AFS

- 1 6

- 8453

- E April 23, 2016

Exemption No. 10518B Regulatory Docket No. FAA

- 20 11

- 0814

Mr. Itash Samani CAE, Inc.
P.O. Box 619119
2929 W. Airfield Drive DFW Airport, Texas 75261

Dear Mr. Samani :

This letter is to inform you that we have granted your petition to extend and amend Exemption

No. 10518 , as amended

. It explains the basis for our decision , describes its effect, and lists
the conditions and limitations. The FAA has modified th e conditions and limitations associated with this exemption as detailed below.

The Basis for Our Decision

By letter dated January 12, 2016 , you petitioned the Federal Aviation Administration (FAA)
on behalf of CAE, Inc. (CAE) for an extension of Exemptio n No. 10518 , as amended . That

e xemption from part 60, Appendix C, Table C2A , paragraph 4.b.1, 4.b.2, and 4.b.3 of
Title 14, Code of Federal Regulations (14 CFR) allows a geometric error between the image generator eye point and the pilot eye point up to 1 2° for the AgustaWestland AW

- 139

, Sikorsky S

- 76C++ , Sikorsky S

- 92, AgustaWestland AW

- 189, Eurocopter EC

- 225, Sikorsky

UH

- 60L, Sikorsky UH

- 60M, Bell B

- 407, Bell B

- 429, and Bell B

- 525 Level D Full Flight Simulators (FFS).

In your petition, you indicate t hat there has been no change in the conditions and reasons relative to public interest and safety that were the basis for granting the original exemption.

The FAA finds that the original exemption allowing up to 12 degrees of parallax/geometric
error need s to be reduced to 10 degrees.2

The factors leading to the decision to use the 10 degree limit are:

1. The FAA National Simulator Program (NSP) review of an AW

- 139 showed that the larger angle of geometric error was unacceptable to both the NSP Inspector a s well as
other s ubject m atter e xpert pilots. After CAE reworked the cockpit layout, a measured offset of 9.75 degrees was achieved, and this was found to be generally acceptable. Even so, a restriction was added to the Statement of Qualification (SOQ) a t the time of
the initial evaluation :

Visual eye point parallax error was measured 9.75 degrees at a point center of the two pilots. Complications occur during two pilot coordinated crew operations when the eye point is not selected to the center position . Multi Crew
Pilot task s are not authorized when the eye position is selected for one of the pilot positions which creates an excessive parallax for the other pilot.

2. International Civil Aviation Organization (ICAO) 9625 Volume II

– Helicopters, First
Edit ion 2012 also specifies a maximum limit of 20 degrees for a pilot not flying, and
recommends that for two

- pilot training, the design eye point be centrally located thereby providing both pilots with a less than or equal to 10 degree offset.

The FAA has de termined that good cause exists for not publishing a summary of the petition
in the Federal Register because the requested extension of

, and amendment to

, the exemption would not set a precedent, and any delay in acting on this petition would be detrimenta l to
CAE

.

Our Decision

The FAA has determined that the justification for the issuance of Exemption No. 10518 , as amended, remains valid with respect to this exemption and is in the public interest. Therefore, under the authority provided by 49 U.S.C. §§ 106(f), 40113 and 44701, which the FAA Administrator has delegat ed to me, CAE, Inc. is granted an extension to Exemption

No. 10518 , as amended

.

This grant exempts CAE from the part 60, continuous field

- of

- view tests as stated in Table C2A paragraph 4.b .1, 4.b.2, and 4.b.3 to the extent necessary to allow CAE to obtain FAA qualification of the applicable F light S imulation T raining D evices (FSTD s ) to the qualification level requested for any helicopter aircraft types manufactured by CAE, subject to
the fo llowing conditions and limitations.

Conditions and Limitations

1. This exemption applies to the following helicopters:3

a. Augusta

- Westland AW

- 139;

b. Sikorsky S

- 76C++;

c. Sikorsky S

- 92;

d. Augusta

- Westland AW

- 189;

e. Eurocopter EC

- 225;

f. Sikorsky UH

- 60L;

g. Sikorsky UH

- 60M;

h. Bell B

- 407;

i. Bell B

- 429; and

j. Bell B

- 525.

2. The training implications of a visual image parallax offset will remain the same regardless of the specific helicopter being simulated.

3. A geometric error of no greater than 10 degrees (per pilot flying) is allowe d subject to evaluation by a National Simulator Program (NSP) Aviation Safety Inspector by conducting ground and flight maneuvers to validate the geometric/parallax error does not negatively affect qualified training, testing, or checking tasks.

4. If the objective/subjective testing is successful, the NSP Inspector will make a recommendation to the National Simulator Program Manager (NSPM) for final approval.

Any training maneuver found to not be subjectively acceptable due to geometric/parallax error wil l be task restricted on the FSTD’s Statement of Qualification (SOQ) as determined appropriate by the NSPM.

The Effect of Our Decision

Our decision extends the termination date of Exemption No. 10518 , as amended, to April 30,
201 8 unless sooner supersed ed or rescinded.4

Any FSTD s previously qualified under earlier versions of this exemption retain the qualification status under which they were qualified, providing a copy of the e xemption in effect at the time of qualification is retained within the Mas ter Qualification Test Guide (MQTG) for that device.

Sincerely,

/s/ John Barbagallo Deputy Director, Flight Standards Service