) as the FSTD is taken offline for the modifications

. Total cost per FSTD in this category is $156,597, and the total number of FSTDs is 106 resulting in

a total cost for this category of $16.6 million

.24 Aircraft Original Equipment Manu facturer Solution

Simple Aircraft O riginal Equipment Manufacturer Solution

–

FSTDs in the two categories (B and C) within simple aircraft OEM solution will not likely require

significant updates to the existing aerodynamic model before implementing an en hanced stall model

to meet the requirements of this rule. The difference is the FSTDs in one category will already meet

bounced landing requirements without additional costs being incurred, and those in the second

category will not.

These FSTDs in these two categories include the following:

• FSTDs utilizing data packages that will not likely require a full update to the current data

package revision or blockpoint before implement ing an enhanced stall model solution.

These include FSTDs using newer data pa ckages that the FAA expects will not need an

update to the latest revision or blockpoint as well as those older data packages that FAA

records indicate have likely already been updated to a recent data package revision.

• FSTDs owned by sponsors who have a l ong term service agreement with the manufacturer

to keep the devices updated.

It is expected that some existing OEM provided aerodynamic and ground models may already meet

the bounced landing recovery requirements in the final rule. This is based upon the cost

information provided by one major aircraft OEM data provider which indicated that many of their

current data packages will meet the requirements in the NPRM as well as assumptions made by the

FAA on other OEM provided data packages of a similar ag e

. We assume the other FSTDs under25 this heading will require modifications to meet the bounced landing recovery requirements. These

two categories are described in detail below.

Category B

- Simple O riginal Equipment Manufacturer Solutions That Already M eet

Bounced Landing requirements

These FSTDs will likely be able to incorporate an OEM provided solution with no pre

- update to the

existing data package required. This category uses the estimate of $ 25,000 per model discussed

above which assumes the cu rrent icing models in their current data packages will meet the

requirements of the final rule. T he FAA assume s that other OEM data providers will likely offer a

similar solution at a comparable cost for newer data packages. None of these FSTDs in this

c ategory are expected to need an IOS replacement since they are all relatively newer devices that

likely have an IOS that can be modified with software changes to meet the rule requirements. Also

included in this group are some FSTDs owned by sponsors who h ave a long term service agreement

with the manufacturer to keep the devices updated to the latest data package revision or blockpoint

.

The OEM solutions for the FSTDs in this group are not expected to need updates to the existing

ground reaction models to meet the bounced landing requirements. 8 The OEM solution estimate of

$25,000 does not include implementation costs so the FAA adds the implementation cost estimate

($54,807) derived during the NPRM phase to the estimate. The estimate does not include wind gust

models so the FAA adds the NPRM cost estimate ($21,100) for wind gust models to the total. The

8 FSTDs in this category are currently operating OEM data packages and associated ground reaction models that are expected to me et the bounced landing recovery requirements with no modification.26 FAA also adds lost productivity costs as estimated during the NPRM phase at $22,500 to account

for possible lost revenues when the FSTD is taken offli ne for the updates.

The total cost per FSTD in is $122,289 for each of the 132 FSTDs in this category and the total cost

for all the FSTDs in this category is $16.1 million.

Category C

- Simple O riginal Equipment Manufacturer Solutions That Do Not Alre ady Meet

Bounced Landing requirements

These FSTDs are identical to the FSTDs described in the previous subset with the exception of the

additional cost needed to implement potential changes to meet the bounced landing recovery

requirement in the final rul e. Since the FAA has not determined if the current data packages on

these FSTDs will meet the bounced landing recovery requirements in the final rule, it has been

assumed that they will require updates to the existing ground reaction models. As a result, the FAA

has added the bounced landing cost estimate ($28,933) derived during the NPRM phase to these

FSTDs in addition to the costs that were added to category B

.

The total cost per FSTD is $151,222 for each of the 34 FSTDs in this category and the tota l cost for

the category is $5.1 million.27 Original Equipment Manufacturer Solutions Requiring Pre

- update s

T he FAA recognizes there are many older FSTDs currently in operation that could require

significant updates to existing data packages before implemen ting a n enhanced stall model solution

to meet the requirements of this rule , such as the need to update data packages to their latest

revision or blockpoint before further modifications can occur. In some cases, significant hardware

improvements/modificat ions could be required for older FSTDs to run later versions of simulator

aerodynamic data packages. In an effort to develop a more accurate cost estimate for many of these

older FSTDs that may be subject to the rule requirements, the FAA conducted an anal ysis of the

current fleet of FSTDs that could be used in an air carrier training program to meet the requirements

of the Crewmember and Dispatcher Training final rule. This analysis was conducted to determine

which FSTDs may need a revision or blockpoint update to the existing data package before

modifications can be conducted to meet the requirements of this final rule as well as to determine

the extent of these modifications for the purpose of estimating the cost impact

. These pre

- update

costs were not included in the NPRM cost estimates. As a result of this analysis, the FAA

established the following D

- G categories of FSTDs requiring varying extent s of pre

- update s before

implementing the OEM provided data solutions.

Category D

- Aircraft O riginal Eq uipment Manufacturer Solution with Standard Data Package Update

These FSTDs include those that will likely require an update to the existing data package before an

enhanced stall model can be implemented. Because these FSTDs are relatively newer in age or
have been extensively updated in recent years, they are assumed not to require major simulator28 hardware modifications , such as a host computer replacement, to implement the latest standard data

package revision. 9 These FSTDs include the following:

• FS TDs of aircraft running older data packages that have undergone many revisions over the

past several years. These data packages include the B757

- 200, B767

- 300, B747

- 400, MD

11 , A320, A330 aircraft models

, and other data packages of a similar age range in which

FAA records do not indicate are at a recent data package revision. Older FSTDs that may

need extensive hardware modifications are addressed in later categories.

• Older FSTDs that have been identified to FAA which are already scheduled for extensive

h ardware modifications but will still need pre

- update software modifications.

• According to FAA records, the average age of the FSTDs in this category is 14 years old.

• FSTDs in this category will incur an additional $ 200,000 (as describe d in more detail in

A ppendix E ) standard data update charge in addition to the costs necessary to acquire and

install an enhanced stall model.

The estimated cost for the OEM solution for the FSTDs in this category does not include wind gust

models and implementation costs so t he FAA adds the cost estimates derived during the NPRM

phase of $21,100 and $54,807 respectively , to the cost for each FSTD to meet the rule requirem ents.

In addition, the FAA doubles the $22,500 cost of lost productivity from the NPRM
, as it is possible

the FSTD will be taken offline for a more extended period of time to conduct these pre

- update

modifications

.

9 The FAA conducted a review of the National Simulator Program’s FSTD qualification records to determine the age of the FSTD, whether it had undergone major updates in recent years, and t he current data package revisions where available.29 The total cost per FSTD in this category is $335,842 for each of the 39 FSTDs in this category and

the total cost for the category is $13.1 mil lion.

Category E

- Aircraft O riginal E quipment M anufacturer Solution with Standard D ata Package and Hardware Update No IOS Replacement

These FSTDs include those where FAA records indicate the FSTD is currently running a host

computer that will likely r equire a replacement before a required standard data package update can

be accomplished. These are typically older FSTDs running on older host computers such as a

MultiSEL, VAX, etc. These FSTDs include the following:

• FSTDs of Boeing aircraft running old er data packages that have undergone many revisions

over the past several years. These data packages include the B757

- 200, B767

- 300, B747

-
400, and MD

- 11 models in which FAA records do not indicate are at the latest data package

revision. Note that becaus e of the integrated nature of FSTD data packages of fly

- by

- wire

aircraft, they are assumed to require more ext ensive hardware updates and are addressed in a

separate cost category.

• FAA records indicate that these FSTDs have not been extensively modified in recent years

and are likely to be still operating the ir original computer hardware.

• According to FAA records, the average age of the FSTDs in this category is 24 years old.

• FSTDs in this category will incur an additional $500k cost (as descri bed in more d etail in

Appendix E ) to conduct a host computer replacement as well as a standard data update in

addition to the costs to acquire and install an enhanced stall model.30 The OEM estimated cost solution for the FSTDs in this category does not include wind gus t models

and implementation costs so the FAA adds the cost estimates derived during the NPRM phase of

$21,100 and $54,807, respectively to the cost for each FSTD to meet the rule requirements. In

addition, the FAA triples the $22,500 cost of lost producti vity that was estimated in the NPRM RIA

as it is possible t he FSTD will be taken offline for a more extended period of time to conduct these

pre

- update modifications

.

In order to address public comments concerning the potential cost of replacing an inst ructor

operating station (IOS) to meet the UPRT requirements, the FAA made clarifications in the final

rule that extensive graphics capabilities on the IOS should not be necessary to meet the UPRT IOS

feedback requirements and the examples provided in the rule were intended as guidance material in

an information section. The examples provide one method the sponsor could use to meet the IOS

feedback requirements, however, digital or discrete methods may be acceptable if the required

parameters are provided as described in the final rule.

The FAA agreed with the commenters in that some very old FSTDs may not have the capability to

provide the necessary IOS functionality for UPRT and that a small number of FSTDs may require a

complete IOS replacement. The F AA estimated that, in general, any FSTD that was initially

qualified under AC 120

- 40B simulator qualification standards or later (published in 1991) should

already be equipped with an IOS with minimal graphical capabilities that can be modified with

softwa re to meet the UPRT requirements without having to conduct a full replacement. For FSTDs

that were initially qualified using standards before AC 120

- 40B, t he FAA further conducted FSTD

qualification records checks to determine if any of these older FSTDs had reported major IOS31 replacements in recent years. Those that reported IOS replacements were included in this category

.

T hose that had n o t reported replacements are included in the following category

, which incorporates

additional cost for an IOS replac ement

.

The total cost per FSTD in this category is $644,922 for each of 10 FSTDs in this category and the

total cost for the category is $6.4 million.

Category F

- Aircraft OEM Solution with Standard Data Package and Hardware Update Needs IOS Replaceme nt

The characteristics of these FSTDs are i dent ical to the FSTDs described in Category E with the

exception that these FSTDs will also likely need a complete Instructor Operation Station (IOS)

replacement to meet the UPRT requirements in the final rule.

The cost of IOS replacement ($250,000) is added to the cost of modifying these FSTDs 10

. All

other costs are the same as used in Category E.

The total cost per FSTD $894,922 for each of 6 FSTDs in this category and the total cost for the

category is $ 5.4 million.

10 The $250 ,000 estimate for an IOS replacement was provided in the public comments.32 Category G

- Aircraft OEM Solution with Standard Data Package and Hardware Update (Fly

- By

- Wire Aircraft) No New IOS

Because of the integrated nature of the data packages delivered for fly

- by

- wire aircraft such as the

Airbus A320 and A330, the FAA acknowledges that conducting an update from older standard data

package revisions may be costly since they typically involve major updates to the simulated aircraft

avionics and flight control systems. These FSTDs are older in age and are assumed to require

extensive modifications to bring them up to more recent data package revisions . These FSTDs

include the following:

• Airbus A320 FSTDs that are currently running a standard data package revision prior to

STD 1.7.

• Airbus A330 FSTDs that are curren tly running a standard data package revision prior to

STD 2.4.

• According to FAA records, the average age of the FSTDs in this category is 18 years old.

FSTDs in this category will incur an additional $1 million cost to conduct a host computer

replacement as well as a standard data and avionics systems update in addition to the costs to

acquire and install an enhanced stall model. We asked for costs and received a wide range of costs,

however we believe it will be on the lower end of the range because of o ther options available to

the FSTD sponsor including third party solutions. In the end we determined that $1 million is a

reasonable estimate.

The OEM estimated cost solution for the FSTDs in this category does not include wind gust models

and implement ation costs so the FAA adds the cost estimates derived during the NPRM phase of33 $21,100 and $54,807, respectively to the cost for each FSTD to meet the rule requirements. In

addition, the FAA triples the $22,500 cost of lost productivity that was estimate d in the NPRM RIA

as it is likely the FSTD will be taken offline for a more extended period of time to conduct these

pre

- update modifications

.

The total cost per FSTD is $1.1 million for each of 8 FSTDs in this category and the total cost for

the catego ry is $9.0 million.

Summary of Costs to Update FSTDs for the Crewmember and Aircraft Dispatcher Training

final rule

The table below presents the estimates for each cost category as well as total costs to modify and

evaluate the FSTDs that will be necessa ry to conduct the training required by the new training rule.

Costs are provided in or converted to 2012 $

. 11 These costs 12 plus the travel costs that will be

discussed next are representative of the FSTD directive costs that are attributed to the new tr aining

rule.

11 The OEM solution cost of $25,000, the third party solution cost of $88,000 and the various pre update cost estimates were converted to 2012 $, the others are already in 2012 $.
12 Although these costs include the costs of icing models, some estimated 15% of the FSTDs will need additional work to bring icing models into compliance with the final rule. Also, icing costs th at are included have already been incurred and it will cost more to remove the icing models, according to an industry source. Therefore we use only the costs of additional modifications to the models as representative of the icing model costs which we nee d to justify outside of the training rule. These additional icing modifications are estimated later in the document and form the second benefit basis.34 Cost (1) of Updates to FSTDs to meet the New Training Rule Requirements

# FSTD Model 2015 $ Model 2012 $

(2) Sim data/ Hardware

Update 2015 $ Sim data/ Hardware

Update 2012 $ (2) Implement

ation Lost Productivity Wind Gust Models Bounced Landing Replace IOS Total per FSTD Total

Category A 106 $88,000 $84,064 $0.00 $0 $0.00 $22,500 $21,100 $28,933 $0.00 $156,597 $16,599,233 Category B 132 $25,000 $23,882 $0.00 $0 $54,807 $22,500 $21,100 $0.00 $0.00 $122,289 $16,142,107 Category C 34 $25 ,000 $23,882 $0.00 $0 $54,807 $22,500 $21,100 $28,933 $0.00 $151,222 $5,141,537 Category D 39 $25,000 $23,882 $200,000 $191,053 $54,807 $45,000 $21,100 $0.00 $0.00 $335,842 $13,097,845 Category E 10 $25,000 $23,882 $500,000 $477,634 $54,807 $67,500 $21,1 00 $0.00 $0.00 $644,922 $6,449,224 Category F 6 $25,000 $23,882 $500,000 $477,634 $54,807 $67,500 $21,100 $0.00 $250,000 $894,922 $5,369,535 Category G 8 $25,000 $23,882 $1,000,000 $955,267 $54,807 $67,500 $21,100 $0.00 $0.00 $1,122,556 $8,980,449

Total 335 $71,779,930 Totals may not add due to rounding (1) Does not include travel costs. (2) to convert to 2012 $ we used the chained GDP price index Office of Management and Bud get, Historical Tables

- Table 10.1

Category A Non

- Aircraf t OEM/ third Party Solution Category B Simple OEM Solutions That Already Meet Bounced Landing requirements Category C Simple OEM Solutions That Do Not Already Meet Bounced Landing requirements Category D Aircraft OEM Solution with Standard Data Package U pdate Category E Aircraft OEM Solution with Standard Data Package and Hardware Update No IOS Replacement Category F Aircraft OEM Solution with Standard Data Package and Hardware Update Needs IOS Replacement Category G Aircraft OEM Solution with Standa rd Data Package and Hardware Update (Fly

- By

- Wire Aircraft) No New IOS35 Travel Costs

Travel costs will be incurred as technicians go to FSTD sites to evaluate and modify previously

qualified FSTDs. We did not include travel costs in the NPRM, but we inclu de them here.

According to an industry source it might require 3 people 2 days to install the updates. This

estimate allocates one plane flight for each FSTD needing modification . As some locations have

several FSTDs that can be updated during one trip

, the cost of airfare is likely overestimated.

Travel Expenses for Individuals Travelling to Modify Equipment Number of people travelling for each modification 3 Cost of round trip airfare [1][2] $387 Number of nights 2 Number of FSTDs to modify 335 Per diem [3] $273
Total $936,660

[1] Source: U.S. DoT Department of Transportation Statistics, Annual U.S. Domestic Average Itinerary Fare, 2014 constant dollars converted to 2015 using CPI [2] Bureau of Labor Statistics Table 1. Consumer Price Index f or All Urban Consumers (CPI

- U), Unadjusted % change in airline fare Sept. 2014

- Sept. 2015 [3] U.S. General Services Administration FY 2015 Per Diem Rates, uses District of Columbia per diem rates, which likely over

- estimate per diem. Totals may not add d ue to rounding.

The c ost of modifying FSTDs to meet the new training rule requir e ments and the cost of travel to

FSTD locations to implement the modifications form the first benefit basis (i.e. that which will be

evaluated against the benefits of the trai ning rule)

.36 **iv. Estimate of the**  **Cost of Icing**  **Modifications**

The FAA’s understanding is that most of the enhanced stall models will include icing solutions.

These icing solutions cannot feasibly be separated from the enhanced stall model solutions. T his is

in general agreement with information provided by some aircraft OEM data providers that adequate

aerodynamic and system effects of icing are captured in the current data packages. However, some

FSTDs might not currently have an adequate icing accre tion model and might require additional

cost to be incurred to improve their pre

- stall ice accretion models. We estimate that 15% of all 13

the 335 previously qualified FSTDs in this analysis will need this additional icing modelling work

at an estimated a verage cost of $25 ,000 per FSTD. This results in a total estimate of $1.3 million

for approximately 50 devices to have improved icing models installed. We assume that these

additional improvements to the icing models will occur at the same time as the o ther modifications;

therefore we do not include additional travel costs for icing modifications

. T he cost of additional

icing modifications will form the second benefit basis for the FSTD directive.

**v.** Cost of the Flight Simulator Training Device Direc tive

We assume that a third of FSTD sponsors will update their devices each year beginning in the year

the rule is expected to be published. By 2019 we assume that all previously qualified FSTDs will

be modified in time to meet the March 2019 compliance date of the Crewmember and Aircraft

Dispatcher Training final rule

. This assumption likely overestimates the number of FSTDs that will

incur these costs because it includes all FSTDs that could potentially be used in part 121 training.

13 Although it is more likely that a higher percentage of FSTDs classified as using a third party solutio n than FSTDs using OEM solutions will require additional modifications to their existing icing models to meet the rule’s requirements, overall we believe that 15% of all FSTDs in this analysis will have to make these additional modifications to their icing models.37 For previously qual ified FSTDs only those that are used in the new training actually have to comply

with the rule. Also, FSTDs that will be used after March 2019 will not have to comply until they

are used for the specific training tasks

.

The table below shows the costs o f the FSTD directive without additional icing modifications , the

cost of the additional icing modifications , and the total cost of the FSTD directive distributed over

the three year period and discounted by 7% and 3%.38 Total cost of FSTD Directive Distr ibuted by Year and Discounted (2012 $)

Year Cost of FSTD Directive Without Additional Icing Modification s Cost of Travel to Implement updates

- Previously Qualified

FSTDs Total Cost of FSTD Directive

- previously qualified Non

- icing provi sions including travel costs Cost of FSTD Directive For

Additional Icing Modifications Total Cost of FSTD Directive 7 % Present Value Cost 3 % Present Value Cost

2015

- - - - - - - 2016 $23,926,643 $312,220 $24,238,863 $418,750 $24,657,613 $2 3,045,006 $23,940,077

2017 $23,926,643 $312,220 $24,238,863 $418,750 $24,657,613 $21,535,960 $23,242,266

2018 $23,926,643 $312,220 $24,238,863 $418,750 $24,657,613 $20,128,010 $22,564,182
Total $71,779,930 $936,660 $72,716,590 $1,256,250 $73,972,840 $64,708,975 $69,746,526 Note: Details may not add to row or column totals due to rounding39 **vi. Licensing Fees** 

In this cost analysis, the FAA considered the potential for licensing fees imposed upon FSTD

sponsors by the original FSTD manu facturer in order to access their intellectual property needed to

accomplish the modifications required by this rule. This intellectual property could be FSTD wiring

diagrams, software, manuals, and other information needed to implement and integrate soft ware or
hardware solutions on an existing FSTD.

The FAA did not receive any cost estimates in the public comments concerning these potential

additional licensing fees that might be charged by an FSTD manufacturer for the implementation of

data by a thir d party

.

The FAA has not included this particular licensing fee in the cost of this rule for the following

reasons. First, FSTD sponsors, including airlines and other training providers, routinely modify

hardware and software on their FSTDs without add itional licensing fees for maintenance purposes

and to improve FSTD s for training. The FAA does not expect this practice to change going forward

after this final rule becomes effective. Second, where an FSTD currently employs a data package

supplied by a n aircraft OEM data provider , the FAA does not expect additional licensing fees from

the FSTD manufacturer to be applicable in instances where an existing OEM data package is

updated as necessary to comply with this rule. Finally, where the aircraft OEM d ata provider or

other original data provider support is not available and a third party solution must be employed, the

FAA conducted an analysis of the qualification records on these devices and found that the average

age of these FSTDs is approximately 19 years old. Particularly with FSTDs that have been sold to

other sponsors , the FAA finds it unlikely that licensing fees to the FSTD manufacturer will be40 collected on these older devices. In addition to the relative age of these devices, many of the

orig inal FSTD manufacturers are no longer in business, further decreasing the likelihood that the

FSTD manufacturer’s licensing fees will be collected from the FSTD sponsor.

The FAA did not receive any cost estimates in the public comments concerning these

po tential additional licensing fees that might be charged by an FSTD manufacturer for the

implementation of data by a third party

.

**v i**  **i**

**. Estimate of the**  **C ost**  **of A**  **ligning W**  **ith ICAO**

This requirement applies only to newly qualified FSTDs. The FAA uses the costs estimated in the

NPRM Regulatory Impact Analysis to align with the ICAO guidance, with the exception that based

on updated data we estimate an average of 23 FSTDs will be newly qualified each year once the

industry must comply with the rule. Costs a re slightly overestimate d based on the following. In

response to comments the FAA removed the requirement that had been proposed to increase the

visual system field of view requirements to 200 degrees (horizontal). One commenter stated that

this requirem ent could add 20%

- 30% of the cost of a visual system

. The FAA did not reduce the

costs to align with ICAO, although it is likely that these costs will be reduced because the visual

system fiel d of view will not be increased.

These slightly updated cos ts are presented in the table below

.41 Cost for Newly Qualified FSTDs to Meet Requirements to Align with ICAO

Year Newly Qualified FSTDs Non

recurring
costs [1][2] Costs incurred per A/C platform [3] $35,000 each platform Unit Costs per FSTD [4] Cost of Pr oposed changes to QPS Appendices 3% Present Value Cost

2015

- - - - - - 2016

- $250,000 $2,485,000

- $2,735,000 $2,655,412

2017 23 $460,000 $460,000 $433,596

2018 23 $460,000 $460,000 $420,946

2019 2 3 $460,000 $460,000 $408,710

2020 23 $460,000 $460,000 $396,796

2021 23 $460,000 $460,000 $385,250

2022 23 $460,000 $460,000 $374,026

2023 23 $460,000 $460,000 $363,124

2024 23 $460,000 $460,000 $352,544

2025 23 $460,000 $460,000 $342,286

Total $250,000 $4,140,000 $6,875,000 $6,132,690 Note: Some of the costs are in Canadian dollars, which we did not convert to U.S. dollars, which makes the costs on this table an overestimate

. Totals may not add due to rounding.

[1] Non

- recurring costs of $50K to develop a standard QTG template and testing methods to meet the new ICAO standards. Assume these costs are incurred per manufacturer and there are 5 manufacturers.
Therefore $50K times 5 = $2 50,000.
[2] Assume non

- recurring costs occur in the year before FSTD sponsors must become compliant.
[3] Costs to develop an A/C specific QTG template that can be used by FSTDs of the same aircraft type.
Assume these costs are incurred per A/C type . Estimate 71 aircraft types. [4] Unit costs of $20K per FSTD.

Total Estimated Cost of Final Rule

The table below presents the total estimated costs of this final rule. We provide

three separate sets of costs for which we later provide th ree separate benefit bases.

The first set is the cost of the FSTD D irective which includes cost to evaluate and

modify the FSTDs as well as travel costs for the technicians. The second set is the42 cost to modify those FSTDs that will require additional ic ing modif i cations . The

third set is the cost to align standards with ICAO 9625.43 Cost of FSTD Directive Upgrades Necessary for New Crewmember and Dispatcher Training Rule Tasks Cost of FSTD Directive

Icing Upgrades Cost to Align Standards with ICAO T otal Cost of the Proposed Part 60 Rule

Year Cost of FSTD Directive

- Update of previously qualified not including additional icing updates Cost of Travel to Implement updates

- Previously Qualified FSTDs Total Cost of FSTD Directive

- previously qualified provisions including travel costs Cost of FSTD Directive

- previously qualified icing provisions Cost of Proposed changes to QPS Appendices

- Newly Qualified Total Cost 7% Present Value Cost 3% Present Value Cost

2015
2016 $23,926,643 $312,220 $24,238,863 $418,750 $2,735,000 $27,392,613 $25,601,137 $26,595,488
2017 $23,926,643 $312,220 $24,238,863 $418,750 $460,000 $25,117,613 $21,937,724 $23,675,862
2018 $23,926,643 $312,220 $24,238,863 $418,750 $460,000 $25,117,613 $20,503,508 $22,985,128
2019 $460,000 $460,000 $350,934 $408,710
2020 $460,000 $460,000 $327,980 $396,796
2021 $460,000 $460,000 $306,498 $385,250
2022 $460,000 $460,000 $286,442 $374,026
2023 $460,000 $460,000 $267,720 $363,124
2024 $460,000 $460,000 $250,194 $352,544

2025 $460,000 $460,000 $233,818 $342,286
Total $71,779,930 $936,660 $72,716,590 $1,256,250 $6,875,000 $80,847,840 $70,065,954 $75,879,21544 

### IV. **Benefits**

I n the c ost s ec tions w e e s tim a t e d th re e s e p a ra te s e ts of c osts, w hi c h h a ve t h r e e

s e p a ra te b e n ef it b a s e s. T he f i r st s e t of c o sts w ill be in c u rre d to evaluate and modify

the F S TD s to p r ovide a mo r e a cc u ra te t ra ining e nv i r onm e nt f or n e w t ra ini n g r e qui r e d

b y the n e w C rew m e mb e r a n d A i rcr a f t D isp a t c h e r Tra ining f in a l rul e

. T he s ec ond s e t

of c osts w ill be in c u r r e d to improve existing FSTD icing models to e n h a n ce e x isting

t ra ining re qu i r e m e nts. L a st l y th e r e is a s e t of FSTD imp r ov e m e nts that w ill a li g n the

FSTD evaluation requirements for newly qualified FSTDs w i th I C A O

rec omm e n d a tions.



### A. **Be n**  **ef i**  **t o**  **f Modifying**  **F S**  **TDs t**  **o Su**  **p p**  **o r**  **t the Crewmember and Aircraft**  **Dispatcher Training final rule**

As discussed in the NPRM RIA , t he b e st w a y to und e r st a nd the b e n ef its of this final r ule is to

vi e w it in c onjun c tion w ith the C rew m e m b e r a nd A i rcraf t D is p a t c h e r Tra ini n g f in a l r ul e

. T h at

final r ule u s e d a m a r k et p r i c e f or ho u r l y full flight simulator (FFS) t ra ining ra t e s a s a m ea s u r e of

so c i e t y ’ s re sou r c e c osts of c om p l y i n g w ith the n e w t ra ini n g re q ui re m e nt. T his m ar k e t p r i c e of

$500 a n ho u r a ss u m e d a f ul l y a llo ca t e d c ost f or using a simul a tor th a t c ompli e s w ith a ll F A A

re qui r e m e nts. I n the C rew m e m b e r a nd A i rc r af t D isp a t c h e r Tra ining f in a l r ul e , sensitivity analyses

w er e r un a t di f f

e r e nt hou r l y ra t e s, up to 120% of c u r re nt e stim a t e d hou r l y r a t e s. 14 I n a ll ca s e s, the

s afe t y b e n ef its of t h a t r ule e x cee d e d the c osts.

14 The FAA conducted a sensitivity analysis using $550 and $600 for an hourly FSTD rental rate.45 I n this final r ule w e ca l c ul a te the i n cre m e nt a l c ost of evaluating and modifying e x isting FSTDs to

m ee t the revised qualification standards in suppo r t of the n e w C r e w m e mb e r a nd A i r cr a f t

D isp a t c h e r T ra ini n g f in a l r ule. I n th a t r ule, p ar t 121 op era to r s ar e re qui r e d to p r ovide a ddition a l

t ra ining f or t h e ir pilots in FSTDs that h a ve in c o rpo ra t e d t h e modification s a s s p ec i f i e d in t his final

r ul e

. T he b e n ef it

- c ost justi f i ca tion f or the C r e w m e mb e r a nd A i r cr a f t D isp a t c h e r T ra ini n g f in a l

r ule us e d $500 p e r simul a tor hour w hi c h in c lu d e s the simul a tor modification c o st. T h at r ule ’s

re qui r e m e nt f or a ddition a l time in a m odified FS TD represents a c ost to the op era t o r s , which wa s
fully accounted for and justi f i e d in th a t r ul e

. In turn the c ost to the op e r a tor f or a ddition a l pilot

t ra ining in a modifi e d FSTD as required by that rule is now re v e nue to t h e FSTD owner in the

context of this final rule

. 15 16 F or the FSTD owner to r e ce ive t h e a dd i tion a l FSTD t ra ining

re v e nue , a s re qu i re d in t h e C r e w m e mb e r a nd A i r cr a f t D isp a t c h e r T ra ini n g f in a l r u l e , the FSTD

must be modified a t an approximate average c ost of $ 21 7,000 per FSTD. 17 The owner of an

average FSTD will recover these costs after renting the FSTD for approximately 2 1 7 two

- hour

sessions at a rate of $500 per hour. In the case of an airplane operator that provides in

- house

training to its pilots, the cost to modify their F STDs will

, in most cases

, be less than the cost to

send their pilots out to train at a training center. The cost of training is mandated by the

C r e w m e mb e r a nd A i r cr a f t D isp a t c h e r T ra ini n g f in a l rule and must be incurred. We expect most

operators will cho ose the least costly option to comply with the final rule. Thus the incremental

15 We use the term owner here and elsewhere rather than sponsor because in isolated instances the FSTD sponsor may not be the owner of the device.
16 In m any cases the airplane operator is the simulator owner. The simulator operations within a carrier can be viewed as a profit center for the carrier so it can be viewed as a transfer from one part of the company to another.
17 The total cost to modify FSTD s for the new training requirements is $72.7 million. With 335 FSTDs subject to the directive per FSTD cost is approximately $217,000 ($72.7 million divided by 335).46 FSTD modification cost will be more than fully recovered within a short period of time by the

revenue received by the FSTD owner from the air carrier paying for the additiona l training time

required by the new training rule.



### B. **Be n**  **ef i**  **t o**  **f Ici**  **n g**  **Modifications**

As discussed in the initial regulatory evaluation, t his modification do e s not s u ppo r t a n e w t r a ining

r e q u i re m e nt, but w ill e nh a n c e e x isting t ra ini n g re qui re m e nts in op e ra t i o ns of the a nti

- i c i n g /d e

- i c i ng

e quipm e nt a nd f u r th e r a dd re ss N T SB 18 a nd ARC rec omm e nd a ti o ns to the F AA

.

T h e se c osts a r e approximately $1.3 million a nd ar e e x p ec t e d to c o mp r ise a sm a ll p erce n t a g e of t h e

tot a l c o st of c omp li a n c e w ith the F S T D D i r e c tiv e

. O ne a void e d severe inju r y w ould justi f y the

minor c osts of c omp l y i n g w ith th e se i c i n g re qui r e m e nts ac r oss the w hole indust r y

.



### C. **Be n**  **ef i**  **t s**  **o f**  **A l**  **i gn**  **i n**  **g w**  **i t**  **h IC**  **A O** 
W e h a ve not qu a nti f i e d b e n ef its of a l i g ni n g p ar t 6 0 qu a li f i ca tion st a nd ar ds w ith I C A O g uid a n ce ,

but w e e x p ec t a li g n e d F S T D st a nd ar ds to c ont r ib u te to imp r ov e d s afe t y a s t h e y ar e d e v e lop e d b y

a b r o a d c o a lition of e x p er ts w ith a c ombin e d pool of kno w l e d g e a nd e x p er i e n ce

. T h e F AA

e x p ec ts mo r e rea listic t r a ining to re sult fr om th e se c h a n g e s. The changes are expected to improve

overall simulator fidelity by enhancing the evaluation standards for visual display resolution,

system transport delay, sound direction, and motion cueing.

18 NTSB recommendations A

- 11

- 46 and A

- 11

- 47 address engine and airframe icing.47 Furthermore, i nternationally aligned FSTD s tandards for FSTD sponsor s can reduce the redundant

testing and documentation that are required to meet multiple national regulations and s tandards for

FSTD qualification, potentially resulting in cost savings.

The addition of the L evel 7 FTD through the ICAO alignment will provide training providers

with more options that do not exist today to conduct training at lower cost. If the sponsor

chooses to qualify a level 7 FTD, it is because they expect the benefits to exceed the costs. We

have not quantifi ed these costs and benefits.



### V. **C o**  **n c**  **l u**  **s i**  **on**

The costs of FSTD modifications to support the C r e w m e mb e r a nd A i r cr a f t D isp a t c h e r T ra ini n g

f in a l rule were fully accounted for and justified by that rule. Once these FSTD modifications are

made, the costs of trai ning justified in that rule will become a revenue stream for FSTD sponsors.

FSTD sponsors are expected to recoup the cost of modifications within a short period and then to

receive ongoing revenue as the new training tasks continue. The costs of the addit ional icing

modifications are less than the costs of avoiding one severe injury and comprise only a small

percent of the costs to comply with the FSTD directive. The FAA expects more realistic training

and therefore increased safety to result from alignin g part 60 qualification standards with ICAO

guidance. The FAA also expects cost savings from this alignment as we expect a reduction in

burden due to redundant evaluation and documentation requirements that are necessary to meet

multiple national regulati ons and standards. B a s e d on o u r a n a l y sis , as shown in the table below, w e

f ind this r ule to have benefits exceeding the costs

.48 NPRM Estimate Final Rule Cost Estimate Final Rule Cost Estimate Present Value at a 7% Rate Final Rule Cost Estimate Prese nt Value at a 3% Rate FSTD Modifications for New Training Requirements
Cost $45,215,480 $72,716,590 $63,610,049 $68,562,049
Benefits Rational simulator owner will choose to comply. Icing provisions

Cost $468,000 $1,256,250 $1,098,92 6 $1,184,476

Benefits Only one prevented severe injury valued at $2.5 million makes the icing benefits exceed the costs. Aligning Standards with ICAO

Cost $6,695,000 $6,875,000 $5,356,979 $6,132,690
Benefits Improved safety and cost s avings.
Total Cost $52,378,480 $80,847,840 $70,065,954 $75,879,215 Totals may not add due to rounding

.4950 

### A **pp e**  **n dix**  **A**

**- F**  **STD s**  **P o**  **t en**  **t i**  **a lly**  **A ff**  **e c**  **t e**  **d b**  **y th**  **e P**  **ro p**  **ose d**  **F ST**  **D D**  **i re**  **c t**  **i ve** 

Sim ID Company Name Make Model Series Sim Level City Name Code Active C ompany Identifier

825 A.T.S. Inc. BE

- 1900

- D C Englewood 120

- 40B A

564 ABX Air, Inc. B

- 767

- 200 C Wilmington 120

- 40B A REDI

48 ABX Air, Inc. DC

- 9

- 30 C Wilmington 120

- 40B A LINK

725 AIMS Community College BE

- 1900

- D C Greeley 120

- 40B A AAI

712 Airbus A

- 320

- 200 D Miami Springs 120

- 40B A REFL

1195 Airbus A

- 320

- 200 D Miami Springs 14 CFR Part 60 Change 1, Appendix A A ST7X

1258 Airbus A

- 320

- 200 D Miami Springs 14 CFR Part 60 Change 1, Appendix A A FSI

1175 Airbus A

- 320

- 232 D Miami Springs 14 CFR Part 60 Change 1, Appendix A A TTSL

1287 Airbus A

- 330

- 200 D Miami Springs 14 CFR Part 60 Change 1, Appendix A A ST7X

534 Airbus A

- 330

- 202 C Miami Springs 120

- 40B/Draft 40C A TSCF

592 Alaska Airlines B

- 737

- 400 C Seattle 120

- 40B A REDI

652 Alaska Airlines B

- 737

- 700 D Seattle 120

- 40B A TTS

770 Alaska Airlines B

- 737

- 800 D Seattle 120

- 40B/Draft 40C A TTSL

1371 Alaska Airlines B

- 737

- 800 D Seattle 14 CFR Part 60 Change 1, Appendix A A ST7X

1424 Allegiant Airlines A

- 320

- 200 D Las Vegas 14 CFR Part 60 Change 1, Appen dix A A

631 American Airlines A

- 320

- 200 D Charlotte 120

- 40B/Draft 40C A ST7X

1079 American Airlines A

- 320

- 200 D Charlotte 14 CFR Part 60 Change 1, Appendix A A ST7X

1250 American Airlines A

- 320

- 200 D Charlotte 14 CFR Part 60 Change 1, Appendix A A ST7 X

1293 American Airlines A

- 320

- 200 D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

1412 American Airlines A

- 320

- 200 D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

1325 American Airlines A

- 320

- 200 D Dallas 14 CFR Part 60 Change 1, Appendix A A S T7X

613 American Airlines A

- 320

- 211 D Charlotte 120

- 40B/Draft 40C A ST7X

795 American Airlines A

- 320

- 232 D Phoenix 120

- 40B/Draft 40C A TTSL

1068 American Airlines A

- 320

- 232 D Phoenix 14 CFR Part 60 Change 1, Appendix A A ST7X

1074 American Airlines A

- 3 30

- 223 D Charlotte 14 CFR Part 60 Change 1, Appendix A A ST7X

643 American Airlines A

- 330

- 323 D Charlotte 120

- 40B A ST7X

16 American Airlines B

- 727

- 200 D Dallas 120

- 40A A LINK

721 American Airlines B

- 737

- 800 D Dallas 120

- 40B/Draft 40C A ST7X

1249 Ameri can Airlines B

- 737

- 800 D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

1143 American Airlines B

- 737

- 800 D Dallas 14 CFR Part 60 Change 1, Appendix B A ST7X

588 American Airlines B

- 737

- 823 D Dallas 120

- 40B/Draft 40C A ST7X

591 American Airlines B

- 737

- 823 D Dallas 120

- 40B/Draft 40C A ST7X

675 American Airlines B

- 737

- 823 D Dallas 120

- 40B/Draft 40C A ST7X

752 American Airlines B

- 757

- 200 D Dallas 120

- 40B/Draft 40C A ST7X

60 American Airlines B

- 757

- 200 C Charlotte 120

- 40 A ST7X

312 American Airlines B

- 757

- 200 C Phoenix 120

- 40A A ST7X

324 American Airlines B

- 757

- 223 D Dallas 120

- 40B A ST7X

389 American Airlines B

- 757

- 223 D Dallas 120

- 40B A ST7X51 Sim ID Company Name Make Model Series Sim Level City Name Code Active Company Identifier

20 American Airli nes B

- 767

- 200 C Dallas 120

- 40 A LINK

228 American Airlines B

- 767

- 200 D Dallas 120

- 40A A LINK

596 American Airlines B

- 767

- 300 D Dallas 120

- 40B/Draft 40C A ST7X

646 American Airlines B

- 777

- 200 D Dallas 120

- 40B/Draft 40C A ST7X

572 American Airlines B

- 777

- 200 D Dallas 120

- 40B/Draft 40C A ST7X

615 American Airlines B

- 777

- 200 D Dallas 120

- 40B/Draft 40C A ST7X

1289 American Airlines B

- 777

- 300ER D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

1351 American Airlines B

- 787

- 8 D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

1431 American Airlines B

- 787

- 8 D Fort Worth 14 CFR Part 60 Change 1, Appendix A A ST7X

813 American Airlines CL

- 600

- 2B19 D Charlotte 120

- 40B/Draft 40C A ST7X

661 American Airlines CL

- 600

- 2B19 D Charlotte 120

- 40B/Draft 40C A ST7X

8 26 American Airlines CL

- 600

- 2B19 D Phoenix 120

- 40B/Draft 40C A ST7X

814 American Airlines CL

- 600

- 2C10 D Charlotte 120

- 40B/Draft 40C A ST7X

700 American Airlines CL

- 600

- 2C10 D Charlotte 120

- 40B/Draft 40C A ST7X

1194 American Airlines CL

- 600

- 2C10 D Phoeni x 14 CFR Part 60 Change 1, Appendix A A ST7X

918 American Airlines CL

- 600

- 2D24 D Charlotte 120

- 40B/Draft 40C A ST7X

1002 American Airlines CL

- 600

- 2D24 D Phoenix 120

- 40B/JAR

- STD 1A Amdt 3 A ST7X

196 American Airlines DC

- 9

- 82 D Dallas 120

- 40 A LINK

23 Am erican Airlines DC

- 9

- 82 D Dallas 120

- 40 A LINK

24 American Airlines DC

- 9

- 82 D Dallas 120

- 40 A LINK

263 American Airlines DC

- 9

- 82 C Dallas 120

- 40A A LINK

240 American Airlines DC

- 9

- 82 D Dallas 120

- 40A A LINK

393 American Airlines DHC

- 8

- 100 C Charlotte 1 20

- 40B A ST7X

423 American Airlines DHC

- 8

- 300 C Charlotte 120

- 40B A ST7X

672 American Airlines EMB

- 145

- 145 D Dallas 120

- 40B/Draft 40C A ST7X

621 American Airlines EMB

- 145

- 145 D Dallas 120

- 40B/Draft 40C A ST7X

902 American Airlines ERJ

- 170

- 100 D Charlot te 120

- 40B/JAR

- STD 1A Amdt 3 A ST7X

816 Atlas Air, Inc B

- 747

- 200 C Miami 120

- 40B A LINK

722 Atlas Air, Inc B

- 747

- 400F C Miami 120

- 40B A ST7X

1092 Atlas Air, Inc B

- 747

- 400F D Miami 120

- 40B/JAR

- STD 1A Amdt 3 A ST7X

746 Boeing Flight Services Australia B

- 717

- 200 D Brisbane 14 CFR Part 60 Change 1, Appendix A A FSI

636 Boeing Training and Flight Services B

- 717

- 200 D Miami 120

- 40B A FSI

304 Boeing Training and Flight Services B

- 737

- 300 C Miami 120

- 40B A FSI

748 Boeing Training and Flight Services B

- 737

- 70 0 D Miami 120

- 40B/Draft 40C A FSI

978 Boeing Training and Flight Services B

- 737

- 700 D Miami 120

- 40B/JAR

- STD 1A Amdt 3 A ST7X

581 Boeing Training and Flight Services B

- 737

- 700 D Miami 120

- 40B/JAR

- STD 1A Amdt 3 A ST7X

1378 Boeing Training and Flight Servi ces B

- 737

- 700 D Singapore 14 CFR Part 60 Change 1, Appendix A A

749 Boeing Training and Flight Services B

- 737

- 800 D Miami 120

- 40B/Draft 40C A FSI

794 Boeing Training and Flight Services B

- 737

- 800 D Miami 120

- 40B/Draft 40C A ST7X

957 Boeing Training an d Flight Services B

- 737

- 800 D Miami 120

- 40B/JAR

- STD 1A Amdt 3 A ST7X52 Sim ID Company Name Make Model Series Sim Level City Name Code Active Company Identifier

1097 Boeing Training and Flight Services B

- 737

- 800 D Miami 14 CFR Part 60 Change 1, Appendix A A ST7X

1282 Boeing Training and Flight Services B

- 737

- 800 D Singapore 14 CFR Part 60 Change 1, Appendix A A TTSL

1379 Boeing Training and Flight Services B

- 737

- 800 D Singapore 14 CFR Part 60 Change 1, Appendix A A

1091 Boeing Training and Flight Servi ces B

- 747

- 400F D Miami 14 CFR Part 60 Change 1, Appendix A A ST7X

1264 Boeing Training and Flight Services B

- 747

- 8F D Miami 14 CFR Part 60 Change 1, Appendix A A ST7X

1167 Boeing Training and Flight Services B

- 757

- 200 D Miami 14 CFR Part 60 Change 1, App endix A A ST7X

333 Boeing Training and Flight Services B

- 757

- 200 C Miami 120

- 40A A FSI

359 Boeing Training and Flight Services B

- 767

- 300 C Miami 120

- 40B A REDI

330 Boeing Training and Flight Services B

- 767

- 300 C Miami 120

- 40A A FSI

1183 Boeing Training and Flight Services B

- 767

- 300ER D Miami 14 CFR Part 60 Change 1, Appendix A A ST7X

469 Boeing Training and Flight Services B

- 777

- 200 D Miami 120

- 40B/ICAO A ST7X

1231 Boeing Training and Flight Services B

- 777

- 200 D Singapore 14 CFR Part 60 Change 1, Appe ndix A A ST7X

969 Boeing Training and Flight Services B

- 777

- 300ER D Miami 120

- 40B/ICAO A ST7X

530 Boeing Training and Flight Services B

- 777

- 300ER D Miami 120

- 40B/JAR

- STD 1A Amdt 3 A FSI

1340 Boeing Training and Flight Services B

- 777

- 300ER D Singapore 14 CFR Part 60 Change 1, Appendix A A TTSL

1232 Boeing Training and Flight Services B

- 777

- 300ER D Singapore 14 CFR Part 60 Change 1, Appendix A A ST7X

1185 Boeing Training and Flight Services B

- 787

- 8 D Miami 14 CFR Part 60 Change 1, Appendix A A TTSL

1184 Boeing Training and Flight Services B

- 787

- 8 D Miami 14 CFR Part 60 Change 1, Appendix A A TTSL

1228 Boeing Training and Flight Services B

- 787

- 8 D Singapore 14 CFR Part 60 Change 1, Appendix A A TTSL

1227 Boeing Training and Flight Services B

- 787

- 8 D Sin gapore 14 CFR Part 60 Change 1, Appendix A A TTSL

1363 Boeing Training and Flight Services B

- 787

- 8 D Toronto 14 CFR Part 60 Change 1, Appendix A A ST7X

315 Boeing Training and Flight Services MD

- 11

- 11 D Miami 120

- 40B A ST7X

1144 Boeing UK Training and F light Services Ltd B

- 737

- 700 D Crawley 14 CFR Part 60 Change 1, Appendix A A FSI

1375 Boeing UK Training and Flight Services Ltd B

- 737

- 800 D Crawley 14 CFR Part 60 Change 1, Appendix A A FSI

1145 Boeing UK Training and Flight Services Ltd B

- 737

- 800 D Cra wley 14 CFR Part 60 Change 1, Appendix A A FSI

1222 Boeing UK Training and Flight Services Ltd B

- 787

- 8 D Crawley 14 CFR Part 60 Change 1, Appendix A A TTSL

1358 Boeing UK Training and Flight Services Ltd B

- 787

- 8 D Crawley 14 CFR Part 60 Change 1, Appendi x A A TTSL

1359 Boeing UK Training and Flight Services Ltd B

- 787

- 8 D Crawley 14 CFR Part 60 Change 1, Appendix A A TTSL

642 Boeing US Training and Flight Services, LLC B

- 717

- 200 D Atlanta 120

- 40B A ST7X

734 Boeing US Training and Flight Services, LLC B

- 717

- 200 D Atlanta 120

- 40B/Draft 40C A ST7X

882 Boeing US Training and Flight Services, LLC B

- 737

- 700 D Atlanta 120

- 40B/Draft 40C A FSI

880 Boeing US Training and Flight Services, LLC B

- 737

- 800 D Atlanta 120

- 40B/Draft 40C A FSI

1011 CAE SimuFlite DFW Ea st ERJ

- 170

- 100 D Dallas

- Fort Worth Airport 120

- 40B/JAR

- STD 1A Amdt 3 A ST7X

940 CAE SimuFlite DFW East ERJ

- 190

- 100 D Dallas

- Fort Worth Airport 120

- 40B/JAR

- STD 1A Amdt 3 A ST7X

804 CAE SimuFlite Inc. B

- 737

- 800 D Dallas 120

- 40B/Draft 40C A ST7X

840 CAE SimuFlite Inc. CL

- 600

- 2B19 D Eagan 120

- 40B/Draft 40C A ST7X

838 CAE SimuFlite Inc. CL

- 600

- 2C10 D Eagan 120

- 40B/Draft 40C A ST7X

897 CAE SimuFlite Inc. CL

- 600

- 2D24 D Eagan 120

- 40B/Draft 40C A ST7X

823 CAE SimuFlite Inc. CL

- 600

- 2D24 D Eagan 14 CFR Part 6 0 Change 1, Appendix A A ST7X

841 CAE SimuFlite Inc. EMB

- 145

- 145 D Dallas 120

- 40B/Draft 40C A ST7X53 Sim ID Company Name Make Model Series Sim Level City Name Code Active Company Identifier

790 CAE SimuFlite, Inc. A

- 320

- 232 D San Francisco 14 CFR Part 60 Change 1, Appendix A A ST7X

1117 Compass Airlines, LLC ERJ

- 170

- 200 D Minneapolis 120

- 40B/JAR

- STD 1A Amdt 3 A FSI

539 Delta Air Lines, Inc. A

- 320

- 211 C Atlanta 120

- 40B A LINK

607 Delta Air Lines, Inc. A

- 320

- 211 D Atlanta 120

- 40B A ST7X

335 Delta Air Li nes, Inc. A

- 320

- 211 C Atlanta 120

- 40A A LINK

299 Delta Air Lines, Inc. A

- 320

- 211 D Atlanta 120

- 40A A TSCF

865 Delta Air Lines, Inc. A

- 330

- 223 D Atlanta 120

- 40B/Draft 40C A TTSL

1046 Delta Air Lines, Inc. A

- 330

- 223 D Atlanta 120

- 40B/JAR

- STD 1A Amdt 2 A S T7X

667 Delta Air Lines, Inc. B

- 737

- 800 D Atlanta 120

- 40B/Draft 40C A ST7X

1429 Delta Air Lines, Inc. B

- 737

- 800 D Atlanta 14 CFR Part 60 Change 1, Appendix A A

1433 Delta Air Lines, Inc. B

- 737

- 800W D Atlanta 14 CFR Part 60 Change 1, Appendix A A

70 2 Delta Air Lines, Inc. B

- 737

- 832 D Atlanta 120

- 40B/Draft 40C A ST7X

590 Delta Air Lines, Inc. B

- 737

- 832 D Atlanta 120

- 40B/Draft 40C A ST7X

273 Delta Air Lines, Inc. B

- 747

- 451 D Atlanta 120

- 40A A ST7X

403 Delta Air Lines, Inc. B

- 757

- 200 D Atlanta 120

- 40 B A REDI

45 Delta Air Lines, Inc. B

- 757

- 200 C Atlanta 120

- 40 A LINK

280 Delta Air Lines, Inc. B

- 757

- 200 C Atlanta 120

- 40A A LINK

325 Delta Air Lines, Inc. B

- 757

- 251 C Atlanta 120

- 40A A ST7X

601 Delta Air Lines, Inc. B

- 767

- 300ER D Atlanta 120

- 40B A ST7X

353 Delta Air Lines, Inc. B

- 767

- 300ER D Atlanta 120

- 40B A ST7X

766 Delta Air Lines, Inc. B

- 767

- 300ER D Atlanta 120

- 40B/Draft 40C A ST7X

671 Delta Air Lines, Inc. B

- 767

- 400ER D Atlanta 120

- 40B/Draft 40C A ST7X

619 Delta Air Lines, Inc. B

- 777

- 200 D Atla nta 120

- 40B A ST7X

1114 Delta Air Lines, Inc. B

- 777

- 200LR D Atlanta 14 CFR Part 60 Change 1, Appendix A A ST7X

298 Delta Air Lines, Inc. MD

- 88

- 88 C Atlanta 120

- 40A A LINK

368 Delta Air Lines, Inc. MD

- 88

- 88 D Atlanta 120

- 40B A ST7X

253 Delta Air Lines, Inc. MD

- 88

- 88 D Atlanta 120

- 40B A LINK

390 Delta Air Lines, Inc. MD

- 88

- 88 D Atlanta 120

- 40B A ST7X

459 Delta Air Lines, Inc. MD

- 90

- 30 D Atlanta 120

- 40B A ST7X

768 Embry Riddle Aeronautical Univ. CL

- 600

- 2B19 D Daytona Beach 120

- 40B A FSI

754 Endeavor Ai r CL

- 600

- 2B19 D Eagan 120

- 40B/Draft 40C A ST7X

1067 Endeavor Air CL

- 600

- 2D24 D Eagan 120

- 40B/JAR

- STD 1A Amdt 3 A FSI

668 ExpressJet Airlines, Inc. EMB

- 145

- 145 D Houston 120

- 40B A ST7X

862 ExpressJet Airlines, Inc. EMB

- 145

- 145 D Houston 120

- 40B/Draft 40C A ST7X

788 ExpressJet Airlines, Inc. EMB

- 145

- 145 D Houston 120

- 40B/Draft 40C A ST7X

547 Federal Express Corp. A

- 300

- B4600 D Hong Kong 120

- 40B A REDI

645 Federal Express Corp. A

- 300

- B4600 D Memphis 120

- 40B A TTS

434 Federal Express Corp. A

- 300

- B4600 D Memphis 120

- 40B A ST7X

461 Federal Express Corp. A

- 310

- 200 C Memphis 120

- 40B A ST7X

491 Federal Express Corp. A

- 310

- 300 C Memphis 120

- 40B A ST7X54 Sim ID Company Name Make Model Series Sim Level City Name Code Active Company Identifier

1032 Federal Exp ress Corp. B

- 757

- 200 D Memphis 120

- 40B/Draft 40C A ST7X

1041 Federal Express Corp. B

- 757

- 200 D Memphis 120

- 40B/Draft 40C A ST7X

1157 Federal Express Corp. B

- 757

- 200 D Memphis 120

- 40B/Draft 40C A ST7X

1394 Federal Express Corp. B

- 767

- 3S2F D Memphis 14 CF R Part 60 Change 1, Appendix A A

1260 Federal Express Corp. B

- 777

- FS2 D Memphis 14 CFR Part 60 Change 1, Appendix A A ST7X

1390 Federal Express Corp. B

- 777

- FS2 D Memphis 14 CFR Part 60 Change 1, Appendix A A ST7X

1076 Federal Express Corp. B

- 777

- FS2 D Memphis 14 CFR Part 60 Change 1, Appendix A A ST7X

1101 Federal Express Corp. B

- 777

- FS2 D Memphis 14 CFR Part 60 Change 1, Appendix A A ST7X

662 Federal Express Corp. MD

- 10

- 30F C Memphis 120

- 40B A ST7X

674 Federal Express Corp. MD

- 10

- 30F C Memphis 120

- 40B A ST7X

364 Federal Express Corp. MD

- 11

- 11F D Anchorage 120

- 40B/Draft 40C A ST7X

638 Federal Express Corp. MD

- 11

- 11F D Memphis 120

- 40B/Draft 40C A ST7X

648 Federal Express Corp. MD

- 11

- 11F D Memphis 120

- 40B/Draft 40C A ST7X

989 Federal Express Corp. MD

- 11

- 11F D Memphis 120

- 40B/Draft 40C A ST7X

360 FlightSafety International ATR

- 42

- 300 C Houston 120

- 40A A FSI

258 FlightSafety International ATR

- 42

- 300 C Houston 120

- 40A A FSI

845 FlightSafety International ATR

- 42

- 500 D Houston 120

- 40B A FSI

890 Fligh tSafety International ATR

- 72

- 212A D Houston 120

- 40B A FSI

476 FlightSafety International BE

- 1900

- D D Flushing 120

- 40B A FSI

695 FlightSafety International CL

- 600

- 2B19 D Atlanta 120

- 40B A FSI

664 FlightSafety International CL

- 600

- 2B19 D Atlanta 120

- 40B A FSI

719 FlightSafety International CL

- 600

- 2B19 D Atlanta 120

- 40B/Draft 40C A FSI

847 FlightSafety International CL

- 600

- 2C10 D Atlanta 120

- 40B/Draft 40C A FSI

1372 FlightSafety International CL

- 600

- 2C10 D Atlanta 14 CFR Part 60 Change 1, Appendix A A FS I

714 FlightSafety International DHC

- 8

- 100 C Atlanta 120

- 40B A FSI

802 FlightSafety International DHC

- 8

- 200 D Atlanta 120

- 40B A FSI

753 FlightSafety International DHC

- 8

- 300 D Atlanta 120

- 40B A FSI

345 FlightSafety International EMB

- 120

- 120 C Atlanta 12 0

- 40A A FSI

751 FlightSafety International EMB

- 145

- 145 D Houston 120

- 40B/Draft 40C A FSI

786 FlightSafety International EMB

- 145

- 145 D Houston 120

- 40B/Draft 40C A FSI

809 FlightSafety International EMB

- 145

- 145 D Paris 120

- 40B/Draft 40C A FSI

982 FlightS afety International ERJ

- 170

- 100 D Paris 120

- 40B/JAR

- STD 1A Amdt 3 A FSI

292 FlightSafety International SD

- 3

- 60 C Flushing 120

- 40A A FSI

211 FlightSafety International SF

- 340

- 340A D Houston 120

- 40B A FSI

408 FlightSafety International SF

- 340

- 340B D Houst on 120

- 40B A FSI

846 FlightSafety International (023 South) CL

- 600

- 2C10 D St Louis 120

- 40B/Draft 40C A FSI

1028 FlightSafety International (023 South) DHC

- 8

- 400 D St Louis 120

- 40B/JAR

- STD 1A Amdt 3 A FSI

779 FlightSafety International (023 South) EMB

- 14 5

- 145 D St Louis 120

- 40B/Draft 40C A FSI

1036 FlightSafety International (023 South) ERJ

- 170

- 100 D St Louis 120

- 40B/JAR

- STD 1A Amdt 3 A FSI

944 FlightSafety International (023 South) ERJ

- 170

- 100 D St Louis 120

- 40B/JAR

- STD 1A Amdt 3 A FSI55 Sim ID Compan y Name Make Model Series Sim Level City Name Code Active Company Identifier

1335 FlightSafety International (023 South) ERJ

- 170

- 100 D St Louis 14 CFR Part 60 Change 1, Appendix A A FSI

1345 FlightSafety International (023 South) ERJ

- 170

- 100 D St Louis 14 CFR Part 60 Change 1, Appendix A A FSI

1203 FlightSafety International (023 South) ERJ

- 190

- 100 D St Louis 14 CFR Part 60 Change 1, Appendix A A FSI

972 FlightSafety International 023 CL

- 600

- 2B19 D St Louis 120

- 40B/Draft 40C A FSI

930 FlightSafety Inter national 023 CL

- 600

- 2C10 D St Louis 120

- 40B/Draft 40C A FSI

1010 FlightSafety International 023 CL

- 600

- 2D24 D St Louis 120

- 40B/JAR

- STD 1A Amdt 3 A FSI

819 FlightSafety International 023 EMB

- 145

- 145 D St Louis 120

- 40B/Draft 40C A FSI

660 FlightSafety Int ernational 023 EMB

- 145

- 145 D St Louis 120

- 40B/Draft 40C A FSI

968 FlightSafety International 023 ERJ

- 170

- 100 D St Louis 120

- 40B/JAR

- STD 1A Amdt 3 A FSI

1409 FlightSafety International 023 ERJ

- 170

- 100 D St Louis 14 CFR Part 60 Change 1, Appendix A A FSI

850 FlightSafety International 172 CL

- 600

- 2C10 D Dallas 120

- 40B/Draft 40C A FSI

904 FlightSafety International 172 EMB

- 145

- 145 D Dallas 120

- 40B/Draft 40C A FSI

327 FlightSafety International(004 EMB

- 120

- 120 C Long Beach 120

- 40A A FSI

514 FlightSafety In ternational(029 BE

- 1900

- D D Seattle 120

- 40B A FSI

465 FlightSafety International(029 DHC

- 8

- 100 C Seattle 120

- 40B A FSI

367 FlightSafety International(029 DHC

- 8

- 100 C Seattle 120

- 40B A FSI

557 FlightSafety International(029 DHC

- 8

- 200 D Seattle 120

- 40B A FSI

1242 FlightSafety International(029 DHC

- 8

- 200 D Seattle 14 CFR Part 60 Change 1, Appendix A A FSI

517 FlightSafety International(029 DHC

- 8

- 300 C Seattle 120

- 40B A FSI

370 FlightSafety International(029 DHC

- 8

- 300 C Seattle 120

- 40B A FSI

1243 FlightS afety International(029 DHC

- 8

- 300 D Seattle 14 CFR Part 60 Change 1, Appendix A A FSI

709 FlightSafety International(029 DHC

- 8

- 400 D Seattle 120

- 40B A FSI

1008 FlightSafety International(029 DHC

- 8

- 400 D Seattle 120

- 40B/JAR

- STD 1A Amdt 3 A FSI

632 Flight Safety International(030 CL

- 600

- 2B19 D Salt Lake City 120

- 40B A FSI

787 FlightSafety International(030 CL

- 600

- 2B19 D Salt Lake City 120

- 40B/Draft 40C A FSI

743 FlightSafety International(030 CL

- 600

- 2B19 D Salt Lake City 120

- 40B/Draft 40C A FSI

899 Fligh tSafety International(030 CL

- 600

- 2C10 D Salt Lake City 120

- 40B/Draft 40C A FSI

1248 FlightSafety International(030 CL

- 600

- 2C10 D Salt Lake City 14 CFR Part 60 Change 1, Appendix A A FSI

693 FlightSafety International(033 BE

- 1900

- D D Toronto 120

- 40B A FSI

288 FlightSafety International(033 DHC

- 8

- 100 C Toronto 120

- 40B A FSI

822 FlightSafety International(033 DHC

- 8

- 100 C Toronto 120

- 40B A FSI

821 FlightSafety International(033 DHC

- 8

- 200 D Toronto 120

- 40B/Draft 40C A FSI

422 FlightSafety International(033 DHC

- 8

- 300 C Toronto 120

- 40B A FSI

791 FlightSafety International(033 DHC

- 8

- 300 D Toronto 120

- 40B/Draft 40C A FSI

676 FlightSafety International(033 DHC

- 8

- 400 D Toronto 120

- 40B A FSI

1147 FlightSafety International(033 DHC

- 8

- 400 D Toronto 120

- 40B A FSI

553 FlightSafety International(044 CL

- 600

- 2B19 D Erlanger 120

- 40B A FSI

666 FlightSafety International(044 CL

- 600

- 2B19 D Erlanger 120

- 40B A FSI

683 FlightSafety International(044 CL

- 600

- 2B19 D Erlanger 120

- 40B A FSI

772 FlightSafety International(044 C L

- 600

- 2B19 D Erlanger 120

- 40B/Draft 40C A FSI56 Sim ID Company Name Make Model Series Sim Level City Name Code Active Company Identifier

775 FlightSafety International(044 CL

- 600

- 2B19 D Erlanger 120

- 40B/Draft 40C A FSI

571 FlightSafety International(044 EMB

- 145

- 145 D Erlanger 120

- 40B/Draft 40C A FSI

1317 FlightSafety International(044 ERJ

- 170

- 100 D Erlanger 14 CFR Part 60 Change 1, Appendix A A FSI

172 Global One Training Group, LLC B

- 727

- 200 C Sanford 121

- 14C A REDI

1330 Hawaiian Airlines, Inc. A

- 330

- 200 D Honolulu 14 CFR Part 60 Change 1, Appendix A A

920 JetBlue Airways A

- 320

- 232 D Orlando 120

- 40B/Draft 40C A ST7X

921 JetBlue Airways A

- 320

- 232 D Orlando 120

- 40B/Draft 40C A ST7X

924 JetBlue Airways A

- 320

- 232 D Orlando 120

- 40B/Draft 40C A ST7X

9 19 JetBlue Airways A

- 320

- 232 D Orlando 120

- 40B/Draft 40C A ST7X

949 JetBlue Airways ERJ

- 190

- 100 D Orlando 120

- 40B/JAR

- STD 1A Amdt 3 A ST7X

928 JetBlue Airways ERJ

- 190

- 100 D Orlando 120

- 40B/JAR

- STD 1A Amdt 3 A ST7X

941 Kalitta Air, LLC B

- 747

- 200 C Ypsila nti 120

- 40B A ST7X

1234 Kalitta Air, LLC B

- 747

- 400 C Ypsilanti 14 CFR Part 60 Change 1, Appendix A A ST7X

358 Pan Am Int. Flight Academy SF

- 340

- 340B C Miami 120

- 40B A ST7X

633 Pan Am Int. Flight Academy SF

- 340

- 340B D Miami 120

- 40B A ST7X

56 Pan Am Inte rnational Flight Academy A

- 300

- B4 C Miami 120

- 40 A TSCF

640 Pan Am International Flight Academy A

- 320

- 200 D Miami 120

- 40B A REFL

174 Pan Am International Flight Academy B

- 727

- 222A C Miami 121

- 14C A ST7X

559 Pan Am International Flight Academy B

- 737

- 200 C Miami 120

- 40B A REDI

446 Pan Am International Flight Academy B

- 737

- 300 C Miami 120

- 40B A AAI

1059 Pan Am International Flight Academy B

- 737

- 400 C Miami 120

- 40B A REDI

1168 Pan Am International Flight Academy B

- 737

- 800 D Henderson 14 CFR Part 60 Change 1, Appendix A A

1104 Pan Am International Flight Academy B

- 737

- 800 D Miami 14 CFR Part 60 Change 1, Appendix A A

1161 Pan Am International Flight Academy B

- 737

- 800 D Miami 14 CFR Part 60 Change 1, Appendix A A

1241 Pan Am International Flight Aca demy B

- 737

- 800 D Miami 14 CFR Part 60 Change 1, Appendix A A

1322 Pan Am International Flight Academy B

- 747

- 400 D Miami 14 CFR Part 60 Change 1, Appendix A A TTS

119 Pan Am International Flight Academy B

- 757

- 251 D Henderson 120

- 40 A LINK

525 Pan Am In ternational Flight Academy B

- 767

- 200 C Miami 120

- 40B A REDI

679 Pan Am International Flight Academy B

- 767

- 269 C Miami 120

- 40B A ST7X

31 Pan Am International Flight Academy B

- 767

- 275 C Miami 120

- 40 A REDI

1307 Pan Am International Flight Academy B

- 777

- 20 0 D Miami 14 CFR Part 60 Change 1, Appendix A A ST7X

1347 Pan Am International Flight Academy B

- 777

- 200 D Miami 14 CFR Part 60 Change 1, Appendix A A ST7X

350 Pan Am International Flight Academy DC

- 9

- 82 D Henderson 120

- 40A A ST7X

410 Pan Am Internationa l Flight Academy DC

- 9

- 82 C Miami 120

- 40B A REDI

348 Pan Am International Flight Academy MD

- 11

- 11 D Memphis 120

- 40B A ST7X

241 Pan Am International Flight Academy MD

- 88

- 88 C Henderson 120

- 40A A ST7X

302 Pan Am International Flight Academy MD

- 88

- 88 C Miam i 120

- 40A A LINK

373 Pan Am International Flight Academy SF

- 340

- 340A C Miami Springs 120

- 40B A FSI

374 Pan Am International Flight Academy SF

- 340

- 340B D Miami Springs 120

- 40B A FSI

561 Sierra Academy of Aeronautics B

- 737

- 700 D Atwater 120

- 40B A ST7X57 Sim ID Company Name Make Model Series Sim Level City Name Code Active Company Identifier

955 Sierra Academy of Aeronautics B

- 737

- 800 D Atwater 120

- 40B A ST7X

27 Southwest Airlines B

- 737

- 300 C Dallas 120

- 40A A REDI

65 Southwest Airlines B

- 737

- 300 C Dalla s 120

- 40A A REDI

435 Southwest Airlines B

- 737

- 300 C Dallas 120

- 40B A REFL

579 Southwest Airlines B

- 737

- 700 D Dallas 14 CFR Part 60 Change 1, Appendix A A TTS

799 Southwest Airlines B

- 737

- 700 D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

801 South west Airlines B

- 737

- 700 D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

1115 Southwest Airlines B

- 737

- 700 D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

936 Southwest Airlines B

- 737

- 700 D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

1419 S outhwest Airlines B

- 737

- 800 D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

1268 Southwest Airlines B

- 737

- 800 D Dallas 14 CFR Part 60 Change 1, Appendix A A ST7X

1319 Spirit Airlines, Inc. A

- 320

- 200 D Ft Lauderdale 14 CFR Part 60 Change 1, Appendix A A

1318 Spirit Airlines, Inc. A

- 320

- 200 D Ft Lauderdale 14 CFR Part 60 Change 1, Appendix A A

1383 Spirit Airlines, Inc. A

- 320

- 200 D Las Vegas 14 CFR Part 60 Change 1, Appendix A A

1337 Strategic Simulation Solutions L.L.C. A

- 320

- 200 D Aurora 1 4 CFR Part 60 Change 1, Appendix A A

1391 Strategic Simulation Solutions L.L.C. ERJ

- 170

- 100 D Aurora 14 CFR Part 60 Change 1, Appendix A A FSI

1430 Strategic Simulation Solutions L.L.C. ERJ

- 170

- 100 D Aurora 14 CFR Part 60 Change 1, Appendix A A FSI

13 20 Sun Country Airlines B

- 737

- 800 D Minneapolis 14 CFR Part 60 Change 1, Appendix A A

614 United Airlines A

- 320

- 232 D Denver 120

- 40B A TTS

445 United Airlines A

- 320

- 232 D Denver 120

- 40B A REDI

566 United Airlines A

- 320

- 232 D Denver 120

- 40B A TTS

585 United Airlines A

- 320

- 232 D Denver 120

- 40B A TTS

798 United Airlines A

- 320

- 232 D Denver 120

- 40B/Draft 40C A TTSL

282 United Airlines B

- 737

- 300 D Denver 120

- 40B A ST7X

261 United Airlines B

- 737

- 322 D Denver 120

- 40A A ST7X

1004 United Airlines B

- 737

- 800 D Houston 120

- 40B A ST7X

616 United Airlines B

- 737

- 800 D Houston 120

- 40B/Draft 40C A ST7X

1136 United Airlines B

- 737

- 800 D Houston 14 CFR Part 60 Change 1, Appendix A A ST7X

1137 United Airlines B

- 737

- 800 D Houston 14 CFR Part 60 Change 1, Appendix A A ST7X

1354 United Airlines B

- 737

- 800 D Houston 14 CFR Part 60 Change 1, Appendix A A ST7X

1420 United Airlines B

- 737

- 900ER D Houston 14 CFR Part 60 Change 1, Appendix A A ST7X

29 United Airlines B

- 747

- 200 C Denver 120

- 40B A REDI

589 United Airlines B

- 74 7

- 400 D Denver 120

- 40B A ST7X

420 United Airlines B

- 747

- 400 D Denver 120

- 40B A ST7X

267 United Airlines B

- 747

- 422 D Denver 120

- 40A A ST7X

578 United Airlines B

- 757

- 200 D Denver 120

- 40B A ST7X

513 United Airlines B

- 757

- 200 D Houston 120

- 40B A TTS

328 U nited Airlines B

- 757

- 222 D Denver 120

- 40B A ST7X

329 United Airlines B

- 757

- 222 D Denver 120

- 40B A ST7X

179 United Airlines B

- 767

- 300 C Denver 120

- 40B A ST7X58 Sim ID Company Name Make Model Series Sim Level City Name Code Active Company Identifier

680 U nited Airlines B

- 767

- 300 D Denver 120

- 40B/Draft 40C A ST7X

665 United Airlines B

- 767

- 400 C Denver 120

- 40B/Draft 40C A FSI

691 United Airlines B

- 767

- 400ER D Denver 120

- 40B/Draft 40C A ST7X

606 United Airlines B

- 777

- 200 D Denver 120

- 40B A ST7X

511 United Airlines B

- 777

- 200 D Denver 120

- 40B A REDI

467 United Airlines B

- 777

- 222 D Denver 120

- 40B A REDI

550 United Airlines B

- 777

- 222 D Denver 120

- 40B A TTS

1245 United Airlines B

- 787

- 8 D Houston 14 CFR Part 60 Change 1, Appendix A A ST7X

1434 United Airline s B

- 787

- 8 D Houston 14 CFR Part 60 Change 1, Appendix A A ST7X

699 United Parcel Service A

- 300

- B4600R D Louisville 120

- 40B/Draft 40C A TTS

254 United Parcel Service A

- 300

- B4600R D Louisville 14 CFR Part 60 Change 1, Appendix A A LINK

1012 United Parcel Service B

- 747

- 400 D Anchorage 120

- 40B/ICAO A ST7X

318 United Parcel Service B

- 757

- 200 D Louisville 120

- 40B A REDI

485 United Parcel Service B

- 757

- 200 D Louisville 120

- 40B/Draft 40C A REDI

1140 United Parcel Service B

- 767

- 300ER D Louisville 14 CFR Part 6 0 Change 1, Appendix A A TTSL

326 United Parcel Service MD

- 11

- 11 D Louisville 120

- 40B A ST7X

1037 United Parcel Service MD

- 11

- 11F D Anchorage 120

- 40B/Draft 40C A ST7X5960 

### A **p pend**  **i x B**  **F u**  **l l**  **D ef**  **i n**  **i t**  **i o**  **n s**  19

F light Si m ulation Tr ain i ng Dev i c e ( F

ST D )

– A f u ll f li g ht simul a tor ( F F S) or a f l i g ht t ra ining

d e vi c e ( F TD)

.

F

STD D ir ec ti v e

— a d o c um e nt issu e d b y the F A A to a n F S T D sponsor r e q ui r ing a modi f i c a tion to

the F S T D due to a s a f e t y

- o f

- f

l i g ht issue a nd a m e nding the q u a li f i ca tion b a s is f or the F S TD

.

F light Training Dev i c e (F T D )

— a re pli c a of a i r c r af t inst r um e nts, e quipm e nt, p a n e ls, a nd c ont r ols

in a n op e n f l i g ht d ec k a r e a o r a n e n c los e d a i rc r af t f l i g ht d ec k r e pli c a

. I t i n c lud e s the e quipm e nt a nd

c omput e r p r og ra ms n e c e ss a r y to r e p re s e nt a i r cr a f t ( or s e t of a i rc r af t) op e ra tions in g r ound a nd

f l i g ht c onditions h a ving the f ull ra n g e of ca p a biliti e s of the s y s t e ms inst a ll e d in the d e vi c e a s

d e s cr ib e d in p a r t 60 of this c h a pt e r a nd the qu a li f i ca tion p e rf o r m a n c e st a nd a r d (Q PS) f or a sp e c i f i c

F T D qu a li f i ca tion l e v e l. ( P ar t 1)

F ull flight si m ul a tor ( F

F

S) m e a ns a r e pli c a o f a s p ec i f ic t y p e ; or m a k e , m o d e l, a nd s er i e s a i rc r af t

c o c kpit. I t i n c lud e s the a s s e mbl a ge of e quipm e nt a nd c omput e r p r o g r a ms n ece ss a r y to re p r e s e nt

a i rc r af t op e r a tions in g r o und a nd f li g ht c ondition s , a visu a l s y st e m p r ovid i ng a n ou t

- o f

- th e

- c o c kpit

vi ew , a s y st e m t h a t p r ovid e s c u e s a t l ea st e quiv a l e nt to those of a t h ree

- d e g r e e

- o f

- free dom motion

s y s t e m, a nd h a s the f ull ra n ge of ca p a biliti e s of the s y st e m s inst a ll e d in the d e vi c e a s d e s cr ib e d in

p a r t 60 of this c h a pt e r a nd the qu a li f i ca tion p e rf o r m a n c e st a nd a r ds (Q PS) f or a sp e c i f ic FF S

qu a li f i ca tion l e v e l.

19 A pp e n d i x F t o P art 60

— De f i n iti on s a n d A bb re v i a ti o n s f o r Fli g h t S i m u l a ti o n T ra i n i n g D e v i ce s , E l ec t r o n i c C od e

o f F e d eral R e g u l a ti o n s , h tt p :/ / ww w .e c f r. g o v / c g i

- b i n /t e x t

i d x ? c=ec f r & S ID=9505 f 8bab 8 371e 9 00 1 26 5 430 e b5 2 86 f 7 & r gn =d i v 9& v i e w = t e x t & n ode=14 : 2.0. 1 .1. 1 .0. 1 .25

. 6 & i d n o= 1461 Sponsor

– a cer ti f i c a te h o ld e r w ho s ee ks o r m a int a ins F S T D qu a li f i ca tion a nd is re sponsible f or

the p re s cr i b e d ac tions a s p re s cr ib e d in this p ar t a n d the Q PS f or the a pp r o p r i a te F S T D a nd

qu a li f i ca tion l e v e l.

O bj ec ti v e T e st

— a q u a ntit a tive m ea su re m e nt a nd e v a lu a tion of F S T D p e rf o r m a n c e

Q ualifi c ation Pe rfor m an c e Standard ( QP S )

— t h e c oll ec tion of p r o c e du re s a nd cr it er i a us e d w h e n

c ondu c ti n g obj e c tive a nd subj ec tive t e sts, t o e st a blish F S T D qu a li f i ca tion l e v e ls. T he

Q u a li f i ca tion P erf o r m a n c e St a nd ar ds a r e publish e d in the a pp e ndi ce s to th i s p ar t, a s f ollo w s:

A pp e ndix A

, f or A i rpl a n e Simul a to r s; A pp e ndix B
, f or A i rpl a ne F li g ht T r a ining D e vi ce s;

A pp e ndix C, f or He li c opt e r Simul a to r s; A pp e ndix D
, f or He li c op t e r F li g ht Tra ining De vi c e s;

A pp e ndix E
, f or Q u a li t y M a n a g e m e nt S y st e ms f or F li g ht Simul a tion Tra ining D e vi ce s; a nd

A pp e ndix F
, f or D e f initions a nd A bb re vi a tions f o r F light Simul a tion Tra ining De v i ce s.

Q ualifi c ation T e st G uide (Q T G )

— the p r im a r y re f ere n c e do c um e nt u s e d f o r e v a lu a ti n g an a i rc r af t

F S TD

. I t c ont a i n s t e st re sults, st a t e m e nts of c ompli a n c e a nd ca p a b ili t y , the c on f i g u r a tion of the

a i r c raf t simul a t e d, a nd oth e r in f o r m a tion f o r the e v a lu a tor to a s s e ss the F S T D a g a inst the

a ppli ca ble re g ul a to r y c r it er i a

.

Subj ec ti v e T e st

— a qu a l i t a tive a ss e ssm e nt of the p erf o r m a n c e a nd op e r a tion of the F S TD

.62 

### A p pend i x C D ef i n i t i o ns o f F STD L e v e l s F TD L e v e l De s c r ip t ions

a. T h e f o ll o w i n g i s a g e n eral d e s cr i p ti o n o f each l e v el o f F T D. De t a il ed st a n d ar d s a n d t e s t s f o r t h e v ar i o u s l e v e l s o f F T Ds are fu l l y d e f i n ed i n A tt a c h m e n t s 1 t hr ou g h 3 o f t h i s a p p e n d i x

. 39

(1) L e v el 4

. A d e v i ce t h at m a y h a v e an op en a i r p l a n e

- s p ec i f i c f l i g h t d eck area, o r an e n c l o s ed a i r p l a n e

s p ec i f i c f l i g h t d eck a n d at l ea s t o n e op era ti n g s y st e m

. A i r / g r ou n d l o g i c i s re q u i red ( n o aer od yn a mi c p r o g ra mm i n g re qu i re d ). A l l d i s p l a y s m a y b e f l a t

/ L C D p a n el re p re s e n t a ti on s o r ac t u al re p re s e n t a ti o n s o f d is p l a y s i n t h e a i rcra f t

. A l l c on t r o ls

, s w it c h e s , a n d kn ob s m a y b e t o u ch s e n sit i v e ac t i v a ti o n ( n o t ca p a b l e

o f m a n u al m a n i p u l a ti o n o f t h e f l i g h t c o n t r o ls ) o r m a y p h y si ca l l y re p li ca t e t h e a i rcra f t i n c o n t r o l
op era ti o n

.
(2) L e v el 5

. A d e v i ce t h at m a y h a v e an op en a i r p l a n e

- s p ec i f i c f l i g h t d eck area, o r an e n c l o s ed a i r p l a n e

s p ec i f i c f l i g h t d ec k ; g e n er i c aer od yn a m i c p r o g r a mm i n g ; at l ea s t o n e op era ti n g s y st e m ; a n d c o n t r o l l o a d i n g t h a t is re p re s e n t a ti v e o f t h e s i mu l a t e d a i r p l a n e o n l y at an a pp r o ach s p eed a n d c o nf i g u r a ti o n

. A l l d is p l a y s m a y b e f l a t

/ L C D p a n el re p re s e n t a ti on s o r ac t u al re p re s e n t a ti o n s o f d is p l a y s i n t h e a i rcra f t

. P r i m a r y a n d s ec o n d a r y f l i g h t c o n t r o l s (e. g ., r u dd er, a il er o n , e l e v a t o r, f l a p s , s po il er s/s p eed b ra k e s , e ng i n e

c o n t r o ls

, l a n d i n g g ear, no s e w h eel s t eer i n g , t r i m , b ra k e s ) mu s t b e ph y si cal c on t r o ls

. A l l o t h er c o n t r o ls

, s w it c h e s , a n d k n ob s m a y b e t o u ch s e n si t i v e ac t i v a ti o n

.
(3) L e v el 6

. A d e v i ce t h at h a s an e n c l o s ed a i r p l a n e

- s p ec i f i c f l i gh t d e c k ; a i r p l a n e

- s p ec i f i c

aer od y n a m i c p r o g ra mmi n g ; a l l a pp li ca b l e a i r p l a n e s y st e m s op era ti n g ; c on t r o l l o a d i n g t h at i s

re p re s e n t a t i v e o f t h e s i m u l a t ed a i r p l a n e t h r ou gh o u t i t s g r ou n d a n d f l i g h t e n v e l op e; a n d s i gn i f i c a n t

s ou n d re p re s e n t a ti o n

. A l l d i s p l a y s m a y b e f l a t

/ L C D p a n el re p re s e n t a ti on s o r ac t u al re p re s e n t a ti on s

o f d is p l a y s i n t h e a i rcra f t , b u t a l l c o n t r o ls

, s w it c h e s , a n d kn ob s m u s t ph y si c a l l y re p li ca t e t h e a i rcra f t i n c o n t r o l op era ti o n

.

T h e f o ll o w i n g i s a g e n eral d e s cr i p ti o n o f a l e v el 7 F T D p r op o s ed b y t h i s r u l e.

(4) L e v el 7

. A L e v el 7 d e v i c e i s o n e t h at h as a n e n c l o s e d a i r p l a n e

- s p ec i f i c f l i g h t d eck a n d

aer od y n a mi c p r o g r a m w i t h a l l a pp li ca b l e a i r p l a n e sy st e m s op era ti n g a n d c o n t r o l l o a d i n g t h at i s

re p re s e n t a t i v e o f t h e s i m u l a t ed a i r p l a n e t hr ou gh o u t it s g r ou n d a n d f l i g h t e n v e l op e a n d s i g n i f i c a n t s o un d

re p re s e n t a t i o n

. A l l d is p l a y s m a y b e f l a t

/ L C D p a n el re p re s e n t a ti o n s o r ac t u a l re p re s e n t a t i o n s o f d is p l a y s i n t h e a i rcra f t , b u t a l l c o n t r o ls

, s w i t c h e s , a n d k n ob s mu s t ph y s i ca l l y re p li ca t e t h e a i rcraft i n c o n t r o l
op era ti o n

. It a ls o h as a v i s u al s y st e m t h at p r o v i d es an o u t

- o f

- t h e

- f l i g h t d eck v i e w , p r o v i d i n g cr o s s

- f l i gh t d e c k v i e w i n g ( f o r bo t h p i l o t s s i mu lt a n e ou s l y ) o f a f i e l d

- o f

- v i e w o f at l e a s t 20 0 h o r i z o n t a l l y a n d 40 °

v er ti ca l l y

. F F S L e v e l D e s cr ip t ions ( bas e d upon p r opos e d P a r t 60 N P R M)

L e v e l D . A d e vi c e th a t h a s a n e n c lo s e d a i rpl a n e

- s p ec i f ic f l i g ht d ec k; a i rpl a n e

- sp ec i f i c

aer o d y n a mic a nd g r ound h a ndling p r o g ra mmin g ; a ll a ppli ca ble a i rpl a n e s y s t e ms op era ti n g ; st a tic

a nd d y n a mic c ont r ol lo a d ing th a t is sp ec i f ic to the simul a t e d a i rpl a ne th r o u ghout its g r ound a nd f li g ht e nv e lo p e ; a nd a i r c r af t sp ec i f ic sound re p r e s e nt a tion th a t h a s b ee n obj e c tiv e l y m e a su re d. I t

a lso h a s a visu a l s y st e m th a t p r ovid e s a n out

- o f

- th e

- f l i g ht d ec k vi e w , p r ov i ding cr os s

- f l i g ht d ec k vi ew ing ( f or both pilots simult a n e ous l y ) of a f i e ld

- o f

- vi e w of a t l ea st 200 ° h o r i z ont a l l y a nd 40°

v er ti ca l l y

. A ddition a l l y , it re qui re s motion c u e i n g in a t l ea st six d e g ree s o f free dom ( pit c h, r oll,
y aw , su r g e , h ea v e , a nd s w a y ) a nd obj e c tiv e l y m e a su re d a i rp l a ne sp e c i f ic c h arac t er istic motion vib ra tions.

39 A pp e n d i x B t o p art 6 0

, 2 4

. L e v e l s o f F T D s

.63 L e v e l C. A d e vi c e th a t h a s a n e n c lo s e d a i rpl a n e

- s p ec i f ic f l i g ht d ec k; a i r pl a n e

- sp ec i f i c

aer o d y n a mic a nd g r ound h a ndling p r o g ra mmin g ; a ll a ppli ca ble a i rpl a n e s y s t e ms op era ti n g ; st a tic a nd d y n a mic c ont r ol lo a d ing th a t is sp ec i f ic to the simul a t e d a i rpl a ne th r o u ghout its
g r ound a nd f li g ht e nv e lo p e ; a nd a i r c r af t sp ec i f ic s i g ni f i c a nt s o und re p re s e nt a tion. I t a l s o h a s a visu a l s y s t e m th a t p r ovid e s a n out

- o f

- t h e

- f l i g ht d ec k vi e w , p r ov i ding cr os s

- f l i g ht d ec k vi e w ing ( f

or both pilots simul t a n e ous l y ) of a f i e l d

- o f

- vi e w o f a t l ea st 200 ° ho r i z ont a l l y a nd 40°

v er t i ca l l y

. A ddition a l l y , it re qui re s motion c u e i n g in a t l ea st six d e g ree s o f free dom ( pit c h, r oll,
y a w , su r g e , h ea v e , a nd s w a y ) a nd a i r pl a ne s p ec i f ic motion sp ec i a l ef f

ec ts a nd bu ffe ts. L e v e l C F S TD s ar e q u a li f i e d to c ondu c t the s a me t a sks a s L e v e l D F S TD s, but a r e re st r i c t e d f r om

c r e diting cer t a in t r a ining a n d t e sting f or pilots th a t do not m ee t the e x p er i e n c e r e qui re m e nts a s d e f in e d i n P ar t 121 A pp e ndix H.

L e v e l B

. A d e vi c e th a t h a s a n e n c lo s e d a i rpl a n e

- s p ec i f ic f l i g ht d ec k; a i r pl a n e

- sp ec i f i c

aer o d y n a mic a nd g r ound h a ndling p r o g ra mmin g ; a ll a ppli ca ble a i rpl a n e s y s t e ms op era ti n g ; st a tic c ont r ol lo a ding th a t is s p ec i f ic to the simul a t e d a i rpl a ne th r o u g hout its g r o u nd a nd f li g ht

e nv e lop e ; a nd b a sic a i r c r af t sound re p r e s e nt a tion. I t a lso h a s a visu a l s y st e m th a t p r ovid e s a n out

- o f

- th e

- f l i g ht d e c k vi e w of a t l ea st 45 ° ho r i z ont a l l y a nd 30° v er ti ca l l y

. A ddition a l l y , it

re qui re s motion c u e i n g i n a t l ea st th re e d e g r e e s of free dom ( pit c h, r oll

, a nd h ea v e ) a nd a i r p l a ne sp ec i f ic motion sp ec i a l e ffec ts a nd b u ffe ts. F or c e r t a in t ra ining t a sks su c h a s t a k e o ff , l a ndi n g , a nd t a x i, L e v e l B F S TD s ar e qu a li f i e d on l y f or c o n tinuing qu a li f i ca tion t ra i n in g

.

L e v e l A

. A d e vi c e th a t h a s a n e n c lo s e d a i rpl a n e

- s p ec i f ic f l i g ht d ec k; a i rpl a n e

- sp ec i f i c

aer o d y n a mic p r o g ra mm i n g ; a ll a ppli c a ble a i rpl a n e s y st e ms o p era ti n g ; st a tic c ont r ol lo a di n g th a t is sp ec i f ic to the simul a t e d a i r pl a ne th r o u g hout its g r ound a nd f l i g ht e nv e l o p e ; a nd b a sic

a i rc r af t sound re p re s e nt a tion

. I t a lso h a s a visu a l s y st e m th a t p r ovid e s a n out

- o f

- th e

- f l i g ht d ec k vi e w of a t l ea st 45 ° ho r i z ont a l l y a nd 30° v er ti ca l l y

. A ddition a l l y , it re qui r e s motion c u e i n g in

a t l ea st th re e d e g ree s o f f r ee dom ( pit c h, r oll, a nd h ea v e)

. L e v e l A F S TD s ar e not q u a li f i e d to

c ondu c t most t a k e o ff , l a ndi n g , or t a x i t ra ining t a sks.64 

### Appendix D **Changes between the Final Rule and the NPRM**

Issue Significant Changes Rationale Cost Impact Full Stall Evaluation Improved definition of the stall angle of attack for the purpose s of defining the required aerodynamic modeling
range.

Made clarifications concerning acceptable source data for stall aerodynamic models. Clarified that data sources other than the aircraft manufacturer may be acceptable if they meet the modeling and SME pilot evaluation requirements.

Improved the defined qualification requirements for subject matter expert (SME) pilots that subjectively evaluate the stall model. Adds deviation authority if an acceptable SME pilot cannot be located. Allows for S ME evaluation to be conducted on an engineering or development simulator.

Removed requirement for all newly qualified FSTDs to be evaluated and qualified for full stall training tasks. Full stall qualification will only be required for FSTDs used to cond uct this training.

(Previously qualified FSTDs) Removed the objective testing requirements for stall maneuvers where validation data is not likely to Ensures the aerodynamic model covers an adequate range of angle of attack to conduct stall recovery training. Clarifies specific issues with stick pusher equipped and envelope protected aircraft

. Commenters requested clarification on whether OEM provided models were required or not.

Commenters requested clarification on SME qualification requirements. SME evaluation on a common engineering simulator will reduce burden on sponsors and data
pr oviders for FSTDs that share a common aerodynamic model.

Part 91 and part 135 operators currently have no mandate for training full stall maneuvers. If such training becomes mandatory in the future, these FSTDs will become subject to the FSTD Directive i f used in training. Sponsors can choose which FSTDs to qualify.

The NPRM requirement for “baseline” objective testing has no added value other than for repeatability testing. None

None

Small to Moderate
cost decrease

Moderate
cost decrease

Small to Moderate
cost decrease65 Issue Significant Changes Rationale Cost Impact exist (cruise and turning flight stall). These conditions will still require aerodynamic modeling a nd subjective evaluation by a subject matter expert pilot. UPRT Evaluation Removed FSTD evaluation requirements for Level A and Level B FSTDs.

Removed specific requirement for features and malfunctions necessary to drive upset scenarios.

Removed the requirement for audio and video record/playback functionality.

Improved the definition of required instructor operating station (IOS) parameters and feedback mechanisms. Allows for methods other than graphical displays to be used where the required pa rameters are provided to support the training
program.
Expands the definition of UPRT to include unusual attitude training in which scenarios are introduced that are intended to exceed the defined parameters of an aircraft upset. Better differentiates UP RT from the existing part 60 unusual attitude training requirement. Level A and Level B FSTDs lack much of the required cueing needed to train UPRT. Operators desiring to use a Level A or Level B FSTD will still have the option of applying for deviation a uthority under § 121.423.

This has been addressed in FAA guidance material on upset prevention and recovery training (Advisory Circular 120

- 111).

Commenters cited this as a potentially higher cost item (for older FSTDs ) that is not necessary to accomplis h the training objectives.

Commenters cited this as a potentially higher cost item (for older FSTDs ) that is not necessary to accomplish the training objectives.

Ensures FSTDs are not being inappropriately used for unusual attitude training into aircr aft upset conditions without proper evaluation. Current part 60 requirements limit unusual attitude training/qualification to within the “normal envelope”. None

Minimal
cost decrease

Moderate
cost decrease

Moderate
cost decrease

None

Engine and Clarified that specific icing effects are only required to be introduced Clarification requested by
commenters. None66 Issue Significant Changes Rationale Cost Impact Airframe Icing Evaluation where representative of the particular aircraft.

Revised the legacy part 60 engine and airframe icing special effects test (Table A3F) to remove references to gross weight increments and to better align with the updated requirements.

Clarified that flight test data is not necessarily required for the development of icing models. Engineering and analytical methods may be used to develop representa tive icing models.

Added provisions to allow for supplemental tuning of the icing model using an SME pilot
assessment. Corrected errors in the NPRM and aligned existing requirements.

Clarification requested by
commenters

Clarification s requested by
commenters None

None

None

Gusting Crosswind Evaluation Removed references to the windshear training aid for gusting crosswind model development. Recommended gusting crosswind profiles will be provided by the FAA in guidance material.

Removed minimum qualification requirement for Level A and Level B FSTDs. Commenters requested that the FAA provide gusting crosswind profiles to meet the qualification requirements. The models will be pro vided as guidance and will not be a minimum requirement. Sponsors will retain the ability to develop their own models.

Removed minimum requirement for lower level FFSs that are not fully qualified for all landing tasks. Small cost decrease

None

Bounced Landing Recovery Evaluation Removed ground reaction requirement to compute nosewheel exceedances.

Clarified the requirements to emphasize the effects and indications of ground contact due to landing in an abnormal aircraft attitude and that a ircraft dynamics in This parameter is not typically provided with simulator data packages and is not necessary to conduct the training.

Clarification requested by the c ommenters Small cost decrease

None67 Issue Significant Changes Rationale Cost Impact a bounced landing recovery are already adequately covered in the current part 60 rule. ICAO 9625 Alignment Restored the current general requirements table (Tables A1A and B1A) format, numbering system, and content to the current part 60 versions. Appended the proposed ICAO 9625 (Edition 3) requirement s from the NPRM into their applicable sections.

Restored the existing part 60 visual system field of view ( 180°x40° ) and system geometry requirements.

Adopted the less restrictive visual system lightpoint brightness tolerance (5.8 ft.

- lamberts) from the updated ICAO 9625 (Edition 4) document.

Adopted the less restrictive transport delay tolerances (100/120 milliseconds) from the updated ICAO 9625 (Edition 4) document.

Modified the objective motion cueing test (OMCT) description to not require te sting for continuing qualification evaluations, remove minimum tolerances, and further moved much of the technical test details into guidance material.

Incorporated various clarifications, corrections, and other improvements from the recently published IC AO 9625 (Edition 4) document. ICAO numbering system and format was found to be confusing and inadvertently included requirements on some FSTD levels not impacted by the alignment.

The additional field of view introduced by th e ICAO alignment was cited as not necessary for training and could drive significant cost increases for new FSTDs.

The tolerances in the NPRM introduced from the ICAO 9625 (Edition 3) document were found to be difficult for certain types of new visual pro jectors to meet (LED systems).

The tolerances in the NPRM introduced from the ICAO 9625 (Edition 3) document were found to be difficult to meet on some FSTDs.

Testing is beneficial in the motion algorithm tuning process, but fixed tolerances have not mat ured. Technical test details are more appropriate for guidance material.

Corrects issues identified with the ICAO 9625 (Edition 3) document as proposed. Where new and more restrictive requirements were added to the ICAO document, these None

Moderate
cost decrease

Small cost decrease

Moderate
cost decrease

Small cost decrease

None68 Issue Significant Changes Rationale Cost Impact

Aligned language where practical for similar stall, UPRT, and icing requirements from the ICAO 9625 (Edition 4) document.

Added deviation authority for the FAA to accept alternate FSTD evaluation standards issued b y ICAO or other national aviation authorities where an equivalent level of safety is demonstrated.

Reorganized the flight training device (FTD) requirements in Appendix B to restore the existing table structure and better separate requirements for the new Level 7 FTD and the legacy part 60 FTD levels.

Clarified the Level 7 FTD’s minimum qualified training tasks to better align with the ICAO 9625 guidelines.

Removed minimum requirements for extended envelope training tasks that are not included in the ICAO 9625 (Edition 4) document for the Type V device. were included in n on

regulatory information sections as recommended practices.

Alignment of language with the international guidance as recommended by commenters. Some differences were maintained to address comments to the NPRM.

Allows for FSTD sponsors to optionally use an updated international standard. Promotes a more timely recognition of updated FSTD evaluation criteria as well as multi

- national qualification of FSTDs.

Addresses commenter concerns with the new Level 7 FTD requirements being inadvertently carried ov er to legacy FTD levels.

Addresses commenter concerns that this fixed

- base FTD may be used inappropriately in lieu of a full flight simulator beyond the ICAO recommendations.

Part 121 requires this training to be conducted in a Level C or Level D FSTD

. Maintains consistency with the ICAO document. Minimal
cost decrease

Small to Moderate
cost decrease

None

None

None69 

### Appendix **E Cost Estimates of Standard Data Updates**  **( Pre** 

**- update**  **s) to**  **FSTDs**

In order to estimate the cost of standard FSTD data updates that may be necessary before

additional modifications can take place to meet the requirements of th is rule, the FAA gathered

information from some FSTD sponsors and manufacturers on the typical cost to conduct a

standard data blockpoint update. As described in the previously defined categories of aircraft

OEM provided updates, the FAA expects a varianc e in cost as a function of the age of the FSTD,

the current data package revision, and whether the FSTD represents a fly

- by

- wire (FBW) aircraft

that may require a more extensive integrated data update. For each category, the FAA has

estimated the followin g additional costs for a standard data update . These estimates represent

the additional cost to conduct pre

- updates that may be required before modifications to the

aerodynamic model can be incorporated to meet the requirements of this final rule.

• Simple Aircraft OEM Solution: No additional standard data update costs will apply to

FSTDs in this category.

• Standard Data Package Update: The FAA has estimated that a standard data package

blockpoint update will cost an additional $200k per FSTD. This cost is based upon

estimates from Flight Standards personnel who have experience in similar FSTD data

updates as well as feedback from discussions with several FSTD manufacturers and air

carriers . While typical data updates on some FBW equipped aircraft FSTDs c an cost

significantly more

, in the range of $800 ,000 and higher, most standard data package

updates for FBW aircraft include additional elements, such as avionics systems updates

and other changes that have little to no relevance to the aerodynamic model c hanges

necessary to support stall and upset recovery training. Furthermore, because the average

age of FBW FSTDs in this category is only 3.8 years old, the FAA does not believe70 extensive hardware modifications will be required on these FSTDs that would w arrant

such a high cost range

.

• Standard Data Package Update with Hardware Updates (Non

- FBW Aircraft) : The

FAA has estimated that a standard data package blockpoint update with a replacement

simulator host computer will cost an additio nal $5 00 ,000 per FST D. This cost is based

upon estimates from Flight Standards personnel who have experience in similar FSTD

data updates as well as feedback from discussions with FSTD manufacturers and

operators.

• Standard Data Package Update with Hardware Updates (FBW Aircr aft): The FAA

has estimated that a standard data package blockpoint update on an older FBW aircraft

FSTD which may require significant hardware updates will cost an additio nal $ 1 million

per FSTD. This cost is based upon feedback from FSTD manufacturers and operators

who state that many of the older Airbus FSTDs will require significant modifications to

bring them up to the latest revision of their data package. While the FAA received a wide

range of cost estimates from industry to conduct such a major update, the FAA chose a

nominal $ 1 million in cost for the following reasons. First, a typical FBW data package

contains updates to many areas in the simulation that have little impact on stall and

UPRT training, such as avionics systems and other systems simulation. Second,

particularly for older devices that are nearing the end of their useful lifespan, the FAA

expects the FSTD sponsors will explore the viability of using a lower cost non

OEM/ third party provided solution in lieu of conducting extensive modifications to these

older FSTDs that may not be necessary to conduct the required training tasks. Due to

these factors, the FAA believes the market will potentially drive a lower cost solution for

those sponsors

.